MUTANTINUS 20210214057A1( 19 ) United States( 12 ) TSUJIMOTO
Patent Application Publication ( 10 ) Pub. No .: US 2021/0214057 A1(43 ) Pub. Date :( 54 ) EVALUATION METHOD OF SHIP

Publication Classification

PROPULSIVE PERFORMANCE IN ACTUAL
SEAS , EVALUATION PROGRAM OF SHIPPROPULSIVE PERFORMANCE IN ACTUAL
SEAS AND EVALUATION SYSTEM OF SHIPPROPULSIVE PERFORMANCE IN ACTUAL
SEAS( 71 ) Applicant: NATIONAL INSTITUTE OF
MARITIME , PORT AND AVIATIONTECHNOLOGY, Tokyo (JP)( 72 ) Inventor: Masaru TSUJIMOTO , Mitaka - shi ( JP )( 73 ) Assignee : National Institute of Maritime , Portand Aviation Technology , Tokyo (JP)( 21 ) Appl . No .:17/054,944
May 14 , 2019
PCT / JP2019 /019144( 22 ) PCT Filed :(86) PCT No .:$ 371 (c ) ( 1 ) ,Dec. 17 , 2020
( 2 ) Date :Foreign Application Priority Data
( 30 )
2018-093146
May 14 , 2018 ( JP )2018-227939
Dec. 5 , 2018 ( JP )(51 ) Int. Ci .

Shi xouts
Extol LOK :76 ,wirk , si : a .,W ::( 2006.01 )( 2006.01 )B63B 79/30
B63B 79/15
B63H 21/12(2006.01 )(2006.01 )B63H 21/21(52 ) U.S. CI .
???

B63B 79/30 (2020.01 ) ; B63B 79/15( 2020.01 ) ; B63H 2021/216 ( 2013.01 ) ; B63H
21/21 (2013.01 ) ; B63H 21/12 (2013.01 )( 57 )

ABSTRACT

Objects of the present invention are provide as evaluation
method of ship propulsive performance in actual seas , anevaluation program of ship propulsive performance in actualseas and an evaluation . system of ship propulsive perfor
mance in actual seas capable of precisely evaluating ship
propulsive performance in actual seas on the same scale also

before the ship sails for example. As solving means of theobjects, a standard sailing model 2 of the ship in actual seas
is set , a sailing condition of the ship and a ship condition of
the ship are input to the standard sailing model 2 , thestandard sailing model 2 into which the sailing condition andthe ship condition are input and the ship condition are
applied to a previously verified calculating method 1 of ship
performance is actual seas , and ship propulsive performancein actual seas is evaluated .

Candora** Ship 1000m

Jul . 15 , 2021

in>>via 31

OKO 078 40** 0exc :: i : in
1:00 02 : 1 : 1. W
2100ding

Ger
KcXctively 3:16 .

?:::: c:: :::WeI:ao , L. Her Vauc , * 316 04 :** 30* 20.6412083.2011
Xitzat sota

16 Wile taking a101 30112

övzning into consideration

5

Patent Application Publication

US 2021/0214057 A1

Jul . 15 , 2021 Sheet 1 of 9

Fig. 1

input

ste.zutsandmorotpaeo 2106$7var9x3012072382

2

period+20 1??

L,dwuxildnotidsr

zal doxa

Patent Application Publication

Jul . 15 , 2021 Sheet 2 of 9

US 2021/0214057 A1

Fig. 2

Limit by over load protection

Limit by mean effective pressure?

Setting Ng
20

Patent Application Publication

Jul . 15 , 2021 Sheet 3 of 9

US 2021/0214057 A1

Fig .3

cmaleu tnisg dmeriavnsg
minepuatnisg msetainsg
sinapofBervcyohfltuaimsenpvocl

MW

w

MW

Patent Application Publication

US 2021/0214057 A1

Jul . 15 , 2021 Sheet 4 of 9

Fig.4

Standard sailing model setting

}
3

{
w

w

M

M

WW

$ 21

life cycle rain engine fastPatent Application Publication

Jul . 15 , 2021 Sheet 5 of 9

US 2021/0214057 A1

Fig. 5

S4

***s

2
se
-

I

.
2

A

%
53

in
270
<

H
I

Patent Application Publication

Jul . 15 , 2021 Sheet 6 of 9

US 2021/0214057 A1

Fig .6

consumpti

van i

121 2

caluting

w

120

imnpeatinsg . .
/1@Ut0a4Tu30lM2a8**

Patent Application Publication

Jul . 15 , 2021 Sheet 7 of 9

US 2021/0214057 A1

Fig. 7

providng
70BXORX0D

04
112
2
7

Storing calu ting

1

XG9$UOI2ADT0UZOTD

i03g0eW
.
:

}

Y

.

:

O10MTRON 091.bDOuCrTPnUgS List

We
6

Patent Application Publication

Jul . 15 , 2021 Sheet 8 of 9

US 2021/0214057 A1

Fig . 8

150

ww

210

chargins?
7

caluting

ating

12

Idtenziavrnxso

isornetwork

192

M

AX

w

dSailtnag

oyhat3nui8
120

entio

csDoenhdigtpoend .

o

180
1

Patent Application Publication

US 2021/021405741

Jul . 15 , 2021 Sheet of 9

Fig . 9

M.

W

w

W

PP

w

?
?
}

$ 31

?

06
?

?

}

? ??

[

? ????
( condition.

. *** ..*?

?? ? ?? ?

consumption Indexw

wwwUS 2021/0214057 A1

Jul. 15 , 2021
1

EVALUATION METHOD OF SHIP

PRIOR ART DOCUMENTS

PROPULSIVE PERFORMANCE IN ACTUAL
SEAS , EVALUATION PROGRAM OF SHIPPROPULSIVE PERFORMANCE IN ACTUAL

Patent Documents

SEAS AND EVALUATION SYSTEM OF SHIPPROPULSIVE PERFORMANCE IN ACTUAL
SEAS[Patent Document 1 ] Japanese Patent Application Laid -open

No. 2009-286230[Patent Document 2 ] Japanese Patent Application Laid -open
No. 2007-296929

TECHNICAL FIELD[ 0001 ] The present invention relates to an evaluation
method of ship propulsive performance in actual seas , anevaluation program of ship propulsive performance in actualseas and an evaluation system of ship propulsive perfor
mance in actual seas for evaluation ship propulsive perfor
mance in actual seas .

[ Patent Document 3 ] Japanese Patent Application Laid - open

No. 2018-34585[Patent Document 4 ] Japanese Translation of PCT

International Application, Publication No. 2015-526778
SUMMARY OF THE INVENTION

Problem to be Solved by the Invention
BACKGROUND TECHNIQUE[ 0002 ] Evaluation of propulsive performance of a ship is
made by estimation based on a tank test by a model ship , orbased on ascertainment of sea trial in a relatively calm
weather /marine weather condition .

[ 0003 ] However, a ship navigates in actual seas having

waves , wind , ocean current, tidal current and the like.

Propulsive performance of a ship is deteriorated by waves
and wind , aging deterioration varied with time ( evaluation
period ). Hence, a gap is observed between evaluated pro
pulsive performance and the attained performance in actual
operating condition.
[ 0004 ] To reduce the gap between the evaluated propul
sive performance and performance in actual operating con
dition , it is preferable to evaluate propulsive performance in
actual seas . However, in an actual operating condition , there
are problems that weather /marine weather condition such as
waves and wind are always varied , weather /marine weather
conditions are varied per a ship route, a displacement/ atrim / the main engine revolution are varied per voyage ,property of fuel of marine which is mainly used in ships isvaried widely (about 20 % in density) , and a driving condition of the main engine and a ship condition are varied withtime , and there is no means for fuel oil evaluation propulsive

performance in actual seas .

[ 0005 ] Here, patent document 1 discloses a sailing support
system of a ship which estimates ship performance in actualseas and feeds back the estimated information to an actual
sailing based on data of a sailing monitoring system .
[ 0006 ] Patent document 2 discloses a performance evalu
in each voyage using sailing data of a voyage information
file and basic information which is inherent to a ship .
[ 0007] Patent document 3 discloses a calculator systemation system of ship for evaluation performance of a ship

which analyzes propulsive performance of a ship based ona data group recorded when a ship sails in actual seas .
[ 0008 ] Patent document 4 discloses a method for forming
a simulation model itself which predicts performance of aship to minimize a fuel consumption and for improving
performance of the ship using the formed model.

[ 0009 ] According to patent document 1 , since the ship
performance in actual seas is estimated, a sailing conditionof an individual target ship is monitored in real time by asailing monitoring system . Therefore, propulsive perfor
mance in actual seas cannot be evaluated before the ship
sails .
[ 0010 ] According to patent document 2 , sailing data of aship is accumulated, and propulsive performance of the ship
is evaluated based on the accumulated sailing data . Therefore, propulsive performance in actual seas cannot be evalu
ated before the ship sails .
[ 0011 ] According to patent document 3 , propulsive performance of a ship is analyzed based on a data group whichis recorded when the ship sails in actual seas . Therefore ,propulsive performance in actual seas cannot be evaluatedbefore the ship sails .
[ 0012 ] According to patent document 4 , a new dynamic
input data set which is to be used in a model using ameasurement result collected using a shipboard sensor dur
ing operation of a ship . Therefore, propulsive performancein actual seas cannot be evaluated precisely before the ship
sails .
[ 0013 ] Hence, it is an object of the present invention toprovide an evaluation method of ship propulsive perfor
mance in actual seas , an evaluation program of ship propul
sive performance in actual seas and an evaluation system ofship propulsive performance in actual seas capable of precisely evaluating ship propulsive performance in actual season the same scale also before the ship sails for example.
Means for Solving the Problem[ 0014 ] In an evaluation method of ship propulsive perfor
mance in actual seas according to claim 1 , a standard sailingmodel of the ship is set , a sailing condition of the ship anda ship condition of the ship are input to the standard sailingmodel, the standard sailing model to which the sailingcondition and the ship condition are input, and the shipcondition are applied to previously verified calculating

method of ship performance in actual seas , and ship pro
pulsive performance in actual seas is evaluated .
[ 0015 ] According to the invention described in claim 1 ,ship propulsive performance in actual seas can be evaluatedalso before the ship sails for example . Further, it is possible
to precisely evaluate the ship propulsive performance in
actual seas by using a previously verified the calculating

Jul . 15 , 2021

US 2021/0214057 A1
2

method of ship performance in actual seas , and it is possible
to evaluate ships under the same condition and with the same
precision , and it is possible to compare objectively forexample.
[ 0016 ] In an invention described in claim 2 , a weather /marine weather condition is input to the standard sailingmodel as the sailing condition, and ship propulsive perfor
mance in actual seas is evaluated using the standard sailingmodel into which the weather /marine weather condition is

input.

[ 0017] According to the invention described in claim 2 ,for example, when weather /marine weather in accordancewith a ship route as a sailing condition is not incorporated,or when a target ship has a sailing policy to navigate while
avoiding weather /marine weather which is anticipated to beworse , it is possible to make evaluation which is tailored toreality of the situation by inputting an arbitrary weather /marine weather condition .

[ 0018 ] In an invention described in claim 3 , the method

includes a standard sailing model setting step for setting thestandard sailing model , a condition inputting step for selecting a ship route, setting a loading condition , setting anevaluation period as sailing conditions, and inputting theship condition , a ship response calculating step for applying,
to the calculating method of ship performance in actual seas ,at least one of an external force condition acting on a shipcaused by weather/marine weather which differs depending
upon the ship route, the external force condition of the ship
which differs depending upon the loading condition , and adriving condition of the ship , as well as at least one ofchange of the external force condition caused by the evalu
ation period, and change of the driving condition , thereby
calculating ship response, and a fuel consumption index
deriving step for deriving an index concerning fuel con
sumption of the ship based on a calculation result of the ship
response and an operation mode of a main engine , whereinship propulsive performance in actual seas is evaluated .
[ 0019 ] According to the invention described in claim 3 , itis possible to evaluate propulsive performance while taking,into consideration, weather marine/
weather which isencountered by the ship in actual seas , an external force
condition and a driving condition of ship which are different

depending upon loading conditions of ships , and change ofthe external force condition and the driving condition of theship. Therefore, it is possible to precisely evaluate the ship
propulsive performance in actual seas before the ship sails
for example . Further, it is possible to precisely evaluate theship propulsive performance in actual seas as an index
concerning fuel consumption , and it is possible to evaluate
the fuel consumptions of ships under the same condition andwith the same precision , and compare objectively forexample.
[ 0020 ] In an invention described in claim 4 , the weather /marine weather which differs depending upon the ship routeis used by setting occurrence probability with respect to theweather /marine weather which corresponds to the selected
ship route .

[ 0021 ] According to the invention described in claim 4 ,the propulsive performance can be evaluated under a con
dition close to the actual operating condition by setting
occurrence probability of the weather /marine weather.
[ 0022 ] In an invention described in claim 5 , an aging
deterioration rate including biological fouling of the ship ora propeller which differ depending upon the evaluation

period is used as change of the external force condition andthe driving condition caused by the evaluation period .
[ 0023 ] According to the invention described in claim 5 ,aging deterioration of a ship’s hull and a propeller caused bybiological fouling is incorporated into a condition by using
an aging deterioration rate including the biological fouling,

and it is possible to evaluate propulsive performance undera condition which is closer to the actual operating condition .
[ 0024 ] The aging deterioration rate including the biologi
cal fouling includes all of parameter values of aging deterioration related to aging deterioration including the biologi
cal fouling, such as slimes and marine organisms adhered toa ship’s hull and a propeller, generation of rust and boss , andincrease of friction resistance of the ship's hull caused bydeterioration of a coating film and reduction of propulsion
force and efficiency of a propeller.
[ 0025 ] In an invention described in claim 6 , a deterioration
rate of a driving system which drives the ship and which
differs depending upon the evaluation period is used aschange of the driving condition caused by the evaluation
period.
( 0026 ] According to the invention described in claim 6 ,aging deterioration of the driving system is incorporated into
the condition by using a deterioration rate of the driving
system , and it is possible to evaluate the propulsive perfor
mance under a condition which is closer to the actual
operating condition .
[ 0027] The deterioration rate of a driving system includes
all of parameter values related to a deterioration rate which
is different depending upon an evaluation period such as
wear and damage of a main engine , an air supply andexhaust system , a fuel supply system , a power transmission
system and a propeller.
[ 0028 ] In an invention described in claim 7 , an operation
mode of the main engine is based on the driving condition
which is set per the loading condition .
[ 0029 ] According to the invention described in claim 7 ,the operation mode of the main engine caused by a trim anda draft which is different depending upon a loading condition
can be set as the driving condition . Therefore , the operation
mode of the main engine can be brought into a condition
which is closer to the actual operating condition .
[ 0030 ] In an invention described in claim 8 , operation
mode of the main engine and a governor which relate to an
operation mode of the main engine are set in the condition
inputting step

[ 0031 ] According to the invention described in claim 8 ,the propulsive performance can be evaluated under a con
dition which is closer to the actual operating condition by

setting the operation mode of the main engine and thegovernor such as an operating position of the main engine

related to the operation mode of the main engine in actualseas .
[ 0032 ] In a main engine which burns fuel, the governor
corresponds to a mechanical governor or an electronic

governor, and in a main engine which uses electricity, thegovernor corresponds to an inverter or voltage adjustingmeans .
[ 0033 ] In an invention described in claim 9 , to derive an
index concerning the fuel consumption of the ship , a stan
dard specific fuel consumption or a specific fuel consump
tion which is input in the condition inputting step are used .
[ 0034 ] According to the invention described in claim 9 ,since evaluation can be made under the same condition , aJul . 15 , 2021

US 2021/0214057 A1
3
difference caused by fuel quality does not affect the evalu

ation and it is possible to make evaluation only by ship
propulsive performance. Further, it is possible to makeevaluation also based on an input of specific fuel consump
tion which is different from a standard specific fuel con
sumption .

