FEATURE DATA COLLECTION
logged, it has developed a way of
storing and presenting it within a single 1=<D3<B7=</:7<4=@;/B7=<=CB>CB
integrated system.
This integration aspect is more
complicated than might first appear. Rudder
Not all data sensors speak the same Port Starboard
language, so a good deal of translation tab tabFuel Water
and conversion must be carried out by
special software before the information
streams can be directly compared.
For example, the protocol used by a
particular engine management system GPS
will almost certainly be different from Track
that put out by a trim indicator or data
inclinometer.
Speed (SOG)
/:75<7<5B632/B/Course (COG)
The diagram shows only a small
selection of the possible inputs. The Starboard
Port rpm data gathering capacity of the system rpm
is limited only by the availability
of sensors to measure relevant
parameters.
Not only must the various protocols
Traditionally, performance data has been manually recorded by the builder’s test team using basic information be converted to a common language but bW]\(;OUUWS<SZa]\
Odisplayed at the helm. FAIR, however, uses its own — much wider — array of sensors a common time base must be imposed
7ZZca`upon them. This synchronisation
process is vital if sensible comparison
using the less than ideal information fuel consumption as well as logging the is to be made of what’s going on at any
from the analogue gauges at the data in memory. particular moment, allowing ‘cause and
helm station. However, the earliest ones were effect’ conclusions to be drawn.
Trim tab setting — and therefore ride designed primarily as aids to fault Once chronology has been
angle — is important to get the best diagnosis and to provide a run-time established, the way in which the data
performance at any given fuel weight, history of the engine that could be is displayed must be decided upon. An
and this can only be determined used to settle warranty disputes. More essential part of FAIR is an averaging
through experimentation. This is a recently, engine manufacturers such as capability that shows trends across
time-consuming process as the boat Volvo Penta have provided interfacing suitable periods of time.
must be allowed to stabilise at each with GPS and water speed logs to A major difficulty facing any builder
stage of the process. Manual recording produce extremely useful real-time trying to get a more accurate picture
is tedious and error-prone, and information to the helmsman regarding of boat performance is that data
undamped inclinometers are far from fuel consumption, expected fuel acquisition is best conducted under
ideal when recording trim angle. remaining at the end of the trip, and controlled conditions in a laboratory.
maximum range at the current speed. This allows all parameters other than
3/@:73@;=23:A But this type of information, while the one being investigated to be held
Digital engine management systems useful, falls short of what a boatbuilder constant. The further away from the lab
have been an important breakthrough needs to know when running a sea trial. you get, the harder the job becomes.
in providing more accurate information In developing FAIR, Ferretti has not And it’s hard to envisage a less
about such details as rpm, temperatures only further expanded the amount laboratory-like environment than
and pressures, turbo boost and actual and diversity of data that can be the open sea. Accurately measuring
Raw data prior to smoothing and averaging
SPEED CURVE AT CONSTANT ENGINE SPEED TRANSVERSAL TRIM CURVE
14,6 0
14,4 -0,2
14,2 -0,4
14 -0,6
13,8
13,6 -0,8
Speed (kt)13,4 -1ansversal trimr
T13,2 -1,2
13 -1,4
12,8
-1,612,6 0 5 10 15 20 25 30 35 40 45 0 5 10 15 20 25 30 35 40 45 50
Tempo (sec) Tempo (sec)
!" August/September u0s www.europeanboatbuilder.net
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