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

Abstract

To provide a performance evaluation method, a program, and a system by actual vessel monitoring analysis of a vessel capable of improving performance evaluation accuracy for the vessel by actual vessel monitoring analysis by suitably carrying out turbulence correction.SOLUTION: An actual monitoring analysis of vessel includes: a step S1 for acquiring actual vessel data for actual vessel monitoring analysis from navigation data of a vessel; A step S2 for acquiring propeller independent performance for the vessel and external force response; a step S3 for carrying out turbulence correction of ordinary water performance of the vessel by using independent performance of propeller of the vessel based on the acquired actual vessel data and external force response; a step S4 for carrying out discrimination of weather or not there is any actual vessel data incapable of turbulence correction; a step S5 carrying out tuning based on the actual vessel data and the propeller independent performance when there is actual vessel data incapable of turbulence correction; and a step S6 for outputting at least one of turbulence correction data which was capable of turbulence correction and tuning turbulence correction data with tuning carried out.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a method for evaluating the performance of a ship through onboard monitoring and analysis, a performance evaluation program, and a performance evaluation system for evaluating the performance of a ship through onboard monitoring and analysis. [Background technology]

[0002] Onboard monitoring is conducted to measure data on the ship's operating conditions and surrounding environment, analyze the acquired data, and obtain information on the ship's performance based on the analysis results. In evaluating calm water performance through actual ship monitoring, thresholds have been set for wind speed or wind speed and wave height to extract measurement data under conditions where the effects of waves and wind are considered small. Performance has then been estimated by curve fitting to the extracted data without performing disturbance correction. However, when removing the effects of waves and wind through disturbance correction, there was a problem in that an appropriate propeller operating point could not be obtained if the accuracy of the propeller-specific performance data used was insufficient. Furthermore, Patent Document 1 discloses a navigation support device comprising: a communication device for acquiring surrounding marine weather data during ship navigation; a ship performance database for storing the ship's individual ship performance under the influence of calm waters, its performance in waves under the influence of waves, and its performance in wind under the influence of wind; and an optimal state estimation means for estimating the state in which fuel consumption during navigation is minimized, based on the marine weather data acquired by the communication device and the ship performance stored in the ship performance database for calm waters, waves, and wind. Furthermore, Patent Document 2 discloses a ship performance evaluation and provision system comprising: a condition input means for inputting ship conditions and evaluation information conditions for requesting a performance evaluation of a ship to be evaluated; an evaluation means for performing an evaluation of the ship in a real sea area based on the ship conditions and evaluation information conditions; and an evaluation result provision means for providing the evaluation results obtained using the evaluation means to the client who made the request. Furthermore, Patent Document 3 discloses a ship performance estimation device comprising: a data estimation unit that estimates the ship's navigation state quantity under operating conditions including assumed values ​​of each related element, using one or more regression analysis models created based on past operational performance data of the ship, with the ship's navigation state quantity as the dependent variable and a plurality of related elements that affect the navigation state quantity as independent variables; a theoretical estimation unit that estimates the ship's navigation state quantity under operating conditions using one or more physical models of the ship; and an estimation integration unit that calculates an estimated value of the ship's navigation state quantity under operating conditions based on the estimation results of the data estimation unit and the estimation results of the theoretical estimation unit. Furthermore, Patent Document 4 discloses a data processing device comprising: measurement data acquisition means for acquiring a series of measurement data representing a certain physical quantity that is continuously measured on a ship as a series of measurement data; and data series evaluation means for evaluating the reliability of a certain series according to a criterion for evaluating the reliability of a certain series, and associating reliability data representing the result of said evaluation with each of the measurement data in the series. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2013-107488 [Patent Document 2] Japanese Patent Publication No. 2021-107785 [Patent Document 3] Japanese Patent Publication No. 2020-104699 [Patent Document 4] International Publication No. 2017 / 115409 [Overview of the project] [Problems that the invention aims to solve]

[0004] While the method of estimating performance by curve fitting on extracted data without applying disturbance correction is simple, it requires setting appropriate thresholds, and in practice, it is not easy due to the potential for arbitrariness. Furthermore, Patent Documents 1 to 4 do not disclose how to correct data that cannot be corrected for disturbances. Therefore, the present invention aims to provide a method for evaluating the performance of a ship through onboard monitoring analysis, a performance evaluation program, and a performance evaluation system that can appropriately correct for disturbances and improve the accuracy of ship performance evaluation through onboard monitoring analysis. [Means for solving the problem]

[0005] In the performance evaluation method by actual ship monitoring analysis of a vessel corresponding to claim 1, Using a computer A method for evaluating the performance of a ship through actual ship monitoring and analysis, Computers The process includes: a ship data acquisition step to obtain ship data for ship monitoring analysis from ship navigation data; a related performance acquisition step to obtain the propeller performance and external force response of the ship; a disturbance correction step to perform disturbance correction to the ship's calm water performance using the propeller performance and external force response based on the acquired ship data; a disturbance correction determination step to determine whether or not there is ship data that cannot be disturbance corrected; a tuning step to perform tuning based on the ship data and propeller performance if there is ship data that cannot be disturbance corrected; and a disturbance corrected data output step to output at least one of the disturbance corrected data and the tuned disturbance corrected data as disturbance corrected data. and of Execute It is characterized by the following. According to the present invention as described in claim 1, if disturbance correction to calm water performance is not possible due to insufficient accuracy of actual ship data or propeller performance alone, tuning can be performed to correct the disturbance, thereby enabling appropriate disturbance correction and improving the accuracy of ship performance evaluation by actual ship monitoring analysis.

