A fuel consumption amount simulation method using a rate of increase in horsepower obtained by taking into account frictional resistance of a ship body, and a program and a system for executing the simulation method

Abstract

The present application provides a simulation method capable of estimating fuel consumption and / or CII rating of a ship at an arbitrary point in time and / or change in fuel consumption and / or CII rating of a ship over an arbitrary period of time, and a program and a system for executing the simulation method. A simulation method includes a process of estimating fuel consumption and / or CII rating of a ship at an arbitrary point in time or over an arbitrary period of time, taking into account a power increase rate PIR r based on hull roughness and a power increase rate PIR f based on hull fouling, wherein the process includes: after adding the PIR r and the PIR f to obtain a total power increase rate PIR a , the fuel consumption and / or CII rating is finally estimated based on the total power increase rate PIR a .

Description

Technical Field

[0001] This invention relates to a simulation method for estimating a ship's fuel consumption (oil consumption), and more specifically, to a simulation method for estimating a ship's fuel consumption by considering the rate of increase in horsepower based on hull roughness and the rate of increase in horsepower based on hull fouling. The invention also relates to programs and systems for performing the above-described simulation method. Background Technology

[0002] For ship operators (ship owners, navigators), accurately understanding and minimizing fuel consumption (i.e., improving propulsion performance) is essential not only for cost reduction but also for compliance with environmental regulations. Furthermore, manufacturers of marine coatings are required to research and develop coatings and films that reduce fuel consumption based on the ship's navigation conditions, selecting the optimal coating during ship construction or periodic maintenance and submitting it to the ship operator. Therefore, a method is desired that can accurately calculate a ship's fuel consumption and, through simulation, estimate changes in the coating applied to the hull and the resulting changes in fuel consumption, both effectively usable by ship operators and marine coating manufacturers.

[0003] A ship's fuel consumption is generally affected by the resistance experienced by the hull during navigation, including wave drag (resistance caused by the loss of energy due to waves generated by the hull), viscous pressure drag (resistance caused by pressure differences due to vortices generated at the stern), and frictional drag (resistance caused by friction between the hull surface and the surrounding water flow). The greater these resistances, the more horsepower the ship requires to navigate, and therefore the greater its fuel consumption. In particular, frictional drag accounts for 60% to 80% of the total resistance experienced by the hull, making its reduction extremely important for reducing fuel consumption.

[0004] Frictional resistance is not constant; it varies depending on the condition of the hull surface during navigation. In the initial stages of ship construction or docking (during coating repair), the roughness of the hull, created by the base treatment and painting processes, primarily contributes to frictional resistance. However, as navigation progresses, marine organisms adhere to the hull surface, and over time, this fouling also increases frictional resistance compared to the initial stage. Furthermore, the surface condition of the coating formed during the painting process also changes over time, potentially increasing frictional resistance (due to roughening) or conversely decreasing it (due to smoothing). Therefore, it is important to consider these changes over time to estimate variations in frictional resistance and ultimately, fuel consumption.

[0005] Prior art documents that disclose matters relating to or affecting a ship’s fuel consumption include, for example, the following documents.

[0006] Patent Document 1 discloses a method for applying a coating to the outer surface of an artificial object such as a ship, comprising a computer-implemented "coating selection process" for selecting the coating with the lowest resistance level among a combination of coatings. The coating selection process includes the following steps: for each coating included in the combination, obtaining a "total roughness value of the outer surface" based on separately associated "fouling roughness values," "macro-roughness values," and "micro-roughness values." The "fouling roughness value" is the roughness related to the attachment of marine fouling organisms to the artificial object. For example, it can be obtained by accessing a roughness database that associates each coating with a geographical area where the artificial object is expected to be deployed within a specified period, and retrieving the static fouling roughness values. Taking into account the expected activity of the artificial object during the period, the static fouling roughness value is converted into a dynamic fouling roughness value, and calculations can be performed based on the dynamic fouling roughness value and the expected change in the fouling roughness value over time. "Macroscopic roughness value" refers to the surface roughness of artificial objects, such as plate undulations, plate overlaps, welded joints, bolts, steel contours, corrosion of artificial objects, and damage to artificial objects, or the roughness from substrate preparation and coating processes. It can be calculated based on a macroscopic roughness score derived from at least one of the following: substrate macroscopic roughness score, coating macroscopic roughness score, and time-dependent macroscopic roughness score. "Microscopic roughness value" refers to the surface roughness of the coating material and can be calculated based on a microscopic roughness score derived from both a microscopic roughness score and a time-dependent microscopic roughness score. Patent Document 1 also describes the following: For a ship hull coated with a selected coating, the power required to move the ship at a desired speed is calculated, and this is converted into a predicted fuel consumption or a predicted greenhouse gas emission.

[0007] Regarding technologies related to the surface roughness of objects, which is related to frictional resistance, Patent Document 2 describes a "three-dimensional surface roughness evaluation device," a "three-dimensional surface roughness evaluation method," a "three-dimensional surface roughness data acquisition device," and a "three-dimensional surface roughness data acquisition method" suitable for measuring the roughness of coatings during ship construction and docking. Furthermore, Patent Document 3 describes a "frictional resistance prediction method for a ship bottom coating" for estimating the rate of increase in frictional resistance (FIR) of a ship's hull based on parameters (R and RSm) related to the roughness of the coating during ship construction and docking. Patent Document 4 describes a "frictional resistance prediction method" for estimating the rate of increase in frictional resistance (FIR) of a ship's hull based on the total exposed roughness projection area (A) per unit area exposed from the thickness of the viscous underlayer. Moreover, Non-Patent Document 1 describes the importance of considering not only the "height" of the surface roughness (rough surface) of the object, but also the influence of shape parameters such as the "wavelength" of the wavy rough surface when estimating frictional resistance.

[0008] Non-Patent Document 2 describes how the roughness and frictional resistance of hydrolytic coatings and silicone coatings used to prevent hull fouling change over time in water. Non-Patent Document 3 describes how the hull's performance decreases over time due to biofouling, leading to speed loss, and how engine output increases to compensate for this, showing calculation formulas and graphs for reference. However, neither of these non-Patent Documents provides a specific example of how the described facts are applied to simulations.

[0009] [Existing Technical Documents]

[0010] [Patent Literature]

[0011] [Patent Document 1] WO 2017 / 064016 (corresponding to Japanese Patent Publication No. 2019-502532 and Japanese Patent No. 7075339)

[0012] [Patent Document 2] WO 2018 / 021210 (Re-examination No. 2018 / 021210)

[0013] [Patent Document 3] Japanese Patent Application Publication No. 2013-217766 (corresponding to Japanese Patent No. 5916490)

[0014] [Patent Document 4] Japanese Patent Application Publication No. 2016-142719 (corresponding to Japanese Patent No. 6482888)

[0015] [Non-patent literature]

[0016] [Non-Patent Literature 1] Hiroo Mieno, Doctoral Dissertation "Development of a Method for Estimating the Increase in Friction Resistance Based on the Roughness Index of Hull Coating Surface", July 2020, Graduate School of Maritime Sciences, Kobe University

[0017] [Non-Patent Literature 2] Hisao Tanaka et al., "The Influence of Coating Surface Properties on Frictional Resistance", Proceedings of the Kansai Shipbuilding Association, No. 239, March 2003

[0018] [Non-Patent Document 3] Marine Environment Protection Committee, 63rd session, Agenda item 4, “Air Pollution and Energy Efficiency – A transparent and reliable hull and propeller performance standard Submitted by the Clean Shipping Coalition (CSC)”, 23 December 2011 Summary of the Invention

[0019] [The problem the invention aims to solve]

[0020] Conventional methods for simulating ship fuel consumption, CII ratings, and other parameters, along with the systems used to implement them, are insufficient to meet recent demands. For example, the method described in Patent Document 1, which includes a "step for obtaining the total roughness value of the outer surface," sums all roughness elements to obtain a uniform roughness, thus leaving room for improvement in the accuracy of estimating ship fuel consumption, etc. Furthermore, previously known technical aspects may not be well applied to simulating ship fuel consumption.

[0021] The objective of this invention is to provide an improved simulation method that can estimate changes in a ship's fuel consumption at any given time and over any given period. Furthermore, the objective of this invention is to provide a program for executing the simulation method using a computer, and a system for executing the simulation method using a client terminal and a server connected via a network.

[0022] [Solution]

[0023] The inventors have discovered that by separately calculating the horsepower increase rate (PIR) caused by hull roughness, which was not distinguished in previous methods of estimating horsepower increase rate, a method can be developed to address this issue. r ) and the percentage increase in horsepower due to hull fouling (PIR) f These are added together to obtain the total horsepower increase rate (PIR). a After that, based on the total horsepower increase rate (PIR) a The estimated fuel consumption and / or CII rating can solve the above-mentioned problems, thus completing the present invention.

[0024] That is, in one aspect, the present invention includes at least the following configuration.

[0025] [Item 1]

[0026] One simulation method includes estimating the horsepower increase rate (PIR) based on hull roughness at any point in time or during any period. r and horsepower increase rate based on hull fouling (PIR) f The process of determining a ship's fuel consumption and / or CII rating, characterized by comprising: [the following steps are taken when the PIR values ​​are calculated separately]. r and the PIR f The total horsepower increase rate (PIR) is obtained by summing them up. a Then, based on the total horsepower increase rate PIR a Final estimated fuel consumption and / or CII rating.

[0027] [Item 2]

[0028] According to the simulation method described in item 1, wherein the above-mentioned PIR r Based on the initial horsepower increase rate (PIR) r_0 ) and horsepower increase over time (PIR) r_a The initial horsepower increase rate (PIR) is obtained. r_0 The initial frictional resistance increase rate (FIR) calculated from measured or estimated values ​​based on hull roughness. r_0 The horsepower increase rate (PIR) obtained is as follows: r_a The rate of increase in frictional resistance over time (FIR) is a presumed value that reflects the change in hull roughness over time up to or during any of the aforementioned points in time. r_a )get.

[0029] [Item 3]

[0030] According to the simulation method described in item 1 or 2, wherein the PIR f It is an estimated and reflects the time-dependent increase in hull fouling (PIR) up to or during any given time point. f_a ).

[0031] [Item 4]

[0032] According to the simulation method of any one of items 1 to 3, wherein the initial frictional resistance increase rate (FIR) based on the hull roughness is... r_0 ) and the aforementioned rate of increase in frictional resistance over time (FIR) r_a It is calculated using the Townsin formula from ITTC1978.

[0033] [Item 5]

[0034] According to the simulation method of any one of items 1 to 4, wherein the initial frictional resistance increase rate (FIR) based on the hull roughness is... r_0 ) and the aforementioned rate of increase in frictional resistance over time (FIR) r_a Based on the thickness of the viscous sublayer (δs) related to hull roughness r The projected area of ​​the exposed roughness (A) r And calculated.

[0035] [Item 6]

[0036] According to the simulation method described in item 5, the exposed roughness projection area (A) related to the hull roughness is calculated based at least on the height parameter (R) and wavelength parameter (RSm) of the hull roughness. r ).

[0037] [Item 7]

[0038] According to the simulation method described in item 6, wherein the friction resistance increase rate (FIR) is obtained based on the friction resistance range of at least two arbitrary friction resistance tests. r _ b ) and exposed roughness projected area (A r The correlation between the hull roughness and the thickness of the viscous sublayer (δs) makes the hull roughness related to the thickness of the viscous sublayer (δs) r The wall friction length (l) used is calculated. τ The size of the change.

[0039] [Item 8]

[0040] According to the simulation method described in item 6, the thickness (δs) of the viscous sublayer related to the roughness of the hull is... r It varies depending on the frictional resistance value at each location.

[0041] [Item 9]

[0042] The simulation method according to any one of items 1 to 8, wherein the horsepower increase rate (PIR) based on the hull fouling is... fIt is calculated based on average speed loss (AveSL) or average horsepower increase rate (AvePIR).

[0043] [Item 10]

[0044] According to the simulation method described in item 9, the average speed loss (AveSL) or average horsepower increase rate (AvePIR) is calculated based on the pollution risk (FR) of the route the ship is traveling.

[0045] [Item 11]

[0046] The simulation method according to any one of items 1 to 10, wherein the time-dependent horsepower increase rate (PIR) based on the hull fouling is... f_a The height is estimated based on the shape of the soiled object and the soiled area, and is calculated using the Townsin formula of ITTC1978.

[0047] [Item 12]

[0048] The simulation method according to any one of items 1 to 11, wherein the time-dependent horsepower increase rate (PIR) based on the hull fouling is used. f_a Based on the rate of increase in frictional resistance over time (FIR) f_a The increase rate of frictional resistance over time (FIR) was calculated. f_a Based on the estimated height, wavelength, and thickness of the viscous sublayer (δs) associated with the hull object. f The exposed projected area of ​​the shape of the exposed dirt (A) f ) is calculated.

