JP2019012044A - Optimal shipping schedule calculating device and optimal shipping schedule calculating method - Google Patents

Abstract

To provide an optimal shipping schedule calculating device and an optimal shipping schedule calculating method that can automatically settle on a suitable route in further accordance with the actual condition.SOLUTION: An optimal shipping schedule calculating device comprises an optimal shipping schedule calculating unit that calculates an optimal shipping schedule including an optimal route on the basis of information input from an information input receiving unit, ship performance data, and weather data in a route area where the ship travels. The optimal shipping schedule calculating unit includes: a determination unit that determines whether an area in the vicinity of the departure place or the destination is in bad weather in which the ship cannot travel on the basis of the weather data; a constraint setting unit that, when the area in the vicinity of the departure place of the destination is determined to be in bad weather in which the ship cannot travel, sets, as a constraint, the ship stopping at a predetermined point for a predetermined time, or the ship passing through the vicinity area before the weather in the vicinity area gets bad. When the constraint is set, the optimal shipping schedule calculating unit calculates the optimal route on the basis of the constraint.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an optimal operation plan calculation device and an optimal operation plan calculation method for a ship.

  Optimal route calculation on ships is an effective means for ship operation management due to the growing needs for reductions in operational costs associated with soaring fuel prices, greenhouse gas (GHG) emission reduction problems, and safe operation and maintenance and improvement of transportation quality. As important.

  Conventional optimal route calculation operates at a constant ship speed or a constant main engine speed for a large ocean, such as the North Pacific, where fuel efficiency is reduced, under the constraints of planned departure and arrival times. Only the route (latitude and longitude) is optimized.

  As a technique for further optimizing the calculation of the optimum route, for example, a configuration that weights lattice points (nodes) for optimum route search has been proposed as disclosed in Patent Document 1 below. Further, for example, as in Patent Document 2 below, it is proposed that an essential passage point is set in the course of a route and an optimum route is calculated so as to pass through the mandatory passage point.

Japanese Patent No. 4247497 Japanese Patent No. 4934756

  However, in actual operation, in order to arrive safely at a destination and with low fuel consumption, not only the change of the route as described above but also the vessel may be temporarily stopped without excessively changing the route. Has been done. The optimum route calculation considering the effect of such a temporary suspension of the ship has not been realized.

  The present invention has been made in view of the above, and it is an object of the present invention to provide an optimum operation plan calculation device and an optimum operation plan calculation method capable of automatically developing a suitable route in accordance with the actual situation.

  An optimal operation plan calculation device according to one aspect of the present invention includes an information input receiving unit that receives input of information including a departure place, an arrival place, and a departure time of a ship, the input information, and the performance data of the ship. An optimal operation plan calculation unit that calculates an optimal operation plan including an optimal route based on weather data of a route area where the ship navigates, and the optimal operation plan calculation unit is based on the weather data A determination unit that determines whether or not the departure area or the vicinity area of the arrival place is in a bad weather state where the ship cannot navigate; and the vicinity area of the departure place or the arrival place If it is determined that it is in a bad weather condition that cannot be navigated, the ship stops at a predetermined point for a predetermined time, or the ship passes through the neighboring area before the neighboring area becomes in the bad weather condition. The and a constraint condition setting unit that sets as a constraint condition, the optimum flight plan calculation unit, when the constraint condition is set, configured to calculate the optimal route based on the constraint conditions.

  According to the above configuration, if the vicinity area of the departure place or the arrival place is in a bad weather condition, the ship is stopped at a predetermined point on the optimum route, or the vicinity area passes through the vicinity area before the bad weather condition occurs. It is possible to calculate an optimal operation plan that is considered to be For this reason, not only the route that avoids bad weather conditions, but also waiting for the weather to recover in the bad weather area by stopping the ship at a predetermined point, or passing through the area before bad weather conditions occur. It is possible to calculate the optimum operation plan including the route that is to be. That is, according to the said structure, the optimal operation plan in which the concept of time was considered in the optimal route can be calculated automatically. Therefore, it is possible to automatically formulate a suitable route that is more realistic.