[ 0035 ] In an invention described in claim 10 , life cycle

main engine fuel consumption which is based on a total fuelconsumption of the main engine for a long period of the ship
is derived as the index concerning the fuel consumption.
[ 0036 ] According to the invention described in claim 10 ,propulsive performance when a ship is operated for a long
period from several years to several decades can appropri
ately be evaluated before operation is started for example. A
life cycle may be a period from actual service to docking, aperiod from docking to next docking , or a period during
which multiple dockings are assumed .
[ 0037] In an evaluation program of ship propulsive performance in actual seas corresponding to claim 11 , a com
puter is made to read the input of the condition inputting stepin the evaluation method of ship propulsive performance in
actual seas , the computer is made to execute the ship
response calculating step and the fuel consumption index
deriving step , and the computer is made to execute an index
outputting step for outputting the index concerning the fuelconsumption.

[ 0038 ] According to the invention described in claim 11 ,it is possible to evaluate propulsive performance while
taking , into consideration, weather /marine weather which isencountered by the ship in actual seas , an external force
condition and a driving condition of ship which are different

depending upon loading conditions of ships , and change ofthe external force condition and the driving condition ofthese ships . Therefore, it is possible to provide a program
which precisely evaluates the ship propulsive performancein actual seas before the ship sails for example, and which
outputs an index concerning the fuel consumption . Further,
it is possible to precisely evaluate the ship propulsive
performance in actual seas as an index concerning fuelconsumption, and it is possible to evaluate the fuel con
sumptions of ships under the same condition and with thesame precision , and compare objectively for example.
[ 0039 ] In an invention described in claim . 12 , life cycle

main engine fuel consumption which is based on a total fuelconsumption of a main engine for a long period of the ship
is output as the index concerning the fuel consumption in theindex outputting step.
[ 0040 ] According to the invention described in claim 12 ,propulsive performance when a ship is operated for a long
period from several years to several decades can appropri
ately be evaluated before sailing for example .
[ 0041 ] In an invention described in claim 13 , at least a
condition which is input in the condition inputting step is
output in the index outputting step together with the index
concerning the fuel consumption .
[ 0042 ] According to the invention described in claim 13 ,it becomes easy to consider based on what condition theindex concerning the fuel consumption is obtained .
[ 0043 ] In an evaluation system of ship propulsive perfor
mance in actual seas corresponding to claim 14 includes
standard sailing model setting means for setting a standard
sailing model of the ship in actual seas , condition inputtingmeans for selecting a ship route, setting a loading condition ,setting an evaluation period as sailing conditions, and input

ting a ship condition , ship response calculating means for
applying the calculating method of ship performance in
actual seas , at least one of an external force condition acting
on a ship caused by weather /marine weather which differs

depending upon the ship route , the external force conditionof the ship which differs depending upon a loading condition , and a driving condition of the ship , as well as at least
one of change of the external force condition caused by theevaluation period, and change of the driving condition ,thereby calculating ship response , a fuel consumption index
deriving means for deriving an index concerning fuel con
sumption of the ship based on a calculation result of the ship
response and an operation mode of a main engine , and fuelconsumption index outputting means for outputting theindex concerning the fuel consumption .
[ 0044 ] According to the invention described in claim 14 ,it is possible to provide the system which evaluates propul
sive performance while taking into consideration, weather/marine weather which is encountered by the ship in actualseas , an external force condition and a driving condition ofship which are different depending upon loading conditionsof ships , and change of the external force condition and thedriving condition of the ship . Therefore, it is possible toprecisely evaluate the ship propulsive performance in actualseas before the ship sails for example. Further, it is possible
to precisely evaluate the ship propulsive performance in
actual seas as an index concerning fuel consumption, and it
is possible to evaluate the fuel consumptions of ships under
the same condition and with the same precision , and com
pare objectively for example .
[ 0045 ] In an invention described in claim 15 , the fuelconsumption index outputting means outputs the index
concerning the fuel consumption together with a condition
which is input by the condition inputting means .
[ 0046 ] According to the invention described in claim 15 ,it becomes easy to consider based on what condition theindex concerning the fuel consumption is obtained .
Effect of the Invention[ 0047] According to an evaluation method of ship propul
sive performance in actual seas of the present invention, ship
propulsive performance in actual seas can be evaluated also
before the ship sails for example . Further, it is possible toprecisely evaluate the ship propulsive performance in actualseas by using a previously verified calculating method ofship performance in actual seas , and it is possible to evaluate
ship propulsive performance under the same condition andwith the same precision , and it is possible to compare
objectively for example.
[ 0048 ] Further, when a weather /marine weather condition
is input into a standard sailing model as a sailing conditionand ship propulsive performance in actual seas is evaluatedusing the standard sailing model into which the weather /marine weather condition is input, if weather /marine
weather in accordance with a ship route as the sailingcondition is not incorporated for example , or if a target ship
has a sailing policy to navigate while avoiding weather /marine weather which is anticipated to be worse , it ispossible to make evaluation which is tailored to reality of thesituation by inputting an arbitrary weather /marine weather
condition .
[ 0049 ] Further, the evaluation method of ship propulsive
performance in actual seas includes a standard sailing model
setting step for setting the standard sailing model , a condi

Jul . 15 , 2021

US 2021/0214057 A1
4tion inputting step for selecting a ship route, setting aloading condition , setting an evaluation period as sailingconditions , and inputting the ship condition , a ship response

calculating step for applying , to the calculating method ofship performance in actual seas , at least one of an external
force condition acting on a ship caused by weather /marine
weather which differs depending upon the ship route, theexternal force condition of the ship which differs depending
upon the loading condition , and a driving condition of theship , as well as at least one of change of the external force
condition caused by the evaluation period, and change of thedriving condition , thereby calculating ship response , and afuel consumption index deriving step for deriving an index
concerning fuel consumption of the ship based on a calcu
lation result of the ship response and an operation mode ofa main engine, wherein ship propulsive performance in
actual seas is evaluated . According to this, it is possible toevaluate propulsive performance while taking weather/marine weather which is encountered by the ship in actual seas
into consideration , an external force condition and a driving
condition of ship which are different depending upon load
ing conditions of ships , and change of the external force
condition and the driving condition of the ship . Therefore, it
is possible to precisely evaluate the ship propulsive perfor
mance in actual seas before the ship sails for example .
Further, it is possible to precisely evaluate the ship propul
sive performance in actual seas as an index concerning fuelconsumption, and it is possible to evaluate the fuel con
sumptions of ships under the same condition and with thesame precision , and compare in objectively for example.
weather which differs depend[ 0050 ] The weather marine/
ing upon the ship route is used by setting occurrence
probability with respect to the weather /marine weather
which corresponds to the selected ship route . According tothis, the propulsive performance can be evaluated under acondition close to the actual operating condition by setting
occurrence probability of the weather /marine weather.
[ 0051 ] An aging deterioration rate including biologicalfouling of the ship’s hull or a propeller which differ depend
ing upon the evaluation period is used as change or theexternal force condition and the driving condition caused by
the evaluation period. According to this, aging deteriorationof a ship’s hull and a propeller caused by biological foulingis incorporated into a condition by using an aging deterio

ration rate including the biological fouling, and it is possible
to evaluate propulsive performance under a condition which

is closer to the actual operating condition .
[ 0052 ] A deterioration rate of a driving system which
drives the ship and which differs depending upon the evalu
ation period is used as change of the driving condition
caused by the evaluation period. According to this, aging
deterioration of the driving system is incorporated into thecondition by using a deterioration rate of the driving system ,and it is possible to evaluate the propulsive performance
under a condition which is closer to the actual operating
condition .

[ 0053 ] The operation mode of the main engine is based ona driving condition is set per a loading condition . According
to this, the operation mode of the main engine caused by atrim and a draft which is different depending upon a loading
condition can be set as the driving condition . Therefore, theoperation mode of the main engine can be brought into a
condition which is closer to the actual operating condition[ 0054 ] The operation mode of the main engine and agovernor which relate to an operation mode of the main
engine are set in the condition inputting step . According tothis, the propulsive performance can be evaluated under thecondition which is closer to the actual operating condition
by setting the operation mode of the main engine and thegovernor such as an operating position of the main engine
related to the operation mode of the main engine in actualseas .
[ 0055 ] To derive an index concerning the fuel consump
tion of the ship , a standard specific fuel consumption or a
specific fuel consumption which is input in the condition
inputting step are used . According to this , since evaluation
can be made under the same condition , a difference causedby fuel quality does not affect the evaluation and it ispossible to make evaluation only by ship propulsive perfor

mance . Further, it is possible to make evaluation also basedon an input of specific fuel consumption which is different
from a standard specific fuel consumption .
[ 0056 ] Further, life cycle main engine fuel consumption
which is based on a total fuel consumption of the main
engine for a long period of the ship is derived as the index
concerning the fuel consumption . According to this , propul

sive performance when the ship is operated for a long period
from several years to several decades can appropriately beevaluated before operation is started for example .
[ 0057 ] According to an evaluation program of ship pro
pulsive performance in actual seas of the present invention ,it is possible to evaluate propulsive performance while
taking weather /marine weather which is encountered by theship in actual seas into consideration which is encounteredby the ship in actual seas , an external force condition and adriving condition of ship which are different depending uponloading conditions of ships , and change of the external force
condition and the driving condition of the ship . Therefore, it
is possible to provide a program which precisely evaluates
the ship propulsive performance in actual seas before theship sails for example, and which outputs an index concern
ing fuel consumption . Further, it is possible to precisely
evaluate the ship propulsive performance in actual seas as anindex concerning fuel consumption , and it is possible toevaluate the fuel consumptions of ships under the same
condition and with the same precision , and compare in
objectively for example .
[ 0058 ] Further, life cycle main engine fuel consumption
which is based on a total fuel consumption of a main engine
for a long period of the ship is output as the index concerning
the fuel consumption in the index outputting step . According
to this, propulsive performance when the ship is operated fora long period from several years to several decades canappropriately be evaluated before sailing for example.
[ 0059 ] At least a condition which is input in the condition
inputting step is output in the index outputting step together

with the index concerning the fuel consumption. According

to this , it becomes easy to consider based on what condition

the index concerning the fuel consumption is obtained .
[ 0060 ] Further, according to an evaluation system of ship
propulsive performance in actual seas of the present invention , it is possible to provide the system which evaluates

propulsive performance while taking weather /marine
weather which is encountered by the ship in actual seas , into
consideration , an external force condition and a driving
condition of ship which are different depending upon load
ing conditions of ships , and change of the external force

US 2021/0214057 A1

Jul. 15 , 2021
5

condition and the driving condition of the ship . Therefore, it
is possible to precisely evaluate the ship propulsive perfor

mance in actual seas before the ship sails for example.
Further, it is possible to precisely evaluate the ship propul

sive performance in actual seas as an index concerning fuelconsumption , and it is possible to evaluate the fuel con

sumptions of ships under the same condition and with thesame precision , and compare objectively for example.
[ 0061 ] The fuel consumption index outputting means out
puts the index concerning the fuel consumption together
with a condition which is input by the condition inputtingmeans. According to this, it becomes easy to consider basedon what condition the index concerning the fuel consump
tion is obtained .
BRIEF DESCRIPTION OF THE DRAWINGS[ 0062 ] FIG . 1 is a conceptual diagram of evaluation ofship propulsive performance in actual seas according to anembodiment of the present invention ;[ 0063 ] FIG . 2 is a diagram showing an example of characteristics of main engine output with respect to the main
engine revolution with operation limits ;[ 0064 ] FIG . 3 is a block diagram of an evaluation systemof ship propulsive performance in actual seas ;[ 0065 ] FIG . 4 is a simplified flow chart of a ship propul
sive performance in actual seas evaluation method ;[ 0066 ] FIG . 5 is a detailed flow chart of a ship propulsive
performance in actual seas evaluation method;[ 0067] FIG . 6 is a block diagram showing an example ofa ship propulsive performance in actual seas providing
system as another embodiment of the invention ;[ 0068 ] FIG . 7 is a block diagram showing anotherexample of the ship propulsive performance in actual seas
providing system ;[ 0069 ] FIG . 8 is a block diagram showing anotherexample of the ship propulsive performance in actual seas
providing system ; and[ 0070 ] FIG . 9 is a usage flow chart of the ship propulsive
performance in actual seas providing system shown in FIG .
8.