[0049] [Item 13]

[0050] According to the simulation method described in item 12, wherein the friction resistance increase rate (FIR) is obtained based on the friction resistance range of at least two arbitrary friction resistance tests. f _ b ) and exposed roughness projected area (A f The correlation between the thickness of the sticky underlayer (δs) associated with the contaminated object and the relationship between the thickness of the sticky underlayer (δs) and the contaminated object is determined. f The wall friction length (l) used is calculated. τ The size of the change.

[0051] [Item 14]

[0052] The simulation method according to any one of items 1 to 13 further includes, but is estimated to be, at any two or more time points or during any period, a horsepower increase rate (PIR) based on hull roughness. r ) and horsepower increase rate based on hull fouling (PIR) f (Fuel consumption and / or CII rating of the process)

[0053] [Item 15]

[0054] The simulation method according to any one of items 1 to 14, wherein the method comprises the following steps: for two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling, presuming the horsepower increase rate (PIR) considering hull roughness. r ) and the percentage increase in horsepower due to hull fouling (PIR) f (Fuel consumption and / or CII rating)

[0055] [Item 16]

[0056] The simulation method according to any one of items 1 to 15 includes a step of suggesting two or more recommended conditions among hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling.

[0057] [Item 17]

[0058] A method for enabling a computer to execute a power increase rate (PIR) based on hull roughness at any point in time or during any period. r ) and horsepower increase rate based on hull fouling (PIR) f The procedure for simulating the fuel consumption and / or CII rating of ships will calculate the horsepower increase rate (PIR) based on the hull roughness. r ) and the horsepower increase rate based on the aforementioned hull fouling (PIR) f The total horsepower increase rate (PIR) is obtained by summing these figures. a The processing of the total horsepower increase rate (PIR); and the processing based on the total horsepower increase rate (PIR). a This is used to estimate fuel consumption and / or CII ratings.

[0059] [Item 18]

[0060] According to the procedure described in item 17, in order to calculate the horsepower increase rate (PIR) based on the hull roughness... r The program also includes components that cause the computer to perform the following processes: The initial frictional resistance increase rate (FIR) is calculated based on the measured or estimated values ​​of hull roughness. r_0 The processing of ) From the initial frictional resistance increase rate (FIR) r_0 The initial horsepower increase rate (PIR) is obtained. r_0 The processing of ) Calculate the time-dependent increase in frictional resistance (FIR) that estimates and reflects the change in hull roughness over time up to or during the specified arbitrary point in time. r_a The processing of ) From the aforementioned rate of increase in frictional resistance over time (FIR) r_a The horsepower increase rate over time (PIR) was obtained. r_a The processing of ) and According to the initial horsepower increase rate (PIR) r_0 ) and the aforementioned horsepower increase rate over time (PIR) r_a To calculate the PIR r The processing.

[0061] [Item 19]

[0062] According to the procedure described in item 17 or 18, in order to determine the horsepower increase rate (PIR) based on the hull fouling, f It also includes components that enable the computer to perform the following processing: calculating the estimated and reflective periodic horsepower increase (PIR) of hull fouling up to or during any given time point. f_a ), and used as the horsepower increase rate (PIR) based on the aforementioned hull fouling. f ) processing.

[0063] [Item 20]

[0064] The procedure according to any one of items 17 to 19, wherein the procedure includes the ability to estimate the horsepower increase rate (PIR) based on hull roughness at any two or more points in time or during any period. r ) and horsepower increase rate based on hull fouling (PIR) f The composition of fuel consumption and / or CII rating.

[0065] [Item 21]

[0066] The procedure according to any one of items 17 to 20, comprising the following components: for two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling, it is possible to presume a power increase rate (PIR) taking into account hull roughness. r ) and the percentage increase in horsepower due to hull fouling (PIR) f (Fuel consumption and / or CII rating)

[0067] [Item 22]

[0068] The procedure according to any one of items 17 to 21 includes the following components: a component capable of indicating recommended conditions among two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling based on the estimated results of the fuel consumption and / or CII rating.

[0069] [Item 23]

[0070] A program for execution in a client terminal connected to a server via a network, in order to execute the program described in any one of items 17-22 on a server, wherein... This includes the components that enable a computer to perform the following processes: The processing of sending measured or estimated values ​​of hull roughness data from the client terminal to the server; and The process of receiving data from the server that has calculated, obtained, derived, or estimated results and displaying it on the client terminal.

[0071] [Item 24]

[0072] A computer-readable recording medium continuously recording the program described in any one of items 17 to 22.

[0073] [Item 25]

[0074] A computer-readable recording medium that continuously records the program described in item 23.

[0075] [Item 26]

[0076] A method for using interconnected client terminals and servers via a network to perform horsepower increase rate (PIR) calculations at any point in time or during any period, taking into account hull roughness. r ) and horsepower increase rate based on hull fouling (PIR) f A system for simulating the fuel consumption of ships, wherein, The client terminal has: The unit that sends at least the measured or estimated values ​​of hull roughness to the server; and A unit that receives and displays data representing results calculated, obtained, derived, or estimated by the server. The server has the following features: The horsepower increase rate (PIR) based on the hull roughness will be calculated separately. r ) and the horsepower increase rate based on the aforementioned hull fouling (PIR) f The total horsepower increase rate (PIR) is obtained by summing these figures. a ) units; and Based on the total horsepower increase rate (PIR) a Units used to estimate fuel consumption and / or CII ratings Corresponding to the data sent from the client terminal, the server performs a simulation, and the simulation results are displayed on the client terminal.

[0077] [Item 27]

[0078] According to the system described in item 26, wherein, The server also has: The initial frictional resistance increase rate (FIR) is calculated based on the measured or estimated values ​​of the hull roughness received from the client terminal. r_0 (units); From the initial frictional resistance increase rate (FIR) r_0 The initial horsepower increase rate (PIR) is obtained. r_0 (units); Calculate the time-dependent increase in frictional resistance (FIR) that estimates and reflects the change in hull roughness over time up to the stated arbitrary point in time or during any period. r_a (units); From the aforementioned rate of increase in frictional resistance over time (FIR) r_a The horsepower increase rate over time (PIR) was obtained. r_a ) units; and According to the initial horsepower increase rate (PIR) r_0 ) and the aforementioned horsepower increase rate over time (PIR) r_a To calculate the horsepower increase rate (PIR) based on hull roughness. r ) is a unit.

[0079] [Item 28]

[0080] According to the system described in item 26 or 27, the server further comprises: calculating the estimated time-dependent horsepower increase (PIR) of hull fouling up to the arbitrary point in time or during any period. f_a And calculate the horsepower increase rate (PIR) based on the aforementioned hull fouling. f () is a unit.

[0081] [Item 29]

[0082] According to any one of items 26 to 28, in the system, data specifying any two or more time points or any period is sent from the client terminal to the server, the server performs the simulation corresponding to the data for the two or more arbitrary time points or periods, and the simulation results are displayed on the client terminal.

[0083] [Item 30]

[0084] According to any one of items 26 to 29, in the system, data specifying two or more conditions related to hydrolytic antifouling coatings or other hull roughness or hull fouling is sent from the client terminal to the server, and the server performs the simulation on the two or more conditions related to hydrolytic antifouling coatings or other hull roughness or hull fouling in response to the data, and the simulation results are displayed on the client terminal.

[0085] [Item 31]

[0086] According to any one of items 26 to 30, the system wherein the server, based on the estimated results of the fuel consumption and / or CII rating, suggests recommended conditions from two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling, and the simulation results including the recommendations are displayed on the client terminal.

[0087] [Item 32]

[0088] The system according to any one of items 26 to 31, wherein the server operates via the computer-readable recording medium described in item 24.

[0089] [Item 33]

[0090] The system according to any one of items 26 to 32, wherein the client terminal operates via the computer-readable recording medium described in item 25.

[0091] [Invention Effects]

[0092] The simulation method of this invention can more accurately determine the rate of increase in ship horsepower, estimate fuel consumption and / or CII rating than before, and select a more suitable coating for the ship. Furthermore, the procedures and system of this invention allow ship operators, marine paint manufacturers, and others to easily implement the simulation method of this invention. Attached Figure Description

[0093] Figure 1 This is the experimental result representing the rate of reduction in the roughness height (parameter: average height Rc) of hydrolyzable coatings.

[0094] Figure 2 This is the experimental result representing the rate of reduction in the roughness wavelength (parameter: average wavelength RSm) of hydrolyzable coatings.

[0095] Figure 3 This section outlines the steps and procedures of a simulation method according to one embodiment of the present invention.

[0096] Figure 4 This schematically illustrates the configuration of a system in one embodiment of the present invention.

[0097] Figure 5 This schematically illustrates a "FIR calculation form" in a client terminal according to one embodiment of the present invention.

[0098] Figure 6 This schematically illustrates a "FIR (BSRA) calculation form" in a client terminal according to one embodiment of the present invention.

[0099] Figure 7This schematically illustrates the FIR in a client terminal according to one embodiment of the present invention. r_0 The screen that displays the calculated results.

[0100] Figure 8 This schematically illustrates a "PIR calculation form" in a client terminal according to one embodiment of the present invention.

[0101] Figure 9-1 The simulation results (first half) of FOC and CII ratings in a client terminal according to one embodiment of the present invention are illustrated schematically. Figure 9-2 This schematically illustrates the simulation results of FOC and CII ratings in a client terminal according to one embodiment of the present invention (second half). Figure 9-1 (continued); Detailed Implementation

[0102] Unless otherwise specified, the term "invention described in this specification" will be referred to as "the present invention." For example, "simulation method described in this specification" will be referred to as "simulation method of the present invention." That is, "the present invention" is not limited to the inventions listed in the "means for solving the problem" section of this specification corresponding to the [claims], but is a general term for all inventions described in the [Summary of the Invention] and [Detailed Description] of this specification.

[0103] -Simulation Methods-

[0104] The simulation method of the present invention includes estimating the horsepower increase rate (PIR) based on hull roughness at any point in time or during any period. r ") and the rate of increase in horsepower based on hull fouling (referred to as "PIR" in this specification). f A simulation method for the process of determining the fuel consumption and / or CII rating of a ship, comprising: [the method is described in the original text, but the provided text is incomplete and cannot be accurately translated without further context.] r and the PIR f The total horsepower increase rate (referred to as "PIR" in this manual) is obtained by summing these figures. a Following this, based on the total horsepower increase rate (PIR) a This is used to ultimately estimate fuel consumption and / or CII rating.

[0105] PIR in this invention r Typically based on the initial horsepower increase rate (referred to as "PIR" in this specification) r_0 ") and the rate of increase in horsepower over time (referred to as "PIR" in this manual) r_a The initial horsepower increase rate (PIR) is obtained from this. r_0The initial frictional resistance increase rate (referred to as "FIR" in this specification) is calculated from measured or estimated values ​​based on hull roughness. r_0 The horsepower increase rate (PIR) obtained from this is given. r_a The rate of increase in frictional resistance over time (FIR) is a presumed value that reflects the change in hull roughness over time up to any point in time or during any period. r_a However, the horsepower increase rate based on hull roughness, defined differently from the above typical example, can also be used as the PIR in this invention. r To handle it.

[0106] PIR in this invention f Typically, this is the estimated and reflected rate of increase in hull fouling over time up to or during the specified point in time (referred to in this specification as "PIR"). f_a Furthermore, since hull fouling is zero at the time of ship construction or docking (after repairs, before launching), there is no presumed initial horsepower increase rate reflecting hull fouling at the time of ship construction or docking in the above definition. However, the horsepower increase rate caused by hull fouling based on a definition different from the above typical example (modified) can also be used as the PIR in this invention. f To handle it.

[0107] ·FIR

[0108] The "FIR" (Friction Increase Ratio) in this invention is typically the FIR described above. r_0 FIR r_a FIR f_a The percentage increase in frictional resistance (%) is the percentage increase when the mirror surface is used as a reference, and is a technical term commonly known and used by those skilled in the art.

[0109] FIR is typically a value obtained through the first and second calculation methods below, or through other calculation methods. In this invention, the FIR calculated based on the "measured value" or "estimated value" of the "hull roughness" (and other necessary values) obtained for the hull at the time of ship construction or docking (after repair, before launching) can be set as the initial frictional resistance increase rate "FIR". r_0 Additionally, the FIR that estimates and reflects the change in "hull roughness" over time up to any point in time or during a period can be designated as "FIR". r_a The FIR that presumes and reflects changes in "dirty objects" over time is defined as "FIR". f_a ".

[0110] Roughness

[0111] The roughness of hulls, evaluation devices, etc., can be obtained by "measurement" or "estimation" using methods generally known in the art. For example, roughness measurement can be performed using contact or non-contact, automatic or manual surface roughness measuring devices.

[0112] As a first implementation method for measuring roughness, the measured value obtained using a stylus-type displacement gauge (BSRA type roughness gauge) developed by the BSRA (British Ship Building Association) (referred to as "BSRA roughness" in this specification) can be cited (see D. Byrne (1983), "Hollow roughness and the impact of outer hull maintenance decisions on ship efficiency," The First International Shiprepair, Spares and Maintenance Conference, pp. 33-51). When using the BSRA type roughness gauge, the difference between the largest peak and the largest valley (Pt) is obtained within an evaluation length of 50 mm. 50 ) is used as the measured value (BSRA roughness).