  When it is determined that the departure area or the vicinity area of the arrival place is in the bad weather state, the optimal operation plan calculation unit changes the departure time or the arrival time, and changes the departure time or arrival time. The optimum route may be calculated based on time. As a result, when the departure area or the vicinity area of the arrival area is in bad weather, the departure time or arrival time is automatically changed without the user changing the departure time or arrival time, and the An optimal operation plan is calculated in consideration of the departure time or arrival time after the change. Therefore, it is possible to automatically obtain a calculation result of a suitable route more in line with actual operation.

  When it is determined that the vicinity area of the arrival place is in the bad weather state, the optimal operation plan calculation unit intersects the vicinity area and a predetermined route between the departure place and the arrival place. A reference position setting unit configured to set a position as a reference position, and the optimum operation plan calculation unit includes a first route area between the departure point and the reference position, and a distance between the reference position and the arrival point. The optimal route is calculated by dividing the second route area, and the optimum operation plan calculation unit uses a reference position departure time obtained by adding a predetermined time to the arrival time at the reference position in the first route area. The optimum route in the second route region may be calculated. Thereby, when the area near the arrival place is in a bad weather condition, the optimum operation plan is calculated in consideration of drifting that stops the ship immediately before the area in the bad weather condition on the optimum route. Therefore, it is possible to automatically obtain a calculation result of a suitable route more in line with actual operation.

  The optimum operation plan calculation unit includes a shortest distance route calculation unit that calculates a shortest distance route connecting the shortest distance between the departure place and the arrival place as the predetermined route for setting the reference position. The reference position setting unit sets the position on the shortest distance route as the reference position, and the optimum operation plan calculation unit uses the arrival time at the reference position on the shortest distance route, The optimum route in the route region is calculated, and the determination unit determines whether or not the region near the arrival point is in the bad weather condition at the reference position departure time, and the optimum operation plan calculation unit includes: When it is determined at the reference position departure time that the area near the arrival location is in the bad weather state, a time obtained by adding the predetermined time to the reference position departure time is set as a new reference position departure time. It may be set to. According to this, the position on the shortest distance route is set as the reference position, and the optimum route on the first route and the second route is calculated using the arrival time at the reference position on the shortest distance route. Therefore, it is possible to easily and realistically set the arrival time at the reference position and the departure time from the reference position. In addition, if the vicinity area of the arrival place is in a bad weather state even at the set reference position departure time, it is possible to calculate a suitable route including the stop time of the ship by lengthening the time for stopping the ship at the reference position. It can be done easily and automatically.

  The determination unit, when it is determined that the vicinity area of the arrival place is in the bad weather state, the navigable time obtained by subtracting the predetermined time from the time from the departure time to the arrival time is Determining whether or not it is shorter than the minimum required navigation time for navigation from the destination to the destination, and the optimal operation plan calculation unit determines that the possible navigation time is shorter than the required navigation time, The arrival time may be changed, and the optimum route in the first route may be calculated based on the changed arrival time. According to this, when the ship is stopped at the reference position, it is determined whether or not it is difficult to arrive at the input arrival time, and if it is determined that it is difficult, the ship automatically arrives. The time is changed. Therefore, a more realistic route calculation result can be obtained automatically.

  An optimal operation plan calculation method according to another aspect of the present invention includes an information input reception step for receiving input of information including a departure place, an arrival place and a departure time of a ship, the input information, and the performance data of the ship. And an optimum operation plan calculation step for calculating an optimum operation plan including an optimum route based on weather data of a route area where the ship navigates, and the optimum operation plan calculation step A determination step of determining whether or not the departure area or the vicinity area of the arrival place is in a bad weather state where the ship cannot navigate; and the vicinity area of the departure place or the arrival place is the ship A restraint condition setting step for setting, as a restraint condition, that the ship stops at a predetermined point for a predetermined time when it is determined that the ship is in a bad weather condition that cannot be navigated. Optimal flight plan calculation step, when the constraint condition is set, computing the optimal route based on the constraint conditions.

