Method for simulating fuel consumption using horsepower increase rate obtained in consideration of frictional resistance of hull, and program and system for executing said simulation method

Abstract

Provided is a simulation method improved over the prior art and capable of estimating the fuel consumption amount and / or CII rating of a ship at a discretionary point in time and any change in the fuel consumption amount and / or CII rating of the ship over a discretionary period.　The present invention provides a simulation method comprising a step for estimating the fuel consumption amount and / or CII rating of a ship in consideration of the rate of horsepower increase (PIRr) due to hull roughness and the rate of horsepower increase (PIRf) due to hull fouling at a discretionary time point or period, the simulation method further comprising summing the PIRr and the PIRf, which are obtained separately, to obtain the total horsepower increase rate (PIRa), whereupon the fuel consumption amount and / or the CII rating are ultimately estimated on the basis of the total horsepower increase rate (PIRa).

Description

Method for simulating fuel consumption using horsepower increase rate obtained by taking into account the frictional resistance of the hull, and program and system for executing the simulation method

[0001] The present invention relates to a simulation method for estimating the fuel consumption (fuel efficiency) of a ship, more particularly to a simulation method for estimating the fuel consumption of a ship taking into account the horsepower increase rate due to hull roughness and the horsepower increase rate due to hull fouling, and also to a program and system for executing the simulation method.

[0002] Ship operators (ship owners and operators) need to accurately understand their ships' fuel consumption and minimize it (i.e., improve propulsion performance) not only to reduce costs but also to comply with environmental regulations. Marine paint manufacturers are also required to research and develop paints and coatings that can reduce fuel consumption depending on the ship's operating conditions, and to select and propose optimal coatings to operators during ship construction or periodic maintenance. Therefore, a method that can be used by both ship operators and marine paint manufacturers to accurately calculate a ship's fuel consumption and to simulate changes in fuel consumption due to changes in the coating applied to the hull is desired.

[0003] A ship's fuel consumption is generally affected by the resistance the ship experiences while sailing, namely, wave resistance (resistance caused by the loss of energy due to the waves created by the ship), viscous pressure resistance (resistance caused by the ship being pulled backward by the pressure difference caused by vortices created behind the ship), and frictional resistance (resistance caused by friction between the surface of the ship and the surrounding water flow). The greater these resistances, the more horsepower is required to operate the ship, and therefore the greater the fuel consumption. Frictional resistance in particular is said to account for 60-80% of the total resistance experienced by the ship, so reducing frictional resistance is extremely important in reducing a ship's fuel consumption.

[0004] Frictional resistance is not constant but fluctuates depending on changes in the condition of the hull surface during operation. During ship construction or initial docking (when the paint is repaired), the hull roughness formed by the hull priming and painting processes is the primary factor in frictional resistance. However, as marine organisms adhere to the hull surface during operation and increase over time, these fouling objects also become a factor in frictional resistance, resulting in an increase in frictional resistance compared to the initial condition. Meanwhile, the surface condition of the paint film formed during the painting process also changes over time, which can either increase frictional resistance compared to the initial condition (becoming rougher) or decrease it (becoming smoother). Therefore, it is important to estimate changes in frictional resistance and ultimately fuel consumption, taking such changes over time into account.

[0005] Examples of prior art documents that disclose matters related to fuel consumption of ships or factors that affect it include the following:

[0006] Patent Literature 1 describes a method for applying a coating to the exterior surface of an artificial object, such as a ship, including a computer-implemented "coating selection process" for selecting a coating from a set of coatings that has the lowest resistance rating. The coating selection process includes a step of obtaining a "total exterior surface roughness value" for each coating included in the set based on the associated "fouling roughness value," "macro-roughness value," and "micro-roughness value." The "fouling roughness value" is roughness associated with the settlement of marine fouling organisms on the artificial object, and can be calculated, for example, by accessing a roughness database that associates each static fouling roughness value with a combination of each coating and a geographical area where the artificial object is expected to be located for a predetermined period of time, retrieving the static fouling roughness value, converting the static fouling roughness value into a dynamic fouling roughness value by considering the expected activity of the artificial object during the period, and calculating the dynamic fouling roughness value based on the dynamic fouling roughness value and the expected change in the fouling roughness value over time. The "macro-roughness value" refers to roughness resulting from the surface of an artificial object, such as plate corrugations, plate overlaps, weld seams, bolts, steel contours, corrosion of an artificial object, or damage to an artificial object, or roughness resulting from the substrate preparation and paint application processes, and can be calculated based on a macro-roughness score calculated based on at least one roughness score selected from a substrate macro-roughness score, a coating macro-roughness score, and a time-dependent macro-roughness score. The "micro-roughness value" refers to roughness resulting from the surface of a coating material, and can be calculated based on a micro-roughness score calculated based on a micro-roughness score and a time-dependent micro-roughness score. Patent Document 1 also describes that for a ship hull coated with a selected coating, the power requirement required to move the ship at a desired speed can be calculated and converted into a predicted fuel consumption or a predicted greenhouse gas emission.

[0007] As technologies related to the roughness of object surfaces that are 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 paint film roughness during shipbuilding and docking. Patent Document 3 also describes a "ship bottom coating friction resistance prediction method" for estimating the frictional resistance increase rate (FIR) of a ship from parameters (R and RSm) related to paint film roughness during shipbuilding and docking. Patent Document 4 describes a "frictional resistance prediction method" for estimating the frictional resistance increase rate (FIR) of a ship from the total exposed roughness projection area (A) per unit area exposed from the viscous bottom layer thickness. Furthermore, Non-Patent Document 1 describes the importance of including not only the "height" of the roughness (rough surface) of an object surface but also the influence of shape parameters such as the "wavelength" of a 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 that the performance of a hull deteriorates over time due to biofouling, leading to speed loss and an increase in engine power to compensate for this, and provides calculation formulas, graphs, etc. as a guide. However, these two non-patent documents do not propose how to specifically apply the described facts to simulations.

[0009] WO2017 / 064016 (corresponding to Japanese Patent Publication No. 2019-502532, Patent No. 7075339) WO2018 / 021210 (Republished Patent Publication No. 2018 / 021210) JP 2013-217766 A (corresponding to Japanese Patent Publication No. 5916490) JP 2016-142719 A (corresponding to Japanese Patent Publication No. 6482888)

[0010] Hiroaki Mieno, Doctoral thesis, "Development of a method for estimating the increase in frictional resistance based on the roughness index of hull coating surfaces," July 2020; Toshio Tanaka et al., Graduate School of Maritime Sciences, Kobe University, "The influence of coating surface characteristics on frictional resistance," Journal of the Kansai Shipbuilding Association, No. 239, March 2003; 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 Clean Shipping Coalition (CSC)," December 23, 2011

[0011] Conventional methods for simulating ship fuel consumption, CII ratings, etc., and systems for implementing such methods have been insufficient to meet recent demands. For example, the "step of obtaining the total roughness value of the outer surface" included in the method described in Patent Document 1 adds up all roughness elements to create a uniform roughness value, leaving room for improvement in the accuracy of estimating ship fuel consumption, etc. Furthermore, it cannot be said that previously known technical matters have necessarily been successfully applied to simulating ship fuel consumption.

[0012] An object of the present invention is to provide an improved simulation method that can estimate the fuel consumption, etc. of a ship at any point in time and changes in the fuel consumption, etc. of a ship over any period of time. Another object of the present invention is to provide a program for causing a computer to execute the above-mentioned simulation method, and a system for executing the above-mentioned simulation method using a client terminal and a server connected to each other via a network. solution

[0013] The present inventors have investigated the horsepower increase rate due to hull roughness (PIR), which has not been distinguished in conventional methods for estimating horsepower increase rate. ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ) are calculated separately and added together to obtain the total horsepower increase rate (PIR) ａ ) and then calculate the total horsepower increase rate (PIR) ａ The present inventors have found that the above-mentioned problems can be solved by estimating fuel consumption and / or CII rating based on the above-mentioned calculation results, and have completed the present invention.