[0006] The present invention as described in claim 2 is ComputersA pre-estimated performance acquisition step to acquire pre-estimated data on the ship's performance, and a data assimilation step to perform data assimilation using the acquired pre-estimated data and the disturbance-corrected data output in the disturbance-corrected data output step. and Furthermore Execute It is characterized by the following. According to the present invention as described in claim 2, the accuracy of pre-estimated data obtained in advance by tank tests, numerical calculations, etc., can be improved by data assimilation using disturbance-corrected data.

[0007] The present invention as described in claim 3 is characterized in that, in the disturbance correction determination step, the determination of whether or not there is actual ship data on which disturbance correction cannot be performed is made by calculating the torque coefficient based on the actual ship data and comparing it with the propeller performance alone. According to the present invention as described in claim 3, it is possible to easily determine whether or not disturbance correction is possible by comparing the calculated torque coefficient with the propeller's performance alone.

[0008] The present invention as described in claim 4 is a torque coefficient K calculated based on actual ship data. Qmeas And, the torque coefficient K as the performance of the propeller alone. Q This method is characterized by determining whether or not there is actual ship data that cannot be corrected for disturbances based on the intersection points on the graph. According to the present invention as described in claim 4, whether or not disturbance correction is possible can be determined by whether or not a significant propeller operating point can be obtained using the torque coefficient.

[0009] The present invention as described in claim 5 is characterized in that the tuning step includes a tuning parameter setting step of setting tuning parameters for actual ship data; a tuning disturbance correction step of performing disturbance correction using the set tuning parameters; a disturbance correction success determination step of determining whether the disturbance correction was successful for a predetermined number of actual ship data; a residual calculation step of calculating residuals if the predetermined number is successful; a calculation completion determination step of determining whether the calculation has been completed for the set tuning parameters; and a tuning parameter update step of updating the tuning parameters if the disturbance correction success determination step or the calculation completion determination step is rejected. According to the present invention as described in claim 5, optimal tuning parameters for determining tuning disturbance correction data can be obtained.

[0010] The present invention as described in claim 6 is characterized in that, when disturbance correction is not possible, the torque coefficient is calculated using tuning parameters for each parameter constituting the torque coefficient formula, disturbance correction is performed, and the optimal tuning parameters are searched. According to the present invention as described in claim 6, the optimal tuning parameters for disturbance correction can be obtained by tuning parameters for each parameter used in the torque coefficient formula.

[0011] The present invention as described in claim 7 is characterized in that the torque coefficient is calculated using formula (1) when using tuning parameters. According to the present invention as described in claim 7, the torque coefficient can be appropriately calculated using tuning parameters and disturbance correction can be performed.

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[0012] In calculating the torque coefficient using the tuning parameter according to the invention described in claim 8, when setting the tuning parameter for each parameter to one, any one of formulas (1) to (3) is used; when setting it to two, any one of formulas (4) to (6) is used; when setting it to three, it is calculated using formula (7), or calculated by combining formulas (1) to (7).

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[0013] The present invention as described in claim 9 is characterized in that the search for the optimal tuning parameters is performed by selecting the tuning parameters that minimize the residual of the effective wake coefficient. According to the present invention as described in claim 9, the optimal tuning parameters for calculating the torque coefficient can be appropriately determined.

[0014] The present invention as described in claim 10 is characterized in that the calculation of the residual of the effective wake coefficient is performed based on equation (8).

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[0015] The present invention as described in claim 11 is characterized in that the disturbance-corrected data used in the data assimilation step includes at least one of the main engine output and the main engine rotational speed. According to the present invention as described in claim 11, in ship performance evaluation, the main engine output and main engine rotation speed, which are common, can be used as disturbance-corrected data for data assimilation.

[0016] The present invention as described in claim 12 is characterized in that the pre-estimated data used in the data assimilation step includes one of the following: model tests of a ship, computational fluid dynamics (CFD), simplified performance estimation, and sea trial data. According to the present invention as described in claim 12, the accuracy of pre-estimated data obtained by ship model testing, computational fluid dynamics calculations, simplified performance estimation, or trial operation can be improved by data assimilation.

[0017] A performance evaluation program for a ship by actual ship monitoring analysis corresponding to claim 13 is a program for evaluating the performance of a ship by actual ship monitoring analysis, characterized in that it causes a computer to execute the following steps in a performance evaluation method for a ship by actual ship monitoring analysis: a ship data acquisition step, a related performance acquisition step, a disturbance correction step, a disturbance correction discrimination step, a tuning step, and a disturbance-corrected data output step. According to the present invention as described in claim 13, disturbance correction and the like are appropriately performed by a computer through tuning, and the performance evaluation of a ship can be performed quickly and accurately through highly accurate onboard monitoring analysis.