  According to the above method, when the vicinity area of the departure place or the arrival place is in a bad weather condition, the ship is stopped at a predetermined point on the optimum route, or the vicinity area passes through the vicinity area before the bad weather condition occurs. It is possible to calculate an optimal operation plan that is considered to be For this reason, not only the route that avoids bad weather conditions, but also waiting for the weather to recover in the bad weather area by stopping the ship at a predetermined point, or passing through the area before bad weather conditions occur. It is possible to calculate the optimum operation plan including the route that is to be. That is, according to the above method, it is possible to automatically calculate an optimum operation plan in which the concept of time is considered in the optimum route. Therefore, it is possible to automatically formulate a suitable route that is more realistic.

  According to the present invention, it is possible to automatically formulate a suitable route that is more realistic.

FIG. 1 is a block diagram showing a schematic configuration of an optimum operation plan calculation apparatus according to an embodiment of the present invention. FIG. 2 is a diagram showing a route area in the first example of the present embodiment. FIG. 3 is a flowchart showing the flow of arithmetic processing in the first example of FIG. FIG. 4 is a diagram for explaining the optimum route calculation by the DP method. FIG. 5 is a diagram showing a route area in the second example of the present embodiment. FIG. 6 is a flowchart showing the flow of arithmetic processing in the second example of FIG. FIG. 7 is a flowchart showing the flow of arithmetic processing in a modification of the second example of FIG. FIG. 8 is a diagram showing a route area in the third example of the present embodiment.

  Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings. In the following description, the same or corresponding elements are denoted by the same reference symbols throughout all the drawings, and redundant description thereof is omitted.

  FIG. 1 is a block diagram showing a schematic configuration of an optimum operation plan calculation apparatus according to an embodiment of the present invention. The optimum operation plan calculation device 1 shown in FIG. 1 includes an input unit 2, a storage unit 3, a calculation unit 4, and an output unit 5. Each of the components 2 to 5 of the optimum operation plan calculation device 1 transmits data to each other via the bus 6. The optimum operation plan calculation device 1 may be configured by a computer in a land facility, or may be configured as a computer or a control device installed on a ship. In addition, some of the functions that make up the optimum operation plan calculation device 1 are performed by computers installed on the ship, and other functions are performed by computers installed on land. The data may be communicated with each other.

  The input unit 2 is configured as an input device that allows a user to input information such as the departure place, arrival place, departure time, and arrival time of a ship. The storage unit 3 stores information input from the input unit 2. Further, the storage unit 3 stores in advance ship performance data, weather data of at least a route area where the ship navigates, and an optimum operation plan calculation program.

  Ship performance data is data relating to the performance of each ship. The weather data is provided from an external organization, for example. The meteorological data is, for example, data related to the weather (sea weather) in the route area, etc. one week from now. The weather data may be configured to be sequentially transmitted from the outside through a network and automatically stored in the storage unit 3.

  The calculation unit 4 executes an optimum operation plan calculation process for calculating an optimum operation plan including the optimum route of the ship based on various types of information stored in the storage unit 3. For this reason, the calculating part 4 exhibits the function of the information input reception part 41 and the optimal operation plan calculating part 42 by running the optimal operation plan calculating program.

  The information input receiving unit 41 receives input of information including the departure place, arrival place, departure time and arrival time of the ship. The optimum operation plan calculation unit 42 calculates the optimum operation plan including the optimum route calculated by the optimum route calculation unit 47 described later. The optimum operation plan includes the concept of time suitable for the optimum route (departure time, arrival time, time at a predetermined position on the route, suitable values such as stop time at the predetermined position on the route). .