[0014] That is, in one aspect, the present invention includes at least the following configuration: [Item 1] A horsepower increase rate (PIR) due to hull roughness at any time or period. ｒ ) and the horsepower increase rate due to hull fouling (PIR ｆ estimating a fuel consumption and / or CII rating of a ship taking into account the separately determined PIR ｒ and the PIR ｆ The total horsepower increase rate (PIR) is calculated by adding up ａ ) and then the total horsepower increase rate (PIR ａ and finally estimating fuel consumption and / or CII rating based on the PIR. ｒ is the initial frictional resistance increase rate (FIR) calculated based on the measured or estimated value of the hull roughness. ｒ_０ ) obtained from the initial horsepower increase rate (PIR) ｒ_０ ) and the frictional resistance increase rate (FIR) that estimates and reflects the change in the hull roughness over time up to the arbitrary time point or within the period. ｒ_ａ ) obtained from the power increase rate over time (PIR) ｒ_ａ Item 3. The simulation method according to Item 1, ｆ The time-dependent horsepower increase rate (PIR) is calculated by estimating and reflecting the time-dependent hull fouling up to the arbitrary time point or within the period. ｆ_ａ Item 4. The simulation method according to item 1 or 2, wherein the initial frictional resistance increase rate (FIR) due to hull roughness is ｒ_0 ) and the frictional resistance increase rate over time (FIR ｒ_aItem 5. The simulation method according to any one of Items 1 to 3, wherein the initial frictional resistance increase rate (FIR) due to hull roughness is calculated by Townsin's equation of ITTC 1978. ｒ_0 ) and the frictional resistance increase rate over time (FIR ｒ_a ) is the viscous bottom layer thickness (δs) related to the hull roughness ｒ ) the projected area of ​​the exposed roughness (A ｒ Item 6. The simulation method according to any one of Items 1 to 4, wherein the exposed roughness projection area (A ｒ Item 7. The simulation method according to Item 5, wherein the viscous bottom layer thickness (δs) related to the hull roughness is calculated based on at least the height parameter (R) and wavelength parameter (RSm) of the hull roughness. ｒ ) used to calculate the wall friction length (l τ The magnitude of the frictional resistance increase rate (FIR) obtained in the frictional resistance range of at least two arbitrary frictional resistance tests was calculated. ｒ _ ｂ ) and exposed roughness projected area (A ｒ Item 8. The simulation method according to Item 6, wherein the viscous bottom layer thickness (δs) related to the hull roughness is changed according to a correlation between the viscous bottom layer thickness (δs) and the hull roughness. ｒ Item 9. The simulation method according to item 6, wherein the horsepower increase rate (PIR) due to the hull fouling is changed according to the friction resistance value for each position. ｆ Item 10. The simulation method according to Item 9, wherein the average speed loss (AveSL) or the average horsepower increase rate (AvePIR) is calculated based on an average speed loss (AveSL) or an average horsepower increase rate (AvePIR). [Item 11] The simulation method according to Item 9, wherein the average speed loss (AveSL) or the average horsepower increase rate (AvePIR) is calculated according to a fouling risk (FR) of a route along which the ship navigates. [Item 12] The time-dependent horsepower increase rate (PIR) due to hull fouling is calculated based on an average speed loss (AveSL) or an average horsepower increase rate (AvePIR). ｆ_ａ Item 12. The simulation method according to any one of items 1 to 10, wherein the PIR is calculated by Townsin's formula of ITTC 1978 based on the estimated height of the shape of the fouling object and the fouled area. ｆ_ａ) are the estimated height, wavelength, and viscous subsurface thickness (δs) for the hull object. ｆ ) the exposed projected area (A ｆ ) and calculated based on the friction resistance increase rate (FIR) ｆ_ａ Item 13. The simulation method according to any one of items 1 to 11, wherein the viscous sublayer thickness (δs ｆ ) used to calculate the wall friction length (l τ The magnitude of the frictional resistance increase rate (FIR) obtained in the frictional resistance range of at least two arbitrary frictional resistance tests was calculated. ｆ _ ｂ ) and exposed roughness projected area (A ｆ Item 14. The simulation method according to item 12, wherein the horsepower increase rate (PIR) due to the hull roughness is changed according to the correlation between the PIR and the hull roughness at any two or more points in time or any period. ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ Item 15: The simulation method according to any one of items 1 to 13, further comprising a step of estimating fuel consumption and / or CII rating taking into account the horsepower increase rate (PIR) due to hull roughness for two or more conditions related to hydrolyzable antifouling paints or other hull roughness or hull fouling. ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ Item 16. The simulation method according to any one of Items 1 to 15, comprising a step of presenting recommendations from among two or more hydrolyzable antifouling paints or other conditions relating to hull roughness or hull fouling. [Item 17] The simulation method according to any one of Items 1 to 15, comprising a step of presenting a horsepower increase rate (PIR) due to hull roughness at any time or period. ｒ ) and the horsepower increase rate due to hull fouling (PIR ｆ A program for causing a computer to execute a simulation method for simulating the fuel consumption and / or CII rating of a ship, taking into account the horsepower increase rate (PIR) due to the hull roughness, which is calculated separately. ｒ ) and the horsepower increase rate due to the hull fouling (PIRｆ ) and total horsepower increase rate (PIR) ａ ) and a process of obtaining the total horsepower increase rate (PIR ａ and estimating the fuel consumption and / or CII rating based on the hull roughness. ｒ ) based on the measured or estimated value of the hull roughness, ｒ_０ ) and a process of calculating the initial frictional resistance increase rate (FIR ｒ_０ ) to the initial horsepower increase rate (PIR ｒ_０ ) and a process of obtaining a frictional resistance increase rate (FIR) that estimates and reflects the change in the hull roughness over time up to the arbitrary time point or within the period. ｒ_a ) and a process of calculating the frictional resistance increase rate over time (FIR ｒ_ａ ) to the horsepower increase rate over time (PIR) ｒ_ａ ) and a process of obtaining the initial horsepower increase rate (PIR) ｒ_０ ) and the horsepower increase rate over time (PIR ｒ_ａ ) by the PIR ｒ Item 19. The program according to item 17, further comprising a configuration for causing a computer to execute the steps of: ｆ In order to calculate the power increase rate (PIR) over time, the power increase rate (PIR) is calculated by estimating and reflecting the hull fouling over time up to the given time point or within the given period. ｆ_ａ ) and calculate the horsepower increase rate (PIR) due to the hull fouling. ｆ Item 20. The program according to item 17 or 18, further comprising a configuration for causing a computer to execute the following process: [Item 21] A horsepower increase rate (PIR) due to hull roughness at any two or more points in time or any period of time. ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ Item 21: The program according to any one of items 17 to 19, including a configuration capable of estimating fuel consumption and / or CII rating taking into account the horsepower increase rate (PIR) due to hull roughness for two or more hydrolyzable antifouling paints or other conditions related to hull roughness or hull fouling. ｒ) and horsepower increase rate due to hull fouling (PIR ｆ ) taking into consideration the above. [Item 22] The program according to any one of Items 17 to 21, including a configuration capable of presenting recommendations from among two or more hydrolyzable antifouling paints or other conditions related to hull roughness or hull fouling, based on the results of estimating the fuel consumption and / or CII rating. [Item 23] A program for causing a client terminal connected to a server via a network to execute the program according to any one of Items 17 to 22, the program comprising a configuration causing a computer to execute the following: transmitting data on measured or estimated hull roughness values ​​from the client terminal to the server; and receiving data on the results calculated, obtained, determined, or estimated by the server, and displaying it on the client terminal. [Item 24] A computer-readable recording medium having the program according to any one of Items 17 to 22 persistently recorded thereon. [Item 25] A computer-readable recording medium having the program according to Items 23 persistently recorded thereon. [Item 26] Using a client terminal and a server connected to each other via a network, the horsepower increase rate (PIR) due to hull roughness at any time or period is calculated. ｒ ) and the horsepower increase rate due to hull fouling (PIR ｆ ) and the server is provided with a means for transmitting data on the measured or estimated value of the hull roughness to the server, and a means for receiving and displaying data on the result calculated, obtained, determined or estimated by the server, and the server is provided with a horsepower increase rate (PIR) due to the hull roughness that is separately determined. ｒ ) and the horsepower increase rate due to the hull fouling (PIR ｆ ) and total horsepower increase rate (PIR) ａ ) and a process of obtaining the total horsepower increase rate (PIR ａand a means for estimating fuel consumption and / or CII rating based on the measured or estimated data of the hull roughness received from the client terminal, wherein the server executes a simulation in response to the data being transmitted from the client terminal, and the simulation result is displayed on the client terminal. [Item 27] ​​The server calculates an initial frictional resistance increase rate (FIR) based on the measured or estimated data of the hull roughness received from the client terminal. ｒ_０ means for calculating the initial frictional resistance increase rate (FIR); ｒ_０ ) to the initial horsepower increase rate (PIR r_０ and a means for obtaining a frictional resistance increase rate (FIR) that estimates and reflects the change in the hull roughness over time up to the arbitrary time point or within the period. ｒ_a means for calculating the frictional resistance increase rate over time (FIR); ｒ_a ) to the horsepower increase rate over time (PIR) ｒ_a means for obtaining the initial horsepower increase rate (PIR); r_０ ) and the horsepower increase rate over time (PIR ｒ_ａ ) by the horsepower increase rate due to hull roughness (PIR) ｒ Item 28. The system according to item 26, further comprising: a means for calculating a power increase rate (PIR) that estimates and reflects the hull fouling over time up to the arbitrary time point or within the period. ｆ_ａ ) and calculate the horsepower increase rate (PIR) due to the hull fouling. ｆand a means for determining a time period for calculating the time interval between the first and second time periods. [Item 29] The system according to any one of Items 26 to 28, wherein data specifying any two or more time points or any two or more time periods is transmitted from the client terminal to the server, the server executes the simulation for any two or more time points or time periods in accordance with the data, and the simulation results are displayed on the client terminal. [Item 30] The system according to any one of Items 26 to 29, wherein data specifying two or more hydrolyzable antifouling paints or other conditions related to hull roughness or hull fouling is transmitted from the client terminal to the server, the server executes the simulation for two or more hydrolyzable antifouling paints or other conditions related to hull roughness or hull fouling in accordance with the data, and the simulation results are displayed on the client terminal. [Item 31] The system according to any one of Items 26 to 30, wherein the server presents recommendations from among two or more hydrolytic antifouling paints or other conditions related to hull roughness or hull fouling based on the estimated results of the fuel consumption and / or CII rating, and the simulation results including the recommendations are displayed on the client terminal. [Item 32] The system according to any one of Items 26 to 31, wherein the server operates using the computer-readable recording medium according to Item 24. [Item 33] The system according to any one of Items 26 to 32, wherein the client terminal operates using the computer-readable recording medium according to Item 25.

[0015] The simulation method of the present invention makes it possible to determine the horsepower increase rate of a ship and estimate fuel consumption and / or CII rating more accurately than before, thereby enabling the selection of a more appropriate coating for the ship. Furthermore, the program and system of the present invention enable ship operators, marine paint manufacturers, and the like to easily implement the simulation method of the present invention.

[0016] FIG. 1 shows experimental results showing the reduction rate of roughness height (parameter: average height Rc) of hydrolytic paint. FIG. 2 shows experimental results showing the reduction rate of roughness wavelength (parameter: average wavelength RSm) of hydrolytic paint. FIG. 3 shows an overview of the steps of a simulation method and program processing in one embodiment of the present invention. FIG. 4 shows a schematic diagram of a system configuration in one embodiment of the present invention. FIG. 5 shows a schematic diagram of an "FIR calculation form" in a client terminal in one embodiment of the present invention. FIG. 6 shows a schematic diagram of an "FIR (BSRA) calculation form" in a client terminal in one embodiment of the present invention. FIG. 7 shows a schematic diagram of an "FIR (BSRA) calculation form" in a client terminal in one embodiment of the present invention. ｒ_０ FIG. 8 is a diagram showing a display screen of the calculation results of the PIR calculation form in a client terminal according to an embodiment of the present invention. FIG. 9-1 is a diagram showing the simulation results (first half) of the FOC and CII ratings in a client terminal according to an embodiment of the present invention. FIG. 9-2 is a diagram showing the simulation results (second half, a continuation of FIG. 9-1) of the FOC and CII ratings in a client terminal according to an embodiment of the present invention. Detailed Description of the Invention

[0017] Hereinafter, unless otherwise indicated, the "invention described in this specification" will be referred to as the "present invention." For example, the "simulation method described in this specification" will be referred to as the "simulation method of the present invention." In other words, the "present invention" is not limited to the inventions of the aspects listed in the "Summary of the Invention" of this specification, which corresponds to the [Claims], but collectively refers to all inventions described in the [Summary of the Invention] and [Detailed Description of the Invention] of this specification.

[0018] -Simulation Method- The simulation method of the present invention is a method for calculating the horsepower increase rate due to hull roughness (referred to as "PIR" in this specification) at any time or period. ｒ ") and the horsepower increase rate due to hull fouling (referred to in this specification as "PIR"). ｆ" ) and the separately determined PIR. ｒ and the PIR ｆ The total horsepower increase rate (hereinafter referred to as "PIR") is calculated by adding up the above. ａ After obtaining the total horsepower increase rate (PIR) ａ ) and ultimately estimating fuel consumption and / or CII rating.

[0019] PIR in the present invention ｒ is typically calculated based on the measured or estimated value of the hull roughness, and is expressed as the initial frictional resistance increase rate (hereinafter referred to as "FIR") ｒ_０ The initial horsepower increase rate (referred to herein as "PIR") obtained from ｒ_０ ") and the time-dependent frictional resistance increase rate (hereinafter referred to as "FIR"), which is an estimate of the change in hull roughness over time up to a given point in time or within a given period. ｒ_ａ The horsepower increase rate over time (referred to herein as "PIR") obtained from the ｒ_ａ However, the horsepower increase rate due to the hull roughness defined differently (modified) from the typical example above is referred to as the PIR in the present invention. ｒ It can also be treated as

[0020] PIR in the present invention ｆ is typically a power increase rate over time (referred to herein as "PIR") that estimates and reflects hull fouling over time up to the given time point or within the given period. ｆ_ａ "). Note that there is no hull fouling at the time of ship construction or docking (after repairs, before launching), so the above definition does not include an initial horsepower increase rate that reflects an estimate of hull fouling at the time of ship construction or docking. However, the horsepower increase rate due to hull fouling defined differently (modified) from the typical example above can be used as the PIR in the present invention. ｆ It can also be treated as

[0021] FIR "FIR" (Friction Increase Ratio) in the present invention, typically the FIR described aboveｒ_０ , F.I.R. ｒ_ａ , F.I.R. ｆ_ａ These are the percentage increase in frictional resistance when a mirror surface is used as a reference, and are technical terms commonly known and commonly used by those skilled in the art.

[0022] The FIR is a numerical value that is typically obtained by the following first and second calculation methods, or by other calculation methods. In the present invention, the FIR calculated based on the "measured value" or "estimated value" (and other necessary numerical values) of the "hull roughness" obtained for the hull at the time of ship construction or docking (after repairs, before launching) is referred to as the initial frictional resistance increase rate "FIR" ｒ_０ ". Also, the FIR that estimates and reflects the change in "hull roughness" over time up to an arbitrary time point or within a period can be expressed as "FIR ｒ_ａ " and the FIR that reflects the estimated change in "contaminated objects" over time is called "FIR ｆ_ａ " can be written as:

[0023] Roughness The roughness of the hull, evaluation device, etc. can be obtained by "measurement" or "estimation" using a general method or a known method in this technical field. For example, roughness can be measured using a contact or non-contact, automatic or manual surface roughness measuring device.

[0024] As a first embodiment of the roughness measurement value, there is a measurement value (referred to as "BSRA roughness" in this specification) obtained using a stylus-type displacement meter (BSRA type roughness meter) developed by the BSRA (British Shipbuilding Association) (see D. Byrne (1983), Hull 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 a BSRA type roughness meter, the difference between the maximum peak and the maximum valley (Pt ５０ ) is obtained as a measurement value (BSRA roughness).

[0025] A second embodiment of the roughness measurement value is a measurement value (referred to as "three-dimensional roughness" in this specification) obtained using a non-contact laser displacement meter. In this second embodiment, it is preferable to use 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 the aforementioned Patent Document 2 (WO2018 / 021210), which are suitable for measuring coating roughness during shipbuilding and docking and can quickly, continuously, and directly acquire surface roughness parameters related to the three-dimensional surface roughness of untransportable objects, structures, etc. By measuring using a non-contact laser displacement meter in accordance with the provisions of JIS B 0601:2001 (ISO 4287:1997), it is possible to obtain the height parameter R, such as Rz (maximum height roughness: the sum of the maximum peak height and maximum valley depth of the roughness curve over a reference length), Rc (the average height of the roughness curve elements), Ra (arithmetic mean roughness), Rq (root mean square roughness), and RZJIS (ten-point mean roughness: the sum of the average peak heights from the highest peak to the fifth highest peak and the average valley depths from the deepest valley bottom). When using the second embodiment as a measurement value of hull roughness in the present invention, reference can be made to Patent Document 2 for details as necessary (terminology and symbols in the formulas can be replaced to suit the present invention).

[0026] An initial "estimate" of hull roughness can be estimated by observing the roughness parameter (height) and wavelength when the coating specifications are changed for each paint product. Furthermore, an "estimate" of the change in hull roughness over time can be estimated by observing the change in roughness parameter (height) and wavelength over time when each paint product is exposed to water flows of different temperatures and speeds.