[0018] The present invention as described in claim 14 is characterized in that a computer further performs a data assimilation step. According to the present invention as described in claim 14, by having a computer perform data assimilation using disturbance-corrected data, the accuracy of pre-estimated data obtained in advance through tank tests, numerical calculations, etc., can be improved.

[0019] The present invention as described in claim 15 is characterized in that it causes a computer to perform the tuning parameter setting step described in claim 5, the tuning disturbance correction step, the disturbance correction success determination step, the residual calculation step, the calculation completion determination step, and the tuning parameter update step. According to the present invention as described in claim 15, the tuning step can be performed by a computer to obtain optimal tuning parameters for quickly and accurately determining tuning disturbance correction data.

[0020] A performance evaluation system by actual ship monitoring analysis corresponding to claim 16 is a system that executes a performance evaluation program by actual ship monitoring analysis of a ship, and is characterized by comprising a computer, data acquisition means for acquiring actual ship data for actual ship monitoring analysis, and output means for outputting at least disturbance-corrected data. According to the present invention as described in claim 16, a system can be provided that can search for optimal tuning parameters, correct disturbances by tuning, output disturbance-corrected data, and perform data assimilation.

[0021] The present invention as described in claim 17 is characterized in that the output means outputs the results of data assimilation. According to the present invention as described in claim 17, users of the system can easily obtain the results of data assimilation between disturbance-corrected data and pre-estimated data.

[0022] The present invention as described in claim 18 is configured such that at least one of the data acquisition means and the output means is connected to an information and communication network, and at least one of the acquisition of actual ship data, output of disturbance-corrected data, and output of the results of data assimilation are performed via the information and communication network. According to the present invention as described in claim 18, information can be exchanged smoothly with remote locations via an information and communication network, thereby improving the convenience of the system. [Effects of the Invention]

[0023] According to the performance evaluation method of a ship by actual ship monitoring analysis of the present invention, if disturbance correction to calm water performance is not possible due to insufficient accuracy of actual ship data or propeller performance alone, tuning can be performed to correct the disturbance. Therefore, by appropriately correcting disturbances, the accuracy of ship performance evaluation by actual ship monitoring analysis can be improved.

[0024] Furthermore, if the system includes a pre-estimated performance acquisition step for acquiring pre-estimated performance data for a ship, and a data assimilation step for performing data assimilation using the acquired pre-estimated data and the disturbance-corrected data output in the disturbance-corrected data output step, the accuracy of the pre-estimated data, which was previously obtained through tank tests, numerical calculations, etc., can be improved by performing data assimilation using the disturbance-corrected data.

[0025] Furthermore, in the disturbance correction determination step, if the determination of whether or not there is actual ship data that cannot be corrected for disturbances is performed by calculating the torque coefficient based on the actual ship data and comparing it with the propeller performance alone, then the feasibility of disturbance correction can be easily determined by comparing the calculated torque coefficient with the propeller performance alone.

[0026] Furthermore, the torque coefficient K was calculated based on actual ship data. Qmeas And, the torque coefficient K as the performance of the propeller alone. Q When determining whether or not there is actual ship data that cannot be corrected for disturbances based on the intersection points on the graph, the feasibility of disturbance correction can be determined by whether or not a significant propeller operating point can be found using the torque coefficient.

[0027] Furthermore, if the tuning step includes a tuning parameter setting step of setting tuning parameters for actual ship data, a tuning disturbance correction step of performing disturbance correction using the set tuning parameters, a disturbance correction success determination step of determining whether the disturbance correction was successful for a predetermined number of actual ship data, a residual calculation step of calculating residuals if the predetermined number is successful, a calculation completion determination step of determining whether the calculation has been completed for the set tuning parameters, and a tuning parameter update step of updating the tuning parameters if the disturbance correction success determination step or the calculation completion determination step is rejected, then the optimal tuning parameters for obtaining tuning disturbance correction data can be obtained.

[0028] Furthermore, when disturbance correction is not possible, and the torque coefficient is calculated using tuning parameters for each parameter that make up the torque coefficient equation, and the optimal tuning parameters are searched for, the optimal tuning parameters for disturbance correction can be obtained using the tuning parameters for each parameter used in the torque coefficient equation.

[0029] Furthermore, when calculating the torque coefficient using tuning parameters, if equation (1) is used, the torque coefficient can be appropriately calculated using tuning parameters to perform disturbance correction.

[0030] Furthermore, when calculating the torque coefficient using tuning parameters, if one tuning parameter is set for each parameter, one of equations (1) to (3) is used; if two are set, one of equations (4) to (6) is used; and if three are set, equation (7) is used for calculation. Alternatively, if equations (1) to (7) are combined for calculation, the torque coefficient can be appropriately calculated according to the number of tuning parameters set, and disturbance correction can be performed.

[0031] Furthermore, if the search for the optimal tuning parameters is performed by selecting the tuning parameters that minimize the residual of the effective wake coefficient, then the optimal tuning parameters for calculating the torque coefficient can be appropriately determined.