MODE FOR CARRYING OUT THE INVENTION[ 0071 ] An evaluation method of ship propulsive perfor

mance in actual seas , an evaluation program of ship propul
sive performance in actual seas and an evaluation system ofship propulsive performance actual seas according toembodiments of the present invention will be described
below.
[ 0072 ] FIG . 1 is a conceptual diagram of evaluation ofship propulsive performance in actual seas showing a con
ception of the evaluation method of ship propulsive perfor
mance in actual seas according to the embodiment. FIG . 1
shows a flow in which a previously verified calculating

method 1 of ship performance in actual seas is prepared, anda ship propulsive performance index 3 for evaluating ship

propulsive performance in actual seas is obtained using astandard sailing model 2 .
[ 0073 ] The previously verified calculating method 1 ofship performance in actual seas is a method in which all ora portion of a basic calculating method of ship performancein actual seas is previously sophisticated and verified as a
calculating method , up to a level at which the ship propul
sive performance index 3 which evaluates ship propulsive

performance in actual seas is obtained, based on dataobtained in actual seas , a simulation technique which is
tailored to actual seas , or propulsive performance of an
actual ship in actual seas .
[ 0074 ] As the ship propulsive performance index 3 , life
cycle main engine fuel consumption 5 can be obtained byapplying a specific fuel consumption 4. It is also possible toobtain a result of calculation, as the ship propulsive perfor

mance index 3 , which is carried out using the calculating
method 1 of ship performance in actual seas in accordancewith a setting condition as a standard specific fuel consump
tion of the standard sailing model 2 without applying thespecific fuel consumption 4 .
[ 0075 ] The calculating method 1 of ship performance in

actual seas can apply waves , wind, ocean current, tidal
current and the like as an external force factor which is
caused by weather /marine weather encountered in actualseas , or an external force which is varied by drift, rudder andthe like of a ship corresponding to the weather /marine
weather to still water resistance as an external force acting
on the ship for example , the calculating method 1 of ship
performance in actual seas can calculate total resistance, andpower curves obtained while taking propeller characteristics
into consideration can be used in self -propulsion factors . To
enhance the precision of the calculating method 1 of ship
performance in actual seas , it is possible to use various dataobtained through actual ship monitoring acquired from
actually sailing various kinds of ships , and data obtained
through standard test in an actual seas model basin whichemulates actual seas condition . It is also possible to reflectenhancement of precision through a model test techniqueand a calculating technique of an element which exerts
influence on operating in actual seas such as added resis
tance in waves , self-propulsion factors in waves and wind
resistance of a superstructure .
[ 0076 ] As described above, as the previously verified
calculating method 1 of ship performance in actual seas , itis possible to use a calculating method which is optimized
from various data obtained in actual seas , a calculating
method based on a simulation technique which is verified
and evaluated by applying the technique in actual seas , or an
evaluated calculating method while being compared withattained propulsive performance in actual seas .
[ 0077 ] By making attempt to enhance the precision of thecalculating method 1 of the ship propulsive performance in
actual seas , it is possible to evaluate actual ability of the shipin actual seas as an objective index (a ruler ).
[ 0078 ] In the standard sailing model 2 , it is applied to thecalculating method 1 of the ship propulsive performance in
actual seas , the ship propulsive performance index 3 ofperformance in actual seas can be obtained while taking into
consideration , setting of a ship route where the ship sails , anexternal force condition acting on the ship caused by adifference of the weather /marine weather caused by the set
ship route , an external force condition and a driving condition caused by trim and draft which differs depending upon
the setting of a loading condition , a driving condition which
is different depending on the setting of ship's speed on aoutward voyage and a homeward voyage , the setting of an
operation mode of the main engine which coordinates withthe latter driving condition , variation of the external force
condition and the driving condition caused by aging deterioration which differs depending upon length of an actual
service period caused by the setting of an evaluation period ,Jul . 15 , 2021

US 2021/0214057 A1
6

and variation of the external force condition and the driving
condition which is attributable to biological fouling causedby adhesion of marine organism which is different depend
ing upon the actual service period and the docking interval.
[ 0079 ] According to this , concerning the individual ship ora fleet, it is possible to evaluate actual ability of the ship in
actual seas using the ship performance in actual seas when
the ship sails actual seas as the objective index (a ruler ), and
it is possible to utilize the evaluation for sailing in actualseas or comparing the actual ability of the ship in actual seas .
[ 0080 ] FIG . 2 is a diagram showing an example of characteristics of the main engine output with respect to the main
engine revolution with operation limits .
[ 0081 ] Usually, in ships , main engine operation limits line
made by mean effective pressure, an overload protection
device are defined as an upper limit of the operation of themain engine, but there are some ships in which in addition
to this, an upper limit of a fuel injection is designated by an

the ship propulsive performance index 3 based on a calcu
lation result of the ship response and an operation mode of
the main engine. According to this, it is possible to evaluate
propulsive performance in which weather /marine weather
which is encountered by the ship in actual seas , the external
force condition and the driving condition of the ship which
differs depending upon the loading condition of the ship , andchange of the external force condition and the driving
condition of the ship. Therefore, it is possible to precisely
evaluation the ship propulsive performance in actual seas
before the ship sails for example. It is possible to precisely
evaluate the ship propulsive performance in actual seas as anindex concerning fuel consumption, and it is possible tocompared objectively fuel economies of ships under thesame condition and with the same precision for example.

[ 0087] The evaluation of ship propulsive performance inof a ship course or change fuel not only before the ship sails

actual seas can also be utilized for determination of selection

fuel index . ( fuel index, “ FI” , hereinafter ), and if the fuelbut while the ship sails , evaluation of the voyage andevaluation of the calculating method 1 of ship performancein actual seas by comparing between an index concerning

maximum continuous rating (NCR ) is defined as 100% . By

calculated from an actually consumed fuel amount. It is
possible to calculate the ship response using the calculating
method 1 of ship performance in actual seas , and only toevaluate the propulsive performance of the ship in actual

injection exceeds the upper limit , operation to reduce thenumber of the engine revolution is executed .
[ 0082 ] The FI is the fuel injection, and the value at thedesignating the upper limit of the FI with respect to the main
engine revolution, it is possible to obtain an operating
position of the main engine which is tailored to the operation
limit line of the main engine made by FI . As an example ofthis, FIG . 2 shows characteristics of main engine output( BHP) with respect to the main engine revolution (NE ). In
FIG . 2 , the abscissa shows the main engine revolution (NE)[ rpm ], and the ordinate shows main engine output (BHP )[kW ]. This characteristic diagram can be obtained as power
curves of a ship based on the calculating method 1 of ship
performance in actual seas which assumes a specific ship in
actual seas .

[ 0083 ] Here , BF is the Beaufort scale which is a scale ofwind speed for classifying strength of wind in actual seas ,and calm means when calm weather condition , and windspeed becomes higher as BF becomes greater.
[ 0084 ] FIG . 3 is a block diagram of the evaluation systemof ship propulsive performance in actual seas according to
the embodiment.
[ 0085 ] The evaluation system of ship propulsive perfor
mance in actual seas includes standard sailing model settingmeans 10 , condition inputting means 20 , ship response
calculating means 30 , fuel consumption index deriving
means 40 , fuel consumption index outputting means 50 ,storing means 60 and condition calculating means 70 .
[ 0086 ] The standard sailing model 2 is set using thestandard sailing model setting means 10. Using the condition inputting means 20 , a ship route is selected, a loading
condition is set, an evaluation period is set as sailingconditions , and a ship condition is input. Using the ship
response calculating means 30 , at least one of an external
force condition acting on a ship caused by weather /marine
weather which differs depending upon the ship route, theexternal force condition of the ship which differs depending
upon the loading condition, and a driving condition of theship, as well as at least one of change of the external force

condition caused by the evaluation period , and change of thedriving condition are applied to the calculating method 1 ofship performance in actual seas to calculate ship response .
Using the fuel consumption index deriving means 40 , anindex concerning fuel consumption of a ship is derived asfuel consumption derived after the ship sails and an index

seas .

[ 0088 ] The condition inputting means 20 can commonly
be used for inputting arbitrary weather /marine weather con
dition by a user as will be described later, and a biologicalfouling rate .
[ 0089 ] Selection of a ship route , setting of the loading
condition, setting an evaluation period, and input of a shipcondition can appropriately change the selection, the setting
and the input.
[ 0090 ) FIG . 4 is a simplified flow chart of the evaluation
method of ship propulsive performance in actual seasaccording to the embodiment.
[ 0091 ] FIG . 5 is a detailed flow chart of the evaluation
method of ship propulsive performance in actual seasaccording to the embodiment.
[ 0092 ] The evaluation system of ship propulsive perfor
mance in actual seas includes a computer in which theevaluation program of ship propulsive performance in actualseas is incorporated , and executes processing in the follow

ing steps .

[ 0093 ] First , the standard sailing model 2 of a ship in
actual seas is read in the computer by the standard sailingmodel setting means 10 , and a model is set ( standard sailingmodel setting step S1 ) . The standard sailing model 2 is astandard sailing model used when ship propulsive perfor
mance in actual seas is evaluated .

[ 0094 ] After the standard sailing model setting step Si ,selection of the ship route , setting of the loading condition ,setting of the evaluation period, and input of the shipcondition of the ship as the sailing conditions are received

from the user .

[ 0095 ] As condition inputting step S2 , the user inputs theship condition using the condition inputting means 20 ( shipcondition inputting step S2-1 ) , and selects the ship route,sets the loading condition and sets the evaluation periodusing the condition inputting means 20 ( sailing condition
inputting step 32-2 ) as the sailing condition .

Jul . 15 , 2021

US 2021/0214057 A1
7[ 0096 ] In the sailing condition inputting step S2-2 , shiproute selecting step S2-2-1 for selecting the ship route , andloading condition setting step S2-2-2 for setting the loading
condition, and evaluation period setting step S2-2-3 forsetting the evaluation period are carried out . According tothis, the ship route , the loading condition and the evaluation
period are set in the standard sailing model 2 .
[ 0097] It is possible to set any one or two of the ship route ,the loading condition and the evaluation period. In this case ,the condition which is not set is automatically set to a fixed[ 0098 ] In the condition inputting step S2 , setting of thecondition .

operation mode of the main engine and the governor are
driving condition . The user sets the operation mode of themain engine and the governor related to the operating
position of the main engine for each of the outward voyage
and the homeward voyage using the condition inputting
received from the user per the loading condition and themeans (operation mode setting step S2-3 ) . The operation
mode of the main engine and the governor are constant ofengine revolution, constant output of the main engine,constant ship speed , fuel index limit and the like . By setting

the operation mode of the main engine and the governorsuch as the operating position of the main engine related tothe operation mode of the main engine in actual seas , it ispossible to evaluate the propulsive performance under acondition closer to the actual operating condition .
[ 0099 ] In the condition inputting step S2 , input of thespecific fuel consumption is received from the user. The user
inputs an arbitrary specific fuel consumption using thecondition inputting means 20 ( specific fuel consumption
inputting step . S2-4 ) .
[ 0100 ] In the ship route selecting step S2-2-1 , the user

selects one or more of ship routes from the ship routes stored
in the storing means 60. Examples of the ship routes are a
North Pacific route, an Australian route and a European
route, etc.
[ 0101 ] If a ship route is selected in the ship route selecting
step S2-2-1 , selection whether probability standard weather /marine weather condition is used for setting the weather/marine weather condition and the occurrence probability forthe selected ship route is received from the user ( standard
weather /marine weather condition selecting step S3 ) . By
setting the occurrence probability of the weather /marine
weather, it is possible to evaluate the propulsive perfor
mance under a condition which is closer to the actual
operating condition . As the occurrence probability of theweather, frequency distribution is set from aweather marine/
statistical value in accordance with a ship route for example.
[ 0102 ] In the standard weather /marine weather condition
selecting step S3 , when it is selected to use the standard
weather /marine weather condition, long - term statistic data
corresponding to a ship route selected in the ship routeselecting step S2-2-1 is extracted from the long - term statistic
data of the standard weather /marine weather condition
stored in the storing means 60 ( long -term statistic data
extracting step S4 ) .
[ 0103 ] Based on the long-term statistic data extracted in
the long - term statistic data extracting step S4 , the state of theweather /marine weather and the occurrence probability of

the weather/marine weather condition are set to a ship routeselected in the ship route selecting step S2-2-1 (weather/marine weather and occurrence probability setting step S6 ) .
The user can arbitrarily set the occurrence probability.

[ 0104 ] On the other hand , if it is selected not to use thestandard weather /marine weather in the standard weather /marine weather condition selecting step S3 , input of theweather /marine weather condition is received from the user.
The user inputs an arbitrary weather /marine weather condition using the condition inputting means 20 (weather /marine
weather condition inputting step S5 ) . If the arbitrary
weather /marine weather condition is input, the procedure isshifted to the weather /marine weather and occurrence prob
ability setting step S6 .
[ 0105 ] It is easier for the user to use the standard weather/marine weather, but for a ship having a sailing policy tonavigate while avoiding a ship route in which weather/marine weather which is anticipated to be worse , there is acase where usage of an arbitrary weather /marine weather
condition is more tailored to reality of the situation .
[ 0106 ] Data concerning the weather /marine weather con
dition and the occurrence probability per a ship route which
are set in the weather /marine weather and occurrence prob
ability setting step S6 are sent to the ship response calcu
lating means 30 .
[ 0107] In the loading condition setting step S2-2-2 , theuser sets a loading condition such as a full loaded condition
and a ballast condition for each of the outward voyage andthe homeward voyage . It is also possible to set multiple
loading conditions for the outward voyage and the home
ward voyage such as changing the loading condition per adischarge port.
[ 0108 ] If the loading condition is set in the loading con
dition setting step S2-2-2 , setting of the driving condition
per the loading condition is received from the user. If theloading condition is set, draft is determined, and an external
force condition of the ship which is varied in accordancewith the draft is set . The user inputs at least one of the main
engine revolution , the main engine output, the main engine

torque and speed using the condition inputting means 20 asa driving condition ( driving condition setting step S7) . The

operation mode of the main engine is based on the driving
condition which is set per the loading condition . Since theoperation mode of the main engine which is attributable tothe trim and the draft which differs depending upon theloading condition can be set as the driving condition , theoperation mode of the main engine can be brought to acondition which is closer to the actual operating condition .
Based on the assumption that the driving condition ischanged in some cases in accordance with variation of astatus halfway through voyage , it is also possible to set
multiple driving conditions with respect to one loading
condition . According to this, it is possible to evaluate andcompare propulsive performance under various driving con
ditions . It is also possible to even out the loading conditionand change only the driving condition, and even out thedriving condition and change only the loading condition .
[ 0109 ] Data of the driving condition per the loading con
dition which is set in the driving condition setting step S7 issent to the ship response calculating means 30 .
[ 0110 ] In the evaluation period setting step S2-2-3 , theuser sets a period during which ship propulsive performancein actual seas is evaluated . The evaluation period is a life
cycle of the ship , and the evaluation period is generally set
from several years to several decades , but the life cycle may
be a period from actual service to docking, a period fromdocking to next docking , or a period during which multiple
dockings are assumed .