[0113] As a second embodiment of the roughness measurement, an example is the measurement value obtained using a non-contact laser displacement meter (referred to as "three-dimensional roughness" in this specification). In this second embodiment, it is preferable to utilize the "three-dimensional surface roughness evaluation device," "three-dimensional surface roughness evaluation method," "three-dimensional surface roughness data acquisition device," and "three-dimensional surface roughness data acquisition method" described in Patent Document 2 (WO 2018 / 021210), which are suitable for measuring the roughness of coatings during shipbuilding and docking, and can rapidly, continuously, in large quantities, and directly obtain surface roughness parameters related to the three-dimensional surface roughness of objects or structures that cannot be transported. Using a non-contact laser displacement gauge, measurements were performed according to JIS B0601:2001 (ISO 4287:1997), thereby obtaining height parameters R such as Rz (maximum height roughness: the sum of the maximum peak height and the maximum valley depth of the roughness curve in the reference length), Rc (average height of roughness curve elements), Ra (arithmetic mean roughness), Rq (root mean square roughness), and RZJIS (ten-point average roughness: the average of the peak heights up to the fifth peak from the highest peak in descending order and the average of the valley depths up to the fifth valley from the deepest valley in descending order). In this invention, when using the second embodiment as the measured value of hull roughness, reference can be made to Patent Document 2 as needed (the terms and symbols in the formulas can be understood as suitable for this invention).

[0114] The initial "estimated value" of hull roughness can be estimated by observing the roughness parameters (height) and wavelength when the coating specifications are changed for each paint product. In addition, the "estimated value" of the time-dependent change of hull roughness can be estimated by observing the time-dependent changes of roughness parameters (height) and wavelength caused by prior exposure to water flow with changed temperature and speed for each paint product.

[0115] The first calculation method for FIR

[0116] As a primary method for calculating the rate of increase in frictional resistance (FIR) based on measured or estimated roughness values, ΔC can be calculated using the Townsin equation (Equation 1 below) from ITTC 1978. F(The frictional drag coefficient related to the Reynolds number of the measured water temperature and salt concentration), and the value calculated by Equation 3 below is regarded as the FIR method (refer to ITTC Quality System Manual Recommended Procedures and Guidelines, Preparation, Conduct and Analysis of Speed / Power Trials, Effective Date 2017, Revision 07).

[0117] [Formula 1]

[0118] In Equation 1, k s L is the average height of the "hull roughness" (mean roughness height). wL For the captain at the waterline (L pp (This can also be considered as the captain's position), where Re is the Reynolds number calculated using Equation 2 below. The k used here... s The difference between the maximum peak and the maximum valley (Pt) within a typical evaluation length of 50 mm. 50 The roughness is the same as the measured value (BSRA roughness).

[0119] [Equation 2]

[0120] In Equation 2, ρ is the density of the fluid [kg / m³]. 3 v represents the flow velocity [m / s], l represents the length [m], μ is the viscosity coefficient of the fluid [Pa·s, kg / (m·s)], and ν (=ρ / μ) is the dynamic viscosity coefficient [m]. 2 / s]. l is equivalent to L in equation 1. wL (L pp ), can be set to the same value.

[0121] [Formula 3]

[0122] In Equation 3, C F0 It is the coefficient of frictional resistance relative to the reference values ​​of water temperature and salt concentration.

[0123] k sPreviously, the measured values ​​of the BSRA HULL ROUGHNESS ANALIZER were used, but it is also possible to use a means of measuring the height parameter (R) of the hull roughness used in the “Second Calculation Method of FIR” described below, such as the measured values ​​of a three-dimensional roughness meter.

[0124] The second method for calculating FIR

[0125] As a second method for calculating the increase rate of frictional resistance (FIR) based on measured or estimated values ​​of roughness, one example is based on the thickness of the viscous subsurface (δs) associated with the hull roughness. r The projected area of ​​the exposed roughness (A) r The method for calculating this is as follows.

[0126] As used to determine A through the second method r The calculation formula can be exemplified by, for example, the following formula 4 described in Patent Document 4 (Japanese Patent Application Publication No. 2016-142719) and Non-Patent Document 1 (Cone Model). In the present invention, when using the second method, the patent document and non-patent document can be referred to as needed (the terminology and symbols in the formula can be replaced and understood to conform to the present invention).

[0127] [Formula 4]

[0128] In Equation 4, A r The thickness of the viscous sublayer related to hull roughness (referred to as "δs" in this specification) is derived from the thickness of the viscous sublayer related to hull roughness. r The total exposed roughness projection area per unit area (referred to as the "exposed projection area of ​​hull roughness" in this specification), C depends on A. r The coefficient.

[0129] ·C

[0130] C can be calculated by referring to the relationship between the following two equations in the aforementioned Patent Document 3 (Japanese Patent Application Publication No. 2013-217766). That is, after calculating FIR using the measured value obtained from the friction resistance test using the double cylinder device using the following equation 7, C can be calculated using the following equation 5 based on the FIR, R, and RSm.

[0131] [Formula 5]

[0132] In Equation 5, R is the height parameter of roughness, RSm is the wavelength parameter of roughness, and C is a coefficient that depends on the type of R (height parameter of roughness) and the friction resistance test method.

[0133] R and RSm used in Equation 5 can be obtained in advance for multiple hull coatings with different roughness (the same coatings used in Equation 7 below), at a certain evaluation length (e.g., evaluation length of 10,000 μm or more, measurement interval of 500 μm or less), by the method described above (e.g., the second embodiment using a laser displacement gauge). R is, for example, any one of Rz, Rc, Ra, Rq, and RZJIS obtained according to JISB0601:2001 (ISO 4287:1997). RSm is a value obtained by Equation 6 below.

[0134] [Formula 6]

[0135] In Equation 6, Xs is the length of each roughness curve element, and RSm is calculated as the average of the lengths Xs of each roughness curve element.

[0136] [Formula 7]

[0137] In Equation 7, τ0 and τ are the shear stress (τ0) calculated from the smooth test body in the friction resistance test and the shear stress (τ) calculated from the roughness test body formed by the coating of the hull (forming the hull coating film), respectively. For example, the shear stress (τ) can be calculated from the shear stress (τ0) and the torque acting on the roughness inner cylinder formed by the coating of the hull (forming the hull coating film), wherein the shear stress (τ0) is calculated in the friction resistance test using a double cylinder device based on the torque acting on the inner cylinder of the mirror surface when the outer cylinder is rotated under the same conditions.

[0138] ·A r

[0139] A r Preferably, it can be calculated based on the height parameter R related to the hull roughness and the average length RSm of the roughness curve element as the roughness wavelength λ, in accordance with JISB 0601:2001 (ISO 4287:1997).

[0140] For example, when using Rc (the average height of the roughness curve element) as the height parameter R of the hull roughness, A can be calculated using the following equation 8. r Additionally, δs in Equation 8 r A in Equation 4 r Related δs r Similarly, it is the thickness of the viscous underlayer that is related to the roughness of the hull.

[0141] [Formula 8]

[0142] δs r The frictional resistance of a smooth surface can be tested and calculated using the following formula 9.

[0143] [Formula 9]

[0144] In Equation 9, τ is the friction velocity (m / s), and τ0 is the shear stress on the smooth surface (N / m). 2 ), ρ is the density (kg / m³) 3 In Equation 9, ρ is equivalent to ρ in Equation 2, which relates to Re (Reynolds number). In Equation 9, τ0 is equivalent to τ0 in Equation 7.

[0145] [Formula 10]

[0146] In Equation 10, l τ ν is the wall friction length (m), and ν is the kinematic viscosity coefficient (m). 2 / s).

[0147] [Equation 11]

[0148] In Equation 11, y + This is the dimensionless distance.

[0149] Furthermore, when using Ra (arithmetic mean roughness) as the height parameter R for hull roughness, A can be calculated using the following equation 12. r .

[0150] [Equation 12]

[0151] In Equation 12, δs is used to calculate r l τ The size is preferably based on the rate of increase in friction resistance (FIR) obtained from at least two arbitrary friction resistance tests within the range of friction resistance. r _ b ) and exposed roughness projected area (A r It changes according to the relationship between the two.

[0152] Furthermore, in the above formula, δs r The optimal value varies depending on the frictional resistance at each location on the hull.

[0153] In this invention, R (height parameter of hull roughness), RSm (average length of roughness curve element), and δs are determined for each location of the hull. rOther necessary values ​​are calculated by integrating the hull length after calculating the FIR for each position of the hull, thereby more accurately calculating the FIR as a whole hull.

[0154] Simply put, by dividing the hull into the Flat Bottom part (sometimes referred to as "FB" in this specification), the Vertical Bottom part (sometimes referred to as "VB" in this specification), and the Boot Top part (sometimes referred to as "BT" in this specification), the overall FIR of the hull can be calculated as follows.

[0155] For example, such as C F_FB =0.6×C F_VB Therefore, if a frictional resistance coefficient is assigned to each location of the hull, then δs can be calculated based on the shear stress τ0 of the smooth surface at each location. r The FIR changes, and the calculated FIR changes for each location. This also includes techniques for accurately calculating the shear stress τ0 for each location using CFD (numerical fluid simulation, etc.).

[0156] As a method other than the first and second measurement methods for calculating the frictional resistance increase rate (FIR) based on the measured or estimated value of roughness, for example, Equation 2 described in the aforementioned Patent Document 3 (Japanese Patent Application Publication No. 2013-217766), which is used in the second measurement method to determine C, can also be used.

[0157] ·FIR r_0

[0158] Initial frictional drag increase rate (FIR) related to hull roughness r_0 It can be calculated by using the "hull roughness" obtained by various means during the construction or docking of the ship as the "roughness" in the first, second or other calculation methods of the aforementioned FIR.

[0159] ·FIR r_a

[0160] Initial frictional drag increase rate (FIR) related to hull roughness r_0 Alternatively, the roughness can be calculated by using the "hull roughness" measured by various means after a certain period of time as the "roughness" in the formula of the first, second, or other calculation methods of the aforementioned FIR.

[0161] However, in this invention, the rate of increase in frictional resistance over time (FIR) related to hull roughness is... r_aIt is preferable to estimate this by using reference data that shows the relationship between time and hull roughness height parameter (R) and wavelength parameter (RSm) for various hull coating preparations.

[0162] Reference data can be prepared, for example, as follows: Test plates with various hull coatings are immersed in water (typically seawater), and the height parameter (R) and wavelength parameter (RSm) of the hull roughness are measured periodically (e.g., every month). After obtaining a sufficient number of measurements, a scatter plot is created with time as the horizontal axis and the reduction rate of R and RSm as the vertical axis, yielding an approximate curve based on the least squares method. Furthermore, the "reduction rate" can be any positive or negative value; a negative reduction rate can also be called an increase rate. By interpolating any time period onto the approximate curve obtained in this way, an estimated value for the reduction rate of R or RSm after that time period is obtained. If the initial values ​​of R and RSm are multiplied by their estimated reduction rates, estimated values ​​of R and RSm after any time period are obtained. By using this estimated value as R and RSm in the above formulas, the estimated value of FIR after any time period, i.e., the time-dependent frictional resistance increase rate (FIR), is obtained. r_a The estimated value of ).

[0163] The height parameter (R) and wavelength parameter (RSm) of hull roughness vary over time depending on the type of coating. Hydrolytic coatings typically become smoother over time; therefore, R, such as Rc (the average height of the roughness profile element), decreases over time, while RSm increases over time. In other words, the rate of decrease in R increases positively over time (see reference). Figure 1 However, the rate of decrease of RSm gradually decreases in negative values ​​over time (see reference). Figure 2 On the other hand, disintegrating coatings typically become rougher over time, thus R increases over time while RSm decreases over time. In other words, the rate of decrease of R decreases negatively over time, but the rate of increase of RSm also increases negatively over time. Furthermore, the surface of silicone-based coatings hardly changes over time, therefore R and RSm hardly change over time; in other words, the rates of decrease and increase of R and RSm are almost zero.

[0164] ·FIR f_a

[0165] The rate of increase in frictional drag over time associated with hull fouling (FIR) f_a The following method can be used to determine the roughness shape of the biofouling, derive the necessary parameters, and then use the first calculation method described above for calculating the increase in frictional resistance (FIR) related to hull roughness (using k). sThe method of calculating FIR is either the Townsin formula of ITTC1978 or a second calculation method (using R, RSm, etc., calculated using the formula described in Japanese Patent Application Publication No. 2013-217766 (Patent Document 3)). f_a The parameters for the distribution roughness shape of biofouling after a certain period, and as described above, are used to determine the time-dependent increase rate of frictional resistance (FIR) related to hull roughness. r_a Similarly, the parameters can be estimated by using reference data prepared for various hull coatings, which show the relationship between the height parameter (R) representing the elapsed time and the possible shape of fouling, and the wavelength parameter (RSm) representing the density.