[0032] Furthermore, if the residual of the effective wake coefficient is calculated based on equation (8), the residual of the effective wake coefficient can be accurately determined.

[0033] Furthermore, if the disturbance-corrected data used in the data assimilation step includes at least one of the main engine output and main engine rotation speed, then the main engine output and main engine rotation speed, which are common in ship performance evaluations, can be used as disturbance-corrected data for data assimilation.

[0034] Furthermore, if the pre-estimated data used in the data assimilation step includes any one of the following: ship model tests, computational fluid dynamics (CFD), simplified performance estimation, or sea trial data, the accuracy of the pre-estimated data obtained through ship model tests, computational fluid dynamics calculations, simplified performance estimation, or sea trial can be improved through data assimilation.

[0035] Furthermore, the performance evaluation program for ships based on actual ship monitoring analysis of the present invention allows for the appropriate execution of disturbance corrections through tuning by a computer, enabling rapid and accurate performance evaluation of ships through highly accurate actual ship monitoring analysis.

[0036] Furthermore, if the computer is to perform an additional data assimilation step, the computer can be made to perform data assimilation using disturbance-corrected data, thereby improving the accuracy of pre-estimated data obtained through tank tests, numerical calculations, etc.

[0037] Furthermore, when the computer is instructed to perform the tuning parameter setting step, the tuning disturbance correction step, the disturbance correction success determination step, the residual calculation step, the calculation completion determination step, and the tuning parameter update step, the computer can perform the tuning step, thereby obtaining the optimal tuning parameters for quickly and accurately determining the tuning disturbance correction data.

[0038] Furthermore, the performance evaluation system based on actual ship monitoring analysis of the present invention provides a system that can perform tasks such as searching for optimal tuning parameters, correcting disturbances through tuning, outputting disturbance-corrected data, and assimilating data.

[0039] Furthermore, if the output means outputs the results of data assimilation, system users can easily obtain the results of data assimilation between disturbance-corrected data and prior-estimated data.

[0040] Furthermore, if at least one of the data acquisition means and output means is connected to an information and communication network, and at least one of the acquisition of actual ship data, output of disturbance-corrected data, and output of data assimilation results is performed via the information and communication network, then the system's usability can be improved because information can be exchanged smoothly with remote locations via the information and communication network. [Brief explanation of the drawing]

[0041] [Figure 1] Flowchart of the performance evaluation method by actual ship monitoring analysis in an embodiment of the present invention [Figure 2] Configuration diagram of the performance evaluation system based on actual ship monitoring and analysis. [Figure 3] A flowchart illustrating the division of roles between the pre-processing computer and the analysis computer. [Figure 4] Image illustrating disturbance correction in calm waters. [Figure 5] This diagram illustrates an example of using the propeller operating point to determine whether or not there is actual ship data that cannot be corrected for the same disturbance. [Figure 6] This diagram illustrates an example of using the propeller operating point to determine whether or not there is actual ship data that cannot be corrected for the same disturbance. [Figure 7] Flowchart for tuning parameter search using the same analysis computer. [Figure 8] This figure shows an example of determining the propeller operating point by applying the selected optimal tuning parameters. [Figure 9] Image illustrating the process of data assimilation. [Modes for carrying out the invention]

[0042] This document describes a performance evaluation method, a performance evaluation program, and a performance evaluation system based on actual ship monitoring and analysis of a vessel according to embodiments of the present invention. Figure 1 is a flowchart of the performance evaluation method using onboard monitoring and analysis of ships, Figure 2 is a diagram of the configuration of the performance evaluation system using onboard monitoring and analysis, and Figure 3 is a flowchart showing the division of roles between the preprocessing computer and the analysis computer. The performance evaluation system comprises a computer 10 having a preprocessing computer 10A and an analysis computer 10B, data acquisition means 20 for acquiring actual ship data and related performance for actual ship monitoring and analysis, output means 30, propeller-only performance derivation means 40, external force response derivation means 50, and pre-estimated performance derivation means 60. The computer 10 and each means are connected to an information and communication network 70 such as the Internet, and each ship A to Z, and users X and Y, can send and receive data with the computer 10 and each means via the information and communication network 70. For example, even if users X and Y are in a position where they cannot use highly accurate propeller-only performance data in actual ship monitoring and analysis, they can still perform disturbance correction within a reasonable range via the information and communication network 70 based on navigation data and actual ship data obtained from ships A to Z, thereby enabling the evaluation of the calm water performance of ships A to Z. The analysis computer 10B has a performance evaluation program installed, which executes each step of a performance evaluation method that evaluates the performance of a ship through actual ship monitoring analysis.