Jul . 15 , 2021

US 2021/0214057 A1
8[ 0111 ] After the actual service , resistance of a ship isincreased by attachment of marine organism or rust, anddeterioration of a coating film , and an external force con
dition acting on a ship is varied . The driving condition ischanged by wear and loosening of various portions of themain engine, and wear and damage of an air supply andexhaust system , a fuel supply system , a power transmission
system and a propeller. They can be recovered in some casesby docking and receiving maintenance, but cannot be recov
ered in some cases as aging deterioration . In the evaluation
period setting step S2-3 , a setting operation in which these
are taken into consideration is carried out .
[ 0112 ] If the evaluation period is set in the evaluation
period setting step S2-2-3 , setting of a docking interval, andselection whether standard aging deterioration rate is used
are received from the user.
[ 0113 ] The user sets the docking interval (docking interval
setting step S8 ) , and selects whether the standard aging
deterioration rate is used ( standard aging deterioration rate
selecting step S13 ) using the condition inputting means 20 .
[ 0114 ] In the docking interval setting step S8 , the user sets
the interval during which the ship docks for maintenance .
[ 0115 ] If the docking interval is set in the docking interval
setting step S8 , selection whether a standard biologicalfouling rate is used for setting a biological fouling rate used
when defacement such as ship’s hull caused by attachmentof slims and marine organisms such as Balanomorpha isestimated is received from the user ( standard biologicalfouling ratio selecting step S9 ) .
[ 0116 ] In the standard biological fouling ratio selecting
step S9 , if usage of the standard biological fouling ratio isselected , the condition calculating means 70 calculates astandard biological fouling rate based on the evaluation
period and the like ( standard biological fouling rate calcu
lating step 10 ) .
[ 0117] Based on the standard biological fouling rate which
is derived by calculation , the biological fouling rate is set for
the respective ship's hull and propeller ( biological foulingrate setting step S12 ) . By setting the biological fouling rate
as one of variations of the external force condition and thedriving condition in the set evaluation period, aging deterioration of the ship’s hull and the propeller caused by the
biological fouling is incorporated into the condition , and it
is possible to evaluate the propulsive performance under acondition which is closer to the actual operating condition .
The biological fouling rate includes parameter values of allof aging deteriorations related to aging deterioration includ
ing biological fouling, and examples of such parametervalues are biofouling on the ship’s hull and the propeller,

marine organism biofouling preventing means . Therefore, if
arbitrary biological fouling rate is used , it is possible to
make evaluation tailored to reality of the situation in somecases . It is also possible for the user to correct a standard
biological fouling rate which is obtained by calculation .
[ 0120 ] Data of the biological fouling rates of the ship's
hull and the propeller which are set in the biological foulingrate setting step S12 is sent to the ship response calculatingmeans 30 .
[ 0121 ] If it is selected to use the standard aging deterio
ration rate in the standard aging deterioration rate selecting
step S13 , the condition calculating means 70 calculates thestandard aging deterioration rate ( standard aging deterioration rate calculating step S14 ) .
[ 0122 ] Based on the standard aging deterioration rate
which is derived by calculation , aging deterioration rates areset for the respective ship , the propeller, the main engine andthe governor ( aging deterioration rate setting step S16 ) . By
setting the deterioration rates of the ship and the driving
system as one of variations of the external force condition
and the driving condition in a set evaluation period, theaging deterioration of the driving system is incorporated into
the condition, and it is possible to make evaluation of the
propulsive performance under a condition which is closer tothe actual operating condition .
[ 0123 ] In a main engine which burns fuel, the governor
corresponds to a mechanical governor or an electronic
governor, and in a main engine which uses electricity, thegovernor corresponds to an inverter or voltage adjustingmeans. A deterioration rate of the driving system includes allof parameter values related to deterioration rates which
differs depending upon evaluation periods such as wear anddamage of the main engine, the air supply and exhaustsystem , the fuel supply system , the power transmission

reduction of propulsion efficiency of the propeller .

obtained by calculation .
[ 0126 ] Among data of the aging deterioration rate which is
set in the aging deterioration rate setting step S16 , data of theaging deterioration rates of the ship , the propeller and thegeneration of rust and boss , increase of a friction resistancethe ship's hull caused by deterioration of a coating film and[ 0118 ] On the other hand, if it is selected not to use thestandard biological fouling rate in the standard biologicalfouling ratio selecting step S9 , input of the biological foulingrate is received from the user. The user inputs arbitrary
biological fouling rate using the condition inputting means
20 ( biological fouling rate inputting step S11 ) . If the arbi
trary biological fouling rate is input, the procedure is shiftedto the biological fouling rate setting step S12 .
[ 0119 ] It is easier for the user to use the standard biologicalfouling rate, but degrees of defacement on a ship’s hull anda propeller and restoration are varied depending upon amaintenance method and existence or non - existence ofsystem and the propeller.
[ 0124 ] On the other hand, if it is selected not to use thestandard aging deterioration rate in the standard aging

deterioration rate selecting step S13 , input of the aging
deterioration rate is received from the user. The user inputs
arbitrary aging deterioration rate using the condition input
ting means 20 ( aging deterioration rate inputting step S15 ) .
If the arbitrary aging deterioration rate is input, the proce
dure is shifted to the aging deterioration rate setting stepS16 .

[ 0125 ] It is easier for the user to use the standard aging

deterioration rate , but since a degree of the aging deterio
ration is varied depending upon a maintenance method andperformance of a device , if arbitrary aging deterioration rateis used, it is possible to make evaluation which is more
tailored to reality of the situation in some cases . The user canalso correct the standard aging deterioration rate which ismain engine is sent to the ship response calculating means
30 , and the aging deterioration rate of the governor which
exerts influence on the fuel injection is sent to the fuelconsumption index deriving means 40 .
[ 0127] The ship response calculating means 30 calculatesa ship response of each of the loading condition and thedriving condition , the evaluation period and the weather/marine weather based on a state and occurrence probabilityof the weather /marine weather of the ship route, a driving

Jul . 15 , 2021

US 2021/0214057 A1
9

condition per the loading condition, the biological foulingrate of the ship's hull and the propeller, and data of the aging
deterioration rates of the ship , the propeller and the main
engine ( ship response calculating step S17 ) .
[ 0128 ] In the calculation of the ship response , a relation
between the main engine output, the main engine revolution
and speed through the water in actual seas per evaluation
period from external force such as still water resistance ,self-propulsion factors in still water, open water character
istics of the propeller, wind forces, steady forces in waves,self -propulsion factors in waves, drift foces, rudder forces,
the biological fouling rate, and aging deterioration rate .

[ 0129 ] In the calculation executed by the ship response
calculating means 30 , a fuel consumption of the main engine
and operation mode of the main engine are not put into
consideration . Therefore, it is possible to calculate the ship
response from which influence of the specific fuel consump

tion of the main engine and the actuation characteristics ofthe main engine are removed.
[ 0130 ] The calculating method 1 of ship performance in
actual seas which is applied to the calculation of the ship

response is a calculating method which is previously verified
based on data collected by mounting a monitoring device inan actual ship and data obtained by a test result of a tank test
carried out by a model ship . If the previously verified
calculating method 1 of ship performance in actual seas isused , it is possible to precisely evaluate the ship propulsive
performance in actual seas , and it is possible to evaluate
ships under the same condition and with the same precision ,and it is possible to compare objectively. The previously
verified calculating method 1 of ship performance in actualseas includes all of a calculating method which is optimized
from various data sets obtained in actual seas , a calculating
method based on a simulation technique which is verified
and evaluated by applying the same in actual seas , and acalculating method which is compared with attained pro

pulsive performance in actual seas and which is evaluatedand sophisticated.
[ 0131 ] After the ship response calculating step S17 , selection whether the amount of standard fuel consumption

should be used for setting the specific fuel consumption 4 isreceived from the user ( standard specific fuel consumption
selecting step S18 ) .
[ 0132 ] If it is selected to use the standard specific fuelconsumption in the standard specific fuel consumption
selecting step S18 , the condition calculating means 70
calculates the standard specific fuel consumption ( standard
specific fuel consumption calculating step s19 ) .

[ 0133 ] A specific fuel consumption ( SFC ) 4 is set based on

the standard specific fuel consumption which is derived by
calculation ( specific fuel consumption setting step S20 ).
[ 0134 ] On the other hand , if it is selected not to use thestandard specific fuel consumption in the standard specificfuel consumption selecting step S18 , arbitrary specific fuelconsumption which is input in the specific fuel consumption
inputting step S2-4 is read . According to this , it is possible
to make evaluation also by arbitrary specific fuel consump
tion which is different from the standard specific fuel con
sumption. If the arbitrary specific fuel consumption is read,the procedure is shifted to the specific fuel consumption
setting step S20 .
[ 0135 ] It is easier for the user to use the standard specificfuel consumption, but if the arbitrary specific fuel consump

tion is used , it is possible to make evaluation which is more

tailored to reality of the situation in some cases . The user canalso correct a specific fuel consumption which is obtained by
calculation . It is also possible to set a multiple specific fuelconsumption 4. For example, it is also possible to thespecific fuel consumption 4 according to kinds of fuel such
as Marine Diesel oil , Marine Fuel oil and gas fuel, and set
a multiple specific fuel consumption 4 while taking a
difference of property into consideration even if the king of[ 0136 ] Data of the specific fuel consumption which is set

fuel is the same.

in the specific fuel consumption setting step S20 is sent to
the fuel consumption index deriving means 40 .
[ 0137] The Marine Fuel oil which is mainly used in ships
has variation in property depending upon production area

and a difference of density of about 20 % is generated .
Therefore , there is a problem that conditions for evaluating
the propulsive performance are unequal. However, for deriv

ing the index concerning the fuel consumption of a ship asin this embodiment, by inputting and setting the specific fuelconsumption 4 using the standard specific fuel consumption

or arbitrary specific fuel consumption, it is possible toevaluate under the same condition . Therefore, a difference
caused by fuel quality does not affect the evaluation, and it
is possible to evaluate only by ship propulsive performance.
In the calculation carried out by the ship response calculat

ing means 30 , it is also possible to calculate ship perfor
mance in actual seas of an individual ship while taking a
specific fuel consumption of the main engine and operation
mode of the main engine into consideration .
[ 0138 ] The fuel consumption index deriving means 40
calculates the main engine number of revolution , the main
engine output, the main engine torque, speed, a fuel con
sumption , drift angle and a rudder angle as a loading
condition, a driving condition , evaluation period andweather /marine weather based on the set specific fuel con

sumption 4 and the aging deterioration rate of the governor

and the like , and the fuel consumption index deriving means
40 derives an index concerning the fuel consumption of theship as the ship propulsive performance index 3 of perfor
mance in actual seas ( fuel consumption index deriving stepS21 ) .

[ 0139 ] The index concerning the fuel consumption can bederived as the life cycle main engine fuel consumption 5
which shows fuel consumption of the main engine which is
calculated from a total fuel consumption of the main engine,a total transportation distance and a total load capacity for along period of the ship which is set as the evaluation period .

By deriving the index concerning the fuel consumption as
the life cycle main engine fuel consumption 5 , it is possible
to appropriately evaluate propulsive performance when theship is operated for a long period from several years toseveral decades before the operation of the ship is started forexample . The index concerning the fuel consumption
includes, in addition to the life cycle main engine fuelconsumption 5 , fuel consumption of the main engine calcu
lated from the total fuel consumption of the main engine, thetotal transportation distance and the total load capacity forthe evaluation period, and any unit can be selected as a unitof the fuel consumption . A life cycle may be a period from
actual service to docking, a period from docking to next
docking , or a period during which multiple dockings are
assumed .

[ 0140 ] The fuel consumption index outputting means 50
outputs the index concerning the fuel consumption derived

Jul . 15 , 2021

US 2021/0214057 A1
10

in the fuel consumption index deriving step S21 to a screen
or paper ( index outputting step S22 ) .
[ 0141 ] The fuel consumption index outputting means 50

also outputs a condition which is input in at least thecondition inputting step S2 together with the index concern
ing the fuel consumption . According to this , it becomes easy
for the user to consider under what condition the index

concerning the fuel consumption is derived .
[ 0142 ] As described above, the standard sailing model 2 ofthe ship in actual seas is set, a sailing condition of the ship
and a ship condition of the ship are input to the standard
sailing model 2 , the standard sailing model 2 into which thesailing condition and the ship condition are input and theship condition are applied to the previously verified calcu

lating method 1 of ship performance in actual seas , and ship
propulsive performance in actual seas is evaluated . Accord
ing to this, it is possible to precisely evaluate the ship
propulsive performance in actual seas also , for example,
before the ship sails .
[ 0143 ] Further, a weather /marine weather condition is
input to the standard sailing model 2 as a sailing condition ,and ship propulsive performance in actual seas is evaluatedusing the standard sailing model 2 into which the weather /marine weather condition is input. According to this, when
the weather /marine weather which is tailored to the shiproute as the sailing condition is not incorporated forexample, or when a ship having the sailing policy such as
navigation while avoiding weather /marine weather which isanticipated to become worse is a target, it is possible toevaluate in a manner more tailored to reality of the situation
by inputting arbitrary weather /marine weather condition .
[ 0144 ] A providing system of ship performance in actualseas as another embodiment of the present invention will be
described next .
[ 0145 ] Like the evaluation of ship propulsive performancein actual seas shown in FIG . 1 , this system obtains a ship
propulsive performance index 3 of performance in actualseas which evaluates performance of a ship in actual seasusing a previously verified calculating method 1 of ship
performance in actual seas and a standard sailing model 2 ofthe ship .
[ 0146 ] As the ship propulsive performance index 3 , it ispossible to obtain a life cycle main engine fuel consumption
5 as the ship propulsive performance index 3 by applying a
specific fuel consumption 4. It is also possible to obtain ,together with the ship propulsive performance index 3 a
calculation result which is carried out using the calculating
method 1 of ship performance in actual seas which is
tailored to a setting condition of the standard sailing model
2 without applying the specific fuel consumption 4 .
[ 0147 ] The calculating method 1 of ship performance in
actual seas can apply waves , wind , ocean current, tidal
current and the like as an external force factor which is
caused by weather /marine weather encountered in actualseas , or an external force which is varied by drift, rudder andthe like of a ship corresponding to the weather/marine

weather to still water resistance as an external force acting
on the ship for example, the calculating method 1 of ship
performance in actual seas can calculate total resistance , andpower curves obtained while taking propeller characteristics
into consideration can be used in a self -propulsion factors .
[ 0148 ] The precision of the calculating method 1 of ship

propulsive performance in actual seas can be enhanced byusing various data obtained through actual ship monitoringdata acquired from actually sailing various kinds of ships ,and data obtained through standard test in an actual seasmodel basin which emulates a real sea condition . It is also
possible to precisely obtain an element which exerts influ
ence on sailing in real sea condition such as added resistancein waves , self -propulsion factors in waves and wind resis
tance of a superstructure through a model test technique anda calculating technique, and it is possible to reflect the sameto the calculating method 1 of ship performance in actualseas to enhance the precision .

[ 0149 ] As described above, as the previously verified
calculating method 1 of ship performance in actual seas , itis possible to use a calculating method which is optimized

from various data obtained in actual seas , a calculating
method based on a simulation technique which is verified

and evaluated by applying the technique in actual seas , or an
evaluated and sophisticated calculating method while being
compared with attained propulsive performance in actualseas .

( 0150 ] By making attempt to enhance the precision of thecalculating method 1 of ship performance in actual seas ,reliability of the ship propulsive performance index 3 ofperformance in actual seas which becomes an objective

index ( a ruler) when the actual ability of the ship in actualseas is evaluated is enhanced .
[ 0151 ] In the standard sailing model 2 , it is applied to thecalculating method 1 of ship performance in actual seas , andthe ship propulsive performance index 3 can be obtained
while taking into consideration , the setting of the ship route ,external forces acting on the ship in accordance with theweather /marine weather which differs depending upon theship route, external forces condition and a driving condition
tailored to a draft and a trim which differ depending upon thesetting of the loading condition , a driving condition tailoredto the setting of the ship speed in the outward voyage and thehomeward voyage , the setting of the operation mode of themain engine which is associated with the driving condition ,variations of the external force condition and the driving
condition caused by aging deterioration which differs
depending upon a length of the actual service period causedby setting of the evaluation period, and the external force
condition and the driving condition which are attributable tothe biological fouling caused by attachment of slimes andmarine organism which differs depending upon the actual
service period and docking interval.

[ 0152 ] According to this , it is possible to evaluate actual

ability of the ship in actual seas using the ship propulsive
performance index 3 when the ship sails in actual seas as theobjective index (a rule ), and it is possible to utilize theevaluation for sailing of indivisual ship in actual seas and forcomparison of the actual ability of ships in actual seas .