[0166] PIR

[0167] In this invention, "PIR" (Power Increase Ratio) refers to the increase in horsepower (%) relative to a mirror surface, and is a technical term commonly used by those skilled in the art. In this invention, the horsepower increase ratio (PIR) considers the increase in horsepower caused by hull roughness at any given time or period. r ) and the percentage increase in horsepower due to hull fouling (PIR) f Estimate the ship's fuel consumption and / or CII rating, and calculate the PIR accordingly. r and PIR f Then, as shown in Equation 13 below, they are summed to obtain the total horsepower increase rate (PIR). a ).

[0168] [Equation 13]

[0169] PIR r

[0170] Total horsepower increase (PIR) related to hull fouling r The initial horsepower increase (PIR) is the rate of increase in hull roughness related to the ship's construction or docking (after coating repair, before launching). r_0 ) and the percentage increase in horsepower over time (PIR) related to hull roughness after a certain period (after launching). r_a The value obtained. Additionally, PIR r_0 Typically, the initial frictional resistance increase rate (FIR) is calculated using the method described in this specification. r_0 ) to obtain, PIR r_a The increase rate of frictional resistance over time (FIR) determined by the method described in this specification r_a )get.

[0171] PIR r_0 and PIR r_a Calculation method

[0172] PIR r_0 and PIR r_a They can be obtained through FIR respectively r_0 and FIR r_a Multiply by the Form Factor (a coefficient representing the proportion of frictional resistance in the total resistance), calculated using Equations 14 and 15 below. For example, if the Form Factor is 0.7, then it is calculated using PIR. r_0 =FIR r_0 ×0.7, PIR r_a =FIR r_a ×0.7 represents.

[0173] [Formula 14]

[0174] [Formula 15]

[0175] Form Factor is a value defined by Equation 16 below.

[0176] [Formula 16]

[0177] In Equation 16, C t It is the total drag coefficient that includes wave-making drag, viscous pressure drag, and frictional drag, C. f It is the coefficient of frictional resistance.

[0178] PIR f

[0179] Total horsepower increase (PIR) related to hull fouling f It can directly apply the estimated and reflect the time-dependent increase in horsepower (PIR) of hull fouling up to or within a certain period after the ship is built or docked (after launching). f_a ).

[0180] PIR f The first calculation method

[0181] PIR fThe first calculation method is based on "average speed loss" (referred to as "AveSL" in this specification) or "average horsepower increase rate" (referred to as "AvePIR" in this specification), using Equations 17 and 18 below, respectively. AveSL and AvePIR are both measurements of the service life of antifouling coatings standardized by ISO 19030, specifically 5 years (60 months, see Non-Patent Document 3 above), and are approximately related by Equation 19 below.

[0182] [Equation 17]

[0183] In Equation 17, SL _le It is the average velocity loss over the following 4 years (evaluation period), SL _lb It is the average speed loss over the initial year (benchmark period).

[0184] [Formula 18]

[0185] In Equation 18, PIR _le It is the average PIR over the following 4 years (evaluation period). _lb This is the average PIR for the initial year (benchmark period). _le and PIR _lb It can be with PIR a Similarly, the value obtained can also be obtained through other well-known methods.

[0186] [Formula 19]

[0187] In PIR f In the first calculation method, the average speed loss (AveSL) and the average horsepower increase rate (AvePIR) are preferably calculated based on the pollution risk (FR) of the route the ship is traveling.

[0188] Calculating AveSL and AvePIR based on "performance of antifouling coating compositions applied to the hull" means obtaining AveSL and AvePIR data for various antifouling coating compositions with potentially different performances that may be applied to the hull, under referential conditions (e.g., on the basis of consistent conditions other than the route or its fouling risk (FR), substrate treatment, and the performance of other antifouling coating compositions, or on the basis of suppressing variations within an acceptable range, or on the basis of being able to be appropriately processed and referenced as big data even if they have some degree of variation), extracting AveSL and AvePIR data (suitable for reference) corresponding to the antifouling coating composition used as the simulation object, and calculating AveSL and AvePIR.

[0189] Calculating AveSL and AvePIR based on "Fouling Risk (FR) of Ship Navigation Routes" means obtaining AveSL and AvePIR data for various routes (sea areas) where the ship may navigate with different fouling risks, under referential conditions (e.g., on the basis that the antifouling coating composition, substrate treatment, and other conditions other than fouling risk (FR) are the same, or on the basis that variations are suppressed to an acceptable range, or on the basis that even if they vary to some extent, they can be appropriately processed and referenced as big data), extracting AveSL and AvePIR data corresponding to the route being simulated (suitable for reference), and preferably calculating AveSL and AvePIR based on correlation analysis with fouling risk (FR) to improve accuracy.

[0190] As a primary setting element for pollution risk (FR), examples include environmental index values ​​(EP) that can be measured in real time during the ship's voyage at predetermined measurement intervals (e.g., every specified number of time periods), such as seawater temperature and chlorophyll content along the ship's route. These values ​​are based on the sum of the product of a continuous numerical measurement (r) and the measurement interval (t) of that measurement (r). Furthermore, the measurement interval (a) can be fixed or variable; generally, the environmental index value (EP) can be represented by the following equation 20.

[0191] [Formula 20]

[0192] As a second setting element for fouling risk (FR), navigation index values ​​(NP) such as vessel speed and operating rate can be cited. Fouling risk (FR) can be calculated at least by a combination of environmental index values ​​(EP) and navigation index values ​​(NP), but can also be further supplemented by antifouling coating compositions, substrate treatments, and other data.

[0193] On the other hand, by using past fouling records during voyages, and the environmental index (EP) and navigation index (NP) values ​​during those voyages, the relationship between the reference AveSL and reference AvePIR, which were further analyzed and processed using multivariate analysis and AI analysis as needed, after additional use of antifouling coating compositions, substrate treatment, and other data, can be improved to enhance the accuracy of the calculated AveSL and AvePIR.

[0194] Based on the pollution risk (FR) obtained as described above, and with further improvements in accuracy as described above, the PIR corresponding to the routes and berthing positions of various vessels is indicated. f It is PIR f One of the preferred embodiments of the first calculation method.

[0195] PIR f The second calculation method

[0196] PIR f PIR f_a The second calculation method is the same as Equation 1 described in the relation to the first calculation method of FIR, and is based on the Townsin formula of ITTC 1978. Here, in the explanation of Equation 1, k s The average height (mean roughness height) is defined as the height of "hull roughness", but by k s Replacing it with "estimated average height of the shape of the soiled object" allows us to calculate ΔC for "hull soiling". F Furthermore, by using Equation 3, the time-dependent friction increase rate (FIR) based on "hull fouling" can be calculated. f_a Finally, in Equation 15, the frictional increase rate over time based on "hull fouling" is used. f_a To replace the FIR (Free Friction Rate) based on "hull roughness" r_a It can calculate the time-dependent horsepower increase rate (PIR) based on "hull fouling". f_a and use it as PIR f .

[0197] PIR f The third calculation method

[0198] PIR f PIR f_a The third calculation method, like Equations 3 to 12 described in relation to the second calculation method for FIR, is based on the FIR calculated using the formulas described in Patent Document 4 (Japanese Patent Application Publication No. 2016-142719) and Non-Patent Document 1 (Cone Model). f_a To calculate PIR fThe method. Here, in Equation 4, A r The thickness of the viscous sublayer (δs) is defined as being related to "hull roughness". r A is the total exposed roughness projection area per unit area (exposed projection area of ​​hull roughness). r and is defined as depending on A r The coefficient C, but by using separately defined from the viscous substrate thickness associated with "hull fouling" (referred to in this specification as "δs") f A is the total exposed roughness projection area per unit area (exposed projection area of ​​hull fouling). f and is defined as depending on A f The coefficient of C f It can calculate the FIR rate of friction increase over time based on "hull fouling". f_a In Equation 5, the estimated height of the "dirty object" is used as R, and the wavelength parameter Rs, representing the roughness of the "dirty object" density, is calculated using the same method as in Equation 6. f As RSm, the FIR of the "dirty object" determined by friction resistance test, calculated in the same way as Equation 7, is used as FIR, from which C can be calculated. f A f It is possible to calculate by replacing the values ​​of parameters related to "hull roughness" in Equations 8 to 11 with the values ​​of parameters related to "hull fouling" or "fouled objects".

[0199] In the aforementioned PIR f In the third calculation method, similar to Equation 11, in order to calculate δs f And the l used τ The size is also preferably based on the rate of increase in friction resistance (FIR) obtained within the friction resistance range of at least two arbitrary friction resistance tests. f _ b ) and exposed roughness projected area (A f It changes according to the relationship between the two.

[0200] Furthermore, in PIR f In the third calculation method, it is preferred to use FIR. f_a The soiled area (%) and Form Factor are also considered and calculated using Equation 21 below. Additionally, in this specification, the PIR calculated using this third method is sometimes also used. f_a It is called PIR f_s .

[0201] [Equation 21]

[0202] The percentage of fouled area can be measured using "reference data" prepared for various hull coatings, which indicates the relationship between time and the fouled area on the hull (which can be set to be consistent with FIR). f_a The data (based on the relationship) can be used to estimate the FormFactor. The FormFactor can use the same value as the Form Factor in Equation 16.

[0203] Alternatively, and more preferably, the hull can be divided into a flat bottom (FB), a vertical section (VB), and a waterline section (BT), and the overall PIR of the hull can be calculated by considering the fouling area of ​​each part. f_a .

[0204] PIR a

[0205] The PIR is calculated using the method described in this specification. r and PIR f By summing these values, the total horsepower increase rate (PIR) can be calculated. a Then, based on PIR a This can be used to estimate fuel consumption (also referred to as “FOC” in this specification) and / or CII rating.

[0206] ·FOC

[0207] Fuel consumption (FOC, MT / year), for example, can be calculated using the total horsepower increase rate (PIR) obtained for the current hull condition. a ), and as a baseline fuel consumption (FOC) unaffected by PIR generated in each paint specification. r The baseline FOC (which can be calculated) is estimated when the total horsepower increase rate is set to zero, and is calculated by the following formula 22.

[0208] [Equation 22]

[0209] Annual fuel consumption (yFOC, MT / year) can be calculated using Equation 23 below, based on daily fuel consumption (dFOC, MT / day) and the number of operating days (e.g., 237 days / year). The initial value of yFOC is set to "iFOC" (initial FOC).

[0210] [Equation 23]

[0211] Monthly fuel consumption (mFOC, MT / year) can be calculated based on iFOC using Equation 24 below. Additionally, yFOC equals the sum of mFOC for all 12 months of each year.

[0212] [Equation 24]

[0213] Using Equation 25 below, based on yFOC, the annual CO2 emissions (yCO2) can be calculated.

[0214] [Equation 25]

[0215] In Equation 25, (t-CO2 / t-Fuel) is the value specified by the International Maritime Organization (IMO) for each type of fuel.

[0216] The actual value of CII (Attained CII: A CII) can be calculated based on yCO2 using the following equation 26.

[0217] [Equation 26]

[0218] In Formula 26, DWT stands for Dead Weight Tonnage, and GT stands for Gross Tonnage. DWT is used for bulk carriers, tankers, container ships, gas carriers (LPG / CNG), LNG carriers, general cargo ships, refrigerated transport ships, or dual-purpose ships, while GT is used for cruise ships, car carriers, RoRo cargo ships, and Ro-PAX ​​ferries.

[0219] CII's annual evaluation benchmark (Required CII: R CII can be calculated using the following formula 27, based on the average CII for each ship type in 2019 (CII). ref ) to figure it out. CII ref It can be calculated using the following formula 28.

[0220] [Equation 27]

[0221] In Equation 27, z represents the reduction rate starting from 2019, which is the value of adding 2% each year starting from 2023 (z = 5%).

[0222] [Equation 28]

[0223] In Equation 28, a and c are predetermined values ​​for each ship type (see IMO, Marine Environment Protection Committee 79th session, Agenda item 7). Additionally, DWT in the above equations sometimes becomes GT or a constant depending on the ship type.

[0224] The CII evaluation value (d) can be obtained by the following equation 29, based on A CII and R CII to figure it out.

[0225] [Equation 29]

[0226] CII ratings are based on CII evaluation values ​​(d), which are determined by pre-defined thresholds (d1, d2, d3, and d4) for each ship type. R The range from which CII is formed determines the outcome. (From the distance...) R Starting with the side with the largest reduction rate (CII), the ratings are divided into five stages: A, B, C, D, and E.

[0227] The simulation method of this invention can not only estimate fuel consumption and / or CII rating at any point in time, such as from the time of ship construction or the most recent docking, through a specified period, but also estimate fuel consumption and / or CII rating at any two or more points in time (with relatively long intervals), such as every year from the time of ship construction or the most recent docking, for a period of 5 years, after the first specified period (1 year and 0 months later), after the second specified period (2 years and 0 months later), after the third specified period (3 years and 0 months later), after the fourth specified period (4 years and 0 months later), and after the fifth specified period (5 years and 0 months later), or estimate fuel consumption and / or CII rating at any two or more consecutive points in time (with relatively short intervals), such as every month from the time of ship construction or the most recent docking, for a period of 5 years, through the first to the sixtieth specified periods. In particular, the CII rating is evaluated annually based on the annual CO2 emissions (yCO2). In addition, the annual fuel consumption (yFOC) is sometimes calculated as the sum of the monthly fuel consumption (mFOC) included in that year. Therefore, it is preferable to calculate the fuel consumption over at least one year and for each month.

