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論文集 ISME TOKYO 2000 Volume?

 事業名 第6回舶用機関国際シンポジウムの開催
 団体名 日本マリンエンジニアリング学会  


TS-35

 

Support System of Marine Engine Operation based on Skilled Chief engineer's Knowledge

 

Kuniyuki MATSUSHITA*, Kazuhiko NAGAO*

Masayoshi NUMANO**, Takeshi HASHIMOTO***

 

ABSTRACTS

There is a new conceptual thinking in support systems for marine engine system operation using direct communication by oral conversation and database techniques. In the near future, a crew who is inexperience in operating a ship's engine system will no choice to operate the marine engine system. It is important that the inexperienced crew at the time of emergency of a system, and intellectual judgment leads an engine system to the proper way at the real-time. We have proposed and have been developing the Chief Engineer SYStem (C. E-SYS) which instructs the crews on the preferable operations during each step of the above mentioned engine conditions. These instructions are made by the C. E-SYS, which behaves like the chief engineers using the engine system status simulator and a database that is developing after studying and gathering information from the experienced chief engineers knowledge. One of the purposes of the C.E-SYS is to train the crews in becoming expert engineers.

 

Key Words: skilled chief engineer, knowledge database, agent system, safety operation

 

1. INTRODUCTION

 

As a ship sailing in the ocean is isolated and accepts the influences from the conservation of the natural oceanic environment. It is important to maintain a safe level of operation with a limited crew and equipment even if the ship encounter emergency situations such as collisions, running aground, and/or sinking.1) Moreover, this is the maritime affairs business manager's (equal to or Captain and Chief Engineer) responsibility to maintain this level of safety. Presently ship engine automation systems are divided into two operation forms "Regular State" and "Non-regular State". Currently the Japanese MO (machinery space zero) standard ship and the super-automation ship apply. The ship can operate in the "Regular State" for a couple of hours or for several hours, including nighttime, without someone on duty in the engine room.3)

 

The technology of the MO and other ship engine automation systems are not designed to handle emergencies and other out of the ordinary situations, which include engine start and stop. The demand to have a system in place to handle these situations with a limited crew and equipment has grown. This demand has grown because a majority of the engine accidents and breakdowns occurred during the "Non-regular State".2,4) There are two reasons the crew not having enough experience and having mistaken, in other words it has happen by a human error. In late years, the Japanese marine transportation community became the situation that the crew with much experience was hard to mature into a skilled chief engineer. The reason for this change has come about because economic reason and reducing the size of the crews, the aging and the internationalizing of crew, etc.5, 6) Human error is an error to produce by a gap with the demanded function and man performed one as a result, it gives bad influence to the system. There is omission error, commission error, extraneous error, sequential error, and time error to put it concretely. The purpose of this research is to develop a system that will prevent the miss-operation and the misjudgment of the crew when working with the engines in a "Non-regular state".

 

Yuge-C.M.T. 1000 shimo-yuge Ochigun Ehime 794-25 Japan

*Yuge-C.M.T. 1000 shimo-yuge Ochigun Ehime 794-25 Japan

**Ship Research Institute 6-8-1, Shinkawa Mitaka, Tokyo

***Kobe University of Mercantile Marine 5-1-1 Fukae-minami Higashinada Kobe Japan

 

 

 

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更新日: 2019年7月13日

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