[ 0153 ] FIG . 6 is a block diagram showing an example ofa providing system of ship propulsive performance in actualseas as this embodiment.

[ 0154 ] The providing system of ship propulsive perfor
sailing model setting means 110 , condition inputting means
120 , calculating means 130 of ship performance in actualseas , fuel consumption index deriving means 140 , and fuelconsumption index providing means 150. The providing
system of ship propulsive performance in actual seas of theembodiment is mainly composed a computer and its periphmance in actual seas of the embodiment includes standard

eral device .

US 2021/0214057 A1

Jul. 15 , 2021
11

[ 0155 ] The standard sailing model setting means 110 has
a function for setting the standard sailing model 2. The
standard sailing model setting means 110 includes storingmeans 111 and condition calculating means 112. Various
information which is necessary for setting the standard
sailing model 2 such as a ship routes and standard weather/marine weather condition are stored in the storing means
111. The condition calculating means 112 calculates a stan

dard biological fouling rate and standard aging deterioration

rate as will be described later.

[ 0156 ] The condition inputting means 120 is used forused by the standard sailing model 2. The condition input
ting means 120 can also be used for inputting an arbitrary
specific fuel consumption 4 , the weather /marine weather
condition and the biological fouling rate carried out by the

inputting a sailing condition and a ship condition of the ship

user as will be described later. The condition inputtingmeans 120 is an input device such as a keyboard and a touch

panel.

[ 0157] The calculating means 130 of ship performance in

actual seas calculates , using the calculating method 1 of ship

performance in actual seas , ship performance in actual seasof the ship in accordance with conditions of the standard
sailing model 2 and the ship condition into which the sailingcondition is input.

[ 0158 ] The fuel consumption index deriving means 140
derives an index concerning fuel consumption of the ship as
the ship propulsive performance index 3 based on a calcu

lation result of the calculating means 130 of ship perfor

mance in actual seas .

[ 0159 ] The fuel consumption index providing means 150
provides, to the user, the index concerning the fuel con
sumption of the ship derived by the fuel consumption index
deriving means 140 .
[ 0160 ] It is preferable that the fuel consumption index
providing means 150 provides as the index concerning thefuel consumption, to the user, at least one of main engine
fuel consumption , a greenhouse gas exhaust index, a main
tenance cost , and transportation efficiency index . According
to this , the user can obtain the main engine fuel consump
tion, the greenhouse gas exhaust index , the maintenance cost
and the transportation efficiency index as indexes whichshows ship propulsive performance in actual seas objec
tively. The greenhouse gas exhaust index may be EEDI
( Energy Efficiency Design Index ) which is related a value
showing an amount of CO2 exhaust when a cargo of 1 ton
through 1 mile at the time of designing , or may be EEOI
( Energy Efficiency Operational Indicator) which is a value
showing an amount of CO2 exhaust by the actual operating
condition while using a fuel usage amount and a voyage
distance . The transportation efficiency index may be AER( Annual Efficiency Ratio ) which is a value showing energy
efficiency calculated using an actual cargo transportation
amount of one year. The main engine fuel consumption , thegreenhouse gas exhaust index, the maintenance cost and thetransportation efficiency index are characterized in that they
are indexes in which the evaluation period is taken into

consideration .

[ 0161 ] It is preferable that the fuel consumption index
providing means 150 provides, to the user, the sailingcondition and the ship condition which are input by thecondition inputting means 120. By providing, to the user, thecondition which is input by the condition inputting means

120 , the user can easily cinsiderunder what condition , theindex concerning the fuel consumption is derived .
[ 0162 ] Processing flow of the providing system of ship
propulsive performance in actual seas according to theembodiment will be described based on FIGS . 4 and 5 .
[ 0163 ] The system includes a computer in which a pro
viding program of ship propulsive performance in actualseas is incorporated , and the processing is executed throughthe following steps .
[ 0164 ] It is also possible that the computer reads theproviding program of ship propulsive performance in actualseas is as one of processing , and executes the processing
through the following steps , and this computer integrates
arbitrary step in the following procedure as an individual
program executed by another computer and the former
computer executes the processing.
[ 0165 ] First , the standard sailing model setting means 110
reads the standard sailing model 2 of the ship in actual seasand sets a model ( standard sailing model setting step S1 ) .
The standard sailing model 2 is a standard sailing model
which is used when performance ship propulsive perfor
mance in actual seas is evaluated .
[ 0166 ] After the standard sailing model setting step S1 , thestandard sailing model setting means 110 receives , from theuser, input of the sailing condition and the ship condition
which are used by the standard sailing model 2 .
[ 0167] The user inputs the ship condition using the con

dition inputting means 120 ( ship condition inputting stepS2-1 ) , and inputs the sailing condition using the condition
inputting means 120 ( sailing condition inputting step S2-2 )as the condition inputting step S2 .
[ 0168 ] The ship condition which is input in the shipcondition inputting step S2-1 is an important matter con
cerning the ship such as principal dimensions or hull shape.
[ 0169 ] The sailing condition inputting step S2-2 includes
the ship route selecting step S2-2-1 for selecting a ship route ,the loading condition setting step S2-2-2 for setting theloading condition, and the evaluation period setting stepS2-2-3 for setting the evaluation period. According to this,the ship route , the loading condition and the evaluation
period are set in the standard sailing model 2. It is preferable
that the sailing condition which is input by the user in thesailing condition inputting step S2-2 is conditions concern
ing the ship route, the loading condition and the evaluation
period . According to this, it is possible to derive the index

concerning fuel consumption which is tailored to the realityof the situation under a condition closer to the actual
operating condition . It is possible to set one of or a combi
nation of two of the ship route , the loading condition and theevaluation period. In this case , for a condition which is not
set by the user, a fixed condition which is previously stored
in the storing means 111 is automatically set.
( 0170 ] In the condition inputting step 32 , setting of theoperation mode of the main engine and the governor are
received from the user per the loading condition and thedriving condition . The user sets the operation mode of themain engine and the governor related to the operating
position of the main engine as the operation mode of themain engine for each of the outward voyage and the home
ward voyage using the condition inputting means 120 (operation mode setting step S2-3 ) . The operation mode of themain engine and the governor are constant of engine revo
lution, constant output of the main engine, constant ship
speed , and fuel index limit for example. By setting theJul . 15 , 2021

US 2021/0214057 A1
12

operation mode of the main engine and the governor of theoperating position of the main engine related to the opera
tion mode of the main engine in actual seas , it is possible toevaluate ship performance in actual seas under a condition
closer to the actual operating condition . Data of the opera
tion mode of the main engine and the governor which are set
in the operation mode setting step S2-3 are sent to the fuelconsumption index deriving means 140 .
[ 0171 ] In the condition inputting step S2 , input of thespecific fuel consumption is received from the user . The user
inputs arbitrary specific fuel consumption using the condition inputting means 120 (specific fuel consumption input
ting step S2-4) .
[ 0172 ] In the ship route selecting step S2-2-1 , the user
selects one or more ship routes from multiple ship routes
which are stored in the storing means 111. Examples of theship routes are a North Pacific route , an Australian route , anda European route, etc.
[ 0173 ] If a ship route is selected in the ship route selecting
step S2-2-1 , the standard sailing model setting means 110
receives , from the user, selection whether the standard
weather /marine weather condition is used for setting aweather /marine weather condition and occurrence probabil
ity for the selected ship route ( standard weather /marine
weather condition selecting step S3 ) . By setting the occur
rence probability of the weather /marine weather, it is pos
sible to evaluate the propulsive performance under a con
dition which is closer to the actual operating condition . As
the occurrence probability of the weather /marine weather,frequency distribution is set from a statistical value inaccordance with a ship route for example.
[ 0174 ] In the standard weather /marine weather condition
selecting step S3 , when it is selected to use the standard
weather /marine weather condition which is set per a shiproute in the standard weather /marine weather condition
selecting step S3 , the standard sailing model setting means
110 extracts long -term statistic data corresponding to a shiproute selected in the ship route selecting step S2-2-1 fromthe long -term statistic data of the standard weather /marine
weather condition stored in the storing means 111 ( long -term
statistic data extracting step S4 ) .
[ 0175 ] Based on the long - term statistic data extracted in
the long -term statistic data extracting step S4 , the standard
sailing model setting means 110 sets the state of the weather/marine weather and the occurrence probability of theweather /marine weather condition to a ship route selected in
the ship route selecting step S2-2-1 (weather /marine weather
and occurrence probability setting step S6 ) . The user canarbitrarily set the occurrence probability.
[ 0176 ] On the other hand , if it is selected not to use thestandard weather /marine weather in the standard weather /marine weather condition selecting step S3 , the standard
sailing model setting means 110 receives input of theweather /marine weather condition from the user. The user

inputs an arbitrary weather /marine weather condition using
the condition inputting means 120 (weather /marine weather
condition inputting step S5 ) . If the arbitrary weather /marine
weather condition is input, the procedure is shifted to theweather and occurrence probability setting
weather marine/
step S6.
[ 0177] It is easier for the user to use the standard weather/marine weather, but when weather /marine weather which is
tailored to a ship route as the sailing condition is notincorporated, or when a target ship has a sailing policy tonavigate while avoiding a ship route in which weather/marine weather is anticipated to be worse , there is a casewhere usage of an arbitrary weather /marine weather condition is more tailored to reality of the situation . To sail while

avoiding weather marine/
weather which is anticipated to beworse includes changing a ship course , increasing the ship
speed and passing before the weather /marine weather
becomes worse , reducing the ship speed for preventing theweather /marine weather from becoming worse , and waiting .
[ 0178 ] Data concerning the weather /marine weather con
dition and the occurrence probability per a ship route which
are set in the weather /marine weather and occurrence prob
ability setting step S6 are sent to the calculating means 130

of ship performance in actual seas .
[ 0179 ] In the loading condition setting step S2-2-2 , theuser sets a loading condition such as a full loaded condition
and a ballast condition for each of the outward voyage andthe homeward voyage . It is also possible to set multiple
loading conditions for the outward voyage and the home

ward voyage such as changing the loading condition per adischarge port.
[ 0180 ] If the loading condition is set in the loading con
dition setting step S2-2-2 , the standard sailing model settingmeans 110 receives setting of the driving condition per theloading condition from the user. If the loading condition isset, draft is determined, and an external force condition of
the ship which is varied in accordance with the draft is set.

The user inputs at least one of the main engine revolution,
the main engine output, the main engine torque and speed
using the condition inputting means 20 as a driving condition ( driving condition setting step S7) . The operation modeof the main engine is based on the driving condition which
is set per the loading condition . Since the operation mode of
the main engine which is attributable to the trim and the draft
which differs depending upon the loading condition can be
set as the driving condition, the operation mode of the main
engine can be brought to a condition which is closer to theactual operating condition . Based on the assumption that thedriving condition is changed in some cases in accordancewith variation of a status halfway through voyage , it ispossible to set multiple driving conditions with respect to
one loading condition . According to this , it is possible toevaluate and compare propulsive performance under various
driving conditions . It is also possible to even out the loading
condition and change only the driving condition , and evenout the driving condition and change only the loading

condition .

[ 0181 ] Data of the driving condition per the loading con
dition which is set in the driving condition setting step S7 issent to the calculating means 130 of ship performance in
actual seas.

[ 0182 ] In the evaluation period setting step S2-2-3 , theuser sets a period during which ship propulsive performancein actual seas is evaluated . The evaluation period is a life
cycle of the ship , and the evaluation period is set fromseveral years to several decades, but the life cycle may be aperiod from actual service to docking , a period from docking
to next docking, or a period during which multiple dockings
are assumed , and it is possible to freely set the life cycle .
[ 0183 ] After the actual service , resistance of a ship isincreased by generation of slims and marine organisms, anddeterioration of a coating film , and an external force con
dition acting on a ship is varied . The driving condition anda fuel injection are changed by wear and loosening ofJul . 15 , 2021

US 2021/0214057 A1
13various portions of the main engine, and wear and damageof an air supply and exhaust system , a fuel supply system ,a power transmission system and a propeller. They can berecovered in some cases by docking and receiving mainte
nance, but cannot be recovered in some cases as aging
deterioration . In the evaluation period setting step S2-2-3 , asetting operation in which these are taken into consideration
is carried out.
[ 0184 ] If the evaluation period is set in the evaluation
period setting step S2-2-3 , the standard sailing model settingmeans 110 receives , from the user, setting or a docking
interval, and selection whether standard aging deterioration
rate is used .
[ 0185 ] The user sets the docking interval (docking interval
setting step S8 ) , and selects whether the standard aging
deterioration rate is used ( standard aging deterioration rate
selecting step S13 ) using the condition inputting means 120 .
[ 0186 ] In the docking interval setting step S8 , the user sets
the interval during which the ship docks for maintenance .
[ 0187] If the docking interval is set in the docking interval
setting step S8 , the standard sailing model setting means 110
receives , from the user, selection whether a standard bio
logical fouling rate is used for setting a biological foulingrate used when defacement such as ship caused by attachment of slims and marine organism such as Balanomorphais estimated ( standard biological fouling ratio selecting stepS9 ) .