[0228] Given the estimated fuel consumption and / or CII rating for any two or more time points or any period, calculate the horsepower increase rate (PIR) based on hull roughness for the multiple time points included. r ) and horsepower increase rate based on hull fouling (PIR) fThat's it. For example, to find the PIR... r At that time, PIR r_0 A common one can be used, but PIR should be calculated separately for multiple time points. r_a (and then used to determine its FIR) r_a ), set as PIR r_a1 PIR r_a2 PIR r_a3 …etc., and respectively compared with PIR r_0 In summary, calculate the PIR. r1 R r2 PIR r3 …that's all. Regarding PIR f And the FIR used to determine it f_a Similarly, calculate the PIR. f1 R f2 PIR f3 …(PIR f_a1 R f_a2 PIR f_a3 …), etc. Finally, sum them up separately to calculate multiple total horsepower increase rates (PIRs). a1 PIR a2 PIR a3 …that's it. In this implementation, the general order (sequence of steps) is to calculate all the desired total horsepower increase rates (PIRs). a1 PIR a2 PIR a3 …Then, calculate their respective fuel consumption (FOC, e.g., yFOC) and / or CII rating.

[0229] In the simulation method of this invention, for any one coating or film formed therefrom that is related to hull roughness, such as a hydrolytic antifouling coating (film), the horsepower increase rate (PIR) caused by hull roughness is calculated. r ) and the percentage increase in horsepower due to hull fouling (PIR) f Ultimately, the estimated fuel consumption and / or CII rating are determined. Furthermore, for any two or more coatings (films) or other conditions related to hull roughness or fouling, the PIR is calculated. r and PIR f Ultimately, fuel consumption and / or CII rating are estimated. Such an implementation compares results from two or more coatings (films), such as hydrolytic antifouling coatings (films), and other conditions related to hull roughness or hull fouling, and can indicate the recommended results, thus making it preferred.

[0230] When estimating fuel consumption and / or CII ratings for any two or more coatings (films) or other conditions related to hull roughness or hull fouling, the horsepower increase rate (PIR) based on hull roughness must be calculated separately for each of these conditions. r ) and horsepower increase rate based on hull fouling (PIR) f That's it. For example, when calculating PIR... r At that time, in accordance with the PIR regarding the first condition r1_0 and PIR r1_a (used to determine its FIR) r1_a PIR regarding the second condition r2_0 and PIR r2_a (used to determine its FIR) r2_a PIR regarding the third condition r3_0 and PIR r3_a (used to determine its FIR) r3_a ...and so on, to find it. Regarding PIR... f And the FIR used to determine it f_a Similarly, calculate the PIR. f1 R f2 PIR f3 …(PIR f1_a R f2_a PIR f3_a …), etc. Finally, sum them up separately to calculate multiple total horsepower increase rates (PIRs). 1_a PIR 2_a PIR 3_a …that's all.

[0231] The simulation method of the present invention, by combining the above-described embodiments, can estimate fuel consumption and / or CII rating at any two or more time points or during any period, for any two or more conditions related to paint (coating) or other hull roughness or hull fouling.

[0232] As conditions related to hull roughness or fouling other than coatings (films), examples include the grade and area of ​​substrate treatment (sandblasting). By combining coating-related conditions and substrate treatment-related conditions, four conditions can be set, such as (i) conventional antifouling coating / spot blasting, (ii) new antifouling coating / spot blasting, (iii) conventional antifouling coating / full blasting, and (iv) new antifouling coating / full blasting. In such an implementation, for example, when using condition (i) as a baseline, the horsepower increase rate (PIR) of conditions (ii) to (iv) can be analyzed. aHow they differ, i.e. how the horsepower reduction rate (the reduction in the horsepower increase rate) of conditions (ii) to (iv) is relative to condition (i), can be analyzed in order to determine fuel consumption (FOC) and / or CII rating, etc.

[0233] The analysis results using the simulation method of the present invention can be displayed in tables and / or graphs.

[0234] -program-

[0235] The program of this invention is suitable for causing a computer to execute the simulation method of this invention. Anyone skilled in the art will be able to understand, based on common technical knowledge related to the program and by referring to matters related to the simulation method of this invention described herein, any matters not explicitly described in the following detailed description related to the program of this invention as being related to the program, through appropriate substitution. Conversely, matters relating to the detailed description of the program of this invention can also be referred to matters related to the simulation method of this invention. Furthermore, the numbering of the "steps" related to the program of this invention described in this specification and drawings is for convenience; the order of the steps can be interchanged, or multiple steps can be processed substantially simultaneously.

[0236] The programming language used to design and describe the program of the present invention is arbitrary, and a general programming language can be used by those skilled in the art. The program of the present invention can also perform the prescribed processing within a single computer, but in the system of the present invention described later, it is preferred to perform the prescribed processing on a client terminal side and a server side connected to each other via a network. Therefore, it is preferred to use a programming language suitable for such network-based processing, such as processing on a website (PHP as an example).

[0237] The program of this invention is used to enable a computer to execute, at any point in time or during any period, a calculation that takes into account the power gain rate (PIR) based on hull roughness. r ) and horsepower increase rate based on hull fouling (PIR) f A program for simulating the ship's fuel consumption and / or CII rating, comprising a component that causes a computer to perform the following processing: calculating the horsepower increase rate (PIR) based on the hull roughness. r ) and the horsepower increase rate based on the aforementioned hull fouling (PIR) f The total horsepower increase rate (PIR) is obtained by summing these figures. a The processing of (referred to as "Step 1" in this specification, see reference ) Figure 3 ); and based on the total horsepower increase rate (PIR) a The processing of estimated fuel consumption and / or CII rating (referred to as "Step 2" in this specification, see reference 1) Figure 3 ).

[0238] Step 1

[0239] Step 1 is to perform PIR according to Equation 13. r and PIR f The PIR is obtained by summing them up. a The processing steps.

[0240] The procedure of this invention is typically for determining the PIR used in step 1. r It also includes components that enable the computer to perform the following processes: The initial frictional resistance increase rate (FIR) is calculated based on the measured or estimated values ​​of hull roughness. r_0 The processing of ) (referred to as "step 3a" in this specification); From the above initial frictional resistance increase rate (FIR) r_0 The initial horsepower increase rate (PIR) is obtained. r_0 The processing of ) (referred to as "step 3b" in this specification); Calculate the time-dependent increase in frictional resistance (FIR), which estimates and reflects the change in hull roughness over time up to or during the specified arbitrary point in time. r_a The processing of ) (referred to as "step 4a" in this specification); The above-mentioned increase rate of frictional resistance over time (FIR) r_a The horsepower increase rate over time (PIR) was obtained. r_a The processing of ) (referred to in this specification as "step 4b"); and According to the initial horsepower increase rate (PIR) r_0 ) and the aforementioned horsepower increase rate over time (PIR) r_a ) Calculate the PIR r The processing (referred to as "Step 5" in this specification).

[0241] Step 3a

[0242] In step 3a, FIR r_0 It is possible to use the initial hull roughness and other necessary values ​​to calculate it according to the first calculation method (Equations 1 to 3), the second calculation method (Equations 4 to 12), or other calculation methods of FIR as described above.

[0243] Calculate the FIR according to the first calculation method (Equations 1 to 3). r_0 In this case, the program of the present invention only needs to use the initial hull k s (Average roughness height), L wL (Captain at the waterline) or L pp(Ship length), ρ (fluid density), v (flow velocity), l (length), μ (fluid viscosity), C F0 The input values ​​(such as the frictional resistance coefficient based on water temperature and salt concentration reference values) can be either pre-recorded values ​​within the program itself or in a database that the program can reference. For example, the initial k value of the hull can be obtained in advance using a BSRA-type roughness gauge or a non-contact laser displacement gauge. s And input it when executing the program to use it.

[0244] Calculate the FIR according to the second calculation method (Equations 4 to 12). r_0 In this case, the procedure of the present invention uses the initial hull C (coefficient), A r (Exposed projected area of ​​hull roughness), or use R (roughness height parameter), such as Rc (average height of roughness curve element), RS m (Wavelength parameter of roughness), and then use Xs (length of each roughness curve element), τ0 (shear stress calculated from the mirror test specimen, i.e., shear stress of the smooth surface), τ (shear stress calculated from the test specimen when painting the hull), δs as needed. r (Thickness of the viscous sublayer related to hull roughness) (friction velocity), ρ (density), l τ (wall friction length), ν (kinetic viscosity coefficient), y + Dimensionless distance, Ra (arithmetic mean roughness), etc., can be used as input values ​​or as reference values ​​pre-recorded in the program itself or in a database. For example, the initial Rc and RSm (three-dimensional roughness) of the hull can be obtained in advance using a non-contact laser displacement gauge and input when the program is executed.

[0245] In step 3a (the first calculation method and the second calculation method of FIR), instead of inputting the required data during program execution as described above, a collection (database) of data obtained from a BSRA type roughness meter or a non-contact laser displacement meter can be pre-constructed for various coating specifications, etc., and k corresponding to the input coating specifications, etc., can be extracted (estimated) by referring to this database. s Data such as Rc and RSm are used by the program to access them.

[0246] Step 3b

[0247] In step 3b, PIR r_0 The FIR calculated in step 3a can be used r_0 The Form Factor is calculated according to Equation 14.

[0248] Step 4a

[0249] In step 4a, FIR r_a It is possible to use the hull roughness and other necessary values ​​after a certain period of time to calculate the values ​​according to the first calculation method (Equations 1 to 3), the second calculation method (Equations 4 to 12), or other calculation methods of FIR as described above.

[0250] Calculate the FIR according to the first calculation method (Equations 1 to 3). r_a In this case, the program of the present invention only needs to use the k of the hull after a certain period of time. s (Average roughness height), L wL (Captain at the waterline) or L pp (Ship length), ρ (fluid density), v (flow velocity), l (length), μ (fluid viscosity), C F0 (Frictional resistance coefficient based on water temperature and salt concentration reference values) can be input as values, or as values ​​pre-recorded in the program itself or in a database that the program can reference. Regarding the hull's k after a certain period... s Preferably, a database is pre-constructed containing data obtained using a BSRA-type roughness meter or a non-contact laser displacement meter under various conditions, including different durations, coatings, substrate treatments, and other conditions. Referring to this database, k corresponding to the input duration, coating, substrate treatment, and other conditions is extracted. s The data allows the program to utilize it. The L used in the implementation of the first calculation method based on step 4a... wL or L pp , ρ, v, l, μ, C F0 These values ​​can be common to those used in the implementation of the first calculation method based on step 3a.

[0251] Calculate the FIR according to the second calculation method (Equations 4 to 12). r_a In this case, the procedure of the present invention can use the C (coefficient) and A of the hull after a certain period of time. r The input values ​​can be such as (exposed projected area of ​​hull roughness), or R (height parameter of roughness), for example, Rc (average height of roughness curve element), RSm (wavelength parameter of roughness), and then Xs (length of each roughness curve element), τ0 (shear stress calculated from the mirror test specimen, i.e., shear stress of smooth surface), τ (shear stress calculated from the test specimen when applying hull paint), δs, etc., as needed. r (Thickness of the viscous sublayer related to hull roughness) (friction velocity), ρ (density), lτ (wall friction length), ν (kinetic viscosity coefficient) / s), y + Dimensionless distance, Ra (arithmetic mean roughness), etc., can be input values, or reference values ​​pre-defined in the program itself or a database. Regarding C and A, which are related to the hull roughness after a certain period... r Or R, such as Rc, RSm, or other required values, preferably a pre-constructed collection (database) of data obtained by a non-contact laser displacement meter under various processing periods, coatings, substrate treatments, and other conditions. Referring to this database, the required data corresponding to the input processing period, coating, substrate treatment, and other conditions is extracted, thereby enabling the program to utilize it. This is used in the implementation of the second calculation method based on step 4a. ,τ0,ρ,l τ ,ν,y + These values ​​can be common to those used in the implementation of the second calculation method based on step 3a.

[0252] Step 4b

[0253] In step 4b, PIR r_a The FIR calculated in step 4a can be used r_a The Form Factor is calculated according to Equation 15.

[0254] Step 5

[0255] In step 5, PIR can be used r_0 and PIR r_a Obtain PIR r .

[0256] The procedure of this invention is typically to determine the PIR used in step 1. f It also includes components that enable the computer to perform the following processes: Calculate the estimated increase in hull fouling power over time (PIR) up to or during any given point in time. f_a ), as the horsepower increase rate (PIR) of the hull fouling. f The processing of ) (referred to as "step 6" in this specification).

[0257] Step 6

[0258] In step 6, PIR f PIR f_a PIR can use average velocity loss (AveSL) and other parameters as described above. fThe first calculation method (Equations 17-19), or the PIR method similar to the first calculation method of FIR. f The second calculation method, similar to the second calculation method of FIR, is PIR. f The third calculation method is used to calculate it.