[0043] In the performance evaluation method using the performance evaluation system, first, the preprocessing computer 10A derives actual ship data for actual ship monitoring and analysis based on the acquired ship navigation data. Then, the actual ship data is acquired via the data acquisition means 20 (S1: actual ship data acquisition step). The acquired actual ship data is transmitted to the analysis computer 10B. The ship navigation data includes operational performance and weather and sea conditions encountered, and is collected from ships A to Z in operation using various sensors A to Z. The actual ship data includes main engine rotation speed and main engine output. Furthermore, the propeller performance and external force response of the ship are derived using the propeller performance derivation means 40 and the external force response derivation means 50, and these are acquired as related performance via the data acquisition means 20 (S2: Related performance acquisition step). The acquired propeller performance and external force response are loaded into the analysis computer 10B. The propeller performance derived by the propeller performance derivation means 40 using tank tests, etc., is the thrust coefficient K relative to the forward coefficient J.T Torque coefficient K Q This shows the response of the propeller's individual efficiency EtaO. The external force response shows how much the hull's resistance changes due to the effects of waves and wind, and can be obtained using the external force response derivation means 50. The external force response derivation means 50 derives the external force response based on, for example, numerical calculations or tank tests.

[0044] Next, the analysis computer 10B performs disturbance correction to the ship's calm water performance using the ship's propeller performance and external force response based on the received actual ship data (S3: disturbance correction step). Here, Figure 4 is an illustrative diagram of disturbance correction in calm water, Figure 4(a) shows the formulas for calculating the correction values ​​for main engine speed and main engine output, Figure 4(b) shows an illustration of disturbance correction for main engine speed, and Figure 4(c) shows an illustration of disturbance correction for main engine output. For performance evaluation under evaluation sea conditions, the main engine RPM and main engine output data from the actual vessel will be modified to account for disturbances in calm waters. While evaluation conditions are most often calm waters with no waves or wind, conditions with waves and wind can also be used. As shown in Figure 4(a), the correction value N for the main engine rotation speed corr The measured value is N meas If the correction amount is ΔN, then N corr =N meas It can be calculated using -ΔN, and the correction value P for the main engine output. corr P is the measured value meas If the correction amount is ΔP, then P corr =P meas It can be calculated using -ΔP. Furthermore, from Figures 4(b) and (c), which show the calculation results of the corrected values, the main engine rotation speed and main engine output at any given ship speed after disturbance correction can be determined.

[0045] As shown in Figure 1, after the disturbance correction step S3, the analysis computer 10B determines whether or not there is actual ship data that cannot be disturbance corrected (S4: disturbance correction determination step). Figures 5 and 6 illustrate an example of using the propeller operating point to determine whether or not there is actual ship data that cannot be corrected for disturbances. The discrimination in disturbance correction discrimination step S4 can be performed by calculating the torque coefficient based on actual ship data and comparing it with the propeller performance alone. This allows for a simple determination of whether or not disturbance correction is possible. The torque coefficient is calculated using the following formula (9).

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[0046] As shown in Figure 1, if the analysis computer 10B determines in the disturbance correction determination step S4 that there is no actual ship data that cannot be disturbance corrected (no), the output means 30 outputs the disturbance-corrected data for which disturbance correction has been performed as disturbance-corrected data (S6: disturbance-corrected data output step). On the other hand, if the analysis computer 10B determines in the disturbance correction determination step S4 that there is actual ship data that cannot be disturbance corrected (yes), it performs tuning based on the actual ship data and the propeller performance alone (S5: tuning step). The output means 30 outputs the tuned disturbance correction data as disturbance corrected data in the disturbance corrected data output step S6. In tuning step S5, tuning parameters are introduced when calculating the torque coefficient. When calculating the torque coefficient using the tuning parameters, for example, equation (1) below is used. By using equation (1), the torque coefficient can be appropriately calculated using the tuning parameters and disturbance correction can be performed. As a result, rotational speed conversions by gears used in medium- and high-speed diesel engines and electric propulsion systems can be tuned even without gear ratio information, and the values ​​can also be determined.

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[0047] Here, tuning step S5 will be explained using Figure 7. Figure 7 is a flowchart of the tuning parameter search performed by the analysis computer 10B. First, tuning parameters are set for the actual ship data (S11: Tuning parameter setting step). In tuning parameter setting step S11, tuning parameters are set for each parameter that makes up the torque coefficient equation. When setting one tuning parameter for each parameter, use equation (1), equation (2), or equation (3). When setting two tuning parameters, use one of equations (4) to (6). When setting three tuning parameters, calculate using equation (7) or by combining equations (1) to (7). This allows for the appropriate calculation of the torque coefficient and disturbance correction according to the number of tuning parameters set.