[0027] First Calculation Method of FIR: As a first calculation method for calculating the frictional resistance increase rate (FIR) based on the measured or estimated roughness value, ΔC is calculated using the Townsin formula (formula 1) of ITTC 1978 below. ＦOne method is to calculate the coefficient of friction (friction resistance coefficient related to the Reynolds number for the measured water temperature and salinity), and consider the value calculated using Equation 3 below as the FIR (see ITTC Quality System Manual Recommended Procedures and Guidelines, Preparation, Conduct and Analysis of Speed / Power Trials, Effective Date 2017, Revision 07).

[0028] In equation 1, k ｓ is the average height of the "hull roughness" (average roughness height), and L ｗＬ is the length at the waterline (L ｐｐ : can also be considered as the ship's length. ), Re is the Reynolds number calculated by the following formula 2. k ｓ In general, the difference between the maximum peak and the maximum valley (Pt50) over an evaluation length of 50 mm is the same as the measured value (BSRA roughness).

[0029] In Equation 2, ρ is the density of the fluid [kg / m ３ ], v is the characteristic flow velocity [m / s], l is the characteristic 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 L in Equation 1 ｗＬ (L ｐｐ ) and can be the same value.

[0030] In formula 3, C Ｆ０ is the friction coefficient for the water temperature reference value and the salinity reference value.

[0031] k ｓ Conventionally, is a measurement value obtained using a BSRA roughness meter (BSRA HULL ROUGHNESS ANALYZER), but it can also be a measurement value obtained using a means for actually measuring the hull roughness height parameter (R) used in the "second calculation method of FIR" described below, such as a three-dimensional roughness meter.

[0032] Second calculation method of FIR: As a second calculation method for calculating the frictional resistance increase rate (FIR) based on the measured or estimated roughness value, the viscous bottom layer thickness (δs ｒ ) the projected area of ​​the exposed roughness (A ｒ ) is used as a calculation method.

[0033] A by the second method ｒ Examples of calculation formulas for determining this include the following formula 4 described in the above-mentioned Patent Document 4 (JP 2016-142719 A) and Non-Patent Document 1 (Cone Model). When the second method is used in the present invention, the patent documents and non-patent documents can be referenced for details as necessary (terms and symbols in the formulas can be replaced to fit the present invention).

[0034] In formula 4, A ｒ is the viscous bottom layer thickness (referred to herein as "δs") related to the hull roughness. ｒ "). C is the total exposed roughness projection area per unit area exposed from A (referred to as "exposed projected area of ​​hull roughness" in this specification), and A is the total exposed roughness projection area per unit area exposed from A (referred to as "exposed projected area of ​​hull roughness" in this specification), and C is the total exposed roughness projection area per unit area exposed from A ｒ is a coefficient that depends on

[0035] C can be calculated from the relationship between the following two equations, with reference to the aforementioned Patent Document 3 (JP 2013-217766 A). That is, after FIR is calculated from the actual measured values ​​obtained in a friction resistance test using a double cylinder device using the following equation 7, C can be calculated from that FIR, R, and RSm using the following equation 5.

[0036] In Equation 5, R is the roughness height parameter, RSm is the roughness wavelength parameter, and C is a coefficient that depends on the type of R (roughness height parameter) and the friction resistance test method.

[0037] The R and RSm used in Equation 5 can be obtained in advance for a plurality of hull coatings with different roughnesses (the same as those used in Equation 7 below) over a fixed evaluation length (for example, an evaluation length of 10,000 μm or more, with measurement intervals of 500 μm or less) using the method described above (for example, the second embodiment using a laser displacement meter). R is, for example, any of Rz, Rc, Ra, Rq, and RZJIS obtained in accordance with the provisions of JIS B 0601:2001 (ISO 4287:1997). RSm is a value calculated using Equation 6 below.

[0038] 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.

[0039] In equation 7, τ ０ and τ are the shear stress (τ0) calculated from a smooth specimen in a friction resistance test, and the shear stress (τ) calculated from a rough specimen coated with hull paint (with a hull coating film), respectively. For example, the shear stress (τ) can be calculated from the shear stress (τ0) calculated from the torque acting on a mirror-finish inner cylinder when the outer cylinder is rotated under the same conditions in a friction resistance test using a double cylinder device, and the torque acting on a rough inner cylinder coated with hull paint (with a hull coating film).

[0040] ・A ｒ A ｒ 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, preferably in accordance with the provisions of JIS B 0601:2001 (ISO 4287:1997).

[0041] For example, when Rc (average height of roughness curve element) is used as the height parameter R of the hull roughness, A is calculated by the following formula 8. ｒ It is possible to calculate δs in Equation 8. ｒ is A in Equation 4 ｒ δs for ｒ Similarly, the viscous bottom layer thickness with respect to the hull roughness.

[0042]

[0043] δs ｒ can be calculated by the following formula 9 using a friction resistance test on a smooth surface.

[0044] In formula 9, u ＊ is the friction speed (m / s), and τ ０ is the smooth surface shear stress (N / m ２ ) and ρ is the density (kg / m ３ ) in Equation 9 corresponds to ρ in Equation 2 for Re (Reynolds number). τ in Equation 9 ０ is τ in Equation 7 ０ is equivalent to

[0045] In formula 10, l τ is the wall friction length (m), and ν is the dynamic viscosity coefficient (m ２ / s).

[0046] In formula 11, y ＋ is the non-dimensional distance.

[0047] In addition, when Ra (arithmetic mean roughness) is used as the height parameter R of the hull roughness, A is calculated by the following formula 12. ｒ can be calculated.

[0048]

[0049] In Equation 12, δs ｒ Used to calculate l τ The magnitude of the frictional resistance increase rate (FIR) obtained in the frictional resistance range of at least two arbitrary frictional resistance tests is ｒ _ ｂ ) and exposed roughness projected area (A ｒ It is preferable to change the temperature according to the correlation between the temperature and the humidity.

[0050] In the above formula, δs ｒ is preferably changed in accordance with the frictional resistance value for each position on the hull.

[0051] In the present invention, R (height parameter of the roughness of the hull), RSm (average length of the roughness curve element), δs ｒBy identifying the other necessary values ​​for each hull position, calculating the FIR for each hull position, and then integrating over the hull length, the FIR for the entire hull can be calculated more accurately.

[0052] In a simple example, the hull can be divided into a flat bottom part (sometimes referred to as "FB" in this specification), a vertical bottom part (sometimes referred to as "VB" in this specification), and a waterline part (boot top part (sometimes referred to as "BT" in this specification), and the FIR of the entire hull can be calculated as follows.

[0053] For example, C Ｆ＿ＦＢ = 0.6 × C Ｆ＿ＶＢ If a frictional resistance coefficient is assigned to each position on the hull, then δs calculated from the shear stress τ0 of the smooth surface at each location can be calculated. ｒ This also includes a technique for accurately calculating the shear stress τ for each location using CFD (computational fluid simulation, etc.).

[0054] As a method other than the first measurement method and the second measurement method for calculating the frictional resistance increase rate (FIR) based on the measured or estimated roughness value, it is also possible to use, for example, Equation 2 described in the aforementioned Patent Document 3 (JP 2013-217766 A), which is used to calculate C in the second measurement method.

[0055] ・FIR ｒ_０ Initial frictional resistance increase rate (FIR) for hull roughness ｒ_０ ) can be calculated by using the "hull roughness" obtained by various means when the ship is built or docked as the "roughness" in each formula in the first calculation method, second calculation method, or other calculation method of FIR as described above.

[0056] ・FIR ｒ_ａ Initial frictional resistance increase rate (FIR) for hull roughness ｒ_０) can also be calculated by using the "hull roughness" measured by various means after a certain period of time has passed as the "roughness" in each formula in the first calculation method, second calculation method, or other calculation method of FIR as described above.

[0057] However, in the present invention, the frictional resistance increase rate (FIR) with time related to the hull roughness is ｒ_ａ ) is preferably estimated using reference data for various hull coatings showing the relationship between elapsed time and the hull roughness height parameter (R) and wavelength parameter (RSm).

[0058] The reference data can be prepared, for example, as follows: A test plate on which various hull coatings have been formed is immersed in water (typically seawater), and the hull roughness height parameter (R) and wavelength parameter (RSm) are measured periodically (for example, once a month). After obtaining a sufficient number of measurements, a scatter plot is prepared with the elapsed time on the horizontal axis and the reduction rate of R and RSm on the vertical axis, and an approximate curve is obtained using the least squares method. Note that the "reduction rate" can be either a positive or negative value, and a negative reduction rate can also be called an increase rate. By extrapolating an arbitrary elapsed period to the approximate curve obtained in this manner, an estimated value of the reduction rate of R or RSm after that elapsed period can be obtained. By multiplying the initial values ​​of R and RSm by the estimated reduction rates, the estimated values ​​of R and RSm after an arbitrary elapsed period can be obtained. By using these estimated values ​​as R and RSm in the above equations, the estimated value of FIR after an arbitrary elapsed period, i.e., the frictional resistance increase rate over time (FIR ｒ_ａ ) is estimated.

[0059] The hull roughness height parameter (R) and wavelength parameter (RSm) change over time differently depending on the type of coating. Hydrolysis-type coatings generally smooth the surface over time, so R, for example, Rc (average height of the roughness curve element), decreases over time, while RSm increases over time. In other words, the reduction rate of R increases over time as a positive value (see Figure 1), but the reduction rate of RSm decreases over time as a negative value (see Figure 2). On the other hand, disintegration-type coatings generally roughen the surface over time, so R increases over time and RSm also decreases over time. In other words, the reduction rate of R decreases over time as a negative value, but the increase rate of RSm also increases over time as a negative value. Furthermore, silicone-type coatings show almost no change in the surface over time, so both R and RSm change very little over time. In other words, the reduction rate and increase rate of R and RSm are almost zero.

[0060] ・FIR ｆ_ａ Frictional Resistance Increase Rate (FIR) due to Hull Fouling ｆ_ａ After assigning a roughness profile to the biological fouling and deriving the necessary parameters, the FIR can be calculated by the first calculation method (a calculation method using ks etc. and Townsin's formula of ITTC 1978) or the second calculation method (a calculation method using R, RSm etc. and the formula described in JP 2013-217766 A (Patent Document 3)) for calculating the frictional resistance increase rate (FIR) related to the hull roughness as described above. ｆ_ａ The parameter when assigning the roughness shape to the biological fouling after a certain period of time to obtain the coefficient of frictional resistance increase with time (FIR) related to the hull roughness is as described above. ｒ_ａ ), it can be estimated using reference data prepared for various hull coatings showing the relationship between elapsed time and the height parameter (R) and wavelength parameter (RSm) indicating density of the fouling shape that may occur.

[0061] PIR In the present invention, "PIR" (Power Increase Ratio) is the percentage increase in horsepower when the mirror surface is used as the reference, and is a technical term commonly known to those skilled in the art. In the present invention, the power increase ratio (PIR) is calculated by using the power increase ratio (PIR) due to the hull roughness at any time or period. ｒ ) and the horsepower increase rate due to hull fouling (PIR ｆ ) to estimate the fuel consumption and / or CII rating of the vessel, and PIR ｒ and P.I.R. ｆ After separately calculating the PIR, they are summed up to obtain the total horsepower increase rate (PIR) as shown in the following equation 13. ａ ) is obtained.

[0062]

[0063] ・PIR ｒ Total horsepower increase rate (PIR) related to hull fouling ｒ ) is the initial horsepower resistance increase rate (PIR) related to the hull roughness at the time of ship construction or docking (after paint repair, before launching). ｒ_０ ) and the power increase rate (PIR) for the hull roughness after a certain period of time (after launching) ｒ_ａ ) and the PIR ｒ_０ is typically the initial frictional resistance increase rate (FIR) calculated by the calculation method described in this specification. ｒ_０ ) and PIR ｒ_ａ is the frictional resistance increase rate over time (FIR) determined by the method described in this specification. ｒ_ａ ) is obtained from

[0064] ・PIR ｒ_０ and P.I.R. ｒ_ａ Calculation method of PIR ｒ_０ and P.I.R. ｒ_ａ are FIRs, respectively. ｒ_０ and F.I.R. ｒ_ａ The PIR can be calculated by multiplying the PIR by a Form Factor (a coefficient indicating the proportion of frictional resistance in the total resistance), that is, by the following formulas 14 and 15. The Form Factor is, for example, 0.7. ｒ_０ = FIRｒ_０ x0.7, PIR ｒ_ａ = FIR ｒ_ａ ×0.7.

[0065]

[0066] The Form Factor is a value defined by the following equation 16. In formula 16, C ｔ is the total resistance coefficient including wave resistance, viscous pressure resistance, and friction resistance, and C ｆ is the friction resistance coefficient.

[0067] ・PIR ｆ Total horsepower increase rate (PIR) related to hull fouling ｆ ) is a power increase rate (PIR) that estimates and reflects the hull fouling over time from the time of ship construction or docking to any point in time after a certain period has passed (after launching) or within that period. ｆ_ａ ) can be applied as is.