[0259] According to PIR f The first calculation method (Equations 17-19) calculates the PIR. f In this case, the program of the present invention uses AveSL (average speed loss) or AvePIR (average horsepower increase rate) or SL used to calculate them. _le SL _lb PIR _le PIR _lb The values ​​can be used as input values, or values ​​pre-recorded in the program itself or in a database that the program can refer to. Regarding AveSL, in order to calculate the risk of fouling (FR) based on the route the ship is traveling, it is preferable to pre-construct a collection (database) of data obtained for a wider range of transit periods, substrate treatments, and other conditions for various antifouling coating compositions with different performance characteristics and routes with different risks of fouling (FR). Referring to this database, AveSL data corresponding to the input transit period, coating, substrate treatment, route (fouling risk), and other conditions are extracted, thereby enabling the program to utilize it.

[0260] According to PIR f The second method calculates PIR f In this case, the procedure of the present invention uses the "estimated height of the shape of the fouled object" and the "fouled area" of the hull after a certain period of time, or uses L wL (Captain at the waterline) or L pp (Ship length), ρ (fluid density), v (flow velocity), l (length), μ (fluid viscosity), C F0 (Regarding reference values ​​for water temperature and salt concentration, the frictional resistance coefficient, etc.), can be used as input values ​​or as values ​​pre-recorded in the program itself or in a database that the program can refer to. This is achieved by using K in Equation 1. s Replacing it with "the average estimated height of the shape of the soiled object" allows us to calculate ΔC for "hull soiling". F Furthermore, by using Equation 3, the time-dependent friction increase rate (FIR) based on "hull fouling" is calculated. f_a Finally, in Equation 15, the time-dependent friction increase rate FIR, based on "hull roughness," is replaced. r_a The FIR (Friction Increasing Rate) based on "hull fouling" is used. f_a Therefore, the time-dependent horsepower increase rate (PIR) based on "hull fouling" can be calculated.f_a and use it as PIR f In the implementation of the second calculation method based on step 6, L is used... wL or L pp , ρ, v, l, μ, C F0 These values ​​can be common to those used in the implementation based on the first calculation method of step 3a (and the first calculation method of step 4a).

[0261] According to PIR f The third method calculates PIR. f In this case, the procedure of the present invention uses the "exposed projected area of ​​hull fouling" (A) of the hull after a certain period of time. f ) and the coefficients that depend on it (C f Alternatively, use parameters related to "hull fouling," such as Rc (average height of roughness profile elements) and RSm (wavelength parameter of roughness), and then use Xs (length of each roughness profile element), τ0 (shear stress calculated from the mirror test specimen, i.e., smooth surface shear stress), τ (shear stress calculated from the test specimen during hull coating), and δs as needed. r (Thickness of the viscous sublayer related to hull roughness) (friction velocity), ρ (density), l τ (wall friction length), ν (kinetic viscosity coefficient), y + (Dimensionless distance), etc., can be used as input values ​​or as values ​​pre-recorded in the program itself or in a database that the program can refer to. This is achieved by using A in Equation 4. r Replace with A f Replace C with C f It can calculate the FIR rate of friction increase over time based on "hull fouling". f_a In Equation 5, the estimated height of the "dirty object" is used as R, and the wavelength parameter R of the roughness of the "dirty object" is calculated in the same way as in Equation 6. sf As R Sm Using the FIR of the "dirty object" calculated in the same way as Equation 7, determined by friction resistance test, as the FIR, C can be calculated. f A f The values ​​related to "hull fouling" or "fouled objects" can be calculated by replacing the values ​​of parameters related to "hull roughness" in Equations 8 to 11. Regarding C and A related to hull fouling or fouled objects after a certain period... f Or R, for example R c RS fOther required values ​​are preferably obtained from a pre-constructed collection (database) of data acquired by a non-contact laser displacement meter under various processing periods, coatings, substrate treatments, and other conditions. Referring to this database, the required data corresponding to the input processing period, coating, substrate treatment, and other conditions are extracted, thereby enabling the program to utilize them. The u used in the implementation of the third calculation method based on step 6... ,τ0,ρ,l τ ,ν,y + These values ​​can be common to those used in the implementation of the second calculation method based on step 3a (and the second calculation method based on step 4a).

[0262] Step 2

[0263] Step 2 is based on the PIR obtained in step 1. a Perform the steps for processing to estimate FOC (Fuel Consumption) and / or CII ratings.

[0264] When estimating FOC at any point in time or for any period, such as mFOC (monthly fuel consumption) or yFOC (annual fuel consumption), the procedure of the present invention can include using dFOC (daily fuel consumption), number of operating days, and PIR as the reference point in time. _b (PIR during the baseline period), PIR _e The process involves estimating values ​​such as the PIR during the evaluation period and the number of months elapsed, or values ​​pre-recorded in the program itself or in a database that the program can refer to, using Equations 20 to 21. Depending on the estimated FOC and the purpose of the program, the process can be output to an external source, or it can be used in other processes without outputting to an external source (for example, Equation 21 related to yFOC and other related equations can be incorporated as yFOC in Equation 21 used to estimate yCO2).

[0265] The program of the present invention may also include a configuration that causes a computer to perform the following process: in step 2, yCO2 (annual CO2 emissions) is further estimated based on the FOC estimated at any point in time or period as described above. In this embodiment, the program of the present invention can use the estimated FOC and use (t-CO2 / t-Fuel) (a value specified by the IMO for each fuel) or other values ​​as input values, or values ​​pre-recorded in the program itself or in a database that the program can refer to, to perform the process of estimating yCO2 using Equation 23. Depending on the estimated yCO2 and the purpose of the program, the process can be output to an external source, or it can be used in other processes without outputting to an external source (for example, Equation 23 related to yCO2 and other related equations can be incorporated into the calculation of the evaluation value (d) for estimating CII). A (yCO2 in Equation 24 of CII).

[0266] The program of the present invention may further include a configuration in which, in step 2, the computer further estimates the CII rating based on the estimated yCO2 as described above. In this embodiment, the program of the present invention can use the estimated yCO2 and use DWT (deliverable weight in tons), GT (gross tonnage), navigation distance, vessel type, navigation distance, R CII (CII's annual evaluation benchmark), CII ref The input values ​​are (the average CII for each ship type), x (the reduction rate from 2019), a and c (pre-determined values ​​for each ship type), or values ​​pre-recorded in the program itself or in a database that the program can refer to. After calculating d (the evaluation value of CII) using Equations 24 to 27, the estimated CII rating is performed according to the prescribed benchmark (the correspondence between the evaluation value and the rating).

[0267] The program of the present invention can be used to estimate fuel consumption and / or CII rating at any given point in time (e.g., after a specified period from the time of ship construction or the most recent docking), or it can be used to estimate fuel consumption and / or CII rating at any two or more points in time or at any interval of any consecutive two or more points in time (e.g., every year or every month for a period of 5 years from the time of ship construction or the most recent docking). In the latter embodiment, the program of the present invention only needs to be able to perform the following processing: by inputting or referring to information such as numerical values ​​corresponding to multiple points in time, outputting multiple estimated values ​​for fuel consumption and / or CII rating.

[0268] The program of the present invention can be used to estimate fuel consumption and / or CII rating under any single condition related to hull roughness and / or hull fouling (e.g., hydrolytic antifouling coatings or other antifouling coatings, substrate treatment), or it can be used to estimate fuel consumption and / or CII rating under any two or more conditions related to hull roughness and / or hull fouling. In the latter embodiment, the program of the present invention only needs to be able to perform the following processing: by inputting or referring to information such as numerical values ​​corresponding to multiple conditions related to hull roughness and / or hull fouling, output multiple estimated values ​​for fuel consumption and / or CII rating.

[0269] The program of the present invention can be configured to include a program that can suggest recommended conditions based on the estimated fuel consumption and / or CII rating of any two or more conditions related to hull roughness and / or hull fouling. For example, conditions related to coatings and conditions related to substrate treatment can be combined to estimate fuel consumption and / or CII rating under four conditions: (i) conventional antifouling coating / spot blasting, (ii) new antifouling coating / spot blasting, (iii) conventional antifouling coating / full blasting, and (iv) new antifouling coating / full blasting, and to perform a process that suggests the combination of minimum fuel consumption and / or high CII rating. In such an embodiment, it is preferable to also consider the route of the ship being simulated, i.e., the fouling risk (FR), and suggest the combination of conditions with minimum fuel consumption and / or estimated high CII rating in that route.

[0270] The program of the present invention described above is preferably executed on a server in the system of the present invention described below. In relation to such an embodiment, the program of the present invention is sometimes referred to as the "server program of the present invention". In such an embodiment, in order to combine with the server program of the present invention, it is preferable to use a program that is executed on a client terminal. The program used here is sometimes referred to as the "client terminal program of the present invention".

[0271] The client terminal program of the present invention is a program executed on a server, i.e., a program executed in combination with the server program of the present invention on a client terminal connected to it via a network. It includes a configuration that causes the computer to perform the following processes: sending data of measured or estimated hull roughness values ​​from the client terminal to the server; and receiving data of results calculated, obtained, derived, or estimated by the server and displaying it on the client terminal. Regarding the processes of sending data of measured or estimated hull roughness values ​​from the client terminal to the server in such a server program of the present invention, and receiving data of results calculated, obtained, derived, or estimated by the server and displaying it on the client terminal, reference can be made to matters related to the simulation method of the present invention.

[0272] The program of the present invention can be a program continuously recorded on a computer-readable recording medium (e.g., CD-ROM, USB memory, etc.) that is easily transferable as an item; it can also be a program downloaded to a computer via a network such as the Internet and continuously or temporarily recorded in the computer; or it can be a program recorded on a web server or the like for downloading to a computer via a network such as the Internet or for online use. Depending on the components included, the program of the present invention can also be configured as a combination of embodiments different from the above-described embodiments related to recording.

[0273] -system-

[0274] The system of this invention is suitable for using client terminals and servers interconnected via a network to execute the simulation method described herein. Those skilled in the art will recognize that any matters not explicitly described in the following detailed description relating to the system of this invention can be understood as such by appropriate substitution based on common technical knowledge related to the system and by referring to matters related to the simulation method (and program) of this invention described herein. Conversely, matters relating to the detailed description of the system of this invention can also be referred to matters related to the simulation method (and program) of this invention.

[0275] The system of the present invention is for using client terminals and servers interconnected via a network to perform horsepower increase rate (PIR) calculations that take into account hull roughness at any point in time or during any period. r ) and horsepower increase rate based on hull fouling (PIR) f A system for simulating the fuel consumption of ships, wherein, The client terminal has: The unit that sends at least the measured or estimated values ​​of hull roughness to the server; and A unit that receives and displays data representing results calculated, obtained, derived, or estimated by the server. The server has the following features: The horsepower increase rate (PIR) based on the hull roughness will be calculated separately. r ) and the horsepower increase rate based on the aforementioned hull fouling (PIR) f The total horsepower increase rate (PIR) is obtained by summing these figures. a ) units; and Based on the total horsepower increase rate (PIR) a Units used to estimate fuel consumption and / or CII ratings Corresponding to the data sent from the client terminal, the server performs a simulation, and the simulation results are displayed on the client terminal.

[0276] Figure 4 An example of the configuration of system 1 of the present invention is shown schematically.

[0277] The client terminal 100 includes an input unit 110, a client terminal-side transceiver unit 115, and an output unit 120. The client terminal 100 can be any type of terminal, such as a desktop computer, laptop computer, tablet computer, or smartphone. The input unit 110 can use input devices such as a keyboard and mouse, or a monitor in a personal computer, tablet computer, or smartphone for displaying input screens. The output unit 120 can also use a monitor in a personal computer, tablet computer, or smartphone for displaying simulation results. The input unit 110 can also be integrated into a single unit, such as a touch panel that allows direct operation of the display. Furthermore, the input unit 110 and output unit 120 share a display, allowing the input and output screens to be displayed at appropriate times and locations. The client terminal-side transceiver unit 115 can use wired or wireless network equipment. The measured or estimated values ​​of the hull roughness input by the input unit 110 are transmitted by the transceiver unit 115 to the server 200 via a network 10, such as the Internet, intranet, or local area network.

[0278] Server 200 includes a processing unit 210, a server-side transceiver unit 215, etc. The server-side transceiver unit 215 can use wired or wireless network equipment. When receiving data sent from client terminal 110, server 200, through processing unit 210, performs a simulation based on the present invention, considering the horsepower increase rate (PIR) based on hull roughness at any given time or period. r ) and horsepower increase rate based on hull fouling (PIR) f The simulation of a ship's fuel consumption. The processing unit 210 at least includes: [equipment to process the calculated PIR values].r and PIR f The PIR is obtained by summing them up. a The processing unit; and the PIR-based a A unit for estimating fuel consumption and / or CII rating. Such a processing unit 210 can be constructed using storage devices such as memory and hard disks that are interconnected and permanently (permanently) or non-permanently (temporarily) store the program of the present invention, as well as processing devices such as central processing units (CPUs). The storage device can also permanently (permanently) or non-permanently (temporarily) store data received from the client terminal, data of results calculated, obtained, derived, or estimated by the simulation method of the present invention, and data referenced for implementing the simulation method of the present invention. The simulation results of the server 200 are transmitted from the server-side terminal-side transceiver unit 215 to the client-side terminal 100 via the network 10 and displayed on its output unit 120.