  For this purpose, the optimum operation plan calculation unit 42 exhibits functions such as a determination unit 43, a constraint condition setting unit 44, a reference position setting unit 45, a shortest distance route calculation unit 46, and an optimum route calculation unit 47. Based on the weather data, the determination unit 43 determines whether the region near the departure point or the arrival point is in a bad weather state where the ship cannot navigate. The restraint condition setting unit 44, when the determination unit 43 determines that the area near the departure point or the arrival point is in a bad weather state where the ship cannot navigate, the ship stops at a predetermined point for a predetermined time, or It is set as a constraint condition that the ship passes through the neighborhood area before the neighborhood area becomes the bad weather state. When the constraint condition is set, the optimum operation plan calculation unit 42 calculates the optimum route based on the constraint condition. The reference position setting unit 45 and the shortest distance route calculation unit 46 perform calculation and processing for setting a point where the ship stops for a predetermined time as a reference position. The optimum route calculation unit 47 calculates the optimum route based on the input information, the performance data of the ship stored in the storage unit 3, and the weather data of the route region where the ship navigates.

  The output unit 5 outputs the calculation result in the calculation unit 4. For example, the output unit 5 displays the optimal operation plan calculated by the calculation unit 4 on a map (nautical chart) on a display device (not shown) connected to the optimal operation plan calculation device 1.

  Hereinafter, a specific example of the optimum operation plan calculation process will be described.

[Automatic change of departure time]
FIG. 2 is a diagram showing a route area in the first example of the present embodiment. As shown in FIG. 2, in this example, a description will be given of a route that departs eastward from a departure point S located on the west side of the ocean and arrives at an arrival point G located on the east side of the ocean.

FIG. 3 is a flowchart showing the flow of arithmetic processing in the first example of FIG. As shown in FIG. 3, the information input receiving unit 41 receives information input including a departure place S, an arrival place G, a departure time T _S , and an arrival time _TG (step SA1). In addition, when navigating a ship at a fixed number of rotations from the departure time T _S , it is not necessary to input information on the arrival time T _G.

In this example, the determination unit 43 determines whether or not the vicinity region of the departure place S is in a bad weather state. For example, the determination unit 43, the period from the starting time _{T S} that is input until the predetermined time X elapses _{(T S ~T S + X)} , the wave height in the peripheral area _{A S} relative to the departure point S, weather While reading from the data, the limit wave height at which the ship can navigate is calculated from the performance data. Then, the determination unit 43, in the period _T S _~T S + X, determines the wave height in the peripheral area _{A S} is whether the limit height (step SA2).

  In the example of FIG. 2, the peripheral area AS is set as a rectangular area centered on the departure place S, but is not limited to this, and for example, the ship traveling direction side from the departure place S (arrival place G The shape may be a region biased to the side), and various shapes such as a circle and an ellipse may be employed.

In the period _T S _{through T} S + X, if the wave height in the peripheral area _{A S} is lower than the limit height (Yes in step SA2), the determination unit 43, the region near the departure point S is determined not to be a bad weather condition . In this case, the optimum flight plan calculation unit 42 calculates the optimum route based on the departure time T _S that is input (step SA3). The optimum route calculation unit 47 calculates a specific optimum route based on a known method as will be described later.

On the other hand, in the period _T S _{through T} S + X, if the wave height in the peripheral area _{A S} is not less than the limit height (No at step SA2), the determination unit 43, the region near the departure point S is the bad weather conditions Is determined. Incidentally, at least part of the duration of the period T _S ~T _S + _X, wave height of at least a portion of the area of the peripheral region A _S is not less than the limit height, is determined No in step SA2. In the example of FIG. 2, bad weather area A _H is present in some areas of the peripheral region A _S.

In this case, the optimum flight plan calculation unit 42 changes the departure time _{T S} (step SA4). For example, the optimum flight plan calculation unit 42 sets the time T _{S +} Y obtained by adding a predetermined time Y in the starting time T _S as a new departure time T _S.

Then, again, the determination unit 43, between the new departure time T _S until the predetermined time X elapses _{(T S ~T S + X)} , determination wave height in the peripheral area A _S is whether the limit height (Step SA2). The case height in the peripheral area _{A S} of the new period _T S _~T S + X is lower than the limit height (Yes in step SA2), the optimum flight plan calculation unit 42, based on the starting time _{T S} the changed optimum The route is calculated (step SA3). In this way, after the departure time T _S is delayed until the ship is ready to depart, the optimum route calculation is performed based on the departure time T _S at which the ship can depart.