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[0048] Next, disturbance correction is performed using the set tuning parameters (S12: Tuning Disturbance Correction Step). Multiple tuning parameters are prepared, and disturbance correction is performed using all of them. Disturbance correction in Tuning Disturbance Correction Step S12 is performed in the same way as in the above-mentioned Disturbance Correction Step S3, except that tuning parameters are introduced when calculating the torque coefficient. Next, it is determined whether the disturbance correction was successful in a predetermined number of actual ship data (S13: Disturbance Correction Success Determination Step). The predetermined number is determined by considering a sufficient number to reliably determine whether the set tuning parameters are appropriate or not. In the disturbance correction success determination step S13, if it is determined that disturbance correction was not successful (no) for a predetermined number of actual ship data, the tuning parameters are updated (tuning parameter update step S16), and the process returns to the tuning parameter setting step S11 to set the updated tuning parameters for the actual ship data. In the tuning parameter update step S16, which is performed when it is determined that disturbance correction was not successful, the type of tuning parameter (C γ , C KQ , C DPOnly the set value is changed without changing

[0049] On the other hand, in the disturbance correction success determination step S13, when it is determined that the disturbance correction has succeeded (yes) in a predetermined number of actual ship data, the residual is calculated (S14: residual calculation step). For example, when calculating the residual of the effective wake fraction, it is calculated based on the following formula (8). Thereby, the residual of the effective wake fraction can be accurately obtained. [Number] R is the residual, 1 - w s is the effective wake fraction, (1 - w s ) i est is 1 - w by simple estimation s , (1 - w s ) i inter is 1 - w as an intermediate output s , N is the number of data.

[0050] After the residual calculation step S14, it is determined whether the calculation has been completed for all the set tuning parameters (S15: calculation end determination step). In the calculation end determination step S15, if it is determined that the calculation has not been completed (no) for all the set tuning parameters, the process proceeds to the tuning parameter update step S16 to update the tuning parameters, and then returns to the tuning parameter setting step S11 to set the updated tuning parameters for the actual ship data. In the tuning parameter update step S16 performed when it is determined that the calculation has not been completed, the type of the tuning parameter is changed. When one tuning parameter is set in the tuning parameter setting step S11, since there is only one type of tuning parameter, it is not determined that the calculation has not been completed in the calculation end determination step S15. On the other hand, in the calculation end determination step S15, when it is determined that the calculation has been completed (yes) for all the set tuning parameters, the optimal tuning parameter is selected (S17: optimal tuning parameter selection step). In the optimal tuning parameter selection step S17, for example, the tuning parameter that minimizes the residual of the effective wake coefficient is selected. Thereby, the optimal tuning parameter for calculating the torque coefficient can be appropriately obtained. As described above, by including the tuning step S5 with the tuning parameter setting step S11, the tuning disturbance correction step S12, the disturbance correction success determination step S13, the residual calculation step S14, the calculation end determination step S15, and the tuning parameter update step S16, the optimal tuning parameter for obtaining the tuning disturbance correction data can be obtained. In addition, by calculating the torque coefficient using the tuning parameters for each parameter constituting the torque coefficient formula, performing disturbance correction, and searching for the optimal tuning parameter, the optimal tuning parameter for disturbance correction can be obtained by the tuning parameters for each parameter used in the torque coefficient formula.

[0051] FIG. 8 is a diagram showing an example of obtaining the propeller operating point by applying the selected optimal tuning parameter. As shown in FIG. 8(a), when the torque coefficient K Qmeas is too small and a significant propeller operating point cannot be obtained, as shown in FIG. 8(b), residual calculation is performed, the tuning parameter that minimizes the residual is evaluated, and by introducing the optimal tuning parameter during torque coefficient calculation, as shown in FIG. 8(c), a significant propeller operating point can be obtained with an appropriate torque coefficient K Qmeas . As described above, when disturbance correction to the performance in calm water cannot be performed due to actual ship data or insufficient accuracy of the propeller-alone performance, etc., by performing tuning for disturbance correction, the disturbance correction can be appropriately performed and the performance evaluation accuracy of the ship by actual ship monitoring analysis can be improved.

[0052] As shown in Figure 1, after the disturbance-corrected data output step S6, the data assimilation step S8 is performed. Before executing the data assimilation step S8, pre-estimated performance data of the ship derived by the pre-estimated performance derivation means 60 is acquired (S7: pre-estimated performance acquisition step). The acquired pre-estimated data is loaded into the analysis computer 10B. The pre-estimated data is predicted performance data acquired in advance using the pre-estimated performance derivation means 60 by performing model tests (tank tests), computational fluid dynamics (CFD) calculations, simplified performance estimation, or trial runs of the ship. By including one of the following in the data assimilation step S8, the pre-estimated data can be improved through data assimilation: model ship testing, computational fluid dynamics (CFD), simplified performance estimation, or sea trial data.

[0053] In the data assimilation step S8, the analysis computer 10B performs data assimilation using the pre-estimated data obtained in the pre-estimated performance acquisition step S7 and the disturbance-corrected data output in the disturbance-corrected data output step S6. This improves the accuracy of the pre-estimated data obtained in advance through tank tests, numerical calculations, etc. Furthermore, if the disturbance-corrected data used in data assimilation step S8 includes at least one of the main engine output and main engine rotation speed, then the main engine output and main engine rotation speed, which are common in ship performance evaluation, can be used as disturbance-corrected data for data assimilation. Here, Figure 9 is an illustrative diagram of data assimilation, where Figure 9(a) shows data assimilation of main engine speed and Figure 9(b) shows data assimilation of main engine output. By using disturbance-corrected data and applying measured values ​​(disturbance-corrected results) to predicted values ​​to perform data assimilation and obtain corrected values, the accuracy of predicted values ​​can be improved and the accuracy of prior estimation data can be increased. After the data assimilation step S8, the output means 30 outputs the results of the data assimilation (S9: result output step). This allows system users X and Y to easily obtain high-precision performance data as a result of data assimilation of disturbance-corrected data and pre-estimated data. Furthermore, since the data acquisition means 20 and output means 30 are connected to the information and communication network 70, at least one of the following can be performed via the information and communication network 70: acquisition of actual ship data, output of disturbance-corrected data, and output of data assimilation results. This allows for smooth exchange of information with remote locations via the information and communication network 70, thereby improving the convenience of the system.