[0279] The arithmetic processing unit 210 is capable of having units that perform various processing corresponding to the embodiments of the program of the present invention stored in the storage device. For example, the server 200 may also include a unit that calculates the FIR based on the measured or estimated values ​​of the hull roughness received from the client terminal 100, by means of the arithmetic processing unit 210 and a storage device stored in which the program of the present invention (steps 3a, 3b, 4a, 4b, and 5) is connected to it in an operable manner. r_0 The unit; from FIR r_0 Obtain PIR r_0 The unit; calculates the FIR that estimates and reflects the time-varying changes in hull roughness up to or during any given point in time. r_a The unit; from FIR r_a Obtain PIR r_a The unit; and according to PIR r_0 and PIR r_a Find the PIR r The unit. Additionally, the server 200 may also include the following unit: calculating, through the arithmetic processing unit 210, i.e., the arithmetic processing device, and a storage device storing the program (step 6) of the present invention, which is connected to it in an accessible manner, an estimated PIR reflecting the hull fouling up to any point in time or during any period. f_a And calculate PIR f The unit.

[0280] ·FIR calculates using forms

[0281] Figure 5This schematically illustrates one implementation of the "FIR calculation form" in a client terminal. This implementation corresponds to calculating the FIR on the server side using the "second FIR calculation method" (Equations 4 to 12). r_0 The implementation method involves inputting various hull-related information from a form.

[0282] “Rc” (average height of the initial roughness profile element of the hull) and “RSm” (wavelength parameter of the initial roughness profile element of the hull) are the values ​​used in Equation 5. Both Rc and RSm can be input as values ​​measured by a three-dimensional roughness gauge (such as a laser displacement gauge).

[0283] "Captain" is used to determine Rc, RSm, and δs based on each hull position. r After estimating the FIR at each specific location, the FIR as a whole of the ship is estimated by integrating the area estimated by the "captain" and the "captain". The captain can input searchable values ​​via the Internet or other means.

[0284] The “reference velocity” is used in Equations 9 and 10 to calculate δs using Equation 11. r Then, A is calculated using Equation 8. r The required value. The reference speed can be a value that can be resolved by AIS (Automatic Identification System). The reference speed is generally in the range of 0 to 30 knots (kt), preferably in the range of 0 to 26 knots. The reference speed can be used to calculate the FIR. r_0 And it can be used to determine the FIR through simulation (via a reference database). r_a When using the reference speed for FIR r_a If the result is calculated, it can be used in the FIR calculation form or called in the subsequent PIR calculation form.

[0285] Other values ​​associated with the "second calculation method of FIR" (Equations 4 to 12), such as "C" (Equations 4 and 5), "τ" and "τ0" (Equation 7), "ρ" (Equation 9), "ν" (Equation 10), and "y" + (Equation 11) etc. are preferred not to be input from the form each time a simulation is performed, but are pre-stored in the storage device provided by the server 200 based on the prior test results, etc., and can be referenced and utilized by the computing device as needed.

[0286] By clicking the "BSRA Options" button, you can compare the FIR calculated using the "Second Calculation Method for FIR" (Equations 4 to 12). r_0The corresponding "FIR calculation form" in the implementation method is switched to calculate FIR using the "first calculation method of FIR" (Equations 1 to 3). r_0 The corresponding "FIR (BSRA) calculation form" can be displayed in the implementation method, or it can be displayed in a pop-up format.

[0287] Figure 6 This schematically illustrates the calculation of FIR using the "first calculation method for FIR" (Equations 1 to 3). r_0 The implementation method corresponds to one implementation method of the "FIR (BSRA) calculation form" in the client terminal.

[0288] "Captain" is equivalent to L in Equation 1. wL The value can be entered, and it can be retrieved through the Internet or other means.

[0289] “k s " is used in Equation 1 in conjunction with "L" wL Together with "Re" (Reynolds number), calculate "ΔC". F The value of "k". s It can input values ​​measured by a BSRA roughness meter or by a three-dimensional roughness meter (such as a laser displacement meter).

[0290] The “reference velocity” is a value equivalent to the “v” (representing the flow velocity) used to calculate Re in Equation 2, and can be a value that can be resolved by AIS.

[0291] By clicking the "BSRA Option Cancel" button, you can undo the calculation of FIR using the "First Calculation Method of FIR" (Equations 1 to 3). r_0 The corresponding implementation method switches the "FIR calculation form" to calculate the FIR using the "second calculation method for FIR" (Equations 4 to 12). r_0 The corresponding "FIR calculation form" for the implementation method, or close the "FIR (BSRA) calculation form" based on the pop-up format.

[0292] exist Figure 5 or Figure 6 After entering the specified value in the input form shown, clicking the "FIR Calculation" button sends the value data to the server 200 via the network through the client terminal transceiver unit 115. The server 200, receiving the data through the server-side transceiver unit 215, executes the processing of the "second FIR calculation method" (Equations 4-12) or the "first FIR calculation method" (Equations 1-3) of the present invention through the arithmetic processing unit 210. Figure 3 Step 3a), calculate FIR r_0Alternatively, the FIR can be set to vary the input "reference speed" value within a specified range (e.g., 0-30 knots). r_0 and / or FIR r_a Calculated as a simulation. FIR r_0 and / or FIR r_a The data is transmitted from the server-side transceiver unit 215 to the client terminal 100 via the network. The client terminal 100, having received the data through the client terminal-side receiving unit 115, displays the data via the output unit 120, for example, through a display. r_0 and / or FIR r_a The result was calculated.

[0293] Figure 7 Schematic illustration of FIR r_0 One implementation of the display screen showing the calculated results. The FIR corresponding to the input reference speed "12.5" is... r_0 (and / or FIR) r_a Together, the FIR was also calculated for the reference speed variation within the range of 1 to 30 knots. r_0 (and / or FIR) r_a They are displayed through tables and graphs (continuous curves). Additionally, settings are available as needed for FIR... r_0 (and / or FIR) r_a The simulation results are handed over to the checkboxes calculated by PIR.

[0294] • PIR calculation uses forms

[0295] Figure 8 This schematically illustrates one implementation of a "PIR calculation form" in a client terminal. This implementation corresponds to the following implementation: on the server side, based on FIR... r_0 and FIR r_a Calculate the PIR separately r_0 and PIR r_a (Equations 14-15) are used to derive the PIR. r On the other hand, through "PIR" f The first calculation method (Equations 17-19) calculates the PIR. f PIR r and PIR f The PIR is calculated by summing them up. a (Equation 13). The information required for this embodiment, including hull-related information, navigation information, and information related to antifouling coating products, can be utilized through form input or by referring to a database. Based on the calculated PIR... aFinally, the FOC is calculated (Equations 22 to 25). In addition, checkboxes are provided as needed to estimate the CII rating from the calculated FOC (Equations 26 to 29).

[0296] Hull Information

[0297] "Type of Vessel" and "Size" are items related to Formulas 26 to 29 used for the CII rating. "Type of Vessel" can be selected from (1) Bulk-carrier, (2) Container-ship, (3) Tanker, (4) General cargo, (5) Refrigerated cargo, (6) Combination-carrier, (7) LNG carrier, (8) LPG / CNG carrier, (9) Ro-Ro cargo, (10) Vehicle carrier, (11) Ro-Ro passengership, (12) Cruise passengership. "Size" is entered as GWT (total tonnage) when "Type of Vessel" is (1) to (8) above, and as GT (gross tonnage) when "Type of Vessel" is (9) to (12) above. Additionally, when a presumed CII rating is not required, the input for "ship type" and "size" can be omitted.

[0298] • Navigation information for the reference year

[0299] "Fuel type" is an item related to the calculated formula 25 (t-Fuel) used for FOC, which can be an option selected from (1) Heavy Fuel Oil, (2) Light Fuel Oil, (3) Diesel / Gas Oil, (4) LPG (Propane), (5) LPG (Butane), (6) LNG (LPG), (7) Methanol, and (8) Ethanol.

[0300] "Fuel consumption" (MT / day) and "operating days" (days / year) are values ​​related to Formula 23 used to calculate FOC, and can be input into values ​​that the ship's navigator (owner) or similar entity can access.

[0301] "Navigation distance" (NM (nautical miles) / year) is a value related to Formula 26 used to estimate the CII rating, and can be entered as a value that can be obtained by the vessel's navigation operator (ship owner), etc. Alternatively, if an estimate of the CII rating is not required, the "navigation distance" input can be omitted.

[0302] "Years elapsed" (years, from delivery or the last full blasting) is a value related to Formula 24 (months elapsed) used to calculate FOC, and can be entered as a value that can be known by the ship's navigator (owner), etc.

[0303] Antifouling coating product information

[0304] "Duty years" is a value related to the "baseline period" and "evaluation period" of Formula 23 used to calculate FOC. The "duty years" can be set to a number of years corresponding to the type of antifouling coating and the coating method, for example, it can be set in the range of 1 to 5 years, and as an example, it can be set to 5 years.

[0305] "Painted area" can be used to divide the hull into the flat bottom (FB), vertical section (VB), and waterline section (BT), and the painted area of ​​each part can be entered. As a preferred embodiment of FIR, as described above, when the FIR of the entire hull is obtained by dividing the hull as described above, the entered painted area of ​​each part can be used.

[0306] In both the "Existing Antifouling Coatings" and "New Antifouling Coatings" sections, you can select and input coatings for each part of the hull for simulation. There are no particular limitations on the type of antifouling coating; you can choose from various well-known antifouling coatings or those available as products. Examples include various silicone elastic rod coatings, metal (zinc) acrylic polymer-based hydrolytic antifouling coatings, silyl methacrylate polymer-based hydrolytic antifouling coatings, low-VOC special polyester polymer-based hydrolytic antifouling coatings, and self-polishing antifouling coatings. The "Existing Antifouling Coatings" section allows you to select the coating currently applied to the hull being simulated. Compared to "Existing Antifouling Coatings," the "New Antifouling Coatings" section allows you to select antifouling coatings with properties that improve fuel consumption and CII rating. Both "Existing Antifouling Coatings" and "New Antifouling Coatings" can be categorized into three levels: Economic (products prioritizing economy), Intermediate (market average products), and High (high-performance products), from which you can choose.

[0307] Other values ​​and information related to the calculation of FOC and the estimation of CII rating (e.g., “Form Factor” (Equations 14-16), “AveSL” and “AvePIR” (Equations 17-19), “t-CO2” and “t-Fuel” (Equation 25), “z” (Equation 27), “a” and “b” (Equation 28), etc.) are preferably pre-stored in a storage device included in server 200 based on previous test results, rather than being entered from a form each time a simulation is performed, and are referenced and utilized by the computing processing device as needed. In particular, regarding various “existing antifouling coatings” and “new antifouling coatings”, and related to FIR... r_a and FIR f_a Information about how things change over time is pre-stored in the storage device provided by the server 200, and it is important that this information be effectively utilized when implementing the present invention.

[0308] exist Figure 8 After entering the specified values ​​or information in the input form shown, clicking the "PIR Calculation" button sends the values ​​and information from the client terminal transceiver unit 115 to the server 200 via the network. The server 200, receiving the data through the server-side transceiver unit 215, executes the "PIR Calculation" program of this invention through the processing unit 210. r_0 and PIR r_a The calculation method (Equations 14-15) is processed ( Figure 3 Steps 3b and 4b) calculate the PIR. r_0 and PIR r_a Then, the PIR is calculated. r The processing (Equation 13) Figure 3 Step 5). Additionally, the input values ​​and data related to "antifouling coating product information" are also sent from the client terminal transceiver unit 115 to the server 200 via the network. The server 200, receiving the data through the server-side transceiver unit 215, processes it through the arithmetic processing unit 210, using the "PIR" function of the present invention. f The first calculation method (Equations 17-19) "PIR f The second calculation method or "PIR" f The third calculation method is used to calculate the PIR. f_a That is, PIR f Processing ( Figure 3 Step 6). Next, the PIR obtained through these processes will be executed. r and PIR f The PIR is calculated by summing them up. a The processing (Equation 13) Figure 3 Step 1). Finally, based on PIR aThe FOC (Foreign Operational Value) is calculated, and the CII (Constant Indication) rating is estimated as needed. The FOC and CII rating data are transmitted to the client terminal 100 via the network by the server-side transceiver unit 215. The client terminal 100, which receives the data by the client terminal-side receiving unit 115, displays the simulation results of the FOC and CII ratings through the output unit 120, for example, via a display.