[0068] ・PIR ｆ First calculation method of PIR ｆ The first calculation method is a method of calculation based on the "average speed loss" (referred to herein as "AveSL") or the "average horsepower increase rate" (referred to herein as "AvePIR"), and uses the following formulas 17 and 18, respectively. AveSL and AvePIR are both measurement items over the service life of an antifouling coating film standardized by ISO 19030, specifically over a period of 5 years (60 months, see Non-Patent Document 3 cited above), and are generally related by the following formula 19.

[0069] In formula 17, SL ＿ｌｅ is the average speed loss over the next four years (evaluation period), and SL ＿ｌｂ is the average speed loss over the first year (benchmark period). In formula 18, PIR ＿ｌｅ is the average PIR for the next four years (evaluation period), and PIR ＿ｌｂis the average PIR for the first year (benchmark period). ＿ｌｅ and P.I.R. ＿ｌｂ is PIR ａ The value may be a value obtained in the same manner as above, or may be a value obtained by other known methods.

[0070]

[0071] PIR ｆ In the first calculation method, the average speed loss (AveSL) and the average horsepower increase rate (AvePIR) are preferably calculated according to the fouling risk (FR) of the route along which the ship navigates.

[0072] Calculating AveSL and AvePIR according to "the performance of an antifouling coating composition to be applied to a hull" means obtaining AveSL and AvePIR data for a variety of antifouling coating compositions with different performances that may be applied to a hull under referable conditions (for example, after uniformizing the route or its fouling risk (FR), surface preparation, and other conditions other than the performance of the antifouling coating composition, or after limiting fluctuations within an acceptable range, or after appropriately processing them as big data so that they can be referenced even if there is some fluctuation), extracting from that data AveSL and AvePIR data that correspond to the antifouling coating composition to be simulated (suitable for use as reference), and calculating AveSL and AvePIR.

[0073] Calculating AveSL and AvePIR according to the "fouling risk (FR) of the route the ship is navigating" means obtaining AveSL and AvePIR data for various routes (ocean areas) that the ship may navigate and that have different fouling risks under referable conditions (for example, after uniformizing the antifouling paint composition, surface treatment, and other conditions other than the fouling risk (FR), or after limiting fluctuations within an acceptable range, or after appropriately processing them as big data so that they can be referenced even if there is some fluctuation), extracting from that data AveSL and AvePIR data that corresponds to the route that is the subject of the simulation (suitable for use as reference), and calculating AveSL and AvePIR, preferably after improving accuracy based on a correlation analysis with the fouling risk (FR).

[0074] The first setting element of the fouling risk (FR) is, for example, the environmental index value (EP) based on the sum of the product of a measurement value (r), which is a continuous numerical value that can be measured in real time at a predetermined measurement interval (e.g., every predetermined number of hours) during the vessel's voyage, such as the seawater temperature or chlorophyll content of the vessel's route, and the measurement interval (t) of the measurement value (r). The measurement interval (a) may be fixed or variable, and the environmental index value (EP) can be generally expressed by the following formula 20.

[0075]

[0076] The second setting factor for the fouling risk (FR) is the operational parameter (NP), such as ship speed, availability, etc. The fouling risk (FR) can be calculated by combining at least the environmental parameter (EP) and the operational parameter (NP), but it is also possible to use additional data on the antifouling paint composition, surface treatment, and other factors.

[0077] On the other hand, the accuracy of the calculated AveSL and AvePIR can be improved by performing correlation analysis using multivariate analysis or AI analysis to determine the relationship between the reference AveSL and reference AvePIR, which are based on the fouling record from past operations and the environmental index value (EP) and operational index value (NP) at the time of those operations, and, if necessary, the antifouling paint composition, surface treatment, and other data.

[0078] Based on the fouling risk (FR) obtained as described above, and with the accuracy further improved as described above, a PIR corresponding to various ship routes and anchoring position patterns can be calculated. ｆ Presenting the PIR ｆ This is one of the preferred embodiments of the first calculation method.

[0079] ・PIR ｆ Second calculation method of PIR ｆ , i.e., PIR ｆ_ａ The second calculation method is a calculation method based on the Townsin equation of ITTC 1978, similar to the equation 1 described in relation to the first calculation method of FIR. ｓ is defined as the average value of the "hull roughness" height (average roughness height), ｓ By replacing with "estimated average height of the fouling object shape", ΔC for "hull fouling" Ｆ Furthermore, by using Equation 3, the friction increase rate FIR due to "hull fouling" can be calculated. ｆ_ａ Finally, in Equation 15, the friction increase rate FIR due to "hull roughness" can be calculated. ｒ_ａ Instead, the friction increase rate FIR due to "hull fouling" ｆ_ａ By using this, the horsepower increase rate PIR due to "hull fouling" ｆ_ａ and calculate it as PIR ｆ It can be said that:

[0080] ・PIR ｆ The third calculation method of PIR ｆ , i.e., PIR ｆ_ａThe third calculation method is similar to the formulas 3 to 12 described in relation to the second calculation method of FIR, and is an FIR calculated by applying the formulas described in the above-mentioned Patent Document 4 (JP 2016-142719 A) and Non-Patent Document 1 (cone model). ｆ＿ａ Based on PIR ｆ Here, in Equation 4, A ｒ is the viscous bottom layer thickness (δs ｒ ) and defined as the total exposed roughness projection area per unit area (exposed projected area of ​​hull roughness) ｒ And that A ｒ The coefficient C is defined as a coefficient that depends on the viscous bottom layer thickness (referred to as "δs" in this specification) related to "hull fouling." ｆ ") and the total exposed roughness projection area (exposed projection area of ​​hull fouling) per unit area exposed from the ｆ And that A ｆ C is defined as a coefficient that depends on ｆ By using this, the friction increase rate FIR due to "hull fouling" ｆ_ａ It is possible to obtain ｆ In Equation 5, R is the estimated height of the "contamination object", and RSm is the wavelength parameter Rs of roughness indicating the density of the "contamination object" calculated in the same manner as in Equation 6. ｆ The FIR can be calculated by using the FIR measured by a friction resistance test on a "soiled object" calculated in the same manner as in Equation 7. ｆ can be calculated by substituting the numerical values ​​of the parameters related to "hull fouling" or "fouling object" in Equations 8 to 11 instead of the numerical values ​​of the parameters related to "hull roughness".

[0081] The above PIR ｆ In the third calculation method, δs is calculated in the same manner as in Equation 11. ｆ Used to calculate l τ The magnitude of the frictional resistance increase rate (FIR) obtained in the frictional resistance range of at least two arbitrary frictional resistance tests is also ｆ _ ｂ ) and exposed roughness projected area (A ｆIt is preferable to change the temperature according to the correlation between the temperature and the humidity.

[0082] Furthermore, P.I.R. ｆ In the third calculation method, FIR ｆ＿ａ It is preferable to calculate the PIR by the following formula 21, taking into consideration the soiled area (%) and the form factor. ｆ_ａ is referred to herein as PIR ｆ_ｓ It is also sometimes called.

[0083] The fouled area (%) is calculated based on the "reference data" (FIR) which shows the relationship between the elapsed time and the fouled area in the hull, prepared for various hull coatings. ｆ_ａ The form factor can be estimated by using the above-mentioned reference data in relation to the above. The form factor can be the same value as the form factor in Equation 16.

[0084] Alternatively, for example, the hull may be divided into a flat bottom (FB), a vertical (VB) and a waterline (BT) section, and the PIR for the entire hull may be calculated taking into account the fouled area of ​​each section. ｆ_ａ It is also preferable to seek

[0085] ・PIR ａ By means as described herein, PIR ｒ and P.I.R. ｆ and summing them to obtain the total horsepower increase rate (PIR) ａ ) can be obtained. ａ Based on this, a fuel consumption (sometimes referred to herein as "FOC") and / or CII rating can ultimately be estimated.

[0086] FOC Fuel consumption (FOC, MT / year) is calculated by, for example, the total horsepower increase rate (PIR) obtained for the current hull condition. ａ ) and the standard fuel consumption (FOC) that is not affected by PIR generated by each coating specification. ｒ) and the total horsepower increase rate is set to zero, using the reference FOC (which can be calculated by calculation) estimated using the following formula 22.

[0087]

[0088] The annual fuel consumption (yFOC, MT / year) can be calculated from the daily fuel consumption (dFOC, MT / day) and the number of operating days (e.g., 237 days / year) using the following formula 23. The initial value of yFOC is set as "iFOC" (initial FOC).

[0089]

[0090] Monthly fuel consumption (mFOC, MT / year) can be calculated based on iFOC using the following equation 24. Note that yFOC is equal to the sum of mFOC for all 12 months of each year.

[0091]

[0092] According to the following formula 25, based on yFOC, the annual CO ２ Emissions (yCO ２ ) can be calculated.

[0093] In formula 25, (t-CO ２ / t-Fuel) is a value specified by the International Maritime Organization (IMO) for each type of fuel.

[0094] Attained CII: Ａ CII) is calculated by the following formula 26: ２ It can be calculated based on the following.

[0095] In Equation 26, DWT is Dead Weight Tonnage and GT is Gross Tonnage. DWT is used for bulk carriers, tankers, container ships, gas carriers (LPG / CNG), LNG carriers, general cargo ships, refrigerated carriers, and dual-purpose ships, while GT is used for cruise ships, car carriers, RoRo cargo ships, and Ro-Pax ferries.

[0096] Required CII: Ｒ CII) is calculated by the following formula 27, which is the average CII value for each ship type in 2019 (CII ｒｅｆ ) can be calculated based on CII ｒｅｆ can be calculated by the following formula 28.

[0097] In Equation 27, z represents the reduction rate from 2019, and from 2023 (z = 5%), it is increased by 2% each year.

[0098] In Equation 28, a and c are predetermined values ​​for each ship type (see IMO, MARINE ENVIRONMENT PROTECTION COMMITTEE 79th session Agenda item 7). Note that DWT in the above equation may be GT or a constant depending on the ship type.

[0099] The evaluation value (d) of CII is calculated by the following formula 29: Ａ CII and Ｒ It can be calculated based on CII.

[0100]

[0101] The CII rating is calculated by dividing the CII evaluation value (d) by thresholds (d1, d2, d3, and d4) that are predetermined for each ship type. Ｒ It is determined by which range formed by CII it belongs to. Ｒ There are five ratings, A, B, C, D and E, in order from the furthest from CII (largest reduction rate z).

[0102] The simulation method of the present invention can estimate not only the fuel consumption amount and / or CII rating at any one point in time, for example, at a predetermined time period from the time of ship construction or the time of most recent docking, but also at any two or more points in time (at relatively long intervals), for example, at a first predetermined time period (1 year 0 months later), a second predetermined time period (2 years 0 months later), a third predetermined time period (3 years 0 months later), a fourth predetermined time period (4 years 0 months later), and a fifth predetermined time period (5 years 0 months later) every year for five years from the time of ship construction or the time of most recent docking, or can estimate the fuel consumption amount and / or CII rating at any two or more consecutive points in time (at relatively short intervals), for example, at a first to sixtieth predetermined time period every month for five years from the time of ship construction or the time of most recent docking. In particular, the CII rating can be calculated based on the CO ２ annual emissions (yCO ２ ) and the annual fuel consumption (yFOC) may be calculated as the sum of the monthly fuel consumptions (mFOC) included in that year, so it is preferable to calculate the fuel consumption for each month for at least one year.

[0103] When estimating fuel consumption and / or CII rating at any two or more points in time or any period, the horsepower increase rate (PIR) due to hull roughness at the multiple points in time included therein is ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ For example, PIR ｒ When calculating PIR ｒ_０ It is fine to use a common one, but PIR ｒ_ａ (Furthermore, FIR to seek it ｒ_ａ ) is calculated for each of the multiple time points, and the PIR ｒ_ａ１ , P.I.R. ｒ_ａ２ , P.I.R. ｒ_ａ３ ...and so on, and each is PIR ｒ_０ Adding this together, PIR ｒ１ , R ｒ２ , P.I.R. ｒ３ ...etc. can be found. ｆand the FIR seeking the same. ｆ_ａ The same is true for PIR ｆ１ , R ｆ２ , P.I.R. ｆ３ ...(PIR ｆ_ａ１ , R ｆ_ａ２ , P.I.R. ｆ_ａ３ ...) etc. Finally, these are summed up to obtain multiple total horsepower increase rates PIR ａ１ , P.I.R. ａ２ , P.I.R. ａ３ In such an embodiment, the desired multiple total horsepower increase rates PIR ａ１ , P.I.R. ａ２ , P.I.R. ａ３ ..., and then calculate the fuel consumption (FOC, for example, yFOC) and / or CII rating for each.