[ 0188 ] In the standard biological fouling ratio selecting
step S9 , if usage of the standard biological fouling ratio isselected , the condition calculating means 112 calculates astandard biological fouling rate based on the evaluation
period ( standard biological fouling rate calculating step 10 ) .
[ 0189 ] Based on the standard biological fouling rate which
is derived by calculation , the standard sailing model settingmeans 110 sets the biological fouling rate for the respective
ship’s hull and propeller (biological fouling rate setting stepS12 ) . By setting the biological fouling rate as one ofvariations of the external force condition and the driving
condition in the set evaluation period, aging deterioration of
the ship's hull and the propeller caused by the biologicalfouling is incorporated into the condition , and it is possible
to evaluate the propulsive performance under a condition
which is closer to the actual operating condition . The
biological fouling rate includes parameter values of all of
aging deteriorations related to aging deterioration including
biological fouling, and examples of such parameter values
are biofouling on the ship’s hull and the propeller, genera
tion of rust and boss , increase of friction resistance of the
ship’s hull caused by deterioration of a coating film andreduction of propulsion efficiency of the propeller.
[ 0190 ] On the other hand , if it is selected not to use thestandard biological fouling rate in the standard biologicalfouling ratio selecting step S9 , the standard sailing model
setting means 110 receives input of the biological foulingrate from the user. The user inputs arbitrary biologicalfouling rate using the condition inputting means 120 (biological fouling rate inputting step S11 ) . If the arbitrary
biological fouling rate is input, the procedure is shifted to the
biological fouling rate setting step S12 .
[ 0191 ] It is easier for the user to use the standard biologi
cal fouling rate , but degrees of fouling an a ship’s hull anda propeller and restoration are varied depending upon amaintenance method and and existence or non - existence ofmarine organism biofouling preventing means . Therefore, if

arbitrary biological fouling rate is used , it is possible to
make evaluation tailored to reality of the situation in somecases . It is also possible for the user to correct a standard
biological fouling rate which is obtained by calculation .
[ 0192 ] Data of the biological fouling rates of the ship's
hull and the propeller which are set in the biological foulingrate setting step S12 is sent to the calculating means 130 ofship performance in actual seas .
[ 0193 ] If it is selected to use the standard aging deterio
ration rate in the standard aging deterioration rate selecting
step S13 , the condition calculating means 112 calculates thestandard aging deterioration rate ( standard aging deterioration rate calculating step S14 ) .
[ 0194 ] Based on the standard aging deterioration rate
which is derived by calculation , the standard sailing model
setting means 110 sets aging deterioration rates for therespective ship , the propeller, the main engine and thegovernor ( aging deterioration rate setting step S16 ) . By
setting the deterioration rates of the ship and the driving
system as one of variations of the external force condition
and the driving condition in a set evaluation period, theaging deterioration of the driving system is incorporated into
the condition, and it is possible to make evaluation of theperformance under a condition which is closer to the actual
operating condition .
[ 0195 ] In a main engine which burns fuel, the governor
corresponds to a mechanical governor or an electronic
governor, and in a main engine which uses electricity, thegovernor corresponds to an inverter or voltage adjustingmeans. A deterioration rate of the driving system includes allof parameter values related to deterioration rates which
differs depending upon evaluation periods such as wear anddamage of the main engine, the power transmission system ,the air supply and exhaust system , the fuel supply system ,and the propeller.
[ 0196 ] On the other hand, if it is selected not to use thestandard aging deterioration rate in the standard aging
deterioration rate selecting step S13 , the standard sailingmodel setting means 110 receives input of the aging deterioration rate from the user. The user inputs arbitrary aging
deterioration rate using the condition inputting means 120(aging deterioration rate inputting step S15 ) . If the arbitrary
aging deterioration rate is input, the procedure is shifted tothe aging deterioration rate setting step S16 .
[ 0197] It is easier for the user to use the standard aging
deterioration rate, but since a degree of the aging deterio
ration is varied depending upon a maintenance method andperformance of a device , if arbitrary aging deterioration rateis used, it is possible to make evaluation which is more
tailored to reality of the situation in some cases . The user canalso correct the standard aging deterioration rate which is
obtained by calculation .
[ 0198 ] Among data of the aging deterioration rate which is
set in the aging deterioration rate setting step S16 , data of theaging deterioration rates of the ship , the propeller and themain engine is sent to the calculating means 130 of ship
performance in actual seas , and the aging deterioration rateof the governor which exerts influence on the fuel injection
is sent to the fuel consumption index deriving means 140 .
[ 0199 ] The calculating means 130 of ship performance in
actual seas calculates a ship response of each of the loading
condition and the driving condition, the evaluation period
and the weather /marine weather based on a state and occur
rence probability of the weather /marine weather of the ship

Jul . 15 , 2021

US 2021/0214057 A1
14

route , a driving condition per the loading condition , thebiological fouling rate of the ship's hull and the propeller,
and data of the aging deterioration rates of the ship , thepropeller and the main engine ( ship response calculating
step S17) .
[ 0200 ] In the calculation of the ship response , a relation
between the main engine output, the main engine revolution
and speed through the water in actual seas per evaluation
period from external force such as still water resistance ,self- propulsion factors in still water, open water character
istics of the propeller, wind forces, steady force in waves ,self-propulsion factors in waves , drift forces, rudder forces,
the biological fouling rate , and aging deterioration rate .
[ 0201 ] In the calculation executed by the calculatingmeans 130 of ship performance in actual seas , a specific fuelconsumption of the main engine and actuation characteristics of the main engine are not put into consideration.
Therefore , it is possible to calculate the ship response from ,which influence of the specific fuel consumption of the main
engine and the operation mode of the main engine areremoved .
[ 0202 ] The fuel consumption index deriving means 140
receives , from the user, selection whether the amount ofstandard fuel consumption should be used for setting thespecific fuel consumption 4 ( standard specific fuel consump
tion selecting step S18 ) .
[ 0203 ] If it is selected to use the standard specific fuelconsumption in the standard specific fuel consumption
selecting step S18 , the fuel consumption index deriving
means 140 calculates the standard specific fuel consumption( standard specific fuel consumption calculating step s19 ) .
The condition calculating means 112 may calculate thestandard specific fuel consumption .
[ 0204 ] A specific fuel consumption ( SFC ) 4 is set based on
the standard specific fuel consumption which is derived by
calculation ( specific fuel consumption setting step S20 ) .
[ 0205 ] On the other hand, it is selected not to use thestandard specific fuel consumption in the standard specificfuel consumption selecting step S18 , arbitrary specific fuelconsumption which is input in the specific fuel consumption
inputting step S2-4 is read . According to this, it is possible
to make evaluation also by arbitrary specific fuel consump
tion which is different from the standard specific fuel con
sumption . If the arbitrary specific fuel consumption is read ,the procedure is shifted to the specific fuel consumption
setting step S20 .
[ 0206 ] It is easier for the user to use the standard specificfuel consumption, but if the arbitrary specific fuel consump
tion is used , it is possible to make evaluation which is more

tailored to reality of the situation in some cases . The user canalso correct a specific fuel consumption which is obtained by
calculation . It is also possible to set multiple specific fuelconsumption 4. For example, it is also possible to thespecific fuel consumption 4 according to kinds of fuel such
as Marine Diesel oil , Marine Fuel oil and gas fuel, and set
multiple specific fuel consumption 4 while taking a differ
ence of property into consideration even if the king of fuelis the same.
[ 0207] The Marine Fuel oil which is mainly used in ships
has variation in property depending upon production area
and a difference of density of about 20 % is generated.
Therefore, there is a problem that conditions for evaluating
the ship propulsive performance in actual seas of the ship are
unequal. However, for deriving an index concerning the fuelconsumption of a ship as in this embodiment, the standard
specific fuel consumption or the arbitrary specific fuelconsumption is used, and the specific fuel consumption 4 is
input. According to this, since it is possible to evaluate under
the same condition, a difference caused by fuel quality does
not affect the evaluation, and it is possible to evaluate onlyby ship propulsive performance. It is also possible to cal
culate ship performance in actual seas of an individual ship
while taking a specific fuel consumption of the main engine
and operation mode of the main engine into consideration .
[ 0208 ] The fuel consumption index deriving means 140
calculates the main engine number of revolution , the main
engine output, the main engine torque, speed, a fuel con
sumption, a drift angle and a rudder angle as a loading
condition, a driving condition , evaluation period andweather/marine weather based on the set specific fuel con
sumption 4 and the aging deterioration rate of the governor
and the like , and the fuel consumption index deriving means
140 derives an index concerning the fuel consumption of theship as the ship propulsive performance index 3 ( fuelconsumption index deriving step S21 ) .

[ 0209 ] The index concerning the fuel consumption can bederived as the life cycle main engine fuel consumption 5
which shows fuel consumption of the main engine which is
calculated from a total fuel consumption of the main engine,a total transportation distance and a total load capacity for along period of the ship which is set as the evaluation period.
By deriving the index concerning the fuel consumption as
the life cycle main engine fuel consumption 5 , it is possible
to appropriately evaluate ship propulsive performance in
actual seas when the ship is operated for a long period fromseveral years to several decades before the operation of theship is started for example. The index concerning the fuelconsumption includes, in addition to the life cycle main
engine fuel consumption 5 , fuel economy of the main engine
calculated from the total fuel consumption of the main

engine, the total transportation distance and the total load
capacity for the evaluation period, and any unit can beselected as a unit of the fuel consumption index . A life cycle
may be a period from actual service to docking, a period
from docking to next docking , or a period during which
multiple dockings are assumed .
[ 0210 ] The fuel consumption index providing means 150

provides the index concerning the fuel consumption derived

in the fuel consumption index deriving step S21 ( index
providing step S22 ) .

[ 0211 ] As described above , this system includes the stan
dard sailing model setting means 110 which sets a standard
sailing model 2 of a ship in actual seas , the condition
inputting means 120 which inputs a sailing condition used
for the standard sailing model 2 and a condition of a ship of
the ship , the calculating means 130 of ship performance in
actual seas which calculates ship propulsive performance in
actual seas in accordance with the standard sailing model 2
into the sailing condition is input and the ship condition , thefuel consumption index deriving means 140 which derives
an index concerning fuel consumption of the ship based ona calculation result of the calculating means 130 of ship
performance in actual seas , and the fuel consumption index
providing means 150 which provides a derivation result of
the index concerning the fuel consumption . According tothis, also concerning a ship before it sails for example, it ispossible to precisely derive an index concerning fuel con

US 2021/0214057 A1

Jul. 15 , 2021
15

sumption of the ship in actual seas based on the sailingcondition and the ship condition , and provide the index tothe user.
[ 0212 ] An evaluation result of the ship propulsive perfor
mance in actual seas can be utilized also during sailing or
after sailing in addition to utilization before sailing. During
sailing , the evaluation result can be utilized for selecting aship route or for determining the change of fuel for example.
After the sailing , the evaluation result can be utilized forevaluation of voyage by comparing an index concerning fuelconsumption derived before sailing and an index calculated
from a fuel amount which is actually consumed or forevaluation of the calculating method 1 of ship performancein actual seas . The evaluation result need not be utilized for

actual sailing , and the evaluation result can be utilized only

for evaluation of the ship propulsive performance in actualseas .

[ 0213 ] FIG . 7 is a block diagram showing anotherexample of the providing system of ship propulsive perfor
mance in actual seas according to the embodiment. The
same symbols are allocated to members having the samefunctions as those in the above described examples, anddescription thereof will be omitted .
[ 0214 ] The providing system of ship propulsive perfor

mance in actual seas according to this example includes thestandard sailing model setting means 110 , the condition
inputting means 120 , the calculating means 130 of ship
performance in actual seas , the fuel consumption index
deriving means 140 , the fuel consumption index providing
means 150 , condition obtaining means 160 , and perfor
mance prediction result providing means 170. The providing
system of ship propulsive performance in actual seas in theexample is mainly composed of a computer, a peripheraldevice thereof, and a communication line or a network .
[ 0215 ] The condition inputting means 120 , the standard
sailing model setting means 110 , the calculating means 130
of ship performance in actual seas and the fuel consumption
index deriving means 140 are connected to each otherthrough a specific communication line, and the user inputs
the sailing condition and the ship condition through thecommunication line or the network . The fuel consumption
index providing means 150 is connected to a terminal usedby the user through the communication line or the network ,and a derivation result of an index concerning fuel con
sumption is provided to the user through the communicationline or the network . According to this, even if the user exists
in a distant place , input of a condition from the user can bereceived through the communication line or the network ,and provide , to the user , the index concerning fuel consump
tion of the ship in actual seas which is derived based on the
input condition . Further, even when a plurality of users who
consider to use the same ship exist at a distant location , it ispossible to share the condition input and to commonly havederivation results of the index concerning fuel consumption
through the communication line or the network . It is possible

to concurrently use the communication line and the network .

The meaning that the fuel consumption index providing
means 150 provides the fuel index includes a case where theuser goes to check a derivation result stored in the storingmeans or the like of the fuel consumption index providing
means 150. The user may be a ship itself which is in actual
service .

[ 0216 ] The standard sailing model setting means 110 canreceive , from the user , the input of a planned ship condition

which is not in actual service as a ship condition . In this case ,the fuel consumption index providing means 150 provides,
to the user, a derivation result of the index concerning fuelconsumption of the ship which is not in actual service .
[ 0217] As described above, this system can receive theinput of the planned ship condition from the user, and canprovide, to the user , the index concerning fuel consumptionof the ship which is not in actual service in actual seas which
is derived based on the input planned ship condition . The
user can review the ship condition of the ship which is notin actual service based on the provided index . The ship
which is not in actual service is a ship before it is completed
in which its scheme or design is considered or the ship as
being constructed . The planned ship condition is a shipcondition in which the ship which is not in actual service isscheduled .

[ 0218 ] When the standard sailing model setting means 110

receives, from the user , input of the planned ship conditionsof ships which are not in actual service , the fuel consump
tion index providing means 150 makes it possible to com
pare derivation results of indexes concerning fuel consump
tion of the ships which are not in actual service, and provides
the derivation results to the user .
[ 0219 ] As described above , this system receives inputs ofplanned ship conditions from the user, and can provide, tothe user , indexes concerning fuel consumption of the ships
which are not in actual service in actual seas which arerespectively derived corresponding to the input planned shipconditions in a comparable manner. According to this , theuser can easily compare ship propulsive performance in
actual seas which are not in actual service .

[ 0220 ] When input of a planned ship condition is received ,a sailing condition and a planned ship condition which are
input by the user using the condition inputting means 120 are
also sent to the condition obtaining means 160 provided inperformance predicting means 155. The performance prediction result providing means 170 provides, to the user, aperformance prediction result of a ship which is in accor
dance with the sailing condition and the planned shipcondition obtained by the condition obtaining means 160 ,and sends the performance prediction result to the calculat
ing means 130 of ship performance in actual seas . The
performance predicting means 155 has the condition obtaining means 160 and the performance prediction result pro
viding means 170. The performance predicting means 155
may have functions only to obtain a condition and provide
a performance prediction result , or may also have a function
to actually predict performance .
[ 0221 ] Here , the performance prediction result of a ship isa result in which performance of a ship is predicted from aview point which is different from an index concerning fuelconsumption derived by the fuel consumption index deriv
ing means 140 using the calculating method 1 of ship
performance in actual seas and the standard sailing model 2 ,and the performance prediction result is derived by calcu
lation carried out by computational fluid dynamics ( CFD )which is numerical analysis / simulation technique, or a tanktest which simulates real sea condition .

[ 0222 ] As described above , this system can provide , to theuser, a performance prediction result obtained by the tanktest , numerical analysis/ simulation technique executed by
the performance predicting means 155 together with theindex concerning fuel consumption in actual seas for theship which is not in actual service. According to this, theJul . 15 , 2021

US 2021/0214057 A1
16

user can evaluate the ship propulsive performance in actualseas of the ship which is not in actual service in more
multifaceted . manner. It is also possible to use a perfor
mance prediction result for the calculating means 130 ofship performance in actual seas to enhance the calculation
precision of the calculating means 130 of ship performancein actual seas .

[ 0223 ] The CFD and the tank test which are executed by
the performance predicting means 155 can be carried out asa business as a CFD calculation institution or a tank test
institution . When the performance prediction result of a ship

is derived by the CFD and the tank test , it is preferable thata derivation result of an index concerning fuel consumption
is provided from the fuel consumption index providing
means 150 also to the CFD calculation institution which
carries out the CFD or the tank test institution having a shipmodel basin . According to this, the CFD calculation insti
tution and the water tank test institution can utilize thederivation result of the index concerning fuel consumption

toshipenhance
the precision of prediction of performance of a.

[ 0224 ] FIG . 8 is a block diagram showing anotherexample of the providing system of ship propulsive perfor
mance in actual seas according to the embodiment. The
same symbols are allocated to members having the samefunctions as those in the above described examples, anddescription thereof will be omitted .