[0054] As explained above, the performance evaluation method using actual ship monitoring analysis allows for tuning to correct disturbances in calm water performance when the accuracy of actual ship data or propeller performance alone is insufficient. This improves the accuracy of ship performance evaluation using actual ship monitoring analysis. Furthermore, data assimilation can improve the accuracy of pre-estimated data. Furthermore, by using a performance evaluation program based on actual ship monitoring and analysis, and having the analysis computer 10B execute the actual ship data acquisition step S1, the related performance acquisition step S2, the disturbance correction step S3, the disturbance correction discrimination step S4, the tuning step S5, and the disturbance-corrected data output step S6, the analysis computer 10B appropriately performs disturbance correction through tuning, enabling rapid and accurate evaluation of ship performance through highly accurate actual ship monitoring and analysis. Furthermore, by having the analysis computer 10B perform the data assimilation step S8, the accuracy of the pre-estimated data obtained in advance through tank tests, numerical calculations, etc., can be improved. Furthermore, by having the analysis computer 10B execute the tuning parameter setting step S11, the tuning disturbance correction step S12, the disturbance correction success determination step S13, the residual calculation step S14, the calculation completion determination step S15, and the tuning parameter update step S16, the optimal tuning parameters for quickly and accurately obtaining tuning disturbance correction data can be obtained. Furthermore, the performance evaluation system based on actual ship monitoring and analysis includes an analysis computer 10B, data acquisition means 20, and output means 30. By executing a performance evaluation program, it is possible to provide a system that can search for optimal tuning parameters, correct disturbances through tuning, output disturbance-corrected data, and perform data assimilation. In the above embodiment, the preprocessing computer 10A and the analysis computer 10B were described as separate computers, but it is also possible to use the same computer. [Industrial applicability]

[0055] By applying this invention, even businesses that do not possess highly accurate data, such as shipping companies, marine equipment manufacturers, and weather forecasting companies, can perform disturbance correction with practical accuracy. This lowers the barrier to actual ship monitoring and analysis, contributing to its further widespread adoption. Furthermore, this invention can be used not only for evaluating actual ship performance but also for evaluating propeller and paint performance, and verifying weather routing. [Explanation of Symbols]

[0056] 10 Computers 20. Data Acquisition Methods 30 Output means 70 Information and communication network S1 Step to acquire actual ship data S2 Related Performance Acquisition Steps S3 Disturbance Correction Step S4 Disturbance Correction Discrimination Step S5 Tuning Steps S6 Disturbance-corrected data output step S7 Pre-estimated performance acquisition step S8 Data Assimilation Step S11 Tuning Parameter Setting Step S12 Tuning Disturbance Correction Step S13 Disturbance Correction Success Determination Step S14 Residual Calculation Step S15 Calculation completion determination step S16 Tuning Parameter Update Step

Claims

1. A method for evaluating the performance of a ship by actual ship monitoring analysis using a computer, Computers A ship data acquisition step in which ship data for the aforementioned ship monitoring analysis is obtained from ship navigation data, A related performance acquisition step to acquire the propeller performance and external force response of the aforementioned vessel, A disturbance correction step is performed to correct the disturbance to the calm water performance of the vessel using the propeller performance and external force response of the vessel based on the acquired actual ship data, A disturbance correction determination step to determine whether or not there is actual ship data that cannot be corrected for the disturbance, A tuning step in which tuning is performed based on the actual ship data and the propeller performance alone when there is actual ship data for which the aforementioned disturbance correction cannot be performed, A method for evaluating the performance of a ship by actual ship monitoring analysis, characterized by performing a disturbance-corrected data output step which outputs at least one of the disturbance-corrected data and the tuned disturbance-corrected data that has been tuned as disturbance-corrected data.

2. A computer, The method for evaluating the performance of a vessel by actual ship monitoring analysis according to claim 1, further comprising: a pre-estimated performance acquisition step of acquiring pre-estimated performance data of the vessel; and a data assimilation step of performing data assimilation using the acquired pre-estimated data and the disturbance-corrected data output in the disturbance-corrected data output step.

3. The method for evaluating the performance of a ship by actual ship monitoring analysis according to claim 1 or 2, characterized in that the determination of whether or not there is actual ship data on which disturbance correction cannot be performed in the disturbance correction determination step is made by calculating a torque coefficient based on the actual ship data and comparing it with the propeller performance alone.