[0104] The simulation method of the present invention calculates the horsepower increase rate (PIR) due to hull roughness for any one paint or paint film formed therefrom, for example, a hydrolytic antifouling paint (paint film), relating to the hull roughness. ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ ) and ultimately estimate fuel consumption and / or CII rating, as well as PIR for any two or more paints (coatings) or other conditions related to hull roughness or hull fouling. ｒ and P.I.R. ｆ and finally estimate fuel consumption and / or CII rating. Such an embodiment is preferred because it allows the comparison of results for two or more paints (coatings), e.g., hydrolytic antifouling paints (coatings), or other conditions related to hull roughness or hull fouling, and makes recommendations from among them.

[0105] When estimating fuel consumption and / or CII ratings for any two or more paint (coating) or other hull roughness or hull fouling conditions, the power increase ratio (PIR) for each of the multiple conditions is calculated. ｒ ) and horsepower increase rate due to hull fouling (PIR ｆFor example, PIR ｒ When calculating the PIR for the first condition, ｒ１_０ and P.I.R. ｒ１_ａ (FIR to seek it ｒ１_ａ ), PIR for the second condition ｒ２_０ and P.I.R. ｒ２_ａ (FIR to seek it ｒ２_ａ ), PIR for the third condition ｒ３_０ and P.I.R. ｒ３_ａ (FIR to seek it ｒ３_ａ ) ... and so on. PIR ｆ and the FIR seeking the same. ｆ_ａ The same is true for PIR ｆ１ , R ｆ２ , P.I.R. ｆ３ ...(PIR ｆ１_ａ , R ｆ２_ａ , P.I.R. ｆ３_ａ ...) etc. Finally, these are summed up to obtain multiple total horsepower increase rates PIR １_ａ , P.I.R. ２_ａ , P.I.R. ３_ａ Just ask for...

[0106] By combining the above-described embodiments, the simulation method of the present invention can estimate fuel consumption and / or CII ratings for any two or more paint (coating) or other conditions related to hull roughness or hull fouling at any two or more points in time or for any period of time.

[0107] Conditions related to hull roughness or hull fouling other than paint (paint film) include, for example, the grade and area of ​​surface treatment (blasting). By combining conditions related to paint and conditions related to surface treatment, it is possible to set four conditions, such as (i) conventional antifouling paint / spot blasting, (ii) new antifouling paint / spot blasting, (iii) conventional antifouling paint / full blasting, and (iv) new antifouling paint / full blasting. In such an embodiment, for example, when condition (i) is used as the standard, the horsepower increase rate (PIR) of conditions (ii) to (iv) can be calculated.ａ ) differs, i.e., what the horsepower reduction rate (decrease in the horsepower increase rate) is for conditions (ii) to (iv) relative to condition (i), and further what the fuel consumption (FOC) and / or CII rating are.

[0108] The analysis results obtained using the simulation method of the present invention can be displayed in the form of a table and / or a graph.

[0109] -Program- The program of the present invention is a program suitable for causing a computer to execute the simulation method of the present invention. Those skilled in the art can understand matters not explicitly stated in the detailed description of the program of the present invention below as a detailed description of the program of the present invention based on common technical knowledge about programs and by referring to and appropriately replacing the matters related to the simulation method of the present invention described in this specification. Conversely, matters in the detailed description of the program of the present invention can also be referenced for matters related to the simulation method of the present invention. Note that the numbers for the "steps" of the program of the present invention described in this specification and drawings are for convenience only, and it is possible to process the steps in a reverse order or to process multiple steps substantially simultaneously.

[0110] The programming language for designing and developing the program of the present invention is arbitrary, and any programming language common to those skilled in the art can be used. Although the program of the present invention can execute predetermined processes within a single computer, it is preferably used to execute predetermined processes on a client terminal side and a server side connected to each other via a network in the system of the present invention described below. Therefore, it is preferable to use a programming language (PHP, for example) that is suitable for such network-based processing, such as processing on a website.

[0111] The program of the present invention calculates the power increase rate (PIR) due to hull roughness at any time or period. ｒ) and the horsepower increase rate due to hull fouling (PIR ｆ A program for causing a computer to execute a simulation method for simulating the fuel consumption and / or CII rating of a ship, taking into account the horsepower increase rate (PIR) due to the hull roughness, which is calculated separately. ｒ ) and the horsepower increase rate due to the hull fouling (PIR ｆ ) and total horsepower increase rate (PIR) ａ ) (referred to as "Step 1" in this specification, see FIG. 3 ); ａ and a process of estimating fuel consumption and / or CII rating based on the vehicle speed (referred to as "Step 2" in this specification, see FIG. 3).

[0112] Step 1: Step 1 is performed by PIR according to Equation 13. ｒ and P.I.R. ｆ Adding these together gives PIR ａ This is the step where processing is performed to obtain

[0113] The program of the present invention typically uses the PIR used in step 1. ｒ To calculate this, the initial frictional resistance increase rate (FIR) is calculated based on the measured or estimated value of the hull roughness. ｒ_０ ) (referred to as "Step 3a" in this specification); ｒ_０ ) to the initial horsepower increase rate (PIR ｒ_０ ) (referred to as "Step 3b" in this specification); and a process of obtaining a frictional resistance increase rate (FIR) that estimates and reflects the change in the hull roughness over time up to the arbitrary time point or within the period. ｒ_a ) (referred to as "Step 4a" in this specification); ｒ_ａ ) to the horsepower increase rate over time (PIR) ｒ_ａ ) (referred to as "Step 4b" in this specification); ｒ_０ ) and the horsepower increase rate over time (PIR ｒ_ａ ) by the PIR ｒThe present invention further includes a configuration for causing a computer to execute a process for obtaining the following (referred to as "Step 5" in this specification);

[0114] Step 3a In step 3a, FIR ｒ_０ can be calculated using the initial hull roughness and other necessary values ​​according to the first FIR calculation method (Equations 1 to 3), the second FIR calculation method (Equations 4 to 12) or other calculation methods described above.

[0115] FIR is calculated according to the first calculation method of FIR (Equations 1 to 3). ｒ_０ When calculating the initial k of the hull, the program of the present invention calculates the initial k of the hull as an input value or as a value previously stored in the program itself or in a database that the program can refer to. ｓ (average roughness height) and L ｗＬ (Master at waterline) or L ｐｐ (ship length), ρ (fluid density), v (characteristic flow velocity), l (characteristic length), μ (fluid viscosity coefficient), C Ｆ０ (friction resistance coefficient for water temperature reference value and salt concentration reference value) etc. For example, k of the initial hull ｓ can be obtained in advance by a BSRA type roughness meter or a non-contact type laser displacement meter, and can be used by inputting it when the program is executed.

[0116] FIR is calculated according to the second calculation method (Equations 4 to 12). ｒ_０ When calculating the coefficients C and A of the initial hull, the program of the present invention calculates the coefficients C and A of the initial hull as input values ​​or as referable values ​​previously stored in the program itself or in a database or the like. ｒ (hull roughness exposed projected area), or R (roughness height parameter), for example, Rc (average height of roughness curve element), RS ｍ (wavelength parameter of roughness), and further, if necessary, Xs (length of each roughness curve element), τ ０ (shear stress calculated from a mirror-finished test specimen, i.e., smooth surface shear stress), τ (shear stress calculated from a test specimen when painted with hull paint), δs ｒ (viscous bottom layer thickness relative to hull roughness), u ＊ (friction velocity), ρ (density), lτ (wall friction length), ν (dynamic viscosity coefficient), y ＋ (non-dimensional distance), Ra (arithmetic mean roughness), etc. For example, the initial Rc and RSm (three-dimensional roughness) of the hull can be obtained in advance using a non-contact laser displacement meter and can be used by entering them when the program is executed.

[0117] In step 3a (the first calculation method of FIR and the second calculation method of FIR), instead of inputting the necessary data when the program is executed as described above, a collection (database) of data acquired in advance by a BSRA type roughness meter or a non-contact type laser displacement meter for various coating specifications, etc. is constructed, and the k corresponding to the input coating specifications, etc. is calculated by referring to the database. ｓ , Rc, RSm, etc., can be extracted (estimated) to make the program available.

[0118] Step 3b In step 3b, PIR ｒ_０ is the FIR calculated in step 3a ｒ_０ and Form Factor, it can be calculated according to Equation 14.

[0119] Step 4a In step 4a, FIR ｒ_ａ can be calculated using the hull roughness after a certain period of time and other necessary values ​​according to the first FIR calculation method (Equations 1 to 3), the second FIR calculation method (Equations 4 to 12) or other calculation methods as described above.

[0120] FIR is calculated according to the first calculation method of FIR (Equations 1 to 3). ｒ_ａ When calculating the k of the hull after a certain period of time, the program of the present invention calculates the k of the hull after a certain period of time as an input value or as a value previously stored in the program itself or in a database that the program can refer to. ｓ (average roughness height) and L ｗＬ (Master at waterline) or L ｐｐ (ship length), ρ (fluid density), v (characteristic flow velocity), l (characteristic length), μ (fluid viscosity coefficient), C Ｆ０(friction resistance coefficient for water temperature reference value and salt concentration reference value) etc. ｓ In this method, a collection (database) of data acquired by a BSRA type roughness meter or a non-contact laser displacement meter under various conditions, such as elapsed time, paint, surface treatment, etc., is constructed in advance, and the k corresponding to the elapsed time, paint, surface treatment, etc., which is input, is calculated by referring to the database. ｓ It is preferable to extract the data so that the program can use it. ｗＬ or L ｐｐ ,ρ,v,l,μ,C Ｆ０ etc. can be made common to those numerical values ​​used in the embodiment based on the first calculation method in step 3a.

[0121] FIR is calculated according to the second calculation method (Equations 4 to 12). ｒ_ａ When calculating the coefficients C and A of the hull after a certain period of time, the program of the present invention calculates the coefficients C and A of the hull after a certain period of time as input values ​​or as referable values ​​previously stored in the program itself or in a database or the like. ｒ (hull roughness exposed projected area), R (roughness height parameter), for example, Rc (average height of roughness curve element), RSm (wavelength parameter of roughness), and further, if necessary, Xs (length of each roughness curve element), τ ０ (shear stress calculated from a mirror-finished test specimen, i.e., smooth surface shear stress), τ (shear stress calculated from a test specimen when painted with hull paint), δs ｒ (viscous bottom layer thickness relative to hull roughness), u ＊ (friction velocity), ρ (density), l τ (wall friction length), ν (dynamic viscosity coefficient) / s), y ＋ (non-dimensional distance), Ra (arithmetic mean roughness), etc. can be used. C and A related to the roughness of the hull after a certain period of time has elapsed ｒIt is preferable to build a collection (database) of data acquired by a non-contact laser displacement meter under various conditions, such as elapsed time, paint, surface treatment, etc., in advance, so that the necessary data corresponding to the entered elapsed time, paint, surface treatment, etc., such as R, Rc, RSm, and other necessary values ​​can be used by the program by referring to the database and extracting the necessary data. ＊ , τ ０ ,ρ,l τ , v, y ＋ etc. can be made common to the numerical values ​​used in the embodiment based on the second calculation method in step 3a.

[0122] Step 4b In step 4b, PIR ｒ_ａ is the FIR calculated in step 4a ｒ_ａ and Form Factor, it can be calculated according to Equation 15.

[0123] Step 5: In step 5, PIR ｒ＿０ and P.I.R. ｒ＿ａ By PIR ｒ can be obtained.

[0124] The program of the present invention typically uses the PIR used in step 1. ｆ In order to obtain the above, the time-dependent horsepower increase rate (PIR) is calculated by estimating and reflecting the time-dependent hull fouling up to the arbitrary time point or within the period. ｆ_ａ ) and calculate the horsepower increase rate (PIR) due to the hull fouling. ｆ ) (referred to as "Step 6" in this specification).

[0125] Step 6 In step 6, PIR ｆ , i.e., PIR ｆ_ａ is a PIR using the average speed loss (AveSL) etc. as mentioned above. ｆ The first calculation method (Equations 17 to 19) of the PIR, which is similar to the first calculation method of the FIR. ｆ The second calculation method of PIR is similar to the second calculation method of FIR. ｆThe calculation can be performed according to the third calculation method or the like.

[0126] PIR ｆ According to the first calculation method (Equations 17 to 19), PIR ｆ When calculating the above, the program of the present invention calculates AveSL (average speed loss) or AvePIR (average horsepower increase rate), or an SL for calculating them, as an input value or as a value previously written in the program itself or in a database that the program can refer to. _ｌｅ , S.L. _ｌｂ , P.I.R. _ｌｅ , P.I.R. _ｌｂ It is preferable to construct a collection (database) of data acquired in advance for antifouling paint compositions with various performances and routes with various fouling risks (FR), and also for various elapsed periods, surface treatments, and other conditions, so that AveSL can be calculated according to the fouling risk (FR) of the route on which the ship is sailing, and to reference the database to extract AveSL data corresponding to the input elapsed period, paint, surface treatment, route (fouling risk), and other conditions, so that the program can use it.