In other words, in this example, the restraint condition setting unit 44 determines that the area near the departure place S (the surrounding area A _S ) is in a bad weather state where the ship cannot navigate, and the ship is predetermined at the departure place S. Stopping time is set as a constraint condition. And when the said constraint conditions are set, the optimal flight plan calculating part 42 calculates an optimal route based on the said constraint conditions.

According to the above aspect, when the vicinity area of the departure place S (peripheral area A _S ) is in bad weather, the optimum operation plan considering that the ship is stopped at the departure place S is calculated on the optimum route. Is done. Thereby, even if the user does not change the departure time T _S , the departure time T _S is automatically changed, and the optimum route is calculated based on the changed departure time T _S. Therefore, not only the route that avoids bad weather conditions, but also the optimal flight plan including routes that wait for the weather to recover in the bad weather area by stopping the ship at a predetermined point be able to. That is, according to the said aspect, the optimal operation plan in which the concept of time was considered in the optimal route can be calculated automatically. Therefore, it is possible to automatically obtain a calculation result of a suitable route more in line with actual operation.

[Example of optimal route calculation]
Note that the optimum route calculation itself can be applied to a general optimum route calculation. For example, the following dynamic programming (DP) method can be employed. FIG. 4 is a diagram for explaining the optimum route calculation by the DP method.

In the DP method, first, the shortest distance route calculation unit 46 calculates the shortest distance route (large-area route) R ₀ that connects the shortest distances between the departure point S and the arrival point G. Then, the optimum route calculation unit 47 divides the shortest distance route _R0 into N equal parts, and sets a virtual line segment (great circle) M that is orthogonal at each equally divided point. Further, the optimum route calculation unit 47 arranges the lattice points L at equal intervals on each virtual line segment M. The i-th lattice point on the k-th virtual line segment M from the departure point S is assumed to be L (k, i _k ). The optimum route calculation unit 47 selects one of the grid points L on each virtual line segment M one by one, and the route (optimum route) R _S that is sequentially connected between the departure point S and the arrival point G is selected. Calculate as That is, the optimum route R _S sequentially connects the departure point S, the lattice point L (1.i ₁ ), the lattice point L (2, i ₂ ),..., L (k, i _k ),. It will be.

The ship departs at the time t _k at the grid point L (k, i _k ) on the kth virtual line segment M, and at time t at the grid point L (k + 1, i _{k + 1} ) on the _{k +} 1th virtual line segment M. _Suppose we arrive at _{k + 1} . Evaluation values J (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ) from the lattice point L (k, i _k ) to the lattice point L (k + 1, i _{k + 1} ) at this time Is the fuel consumption F (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ) and penalty P (L (k, i _k ), L (k + 1, i _{k + 1} ) against the operational limit , T _k , n _k ) (J = F + P). Here, n _k represents the propeller rotation speed of the ship while navigating from the lattice point L (k, i _k ) to the lattice point L (k + 1, i _{k + 1} ). Further, the penalty P with respect to the operational limit indicates, for example, the wave height encountered between the lattice points, the hull motion (roll angle, pitch angle), and the like.

The arrival time t _{k + 1} at the lattice point L (k + 1, i _{k + 1} ) can be expressed as t _{k + 1} = t _k + T (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ). Here, T (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ) is from the lattice point L (k, i _k ) to the lattice point L (k + 1, i _{k + 1} ). Indicates navigation time.

The optimum route calculation unit 47 calculates the minimum evaluation value J _min (L (k.i _k ), from the lattice point L (k, i _k ) to the arrival point G when navigating to the arrival point G at time t _k . t _k ) from the lattice point L (k + 1, i _{k + 1} ) to the arrival point G at the evaluation value from the lattice point L (k, i _k ) to the lattice point L (k, i _{k + 1} ) and the time t _{k + 1} In this case, the sum with the minimum evaluation value up to the arrival point G is obtained by minimizing i _{K + 1} and _nk as parameters.