[0309] Figure 9 schematically illustrates one embodiment of the display screen for the simulation results of FOC and CII ratings. In this embodiment, along with (a) FOC and (b) number of operating days, simulation results for factors related to hull roughness (roughness factor: FIR, Form Factor, PIR) and factors related to hull fouling (fouling factor: mean speed loss, mean PIR) are presented by comparison for four conditions: (c) painting with existing antifouling coating after spot blasting, (d) painting with new antifouling coating after spot blasting, (e) painting with existing antifouling coating after full blasting, and (f) painting with new antifouling coating after full blasting. Furthermore, the horsepower reduction rate (PRR) is represented as (g), (h), and (i) relative to condition (d) of condition (c), condition (e) of condition (c), and condition (f) of condition (c), respectively. As an initial performance simulation, the initial FOC immediately following dry docking is shown, and as a long-term performance simulation, the FOC for years 1–5 is shown in tables and graphs. Furthermore, based on the simulation results of these FOCs, the CII rating is expressed in five stages from A (Good) to E (Poor). Finally, total fuel consumption, total fuel consumption reductions, and total CO2 emission reductions over the service life (5 years) are shown.

[0310] Such simulation results can be effectively used as a basis for decision-making regarding the next dry docking, such as changing the type of antifouling coating or implementing full sandblasting; as a basis for confirming and formulating countermeasures for CII ratings 1-5 years later; and as a basis for reassessing navigation conditions. This information is also transmitted to the client terminal 100 via the network through the server-side transceiver unit 215, and the client terminal 100, which receives the data through the client terminal-side receiving unit 115, can display it through the output unit 120.

[0311] The system of the present invention can be implemented by a single entity preparing (creating, borrowing, etc.) client terminals and servers, or by multiple entities preparing client terminals and servers. For example, a client terminal may be prepared independently or based on the recruitment or recommendation of a server preparer (e.g., by downloading the client terminal program of the present invention via the network and recording it on a computer-readable recording medium on the client terminal). The entity using the client terminal and the entity preparing the server (e.g., by creating the server program of the present invention and recording it on a computer-readable recording medium on a rented server), and the entity recruiting users of the client terminal through promotion, advertising, etc., or recommending the use of the client terminal to customers, can also be different. Regardless of whether the client terminal and server preparers are the same or different, the system of the present invention can be produced (built). Furthermore, the server preparer creates the client program, which is downloaded by the client terminal preparer via the network, thereby enabling the server preparer to become a producer of the system of the present invention.

Claims

1. A simulation method comprising estimating the horsepower increase rate (PIR) based on hull roughness at any point in time or during an arbitrary period. r ) and horsepower increase rate based on hull fouling (PIR) f The process of measuring the fuel consumption and / or CII rating of ships, where, include: The PIRs obtained respectively r and the PIR f The total horsepower increase rate (PIR) is obtained by summing them up. a After that, based on the total horsepower increase rate (PIR) a This is used to ultimately estimate fuel consumption and / or CII rating.

2. The simulation method according to claim 1, wherein, The PIR r Based on the initial horsepower increase rate (PIR) r_0 ) and horsepower increase over time (PIR) r_a )get, The initial horsepower increase rate (PIR) r_0 The initial frictional resistance increase rate (FIR) calculated from measured or estimated values ​​based on hull roughness. r_0 )get, The time-dependent horsepower increase rate (PIR) r_a The rate of increase in frictional resistance over time (FIR) is a presumed value that reflects the change in hull roughness over time up to or during any given point in time. r_a )get.

3. The simulation method according to claim 1 or 2, wherein, The PIR f It is an estimated and reflects the time-dependent increase in hull fouling (PIR) up to or during any given time point. f_a ).

4. The simulation method according to any one of claims 1 to 3, wherein, The initial frictional resistance increase rate (FIR) based on hull roughness r_0 ) and the aforementioned rate of increase in frictional resistance over time (FIR) r_a It is calculated using the Townsin formula from ITTC1978.

5. The simulation method according to any one of claims 1 to 4, wherein, The initial frictional resistance increase rate (FIR) based on hull roughness r_0 ) and the aforementioned rate of increase in frictional resistance over time (FIR) r_a Based on the thickness of the viscous sublayer (δs) related to hull roughness r The projected area of ​​the exposed roughness (A) r And calculated.

6. The simulation method according to claim 5, wherein, The forward projected area (A) related to the hull roughness is calculated based at least on the height parameter (R) and wavelength parameter (RSm) of the hull roughness. r ).

7. The simulation method according to claim 6, wherein, The friction resistance increase rate (FIR) obtained from at least two arbitrary friction resistance tests within the friction resistance range. r _ b ) and exposed roughness projected area (A r The correlation between the hull roughness and the thickness of the viscous sublayer (δs) makes the hull roughness related to the thickness of the viscous sublayer (δs) r The wall friction length (l) used is calculated. τ The size of the change.

8. The simulation method according to claim 6, wherein, The thickness of the viscous sublayer (δs) related to the roughness of the hull is increased. r It varies depending on the frictional resistance value at each location.

9. The simulation method according to any one of claims 1 to 8, wherein, Based on the horsepower increase rate (PIR) of the aforementioned hull fouling f It is calculated based on average speed loss (AveSL) or average horsepower increase rate (AvePIR).

10. The simulation method according to claim 9, wherein, The average speed loss (AveSL) or average horsepower increase rate (AvePIR) is calculated based on the pollution risk (FR) of the route the ship is traveling.

11. The simulation method according to any one of claims 1 to 10, wherein, Based on the time-dependent horsepower increase (PIR) of the aforementioned hull fouling f_a The height is estimated based on the shape of the soiled object and the soiled area, and is calculated using the Townsin formula of ITTC1978.

12. The simulation method according to any one of claims 1 to 11, wherein, Based on the time-dependent horsepower increase (PIR) of the aforementioned hull fouling f_a Based on the rate of increase in frictional resistance over time (FIR) f_a And calculated, The rate of increase in frictional resistance over time (FIR) f_a Based on the estimated height, wavelength, and thickness (δs) of the viscous layer associated with the contaminated object. f The projected area of ​​the exposed dirt shape (A) f ) is calculated.

13. The simulation method according to claim 12, wherein, The friction resistance increase rate (FIR) obtained from at least two arbitrary friction resistance tests within the friction resistance range. f _ b ) and exposed roughness projected area (A f The correlation between the thickness of the sticky underlayer (δs) associated with the contaminated object and the relationship between the thickness of the sticky underlayer (δs) and the contaminated object is determined. f The wall friction length (l) used is calculated. τ The size of the change.

14. The simulation method according to any one of claims 1 to 13, wherein, The simulation method includes estimating the horsepower increase rate (PIR) based on hull roughness at any two or more time points or during any period. r ) and horsepower increase rate based on hull fouling (PIR) f ( ) fuel consumption and / or CII rating of the process.

15. The simulation method according to any one of claims 1 to 14, wherein, The following processes are included: For two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling, a power gain rate (PIR) based on hull roughness is presumed to be taken into account. r ) and horsepower increase rate based on hull fouling (PIR) f (Fuel consumption and / or CII rating) 16. The simulation method according to any one of claims 1 to 15, wherein, This includes procedures that require two or more hydrolytic antifouling coatings or other conditions recommended in relation to hull roughness or hull fouling.

17. A method for enabling a computer to execute a power increase rate (PIR) based on hull roughness at any point in time or during any period. r ) and horsepower increase rate based on hull fouling (PIR) f The procedure for simulating the fuel consumption and / or CII rating of ships, wherein, The program includes components that cause the computer to perform the following processes: The horsepower increase rate (PIR) based on the hull roughness will be calculated separately. r ) and the horsepower increase rate based on the aforementioned hull fouling (PIR) f The total horsepower increase rate (PIR) is obtained by summing these figures. a The processing of ) and Based on the total horsepower increase rate (PIR) a This is used to estimate fuel consumption and / or CII ratings.

18. The procedure according to claim 17, wherein, To determine the horsepower increase rate (PIR) based on the aforementioned hull roughness. r The program also includes components that cause the computer to perform the following processes: The initial frictional resistance increase rate (FIR) is calculated based on the measured or estimated values ​​of hull roughness. r_0 The processing of ) From the initial frictional resistance increase rate (FIR) r_0 The initial horsepower increase rate (PIR) is obtained. r_0 The processing of ) Calculate the time-dependent increase in frictional resistance (FIR) that estimates and reflects the change in hull roughness over time up to the stated arbitrary point in time or during any period. r_a The processing of ) From the aforementioned rate of increase in frictional resistance over time (FIR) r_a The horsepower increase rate over time (PIR) was obtained. r_a The processing of ) and According to the initial horsepower increase rate (PIR) r_0 ) and the aforementioned horsepower increase rate over time (PIR) r_a To calculate the PIR r The processing.

19. The procedure according to claim 17 or 18, wherein, To determine the horsepower increase rate (PIR) based on the aforementioned hull fouling. f The program also includes components that cause the computer to perform the following processes: Calculate the estimated and reflected time-dependent increase in hull fouling (PIR) up to or during any given time point. f_a The horsepower increase rate (PIR) based on the aforementioned hull fouling is used as the metric. f ) processing.

20. The procedure according to any one of claims 17 to 19, wherein, The program includes the ability to estimate the horsepower increase rate (PIR) based on hull roughness at any two or more points in time or during any period. r ) and horsepower increase rate based on hull fouling (PIR) f The composition of fuel consumption and / or CII rating.

21. The procedure according to any one of claims 17 to 20, wherein, It includes the following components: For two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling, it is possible to presume that the power gain rate (PIR) based on hull roughness has been taken into account. r ) and horsepower increase rate based on hull fouling (PIR) f (Fuel consumption and / or CII rating) 22. The procedure according to any one of claims 17 to 21, wherein, It includes the following components: Based on the estimated results of the fuel consumption and / or CII rating, it is possible to suggest recommended conditions among two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling.

23. A program for execution in a client terminal connected to a server via a network, in order to execute the program of any one of claims 17-22 on a server, wherein, This includes the components that enable a computer to perform the following processes: The processing of sending measured or estimated values ​​of hull roughness data from the client terminal to the server; and The process of receiving data from the results calculated, obtained, derived, or estimated by the server and displaying it on the client terminal.

24. A computer-readable recording medium continuously recording the program of any one of claims 17 to 22.

25. A computer-readable recording medium continuously recording the program of claim 23.

26. A method for using client terminals and servers interconnected via a network to perform a horsepower increase rate (PIR) calculation at any point in time or during any period, taking into account hull roughness. r ) and horsepower increase rate based on hull fouling (PIR) f A system for simulating the fuel consumption of ships, wherein, The client terminal has: The unit that sends at least the measured or estimated values ​​of hull roughness to the server; and A unit that receives and displays data representing results calculated, obtained, derived, or estimated by the server. The server has the following features: The horsepower increase rate (PIR) based on the hull roughness will be calculated separately. r ) and the horsepower increase rate based on the aforementioned hull fouling (PIR) f The total horsepower increase rate (PIR) is obtained by summing these figures. a ) units; and Based on the total horsepower increase rate (PIR) a Units used to estimate fuel consumption and / or CII ratings Corresponding to the data sent from the client terminal, the server performs a simulation, and the simulation results are displayed on the client terminal.

27. The system according to claim 26, wherein, The server also has: The initial frictional resistance increase rate (FIR) is calculated based on the measured or estimated values ​​of the hull roughness received from the client terminal. r_0 (units); From the initial frictional resistance increase rate (FIR) r_0 The initial horsepower increase rate (PIR) is obtained. r_0 (units); Calculate the time-dependent increase in frictional resistance (FIR) that estimates and reflects the change in hull roughness over time up to the stated arbitrary point in time or during any period. r_a (units); From the aforementioned rate of increase in frictional resistance over time (FIR) r_a The horsepower increase rate over time (PIR) was obtained. r_a ) units; and According to the initial horsepower increase rate (PIR) r_0 ) and the aforementioned horsepower increase rate over time (PIR) r_a To calculate the horsepower increase rate (PIR) based on hull roughness. r () is a unit.

28. The system according to claim 26 or 27, wherein, It also has the capability to calculate the estimated increase in hull fouling power over time (PIR) up to or during the specified time point. f_a The horsepower increase rate (PIR) based on the aforementioned hull fouling is then calculated. f () is a unit.

29. The system according to any one of claims 26 to 28, wherein, The client terminal sends data to the server specifying any two or more points in time or any period of time. The server performs the simulation at two or more arbitrary points in time or periods corresponding to the data. The simulation results are displayed on the client terminal.

30. The system according to any one of claims 26 to 29, wherein, The client terminal sends data to the server specifying two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling. The server performs the simulation corresponding to this data for two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling. The simulation results are displayed on the client terminal.

31. The system according to any one of claims 26 to 30, wherein, Based on the estimated results of the fuel consumption and / or CII rating, the server suggests recommended conditions from two or more hydrolytic antifouling coatings or other conditions related to hull roughness or hull fouling. The simulation results, including the recommendation, are displayed on the client terminal.

32. The system according to any one of claims 26 to 31, wherein The server operates via the computer-readable recording medium of claim 24.

33. The system according to any one of claims 26 to 32, wherein, The client terminal operates via the computer-readable recording medium of claim 25.

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