[0127] PIR ｆ According to the second calculation method of PIR ｆ When calculating L, the program of the present invention uses the "estimated height of the shape of the fouling object" and the "fouling area" on the hull after a certain period of time has elapsed as input values ​​or as values ​​previously stored in the program itself or in a database that the program can refer to, or ｗＬ (Master at waterline) or L ｐｐ (ship length), ρ (fluid density), v (characteristic flow velocity), l (characteristic length), μ (fluid viscosity coefficient), C Ｆ０ (friction resistance coefficient for the water temperature reference value and the salt concentration reference value) or the like. ｓ By replacing with the "average estimated height of the fouling object shape", ΔC for "hull fouling" Ｆ Furthermore, by using Equation 3, the friction increase rate FIR due to "hull fouling" can be calculated. ｆ_ａFinally, in Equation 15, the friction increase rate FIR due to "hull roughness" is calculated. ｒ_ａ Instead, the friction increase rate FIR due to "hull fouling" ｆ_ａ By using this, the horsepower increase rate PIR due to "hull fouling" ｆ_ａ and calculate it as PIR ｆ L used in the embodiment according to the second calculation method in step 6 can be expressed as ｗＬ or L ｐｐ ,ρ,v,l,μ,C Ｆ０ etc. can be made common to those numerical values ​​used in the embodiment based on the first calculation method in step 3a (and the first calculation method in step 4a).

[0128] PIR ｆ According to the third calculation method, PIR ｆ When calculating the "exposed projected area of ​​hull fouling" (A ｆ ) and its dependent coefficient (C ｆ ) or R (height parameter of roughness) for "hull fouling", for example, Rc (average height of roughness curve element), RSm (wavelength parameter of roughness), and further, if necessary, Xs (length of each roughness curve element), τ ０ (shear stress calculated from a mirror-finished test specimen, i.e., smooth surface shear stress), τ (shear stress calculated from a test specimen when painted with hull paint), δs ｒ (viscous bottom layer thickness relative to hull roughness), u ＊ (friction velocity), ρ (density), l τ (wall friction length), ν (dynamic viscosity coefficient), y ＋ (non-dimensional distance), Ra (arithmetic mean roughness), etc. can be used. ｒ A ｆ Replace C with C ｆ By replacing it with, the friction increase rate FIR due to "hull fouling" ｆ_ａ It is possible to obtain ｆIn Equation 5, R is the estimated height of the "contaminated object", and RSm is the wavelength parameter Rs of the roughness of the "contaminated object" calculated in the same manner as in Equation 6. ｆ The FIR can be calculated by using the FIR measured by a friction resistance test on a "soiled object" calculated in the same manner as in Equation 7. ｆ can be calculated by substituting the numerical values ​​of the parameters related to "hull fouling" or "fouling objects" in place of the numerical values ​​of the parameters related to "hull roughness" in Equations 8 to 11. ｆ , or R, for example Rc or RS ｆ It is preferable to build a collection (database) of data acquired by a non-contact laser displacement meter under various conditions, such as elapsed time, paint, surface treatment, etc., in advance, and to extract the necessary data corresponding to the entered elapsed time, paint, surface treatment, etc., so that the program can use the data. ＊ , τ ０ ,ρ,l τ , v, y ＋ etc. can be made common to those numerical values ​​used in the embodiment based on the second calculation method of step 3a (and the second calculation method of step 4a).

[0129] Step 2: Step 2 is the PIR obtained in Step 1. ａ , performing processing to estimate FOC (fuel consumption) and / or CII rating based on the calculated FOC.

[0130] When estimating FOC at any point in time or period, for example, mFOC (monthly fuel consumption) or yFOC (yearly fuel consumption), the program of the present invention uses dFOC (daily fuel consumption) at a reference point in time, the number of operating days, PIR, etc., as input values ​​or values ​​previously stored in the program itself or in a database that the program can refer to. ＿ｂ (PIR for benchmark period), PIR ＿ｅThe estimated FOC may be processed so as to be output externally, or may be used in other processing without being output externally, depending on the purpose of the program (for example, Equation 21 regarding yFOC and other related equations may be used as yCO ２ (incorporated as yFOC in Equation 21 to estimate

[0131] In step 2, the program of the present invention calculates yCO from the FOC at any time or period estimated as described above. ２ (annual CO ２ In this embodiment, the program of the present invention may further include a configuration for causing the computer to execute a process of further estimating (t-CO emissions) using the estimated FOC, either as an input value or as a value previously stored in the program itself or in a database that the program can reference. ２ / t-Fuel) (values ​​specified by IMO for each fuel type) and so on, and yCO ２ The estimated yCO ２ Depending on the purpose of the program, the data may be output to the outside or may be used in other processes without being output to the outside (for example, yCO ２ Equation 23 and other related equations for σ are used to estimate the CII evaluation value (d). Ａ yCO in Equation 24 for calculating CII ２ The information may be processed in such a way that it is incorporated as a

[0132] In step 2, the program of the present invention calculates the yCO ２ The program of the present invention may further include a configuration for causing the computer to execute a process of further estimating a CII rating from the estimated yCO ２While using the above, DWT (deadweight tonnage), GT (gross tonnage), voyage distance, ship type, voyage distance, etc. are input as numerical values ​​or numerical values ​​previously written in the program itself or in a database that the program can refer to. Ｒ CII (CII annual evaluation criteria), CII ｒｅｆ Using (average CII value for each ship type), x (reduction rate from 2019), a and c (predetermined values ​​for each ship type), etc., d (evaluation value of CII) is calculated using equations 24 to 27, and then a process can be performed to estimate CII racing based on a predetermined standard (correspondence between evaluation value and rating).

[0133] The program of the present invention may be a program for estimating fuel consumption and / or CII rating at any one point in time (e.g., a predetermined period of time has elapsed since the time of construction of the ship or the time of its most recent docking), or may be a program for estimating fuel consumption and / or CII rating for any two or more points in time, or for any period of time consisting of two or more consecutive points in time at any interval (e.g., a period of five years, every year or every month, from the time of construction of the ship or the time of its most recent docking). In the latter embodiment, the program of the present invention may be capable of executing a process that uses, as input or reference, information such as numerical values ​​corresponding to each of the multiple points in time, and outputs multiple estimated values ​​of fuel consumption and / or CII rating.

[0134] The program of the present invention may be a program for estimating fuel consumption and / or CII ratings for any one condition related to hull roughness and / or hull fouling (e.g., hydrolyzable antifouling paint or other antifouling paint, or surface treatment), or may be a program for estimating fuel consumption and / or CII ratings for any two or more conditions related to hull roughness and / or hull fouling. In the latter embodiment, the program of the present invention may be capable of executing a process that inputs or references information such as numerical values ​​corresponding to multiple conditions related to hull roughness and / or hull fouling, and outputs multiple estimated values ​​of fuel consumption and / or CII ratings.

[0135] The program of the present invention may be configured to present recommended conditions based on the estimated fuel consumption and / or CII rating for any two or more hull roughness and / or hull fouling conditions. For example, the program may be configured to perform processing to combine paint conditions and surface treatment conditions, estimate fuel consumption and / or CII rating for four conditions, such as (i) conventional antifouling paint / spot blasting, (ii) new antifouling paint / spot blasting, (iii) conventional antifouling paint / full blasting, and (iv) new antifouling paint / full blasting, and present the combination with the lowest fuel consumption and / or highest CII rating. In such an embodiment, the program preferably presents the combination of conditions estimated to result in the lowest fuel consumption and / or highest CII rating for the route of the ship being simulated, i.e., the fouling risk (FR), for that route.

[0136] The above-described program of the present invention is preferably executed on a server in the system of the present invention described below, and in relation to such an embodiment, the program of the present invention may be referred to as the "server program of the present invention." In such an embodiment, it is preferable to use a program executed on a client terminal in combination with the server program of the present invention, and the program for this purpose may be referred to as the "client terminal program of the present invention."

[0137] The client terminal program of the present invention is a program to be executed on a client terminal connected to the server program of the present invention via a network in order to execute the program of the present invention on the server, i.e., to execute the program in combination with the server program of the present invention, and includes a configuration that causes a computer to execute the following processes: transmitting data on measured or estimated values ​​of hull roughness from the client terminal to the server; and receiving the resulting data calculated, obtained, sought, or estimated by the server and displaying it on the client terminal. For the process of transmitting data on measured or estimated values ​​of hull roughness from the client terminal to the server and the process of receiving the resulting data calculated, obtained, sought, or estimated by the server and displaying it on the client terminal in the server program of the present invention, reference can be made to items related to the simulation method of the present invention.

[0138] The program of the present invention may be persistently recorded on a recording medium (e.g., a CD-ROM, a USB memory, etc.) that is readable by a computer (client terminal and / or server) and easily transferable as a commodity, or may be downloaded by a computer via a network such as the Internet and persistently or temporarily recorded in the computer, or may be recorded on a web server or the like so as to be downloaded to a computer via a network such as the Internet or to be used online. The program of the present invention may also be a combination of different embodiments related to recording, depending on the configuration included therein.

[0139] -System- The system of the present invention is a system suitable for executing the simulation method of the present specification using a client terminal and a server connected to each other via a network. Those skilled in the art can understand matters not explicitly stated in the following detailed description of the system of the present invention as a detailed description of the system of the present invention based on common technical knowledge about systems and by referring to and appropriately substituting the matters related to the simulation method (and program) of the present invention described in this specification. Conversely, matters related to the detailed description of the system of the present invention can also be referenced for matters related to the simulation method (and program) of the present invention.

[0140] The system of the present invention uses a client terminal and a server connected to each other via a network to calculate the horsepower increase rate (PIR) due to hull roughness at any time or period. ｒ ) and the horsepower increase rate due to hull fouling (PIR ｆ ) and the hull roughness, and the server is provided with: a means for transmitting data of at least a measured or estimated value of the hull roughness to the server; and a means for receiving and displaying data of the result calculated, obtained, determined or estimated by the server; and the server is provided with: a horsepower increase rate (PIR) due to the hull roughness that is separately determined. ｒ ) and the horsepower increase rate due to the hull fouling (PIR ｆ ) and total horsepower increase rate (PIR) ａ means for obtaining the total horsepower increase rate (PIR); ａ and means for estimating fuel consumption and / or CII rating based on the data; wherein a simulation is performed by the server in response to transmission of the data from the client terminal, and the simulation result is displayed on the client terminal.

[0141] FIG. 4 shows a schematic configuration example of the system 1 of the present invention.

[0142] The client terminal 100 includes an input means 110, a client terminal-side transmission / reception means 115, and an output means 120. The client terminal 100 may be of any type, such as a desktop PC, a laptop computer, a tablet, or a smartphone. The input means 110 may include input devices such as a keyboard and a mouse, or a display of a PC monitor, tablet, smartphone, or the like for displaying an input screen. The output means 120 may also include a display of a PC monitor, tablet, smartphone, or the like for displaying simulation results. The input means 110 may be integrated, such as a touch panel, allowing direct operation of the display. Furthermore, the displays of the input means 110 and the output means 120 may be shared, so that the input screen and the output screen are displayed at appropriate times and in appropriate locations. The client terminal-side transmission / reception means 115 may be a wired or wireless network device. The measured or estimated hull roughness data input by the input means 110 is transmitted to the server 200 by the transmission / reception means 115 via a network 10, such as the Internet, an intranet, or a local area network.

[0143] The server 200 includes a calculation processing means 210, a server-side transmission / reception means 215, etc. A wired or wireless network device can be used as the server-side terminal transmission / reception means 215. When the server 200 receives the data transmitted from the client terminal 110, the calculation processing means 210 calculates the horsepower increase rate (PIR) due to the hull roughness at any time or period based on the simulation method of the present invention. ｒ ) and the horsepower increase rate due to hull fouling (PIR ｆ The calculation processing means 210 performs a simulation of the fuel consumption of the ship, taking into consideration at least the separately calculated PIR ｒ and P.I.R. ｆ Adding these together gives PIR ａ and a processing means for obtaining a PIR ａand a means for estimating fuel consumption and / or CII rating based on the calculated fuel consumption and / or CII rating. Such calculation processing means 210 can be constructed using a storage device such as a memory or hard disk that permanently (permanently) or non-permanently (temporarily) stores the program of the present invention, and a calculation processing device such as a central processing unit (CPU), all operably connected to each other. The storage device can permanently (permanently) or non-permanently (temporarily) store data received from the client terminal, data of results calculated, obtained, determined, or estimated by the simulation method of the present invention, and data referenced to implement the simulation method of the present invention. The simulation results by the server 200 are transmitted to the client terminal 100 via the network 10 by the server-side terminal transmitting / receiving means 215 and displayed on the output means 120.