[ 0225 ] The providing system of ship propulsive perfor
mance in actual seas according to this example includes thestandard sailing model setting means 110 , the condition
inputting means 120 , the calculating means 130 of ship
performance in actual seas , the fuel consumption index
deriving means 140 , the fuel consumption index providing
means 150 , the condition obtaining means 160 , sea trial
result providing means 180 , weather /marine weather dataobtaining means 191 and sailing data obtaining means 192
as data obtaining means 190 , data accumulating means 200 ,and standard sailing model changing means 210. The pro
viding system of ship propulsive performance in actual seasin this example is mainly composed of a computer as aserver, its peripheral device , a communication line or a

network .

[ 0226 ] The standard sailing model setting means 110 , thecalculating means 130 of ship performance in actual seas
and the fuel consumption index deriving means 140 are

possessed, as a server, by a provider of ship propulsive
performance in actual seas which is a business operator of
the ship propulsive performance in actual seas . The condition inputting means 120 and the server are connected toeach other through the communication line or the network .
If a sailing condition and a ship condition are input from theuser, the server derives an index concerning fuel consump
tion in accordance with a standard sailing model to which a
sailing condition is input and a ship condition .
[ 0227] The fuel consumption index providing means 150
is connected to a terminal used by a user or a third party
other than the user through the communication line or the
network , and provides, to the user or the third party , aderivation result of an index concerning fuel consumption
through the communication line or the network . Informationof the derivation result of the index concerning fuel con
sumption can be provided to the third party if agreement of
the user or the other party of the user is gained .

[ 0228 ] If the provider of ship propulsive performance in
actual seas has the standard sailing model setting means 110
and the calculating means 130 of ship performance in actualseas as the server as in this example, the user can obtain thederivation result of the index concerning fuel consumption
from the outside server . Therefore, it is possible to reduce
introduction cost and management cost of a device . Since
the provider of ship propulsive performance in actual seas
derives the index concerning fuel consumption in an inte
grated fashion , it becomes easy to constantly keep thederivation precision of the index irrespective of the user .
[ 0229 ] The fuel consumption index providing means 150
provides the index concerning fuel consumption of a target
ship in actual seas also to a third party in addition to the user.
Therefore, the third party also can know and evaluate theship propulsive performance in actual seas of the ship basedon the index received through the communication line or the
network . The third party is a certification institution or apublic institution which certifies an index concerning fuelconsumption for the user, or a business operator of achartered ship which charters a ship from a ship owner andcarries out transportation. When the user is a business
operator who designs a ship , there can be many cases suchas a case where a ship owner as an ordering party other thana ship building company as the other party of the user
becomes the third party.
[ 0230 ] The designing business operator who designs aship can receive a request from the shipbuilding company or
the ship owner, can subjectively utilize this system , cancommonly have information together with the business
operator itself or a client, and can design a ship having an
excellent index concerning fuel consumption. When thedesigning business operator receives a request from the
shipbuilding company or the ship owner to design a portionof a ship , a sailing condition and a ship’s hull condition
which are not related to the portion are made the same , anindex concerning fuel consumption when the portion ischanged is obtained and it is possible to optimize the designof the portion of the ship.
[ 0231 ] The fuel consumption index providing means 150
provides a calculation result of the calculating means 130 ofship performance in actual seas to the user or the third party.
By providing the calculation result of the calculating means
130 of ship performance in actual seas based on which theindex is derived together with the index concerning fuelconsumption, it becomes easy for the user to study a sailing
configuration of a ship and review a maintenance period,
make an estimation of the ship , and check an actual power
curves . A calculation result of the ship propulsive perfor
mance calculating in actual seas means 130 can be provided
by separately providing means to provide the calculation
result without through the fuel consumption index providing
means 150 .
[ 0232 ] It is preferable that the fuel consumption index
providing means 150 provides, also to the third party, thesailing condition and the ship condition which are input by
the condition inputting means 120. By providing the con
ditions which are input by the condition inputting means 120
also to the third party, the third party can easily consider
based under what condition the index concerning fuel con
sumption is derived.
[ 0233 ] The standard sailing model setting means 115 canreceive, from the user, the input of a designed ship conditionof an actual service ship as the ship condition . In this case ,Jul . 15 , 2021

US 2021/0214057 A1
17

the fuel consumption index providing means 150 provides aderivation result of the index concerning fuel consumptionof the actual service ship to the user.
[ 0234 ] As described above , this system can receive theinput of the designed ship condition from the user , andprovide, to the user, the index concerning fuel consumptionof the actual service ship in actual seas which is derived
based on the input designed ship condition . The user canselect a ship route, and consider the maintenance period
based on the provided index . The actual service ship is a ship
whose construction is completed, and also includes a ship
which is on the way to inspection before the actual service .
The designed ship condition is a ship condition whose
design concerning the actual service ship is completed . The
actual service ship may be a ship itself as the user, and thesystem can be utilized when a ship is chartered, whenpurchase of a used ship is considered, and when a ship which
is suitable for a ship route is considered .
[ 0235 ] When the standard sailing model setting means 110
receives inputs of designed ship conditions of multiple
actual service ships from the user, the fuel consumption
index providing means 150 makes it possible to compare
derivation results of indexes concerning fuel consumption of
the multiple actual service ships , and provides the same tothe user .
[ 0236 ] As described above, this system can receive theinputs of the multiple designed ship conditions from theuser , and can provide, to the user , the indexes concerning
fuel consumption of actual service ships in actual seas
respectively derived corresponding to the input multiple
designed ship conditions. According to this , the user caneasily compare the ship propulsive performance in actualseas of the actual service ships .
[ 0237] When input of the designed ship condition isreceived , the sailing condition and the designed ship con
dition which are input by the user using the condition
inputting means 120 are sent also to the condition obtaining
means 160. The sea trial result providing means 180 pro
vides , to the user , a sea trial result of a ship tailored to thesailing condition and the designed ship condition obtainedby the condition obtaining means 160 , and sends the sea trial

result to the calculating means 130 of ship performance in

actual seas . In this case , sea trial means 185 is provided withthe condition obtaining means 160 and the sea trial result
providing means 180 .
[ 0238 ] As described above , this system can provide, to theuser, the sea trial result obtained by the sea trial means 185
together with the index concerning fuel consumption in
actual seas for the actual service ship. According to this, theuser can evaluate the ship propulsive performance in actualseas of the actual service ship in more multifaceted manner .
It is also possible to use the sea trial result in the calculatingmeans 130 of ship performance in actual seas to enhance thecalculation precision of the calculating means 130 of ship
performance in actual seas . The sea trial means 185 may
have only functions for obtaining a condition and providing
a sea trial result, or may also have a function for obtaining
data caused by actual sea trial.
[ 0239 ] When a sea trial institution other than the user or athird party carries out sea trial of a ship at sea or shop testof an engine or shop test of a device as a business, it ispreferable that a derivation result of the index concerning
fuel consumption is provided from the fuel consumption
index providing means 150 also to the sea trial institution

which is the sea trial means 185. According to this , the sea
concerning fuel consumption for enhancing the sea trial

trial institution can utilize the derivation result of the index
method .

[ 0240 ] The weather/marine weather data obtaining means
191 and the sailing data obtaining means 192 are provided

in a sailing ship for example. The weather /marine weather

data obtaining means 191 obtains weather/marine weather

data in actual seas . The sailing data obtaining means 192
obtains sailing data of a ship in actual seas . The sailing datais the main engine revolution , main engine torque and speed
for example. The obtained weather marine/
weather data in
the real sea area and the sailing data can be utilized forenhancing precision of the calculating method 1 of ship
performance in actual seas . The data obtaining means 190
may be limited to acquisition of the sailing data and acquisition of weather /marine weather data, or may also have asensor function for actually obtaining data .

[ 0241 ] The weather /marine weather data obtained by theweather data obtaining means 191 and theweather marine/
sailing data obtained by the sailing data obtaining means 192
are accumulated in the data accumulating means 200. The
data accumulating means 200 is a storing device such as a

hard disk for example.

[ 0242 ] The weather /marine weather data and the sailingdata may be data obtained by a specific ship or data obtainedby an unspecified ship , but it is preferable that the weather /marine weather data and the sailing data are obtained as aset. It is also possible that the weather /marine weather dataobtained by the weather/marine weather data obtaining
means 191 and the sailing data obtained by the sailing dataobtaining means 192 are input as a sailing condition and aweather /marine weather condition by the condition inputtingmeans 120 per a ship route . A ship operation company whichsails a ship accumulates data , and the data can be put into
service when the weather /marine weather condition corre
sponding to a ship route is input.
[ 0243 ] The standard sailing model changing means 210
changes the standard sailing model 2 based on the weather /marine weather data and the sailing data accumulated in thedata accumulating means 200. The contents of the changed
standard sailing model 2 is stored in the storing means 111 .

The standard sailing model 2 is improved based on theaccumulated weather/marine weather data and the sailingdata, and it is possible to derive an index concerning fuelconsumption more precisely and provide the index . Whenthe standard sailing model 2 is changed , a provider of ship
propulsive performance in actual seas temporarily stops theprovision of service of this system . The provider of ship
propulsive performance in actual seas previously informs
the user of stop of the system and then , the provider stops theprovision. The provider of ship propulsive performance in
actual seas previously verifies the change of the standard
sailing model 2 and then , changes the standard sailing model
2. The standard sailing model 2 is changed based ondetermination of the provider of ship propulsive perfor
mance in actual seas , but the fact that the standard sailingmodel 2 is changed is informed also to the user and the likewhen the standard sailing model 2 is changed or when next
ship propulsive performance in actual seas is provided , andversion information is always provided to the user together

with provision of an index concerning fuel consumption.

Jul . 15 , 2021

US 2021/0214057 A1
18[ 0244 ] FIG . 9 is a usage flow chart of an example of theproviding system of ship propulsive performance in actualseas shown in FIG . 8 .

[ 0245 ] In FIG.9 , a left side shows the user, and a right sideshows the provider of ship propulsive performance in actualseas . A terminal used by the user , a server possessed by theprovider of ship propulsive performance in actual seas
( standard sailing model setting means 110 , the calculatingmeans 130 of ship performance in actual seas and fuelconsumption index deriving means 140 ) , and the fuel con
sumption index providing means 150 are connected to eachother through the communication line or the network .
[ 0246 ] The server previously produces an access key andmanages the same (access key managing step S30 ) .
[ 0247 ] The user requests to utilize the service of thesystem from the terminal ( service requesting step S31 ) . If
the server receives the request to utilize the service, theaccess key is selected (access key selecting step S32 ) , andthe access key is issued for the user ( access key issuing stepS33 ) . The issued access key is displayed on the terminal of
the user ( access key displaying step S34 ) ,[ 0248 ] When the user utilizes this system , the obtained
access key sends to the server ( access key sending step S35 ) .
The server certificates the user based on the received accesskey ( certificating step S36 ) . If the certification is completed ,the user can utilize the system .
[ 0249 ] After the certificating step S36 , the user inputs thesailing condition and the ship condition used in the standard
sailing model 2 using the condition inputting means 120( initial condition inputting step S37) . The server receive theselection of a ship route and the setting of the loading
condition, and checks the user whether standard weather /marine weather condition , a standard biological fouling rate,
and a standard aging deterioration rate are used ( additional
condition checking step S38 ) . When the user selects not to
use the standard weather /marine weather condition , thestandard biological fouling rate , and the standard aging
deterioration rate , the user inputs arbitrary weather /marine
weather condition , a biological fouling rate and a aging
deterioration rate using inputting means 120 ( additional
condition inputting step S39 ) .
[ 0250 ] In the server, when the user selects to use thestandard biological fouling rate and the standard aging
deterioration rate , the standard sailing model setting means
110 calculates the standard biological fouling rate and thestandard aging deterioration rate using the condition calcu
lating means 112 ( condition calculating step S40 ) . The
calculating means 130 of ship performance in actual seascalculates the ship propulsive performance in actual seas inaccordance with the standard sailing model 2 into which thesailing condition is input and the ship condition (calculating
step S41 of ship propulsive performance in actual seas ) . A
calculation result of the calculating means 130 of ship

performance in actual seas is sent to the user and the fuelconsumption index deriving means 140. The fuel consump
tion index deriving means 140 calculates an index concern
ing fuel consumption of the ship based on the received
calculation result ( fuel consumption index calculating stepS42 ) .
[ 0251 ] The index concerning fuel consumption of the ship
derived by the fuel consumption index deriving means 140
is provided from the fuel consumption index providing
means 150 to the user ( fuel consumption index providing
step 343 ) .

[ 0252 ] Various kinds of certification methods can beapplied as a certification method, but it is preferable that
triple certification (IEEE802.1X certification , Web certifica
tion , MAC certification ) from the viewpoint of realizing
strong security environment and reducing risk of unauthor
ized access . In the case of an actual service ship , a ship's
name or an identification number of a ship can also be used
for certification of the user , and it is also possible to use aship condition which is associated with the ship's name andthe identification number of the ship as a ship condition .
[ 0253 ] The preferable embodiments of the present invention have been described above , the invention is not limited
to the embodiments, the invention can variously be modified
and carried out within a range of the patent claims , thedetailed description of the invention and the accompanying
drawings, and needless to say, such modifications belong to
the scope of the invention .
[ 0254 ] Lastly, the following additional statements are further disclosed concerning the above description .

[ 0255 ] A technical field of the present invention can be aproviding system of ship propulsive performance in actualseas . An object of the invention is to provide a providing
system of ship propulsive performance in actual seascapable of precisely evaluating ship propulsive performancein actual seas on the same scale also before the ship sails forexample .

Additional Statement 1[ 0256 ] A providing system of ship propulsive performancemeans for setting a standard sailing model of the ship in
actual seas , condition inputting means for inputting a sailingcondition used for the standard sailing , model and a shipcondition of the ship , calculating means of ship performancein actual seas for calculating ship performance in actual seasin accordance with the standard sailing model into which thesailing condition is input and the ship condition , fuel con
sumption index deriving means for deriving an index con
cerning fuel consumption of the ship based on a calculation
result of calculating means of ship performance in actualseas , and fuel consumption index providing means forproviding a derivation result of the index concerning the fuelconsumption .
[ 0257] According to the above configuration, also con
cerning a ship before it sails for example, it is possible toprecisely derive the index concerning the fuel consumptionof the ship in actual seas based on the sailing condition andthe ship condition, and provide the index .
in actual seas comprising standard sailing model setting

Additional Statement 2[ 0258 ] The providing system of ship propulsive perfor

mance in actual seas described in the additional statement 1 ,wherein a weather /marine weather condition is input as thesailing condition by the condition inputting means , and thelates ship propulsive performance in actual seas using the

calculating means of ship performance in actual seas calcu
standard sailing model into which the weather /marine
weather condition is input .