4. Torque coefficient K calculated based on the aforementioned actual ship data Ｑmeas And the torque coefficient K as the performance of the propeller alone. Ｑ The method for evaluating the performance of a ship by actual ship monitoring analysis according to claim 3, characterized in that the determination of whether or not there is actual ship data for which the disturbance correction cannot be applied is made based on the intersection point on the graph.

5. The tuning step is characterized by comprising a tuning parameter setting step of setting tuning parameters for the actual ship data, a tuning disturbance correction step of performing disturbance correction using the set tuning parameters, a disturbance correction success determination step of determining whether the disturbance correction was successful for a predetermined number of the actual ship data, a residual calculation step of calculating residuals if the predetermined number was successful, a calculation completion determination step of determining whether the calculation for the set tuning parameters has been completed, and a tuning parameter update step of updating the tuning parameters if the disturbance correction success determination step or the calculation completion determination step is rejected, as described in one of claims 1 to 4.

6. A method for evaluating the performance of a ship by actual ship monitoring analysis according to claim 3 or claim 5 dependent on claim 4, characterized in that, when the aforementioned disturbance correction is not possible, the torque coefficient is calculated using the tuning parameters for each parameter constituting the torque coefficient formula, the disturbance correction is performed, and the optimal tuning parameters are searched.

7. The method for evaluating the performance of a ship by actual ship monitoring analysis according to claim 5 or 6, characterized in that the torque coefficient is calculated using formula (1) when using the tuning parameters. [Math 1] K Ｑmeas Torque coefficient P meas : Horsepower (measured value) η M Main engine transmission efficiency η R : Propeller efficiency ratio ρ s Seawater density C γ : Tuning parameters N meas : Rotation speed (measured value) D p : Propeller diameter

8. The method for evaluating the performance of a ship by actual ship monitoring analysis according to claim 6, characterized in that, when calculating the torque coefficient using the tuning parameters, if the tuning parameter for each parameter is set to one, one of equations (1) to (3) is used; if it is set to two, one of equations (4) to (6) is used; and if it is set to three, equation (7) is used for calculation, or a combination of equations (1) to (7) is used for calculation. [Math 1] [Math 2] [Math 3] [Math 4] [Math 5] [Math 6] [Number 7] K Ｑmeas Torque coefficient P meas : Horsepower (measured value) η M Main engine transmission efficiency η R : Propeller efficiency ratio ρ s Seawater density C γ , C ＫＱ , C ＤＰ : Tuning parameters N meas : Rotation speed (measured value) D p : Propeller diameter

9. The method for evaluating the performance of a ship by actual ship monitoring analysis according to any one of claims 5 to 8, characterized in that the search for the optimal tuning parameters is performed by selecting the tuning parameters that minimize the residual of the effective wake coefficient.

10. The method for evaluating the performance of a ship by actual ship monitoring analysis according to claim 9, characterized in that the residual of the effective wake coefficient is calculated based on equation (8). [Number 8] R: Residual 1-w ｓ Effective wake coefficient (1-w ｓ ) i est :Simplified estimation of 1-w ｓ (1-w ｓ ) i inter : 1-w as an intermediate output ｓ N: Number of data points

11. The method for evaluating the performance of a ship by actual ship monitoring analysis according to claim 2, characterized in that the disturbance-corrected data used in the data assimilation step includes at least one of the main engine output and the main engine rotation speed.

12. The method for evaluating the performance of a ship by actual ship monitoring analysis according to claim 2 or 11, characterized in that the pre-estimated data used in the data assimilation step includes one of the following: model tests of the ship, computational fluid dynamics (CFD), simplified performance estimation, and sea trial data.

13. A program that evaluates the performance of a ship through actual ship monitoring and analysis, On the computer, In the method for evaluating the performance of a ship by actual ship monitoring analysis as described in claim 1, A performance evaluation program for a ship through onboard monitoring and analysis, characterized by executing the steps of acquiring actual ship data, acquiring related performance, correcting disturbances, determining disturbances, tuning, and outputting disturbance-corrected data.

14. The performance evaluation program for a ship by actual ship monitoring analysis according to claim 13, characterized in that the computer is further made to perform the data assimilation step described in claim 2.

15. A performance evaluation program for a ship by actual ship monitoring analysis according to claim 13 or 14, characterized in that the computer is made to perform the tuning parameter setting step, the tuning disturbance correction step, the disturbance correction success determination step, the residual calculation step, the calculation completion determination step, and the tuning parameter update step according to claim 5.

16. A system for executing a performance evaluation program for a ship based on actual ship monitoring and analysis as described in any one of claims 13 to 15, A performance evaluation system by actual ship monitoring and analysis, comprising the computer, data acquisition means for acquiring the actual ship data for actual ship monitoring and analysis, and output means for outputting at least the disturbance-corrected data.

17. The performance evaluation system by actual ship monitoring analysis according to claim 16, which is dependent on claim 14, characterized in that the output means outputs the results of the data assimilation.

18. The performance evaluation system by actual ship monitoring and analysis according to claim 16 or 17, characterized in that at least one of the data acquisition means and the output means is connected to an information and communication network, and at least one of the acquisition of actual ship data, the output of disturbance-corrected data, and the output of the results of data assimilation is performed via the information and communication network.

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