[0144] The calculation processing means 210 may be provided with means for realizing various processes corresponding to the embodiment of the program of the present invention stored in the storage device. For example, the server 200 may perform FIR calculation based on the data of the measured or estimated value of the hull roughness received from the client terminal 100 using the calculation processing means 210 and a storage device operatively connected thereto that stores the program of the present invention (steps 3a, 3b, 4a, 4b, and 5). ｒ_０ and a means for calculating the FIR ｒ_０ From PIR r_０ and a FIR that estimates and reflects the change in hull roughness over time up to any point in time or within a period. ｒ_a and a means for calculating the FIR ｒ_a From PIR ｒ_a and a means for obtaining PIR r_０ and P.I.R. ｒ_ａ By PIR ｒ The server 200 may further comprise a calculation means 210, i.e., a calculation device and a storage device accessible thereto that stores the program of the present invention (step 6), to calculate a PIR that reflects the estimated hull fouling over time up to an arbitrary point in time or within a period of time. ｆ_ａ Calculate the PIRｆ The device may further comprise means for determining:

[0145] 5 is a diagram showing an example of an "FIR calculation form" in a client terminal. This form calculates the FIR on the server side using the "second FIR calculation method" (Equations 4 to 12). ｒ_０ This corresponds to an embodiment in which the various information about the hull required for calculating the hull size is entered in a form.

[0146] "Rc" (average height of roughness curve elements at the initial stage of the hull) and "RSm" (wavelength parameter of roughness curve elements at the initial stage of the hull) are numerical values ​​used in Equation 5. For both Rc and RSm, numerical values ​​measured by a three-dimensional roughness meter (such as a laser displacement meter) can be input.

[0147] "Captain" is Rc, RSm and δs for each hull position ｒ This is a value used to estimate the FIR for each specific position and then integrate it by the area estimated from the "captain" or "captain." The captain can input a value that can be searched for via the Internet, etc.

[0148] The "reference velocity" is used in Equations 9 and 10, and is expressed as δs by Equation 11. ｒ is calculated, and then A is calculated using Equation 8. ｒ The reference speed is a value required to calculate the FIR. A value that can be analyzed by the AIS (Automatic Identification System) can be input as the reference speed. The reference speed is generally in the range of 0 to 30 knots (kt), and preferably in the range of 0 to 26 knots. The reference speed is ｒ_０ can be used to calculate the FIR ｒ_ａ can be used to determine by simulation (by referencing a database). ｒ_ａ When used to calculate the FIR, it may be used in the FIR calculation form or may be called up and used in the next PIR calculation form.

[0149] Other numerical values ​​related to the "second calculation method of FIR" (Equations 4 to 12), such as "C" (Equations 4 and 5), "τ" and "τ ０ ” (Formula 7), “ρ” (Formula 9), “ν” (Formula 10), “y ＋ " (Equation 11) and the like are preferably stored in advance in a storage device provided in the server 200 based on prior test results, etc., rather than being input into a form each time a simulation is performed, so that the calculation processing device can refer to and use the stored values ​​as needed.

[0150] Clicking the "BSRA Options" button will calculate the FIR using the "Second FIR Calculation Method" (Equations 4 to 12). ｒ_０ The "FIR calculation form" corresponding to the embodiment for calculating the FIR is calculated by the "first calculation method of FIR" (Equations 1 to 3). ｒ_０ It is possible to switch to the "FIR (BSRA) calculation form" corresponding to the embodiment for calculating the FIR (BSRA) or display it in a pop-up format.

[0151] FIG. 6 shows the FIR calculated by the "first FIR calculation method" (Equations 1 to 3). ｒ_０ 10 is a diagram illustrating an embodiment of a "Form for Calculating FIR (BSRA)" in a client terminal, corresponding to an embodiment for calculating FIR (BSRA).

[0152] "Captain" is L in Equation 1 ｗＬ The value is a value equivalent to the above, and a value that can be searched for on the Internet, etc. can be entered.

[0153] "k ｓ " in Formula 1 means "L ｗＬ " and "Re" (Reynolds number) together with "ΔC Ｆ " is a numerical value used to calculate k ｓ A value measured by a BSRA roughness meter or a three-dimensional roughness meter (such as a laser displacement meter) can be input.

[0154] The "reference velocity" is a numerical value corresponding to "v" (representative flow velocity) used to calculate Re in Equation 2, and a numerical value that can be analyzed by the AIS can be input.

[0155] By clicking the "Cancel BSRA Option" button, the FIR will be calculated using the "First FIR Calculation Method" (Equation 1 to Equation 3). ｒ_０ The "FIR calculation form" corresponding to the embodiment for calculating the FIR is used to calculate the FIR by the "second calculation method of FIR" (Equations 4 to 12). ｒ_０ Alternatively, the user can close the pop-up "FIR (BSRA) calculation form" by switching to the "FIR calculation form" corresponding to the embodiment for calculating the FIR (BSRA).

[0156] By inputting predetermined numerical values ​​into the input form shown in Figure 5 or 6 and then clicking the "Calculate FIR" button, the numerical data is transmitted to the server 200 via the network by the client terminal side transmitting / receiving means 115. The server 200, which has received the data by the server side transmitting / receiving means 215, executes the processing of the "Second Calculation Method of FIR" (Equations 4 to 12) or the "First Calculation Method of FIR" (Equations 1 to 3) of the program of the present invention (step 3a in Figure 3), and calculates the FIR. ｒ_０ In addition, the FIR when the input "reference speed" value is changed within a predetermined range (for example, 0 to 30 knots) is calculated. ｒ_０ and / or FIRs ｒ_ａ may be calculated by simulation. ｒ_０ and / or FIRs ｒ_ａ The data is transmitted to the client terminal 100 via the network by the server side transmitting / receiving means 215. The client terminal 100, which has received the data by the client side receiving means 115, outputs the FIR data to the output means 120, for example, on a display. ｒ_０ and / or FIRs ｒ_ａ The calculation results are displayed.

[0157] FIG. 7 shows the FIR ｒ_０ 10 is a diagram showing an example of a display screen of the calculation result of the FIR corresponding to the input reference speed of "12.5" knots. ｒ_０ (and / or FIR ｒ_ａ ) and FIR when the reference speed is varied in the range of 1 to 30 knots. ｒ_０ (and / or FIR ｒ_ａ) are also calculated and displayed in tables and graphs (continuous curves). ｒ_０ (and / or FIR ｒ_ａ ) to calculate the PIR.

[0158] PIR calculation form Fig. 8 shows an example of a "PIR calculation form" in a client terminal. This embodiment is based on the FIR calculation form on the server side. ｒ＿０ and F.I.R. ｒ＿ａ From PIR respectively ｒ_０ and P.I.R. ｒ_ａ (Equations 14 to 15) and based on them, PIR ｒ On the other hand, ｆ PIR is calculated by the first calculation method (Equations 17 to 19) ｆ Calculate the PIR ｒ and P.I.R. ｆ Adding these together gives PIR ａ This corresponds to an embodiment in which the information on the hull, the information on operation information, and the information on the antifouling paint product required for this embodiment can be used by inputting it into a form or by referring to a database. The calculated PIR ａ Finally, the FOC is calculated (Equations 22 to 25). If necessary, a check box is provided for estimating the CII rating from the calculated FOC (Equations 26 to 29).

[0159] - Ship information "Ship type" and "size" are items related to Equations 26 to 29 used to estimate the CII rating. "Ship type" can be selected from (1) bulk carrier, (2) container ship, (3) tanker, (4) general cargo ship, (5) refrigerated cargo ship, (6) combination carrier, (7) LNG carrier, (8) gas carrier (LPG / CNG), (9) Ro-ro cargo ship, (10) vehicle carrier, (11) Ro-ro passenger ship (RO-PAX ferry), and (12) cruise passenger ship. For "Size," enter GWT (deadweight tonnage) when the "Ship Type" is one of the above (1) to (8), and enter GT (gross tonnage) when the "Ship Type" is one of the above (9) to (12). If there is no need to estimate the CII rating, you can omit entering "Ship Type" and "Size."

[0160] - Operational information for the reference year "Fuel type" is an item related to Formula 25 (t-Fuel) used to calculate FOC, and can be selected from (1) Heavy Fuel Oil, (2) Light Fuel Oil, (3) Diesel / Gas Oil, (4) LPG (Propane), (5) LPG (Butane), (6) LNG, (7) Methanol, and (8) Ethanol.

[0161] The "fuel consumption amount" (MT / day) and the "number of operating days" (days / year) are values ​​related to Formula 23 used to calculate the FOC, and values ​​that can be understood by the ship operator (ship owner), etc. can be input.

[0162] "Nautical distance" (NM (nautical miles) / year) is a value related to Formula 26 used to estimate the CII rating, and a value that can be determined by the ship operator (ship owner), etc., can be input. If there is no need to estimate the CII rating, input of "Nautical distance" can be omitted.

[0163] "Number of years elapsed" (years since delivery or last full blast) is a value related to Equation 24 (number of months elapsed) used to calculate FOC, and a value that can be determined by the ship operator (ship owner), etc. can be entered.

[0164] - Antifouling paint product information "Service life" is a value related to the "benchmark period" and "evaluation period" in Equation 23 used to calculate FOC. The "service life" can be set according to the type of antifouling paint and the application method, and can be set within the range of 1 to 5 years, for example, 5 years.

[0165] For example, the "painted area" can be input by dividing the hull into a flat bottom (FB), vertical (VB), and waterline (BT) section. As described above as a preferred embodiment of the FIR, when the hull is divided as above and the FIR of the entire hull is calculated, the input painted area of ​​each section can be used.

[0166] The paints to be used in the simulation can be selected and input for each hull portion as "conventional antifouling paint" and "new antifouling paint." The type of antifouling paint is not particularly limited, and various known antifouling paints and commercially available antifouling paints can be selected. Examples include various silicone elastomer-based paints, metal (zinc) acrylic polymer-based hydrolysis-type antifouling paints, silyl methacrylate polymer-based hydrolysis-type antifouling paints, low-VOC special polyester polymer-based hydrolysis-type antifouling paints, and self-polishing antifouling paints. The "conventional antifouling paint" can be selected from the paint currently applied to the hull being simulated. The "new antifouling paint" can be selected from antifouling paints that have properties that can improve fuel consumption and CII rating compared to the "conventional antifouling paint." The "conventional antifouling paint" and the "new antifouling paint" can each be classified into three categories, such as economy grade (products that emphasize economy), middle grade (market average products), and high grade (high-performance products), and the paint can be selected from among these three.

[0167] Other values ​​and information related to the calculation of FOC and the estimation of CII ratings, such as "Form Factor" (Equation 14 to Equation 16), "AveSL" and "AvePIR" (Equation 17 to Equation 19), "t-CO ２ " and "t-Fuel" (Equation 25), "z" (Equation 27), "a" and "b" (Equation 28), etc. are preferably stored in advance in a storage device provided in the server 200 based on previous test results, etc., rather than being input into a form each time a simulation is performed, so that the calculation processing device can refer to and use them as needed. In particular, for various "conventional antifouling paints" and "new antifouling paints," ｒ＿ａ and F.I.R. ｆ＿ａ It is important to store information about how the value changes over time in a storage device provided in the server 200 in advance so that it can be used when implementing the present invention.

[0168] 8, by clicking the "Calculate PIR" button after inputting predetermined numerical values ​​or information, the numerical value and information data is transmitted to the server 200 via the network by the client terminal side transmitting / receiving means 115. The server 200, which has received the data by the server side transmitting / receiving means 215, calculates the "PIR" of the program of the present invention by the arithmetic processing means 210. ｒ_０ and P.I.R. ｒ_ａ (Equation 14 to Equation 15) (steps 3b and 4b in FIG. 3) to calculate the PIR. ｒ_０ and P.I.R. ｒ_ａ Calculate the PIR ｒ (Equation 13, step 5 in FIG. 3) is executed. The inputted numerical values ​​and numerical data relating to the "antifouling paint product information" are also transmitted to the server 200 via the network by the client terminal side transmitting / receiving means 115. The server 200, which has received the data by the server side transmitting / receiving means 215, executes the calculation process of the "PIR ｆ First calculation method of "(Equation 17 to Equation 19)" ｆ "Second calculation method" or "PIR ｆ The third calculation method of PIR ｆ_ａ That is, PIR ｆ Next, the PIR calculated by these processes is ｒ and P.I.R. ｆ Adding these together gives PIR ａ Finally, the PIR is calculated (Equation 13, step 1 in FIG. 3). ａ The FOC is calculated based on the above, and a CII rating is estimated as necessary. The FOC and CII rating data are transmitted to the client terminal 100 via the network by the server-side transmitting / receiving means 215. The client terminal 100 receives the data via the client-side receiving means 115 and displays the simulation results of the FOC and CII rating on a display, for example, by the output means 120.