[ 0259] According to the above configuration, when theweather /marine weather which is tailored to a ship route asa sailing condition is not incorporated for example, or whena ship having a sailing policy to navigate while avoiding
weather/marine weather which is anticipated to become

Jul . 15 , 2021

US 2021/0214057 A1
19

worse is a target, it is possible to evaluate in a manner more

tailored to reality of the situation by inputting arbitrary

weather /marine weather condition .
Additional Statement 3[ 0260 ] The providing system of ship propulsive perfor
mance in actual seas described in the additional statement 1
or 2 , wherein the condition inputting means allows a user to
input the sailing condition and the ship condition through at[ 0267 ] According to the above configuration , it is possible
to provide, to the user, a performance prediction result
obtained by a tank test , a numerical analysis /simulation
technique for example together with the index concerning
the fuel consumption in actual seas concerning the ship
which is not in actual service . It is also possible to use theperformance prediction result for the calculating means ofship performance in actual seas to enhance the calculation
precision of the calculating means of ship performance inleast one of a communication line and a network , and theactual seas .

consumption through at least one of the communication line
and the network .
[ 0261 ] According to the above configuration, even if theuser exists in a distant place , input of a condition from theuser can be received through the communication line or the
network , and provide, to the user, the index concerning the[ 0268 ] The providing system of ship propulsive perfor

fuel consumption index providing means provides, to theuser, a derivation result of the index concerning the fuelfuel consumption of the ship in actual seas which is derived
based on the input condition .
Additional Statement 4[ 0262 ] The providing system of ship propulsive perfor
mance in actual seas described in the additional statement 3 ,wherein a plan of ship condition of a ship which is not in
actual service is input as the ship condition , and a derivation
result of the index concerning the fuel consumption of theship which is not in actual service is provided.
[ 0263 ] According to the above configuration , input of theplanned ship condition is received from the user , and canprovide, to the user , the index concerning the fuel consump
tion of the ship which is not in actual service in actual seas
which is derived based on the input planned ship condition .
The ship which is not in actual service is a ship before it iscompleted in which its scheme or design is considered or theship is being constructed . The planned ship condition is aship condition in which a ship which is not in actual service
is scheduled
Additional Statement 5[ 0264 ] The providing system of ship propulsive perfor
mance in actual seas described in the additional statement 4 ,wherein plan of ship conditions of ships which are not in

actual service are input, it makes it possible to compare
derivation results of indexes concerning the fuel consump

tions of the ships which are not in actual service and provide[ 0265 ] According to this configuration , input of planned
ship conditions is received from the user, and can provide,to the user, indexes concerning fuel consumption of ships
which are not in actual service in actual seas which arerespectively derived corresponding to the input planned shipconditions in a comparable manner.

the same.

Additional Statement 6[ 0266 ] The providing system of ship propulsive perfor
or 5 , further including condition obtaining means for obtaining the plan of ship condition which is input as the sailingcondition and the ship condition , and performance predic
tion result providing means for providing a performance
prediction result of the ship which is tailored to the sailingcondition and the plan of ship condition .

mance in actual seas described in the additional statement 4

Additional Statement 7

mance in actual seas described in the additional statement 3 ,wherein a designed ship condition of an actual service ship

is input as the ship condition , and a derivation result of anindex concerning the fuel consumption of the actual service
ship is provided .
[ 0269 ] According to this configuration , the input of thedesigned ship condition is received from the user, andprovide, to the user , the index concerning the fuel consump
tion of the actual service of the ship in actual seas which isderived based on the input designed ship condition . The
actual service of the ship is a ship whose construction iscompleted , and also includes a ship which is on the way toinspected before actual service. The designed ship condition
is a ship condition whose design concerning the actual
service ship is completed.
Additional Statement 8[ 0270 ] The providing system of ship propulsive perfor
mance in actual seas described in the additional statement 7 ,wherein the designed ship conditions of the actual service
ships, and derivation results of indexes concerning the fuelconsumptions of the actual service ships are provided in acomparable manner.

[ 0271 ] According to this configuration, inputs of designed
ship conditions are received from the user, and can provide ,to the user, indexes concerning fuel consumptions of actual
service ships in actual seas respectively derived corresponding to the input designed ship conditions.
Additional Statement 9[ 0272 ] The providing system of ship propulsive perfor
or 8 , including condition obtaining means for obtaining thedesigned ship condition which is input as the sailing con
dition and the ship condition, and sea trial result providing
means for providing a sea trial result of the ship which is
tailored to the sailing condition and the designed shipcondition .
[ 0273 ] According to this configuration , it is possible toprovide the sea trial result to the user together with an index
concerning the fuel consumption in actual seas for the actual
mance in actual seas described in the additional statement 7

service ship . It is also possible to use the sea trial result in
the calculating means of ship performance in actual seas toenhance the calculation precision of the calculating means of
the ship performance in actual seas .
Additional Statement 10[ 0274 ] The providing system of ship propulsive perfor
mance in actual seas described in the additional statement 3 ,wherein the fuel consumption index providing means pro

Jul . 15 , 2021

US 2021/0214057 A1
20

vides , to a third party other than the user , a derivation resultof an index concerning the fuel consumption through at least
one of the communication line and the network .

[ 0275] According to this configuration, the index concern

ing the fuel consumption of a ship in actual seas is provided
not only to the user but also to the third party, and the third
party also can know and evaluate ship propulsive perfor
mance in actual seas of a ship based on the index received
through the communication line or the network .
Additional Statement 11[ 0276 ] The providing system of ship propulsive perfor
mance in actual seas described in any one of the additional
statements 3 to 10 , wherein a provider of ship propulsive
performance in actual seas possesses the standard sailingmodel setting means and the calculating means of ship
performance in actual seas as a server, and a derivation resultof an index concerning the fuel consumption utilizing theserver is provided .
[ 0277] According to this configuration , since the user canobtain a derivation result of an index concerning the fuelconsumption from the outside server, it is possible to reduce
an introduction cost and a management cost of a device . The
provider of ship propulsive performance in actual seas canalso possess fuel consumption index deriving means as aserver and provide the derivation result of the index con
cerning the fuel consumption .
Additional Statement 12[ 0278 ] The providing system of ship propulsive perfor
mance in actual seas described in any one of the additional
statements 1 to 11 , wherein multiple sailing conditions
which are input by the condition inputting means is a shiproute , a loading condition , and an evaluation period .

[ 0279 ] According to this configuration, it is possible toderive and provide an index concerning the fuel consump

tion which is tailored to reality of a ship under a condition
closer to actual operating condition .
Additional Statement 13[ 0280 ] The providing system of ship propulsive perfor
mance in actual seas described in any one of the additional
statements 1 to 12 , further including at least one of weather/marine weather data obtaining means for obtaining weather /marine weather data in actual seas and sailing data obtaining
means for obtaining sailing data of the ship in actual seas ,wherein the providing system of ship propulsive perfor

mance in actual seas further includes data accumulatingmeans for accumulating at least one of the obtained weather /marine weather data and the sailing data , and standard

sailing model changing means for changing the standard
sailing model based on at least one of the accumulated
weather /marine weather data and the sailing data .
[ 0281 ] According to this configuration , by obtaining theweather /marine weather data and the sailing data in actualseas , it is possible to utilize the calculating method of ship
performance in actual seas to enhance the precision . Further,
it is possible to improve the standard sailing model based on
the accumulated weather /marine weather data and sailingdata to more precisely derive and provide the index con
cerning the fuel consumption.

Additional Statement 14[ 0282 ] The providing system of ship propulsive perfor
mance in actual seas described in any one of the additional
statements 1 to 13 , wherein the fuel consumption index
providing means provides at least one of main engine fuelconsumption, a greenhouse gas exhaust index, a mainte
nance cost , a transportation efficiency index as an index
concerning the fuel consumption.
[ 0283 ] According to this configuration, it is possible toprovide the main engine fuel consumption, the greenhousegas exhaust index, the maintenance cost and the transpor
tation efficiency index as an index which objectively indicates performance of the ship in actual seas .
Additional Statement 15[ 0284 ] The providing system of ship propulsive perfor
mance in actual seas described in any one of the additional
statements 1 to 14 , wherein the fuel consumption index
providing means provides at least one of the calculation
result of the calculating means of ship performance in actualseas , the sailing condition and the ship condition which are
input by the condition inputting means .
[ 0285 ] According to this configuration, it is possible toprovide, to the user together with the index concerning thefuel consumption, the calculation result of the calculatingmeans of ship performance in actual seas which becomes abase to derive the index . According to this, the user easily
study sailing configuration of the ship and easily reviews amaintenance period, and easily check an actual power
curves . It is possible to provide a condition which is input by
the condition inputting means to the user. According to this ,the user can easily consider under what condition the index

concerning the fuel consumption is derived .

[ 0286 ] The above description includes typical embodi
ments by the present disclosures. These examples are fordescription and the present invention is not limited to theexamples. The present disclosures may be carried out in aconfiguration which is different from a configuration
described in the specification expressly, and various correc
tions , optimization and modifications which coincides withthe scope of claims can be realized by a person skilled in theart.

INDUSTRIAL APPLICABILITY[ 0287] If the evaluation method of ship propulsive pro

pulsive performance in actual seas, the evaluation programof ship propulsive performance in actual seas and theevaluation system of ship performance in actual seas of thepresent invention are used , it is possible to appropriately
evaluate propulsive performance in actual seas also before
the ship sails .
[ 0288 ] Further, if the providing system of ship propulsive
performance in actual seas of the invention is used , it ispossible to appropriately evaluate performance of the ship in
actual seas also before the ship sails for example.
EXPLANATION OF SYMBOLS[ 0289 ] 1 calculating method of ship performance in actualseas[ 0290 ] 2 standard sailing model[ 0291 ] 4 specific fuel consumption[ 0292 ] 5 life cycle main . engine fuel consumption

Jul . 15 , 2021

US 2021/0214057 A1
21[ 0293 ] 10 standard sailing model setting means[ 0294 ] 20 condition inputting means[ 0295 ] 30 ship response calculating means[ 0296 ] 40 fuel consumption . index deriving means[ 0297] 50 fuel consumption index outputting means[ 0298 ] S1 standard sailing model setting step
[ 0299 ] S2 condition inputting step
[ 0300 ] S17 ship response calculating step
[ 0301 ] S21 fuel consumption index deriving step
[ 0302 ] S22 index outputting step
1. An evaluation method of ship propulsive performancein actual seas , wherein a standard sailing model of the ship
is set, a sailing condition of the ship and a ship condition of
the ship are input to the standard sailing model, the standard
sailing model to which the sailing condition and the shipcondition are input, and the ship condition are applied to apreviously verified calculating method of ship performancein actual seas , and propulsive performance of the ship in
actual seas is evaluated .
2. The evaluation method of ship propulsive performancein actual seas according to claim 1 , wherein a weather /marine weather condition is input to the standard sailingmodel as the sailing condition, and ship propulsive perfor
mance in actual seas is evaluated using the standard sailingmodel into which the weather /marine weather condition is

input.

3. The evaluation method of ship propulsive performancein actual seas according to claim 1 , comprising a standard

sailing model setting step for setting the standard sailingmodel , a condition inputting step for selecting a ship route ,setting a loading condition , setting an evaluation period assailing conditions , and inputting the ship condition, a ship

response calculating step for applying , to the calculating
method of ship performance in actual seas , at least one of an

external force condition acting on a ship caused by weather/marine weather which differs depending upon the ship route ,the external force condition of the ship which differs depend
ing upon the loading condition, and a driving condition of
the ship , as well as at least one of change of the external
force condition caused by the evaluation period, and changeof the driving condition , thereby calculating ship response ,and a fuel consumption index deriving step for deriving an
index concerning fuel consumption of the ship based on a
calculation result of the ship response and an operation
mode of a main engine, wherein propulsive performance ofthe ship in actual seas is evaluated .
4. The evaluation method of ship propulsive performancein actual seas according to claim 3 , wherein the weather /marine weather which differs depending upon the ship routeis used by setting occurrence probability with respect to theweather /marine weather which corresponds to the selected
ship route .
5. The evaluation method of ship propulsive performancein actual seas according to claim 3 , wherein an aging
deterioration rate including biological fouling of the ship’s
hull or a propeller which differ depending upon the evalu
ation period is used as change of the external force condition
and the driving condition caused by the evaluation period .
6. The evaluation method of ship propulsive performancein actual seas according to claim 3 , wherein a deterioration
rate of a driving system which drives the ship and which
differs depending upon the evaluation period is used aschange of the driving condition caused by the evaluation
period .

7. The evaluation method of ship propulsive performancein actual seas according to claim 3 , wherein an operation
mode of the main engine is based on the driving condition
which is set per the loading condition .
8. The evaluation method of ship propulsive performancein actual seas according to claim 2 , wherein operation modeof the main engine and a governor which relate to an
operation mode of the main engine are set in the condition
inputting step .
9. The evaluation method of ship propulsive performancein actual seas according to claim 3 , wherein to derive an
index concerning the fuel consumption of the ship , a stan
dard specific fuel consumption or a specific fuel consump
tion which is input in the condition inputting step are used .
10. The evaluation method of ship propulsive perfor
mance in actual seas according to claim 3 , wherein life cycle
main engine fuel consumption which is based on a total fuelconsumption of the main engine for a long period of the ship
is derived as the index concerning the fuel consumption .
11. An evaluation program of ship propulsive perfor
mance in actual seas , wherein a computer is made to read the
input of the condition inputting step in the evaluating
method of ship propulsive performance in actual seas , thecomputer is made to execute the ship response calculating
step and the fuel consumption index deriving step , and thecomputer is made to execute an index outputting step for
outputting the index concerning the fuel consumption.

12. The evaluation program of ship propulsive perfor
mance in actual seas according to claim 11 , wherein life
cycle main engine fuel consumption which is based on a
total fuel consumption of a main engine for a long period of
the ship is output as the index concerning the fuel consump

tion in the index outputting step .

13. The evaluation program of ship propulsive perfor
mance in actual seas according to claim 11 , wherein at least
a condition which is input in the condition inputting step is

output in the index outputting step together with the index
concerning the fuel consumption.
14. An evaluation system of ship propulsive performancein actual seas comprising standard sailing model settingmeans for setting a standard sailing model of the ship in
actual seas , condition inputting means for selecting a shiproute, setting a loading condition, setting an evaluation
period as sailing conditions, and inputting a ship condition ,ship response calculating means for applying the calculating
method of ship performance in actual seas , at least one of an
external force condition acting on a ship caused by weather/marine weather which differs depending upon the ship route,the external force condition of the ship which differs depend
ing upon the loading condition, and a driving condition of
the ship , as well as at least one of change of the external
force condition caused by the evaluation period, and changeof the driving condition , thereby calculating ship response ,a fuel consumption index deriving means for deriving an
index concerning fuel consumption of the ship based on a
calculation result of the ship response and an operation
mode of a main engine , and fuel consumption index out
putting means for outputting the index concerning the fuelconsumption.

15. The evaluation system of ship propulsive performancein actual seas according to claim 14 , wherein the fuelJul . 15 , 2021

US 2021/0214057 A1

22
consumption index outputting means outputs the index
concerning the fuel consumption together with a condition
which is input by the condition inputting means .