[0169] 9 is a schematic diagram showing an embodiment of a display screen for the simulation results of FOC and CII ratings. In this embodiment, along with (a) FOC and (b) number of days in operation, the simulation results are shown for four conditions: (c) spot blasting followed by painting with a conventional antifouling paint, (d) spot blasting followed by painting with a new antifouling paint, (e) full blasting followed by painting with a conventional antifouling paint, and (f) full blasting followed by painting with a new antifouling paint. The simulation results also show comparisons of hull roughness factors (FIR, Form Factor, PIR) and hull fouling factors (fouling factors: average speed loss, average PIR). The power reduction rate (PRR) is also shown as (g), (h), and (i), respectively, for the PRR of condition (d) relative to condition (c), the PRR of condition (e) relative to condition (c), and the PRR of condition (f) relative to condition (c). The initial performance simulation shows the initial FOC immediately after dry-docking, and the long-term performance simulation shows the FOC from 1 to 5 years in a table and graph. Furthermore, based on the results of these FOC simulations, the CII rating is shown on a five-point scale from A (good) to E (poor). Finally, the total fuel consumption, total fuel consumption reduction, and total carbon dioxide emission reduction over the ship's service life (5 years) are shown.

[0170] Such simulation results can be used as information for making decisions for the next dry dock, such as whether to change the type of antifouling paint or perform full blasting, for checking the CII rating one to five years from now and for taking measures, for reviewing operating conditions, etc. This information is also transmitted to the client terminal 100 via the network by the server-side transmitting / receiving means 215, and the client terminal 100, which receives the data by the client-side receiving means 115, can display it by the output means 120.

[0171] The system of the present invention may be an embodiment in which a single entity prepares (creates, temporarily receives, etc.) the client terminals and server, or an embodiment in which multiple entities prepare the client terminals and server. For example, the entity that prepares the client terminals (e.g., downloads the client terminal program of the present invention via a network and records it on a computer-readable recording medium provided with the client terminal) and then uses them, either independently or in response to a request or recommendation from a server preparer, may be different from the entity that prepares the server (e.g., creates the server program of the present invention and records it on a computer-readable recording medium provided with a rented server), recruits client terminal users through publicity, advertising, etc., or encourages customers to use the client terminal. The system of the present invention can be produced (constructed) regardless of whether the client terminal and server preparers are the same or different. Furthermore, the server preparer can become the producer of the system of the present invention by creating the client program and having the client terminal preparer download it over the network.

Claims

1. Power increase rate due to hull roughness (PIR) at any time or period ｒ ) and the horsepower increase rate due to hull fouling (PIR ｆ estimating a fuel consumption and / or CII rating of a ship taking into account the separately determined PIR ｒ and the PIR ｆ The total horsepower increase rate (PIR) is calculated by adding ａ ) and then the total horsepower increase rate (PIR ａ and finally estimating fuel consumption and / or CII rating based on the calculated fuel consumption and / or CII rating.

2. The PIR ｒ is the initial frictional resistance increase rate (FIR) calculated based on the measured or estimated value of the hull roughness. ｒ_０ ) obtained from the initial horsepower increase rate (PIR) ｒ_０ ) and the frictional resistance increase rate (FIR) that estimates and reflects the change in the hull roughness over time up to the arbitrary time point or within the period. ｒ_ａ ) obtained from the power increase rate over time (PIR) ｒ_ａ The simulation method according to claim 1 , wherein 3. The PIR ｆ The time-dependent horsepower increase rate (PIR) is calculated by estimating and reflecting the time-dependent hull fouling up to the arbitrary time point or within the period. ｆ_ａ 3. The simulation method according to claim 1, wherein:

4. The initial friction resistance increase rate (FIR) due to hull roughness ｒ_0 ) and the frictional resistance increase rate over time (FIR ｒ_a 4. The simulation method according to claim 1, wherein the coefficient of friction coefficient (ρ) is calculated by Townsin's formula of ITTC 1978.

5. Initial friction resistance increase rate (FIR) due to hull roughness ｒ_0 ) and the frictional resistance increase rate over time (FIR ｒ_a ) is the viscous bottom layer thickness (δs) related to the hull roughness ｒ ) the projected area of ​​the exposed roughness (A ｒ The simulation method according to any one of claims 1 to 4, wherein the calculation is based on 6. The forward projection area (A ｒ 6. The simulation method according to claim 5, wherein the roughness parameter (RSm) is calculated based on at least a height parameter (R) and a wavelength parameter (RSm) of the hull roughness.

7. Viscous bottom layer thickness (δs) related to the hull roughness ｒ ) used to calculate the wall friction length (l τ The magnitude of the frictional resistance increase rate (FIR) obtained in the frictional resistance range of at least two arbitrary frictional resistance tests was calculated. ｒ _ ｂ ) and exposed roughness projected area (A ｒ 7. The simulation method according to claim 6, wherein the change is made according to a correlation between the 8. Viscous bottom layer thickness (δs) related to the hull roughness ｒ 7. The simulation method according to claim 6, wherein the friction resistance value is changed according to the friction resistance value at each position.

9. Horsepower increase rate due to hull fouling (PIR) ｆ 9. The simulation method according to claim 1, wherein the average speed loss (AveSL) or the average horsepower increase rate (AvePIR) is calculated based on the average speed loss (AveSL) or the 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 according to the fouling risk (FR) of the waterway in which the ship navigates.

11. The rate of increase in horsepower over time due to the hull fouling (PIR) ｆ_ａ 11. The simulation method according to claim 1, wherein the calculated value of the estimated height of the contaminated object shape and the contaminated area is calculated using Townsin's formula of ITTC 1978.

12. The rate of increase in horsepower over time due to the hull fouling (PIR) ｆ_ａ ) is the estimated height, wavelength, and viscous sublayer thickness (δs) for the fouling object. ｆ ) the projected area (A ｆ ) and calculated based on the friction resistance increase rate (FIR) ｆ_ａ 12. The simulation method according to claim 1, wherein the calculation is based on the following:

13. Viscous sublayer thickness (δs) for the fouling object ｆ ) used to calculate the wall friction length (l τ The magnitude of the frictional resistance increase rate (FIR) obtained in the frictional resistance range of at least two arbitrary frictional resistance tests was calculated. ｆ _ ｂ ) and exposed roughness projected area (A ｆ 13. The simulation method according to claim 12, wherein the change is made according to a correlation between the 14. Power increase rate due to hull roughness (PIR) at any two or more points in time or for any period ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ 14. The simulation method according to claim 1, further comprising the step of estimating fuel consumption and / or CII rating taking into account:

15. For two or more hydrolytic antifouling paints or other hull roughness or hull fouling conditions, the power increase ratio (PIR) ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ 15. The simulation method according to claim 1, further comprising the step of estimating fuel consumption and / or CII rating taking into account:

16. A simulation method according to any one of claims 1 to 15, comprising the step of presenting recommendations from among two or more hydrolytic antifouling paints or other conditions relating to hull roughness or hull fouling.

17. Power increase rate due to hull roughness (PIR) at any time or period ｒ ) and the horsepower increase rate due to hull fouling (PIR ｆ A program for causing a computer to execute a simulation method for simulating the fuel consumption and / or CII rating of a ship, taking into account the horsepower increase rate (PIR) due to the hull roughness, which is calculated separately. ｒ ) and the horsepower increase rate due to the hull fouling (PIR ｆ ) and total horsepower increase rate (PIR) ａ ) and a process of obtaining the total horsepower increase rate (PIR ａ and estimating fuel consumption and / or CII rating based on the estimated fuel consumption and / or CII rating.

18. Horsepower increase rate due to hull roughness (PIR) ｒ ) is calculated based on the measured or estimated value of the hull roughness. ｒ_０ ) and a process of calculating the initial frictional resistance increase rate (FIR ｒ_０ ) to the initial horsepower increase rate (PIR ｒ_０ ) and a process of obtaining a frictional resistance increase rate (FIR) that estimates and reflects the change in the hull roughness over time up to the arbitrary time point or within the period. ｒ_a ) and a process of calculating the frictional resistance increase rate over time (FIR ｒ_ａ ) to the horsepower increase rate over time (PIR) ｒ_ａ ) and a process of obtaining the initial horsepower increase rate (PIR) ｒ_０ ) and the horsepower increase rate over time (PIR ｒ_ａ ) by the PIR ｒ The program according to claim 17, further comprising a configuration for causing a computer to execute the steps of:

19. Horsepower increase rate due to hull fouling (PIR) ｆ In order to calculate the power increase rate (PIR) over time, the power increase rate (PIR) is calculated by estimating and reflecting the hull fouling over time up to the given time point or within the given period. ｆ_ａ ) and calculate the horsepower increase rate (PIR) due to the hull fouling. ｆ 19. The program according to claim 17 or 18, further comprising a configuration for causing a computer to execute the process of:

20. Power increase rate due to hull roughness (PIR) at any two or more points in time or for any period ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ 20. The program according to claim 17, further comprising a configuration capable of estimating fuel consumption and / or CII rating taking into account the above.

21. For two or more hydrolytic antifouling paints or other hull roughness or hull fouling conditions, the power increase ratio (PIR) ｒ ) and horsepower increase rate due to hull fouling (PIR ｆ 21. The program according to claim 17, further comprising a configuration capable of estimating fuel consumption and / or CII rating taking into account the above.

22. The program according to any one of claims 17 to 21, including a configuration capable of presenting recommendations from among two or more hydrolytic antifouling paints or other conditions related to hull roughness or hull fouling, based on the estimated results of the fuel consumption and / or CII rating.

23. A program for causing a server to execute the program set forth in any one of claims 17 to 22, and for causing the server to execute the program on a client terminal connected to the server via a network, the program including a configuration for causing a computer to execute the following processes: a process for transmitting data on measured or estimated values ​​of hull roughness from the client terminal to the server; and a process for receiving the resulting data calculated, obtained, determined or estimated by the server and displaying it on the client terminal.

24. A computer-readable recording medium on which the program according to any one of claims 17 to 22 is persistently recorded.

25. A computer-readable recording medium on which the program according to claim 23 is persistently recorded.

26. Using a client terminal and a server connected to each other via a network, the horsepower increase rate (PIR) due to hull roughness can be calculated at any time or period. ｒ ) and the horsepower increase rate due to hull fouling (PIR ｆ ) and the hull roughness, and the server is provided with: a means for transmitting data of at least a measured or estimated value of the hull roughness to the server; and a means for receiving and displaying data of the result calculated, obtained, determined or estimated by the server; and the server is provided with: a horsepower increase rate (PIR) due to the hull roughness that is separately determined. ｒ ) and the horsepower increase rate due to the hull fouling (PIR ｆ ) and total horsepower increase rate (PIR) ａ means for obtaining the total horsepower increase rate (PIR); ａ and means for estimating fuel consumption and / or CII rating based on the data; wherein a simulation is performed by the server in response to transmission of the data from the client terminal, and a result of the simulation is displayed on the client terminal.

27. The server calculates the initial frictional resistance increase rate (FIR) based on the measured or estimated data of the hull roughness received from the client terminal. ｒ_０ means for calculating the initial frictional resistance increase rate (FIR); ｒ_０ ) to the initial horsepower increase rate (PIR r_０ and a means for obtaining a frictional resistance increase rate (FIR) that estimates and reflects the change in the hull roughness over time up to the arbitrary time point or within the period. ｒ_a means for calculating the frictional resistance increase rate over time (FIR); ｒ_a ) to the horsepower increase rate over time (PIR) ｒ_a means for obtaining the initial horsepower increase rate (PIR); r_０ ) and the horsepower increase rate over time (PIR ｒ_ａ ) by the horsepower increase rate due to hull roughness (PIR) ｒ 27. The system of claim 26, further comprising: means for determining:

28. Power Increasing Rate (PIR) reflecting estimated hull fouling over time up to the aforementioned point in time or during the aforementioned period. ｆ_ａ ) and calculate the horsepower increase rate (PIR) due to the hull fouling. ｆ 28. The system of claim 26 or 27, further comprising: means for determining:

29. A system according to any one of claims 26 to 28, wherein data specifying any two or more points in time or any two or more periods is sent from the client terminal to the server, the server executes the simulation for any two or more points in time or periods in response to the data, and the results of the simulation are displayed on the client terminal.

30. A system according to any one of claims 26 to 29, wherein data specifying two or more hydrolyzable antifouling paints or other conditions relating to hull roughness or hull fouling is transmitted from the client terminal to the server, the server executes the simulation for two or more hydrolyzable antifouling paints or other conditions relating to hull roughness or hull fouling in accordance with the data, and the simulation results are displayed on the client terminal.

31. A system according to any one of claims 26 to 30, wherein the server presents recommendations from among two or more hydrolytic antifouling paints or other conditions related to hull roughness or hull fouling based on the estimated results of the fuel consumption and / or CII rating, and the simulation results including the recommendations are displayed on the client terminal.

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

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

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