That is, the optimum route calculation unit 47
J _min (L (ki _k ), t _k )
= Min (i _{k + 1} , n _k ) {J (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ) + J _min (L (k + 1, i _{k + 1} ), t _k + T (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ))}
(K = N−2,..., 1, 0) (1)
Is calculated. Here, Min (i _{k + 1} , _nk ) {J} means that the inside of J is minimized using i _{k + 1} and _nk as parameters. The lattice point L (0, i ₀ ) when k = 0 is equal to the departure point S.

Further, the optimum route calculation unit 47 calculates the minimum evaluation value J _min (L () while navigating from the lattice point L (N−1, i _N−1 ) on the _N− 1th virtual line segment M to the arrival point G. N−1, i _N−1 ), t _N−1 ) are calculated using the following equations.
J _min (L (N-1, i _N-1 ), t _N-1 ) = Min (n _N-1 ) {J (L (N-1, i _N-1 ), G, t _N-1 , n _N-1 )} (2)

The optimum route calculation unit 47 uses the above equations (1) and (2) as a function recursive equation in the DP method, and goes back from the N-1th virtual line segment M to the departure point S one by one. Accordingly, the minimum evaluation value from each lattice point L to the arrival point G is calculated, and finally the minimum evaluation value from the departure point S to the arrival point G is obtained. The optimum route calculation unit 47 outputs a set of lattice points L from which the minimum evaluation value can be obtained as the optimum route R _S.

The optimum route calculation unit 47 may perform the optimum route calculation by a variational method, Dijkstra method, A ^* method, isochronous curve method, or the like, instead of the optimum route calculation using the DP method as described above. . Moreover, although the example of the optimization calculation which added the operation limit to the evaluation value as penalty P was shown in the said example, optimal route calculation may be performed on the constraint that selecting the route which becomes below an operation limit. .

[Drifting]
FIG. 5 is a diagram showing a route area in the second example of the present embodiment. As shown in FIG. 5, in this example as well, as in the example of FIG. 2, a route that departs eastward from a departure point S located on the west side of the ocean and arrives at an arrival point G located on the east side of the ocean. Will be described.

FIG. 6 is a flowchart showing the flow of arithmetic processing in the second example of FIG. As shown in FIG. 6, the information input receiving unit 41 receives an information input including a departure place S, an arrival place G, a departure time T _S , and an arrival time _TG (step SB1).

In this example, the determination unit 43 determines whether or not the area near the arrival point G is in a bad weather state. For example, the determination unit 43, the period of the arrival time _{T G} input from the predetermined time Z before time to time after a predetermined time Z from the arrival time _{T G (T G -Z~T G +} Z), arrival G the wave height in the peripheral region a _G relative to the, reads from the weather data, marine from the performance data to compute the limit height navigable. Then, the determination unit 43 determines the wave height in the peripheral area _{A G} of the period _{T G -Z~T} G + Z is whether the limit height (step SB2).

If the wave height in the peripheral region _{A G} for the period _{T G -Z~T} G + Z is less than the limit height (Yes in step SB2), the determination unit 43, the region near the arrival G is determined not to be bad weather conditions To do. In this case, the optimum operation plan calculation unit 42 calculates the optimum route based on the input arrival time _TG (step SB3).

On the other hand, if the wave height in the peripheral area _{A G} of the period _{T G -Z~T} G + Z is equal to or greater than the limit height (in step SB2 No), the determination unit 43, the region near the arrival G in bad weather conditions Judge that there is. In this case, the restraint condition setting unit 44 sets the restraint condition that the ship stops at a predetermined point for a predetermined time. Based on this constraint, the optimum flight plan calculation unit 42, after starting from the departure point S, the optimum flight plan a route that stops the predetermined stopping time T _D vessels in the middle of waters (which will be described later reference position D) Calculate as Therefore, the optimum flight plan calculation unit 42 sets the predetermined stopping time _{T D} (step SB4).

The reference position setting unit 45 sets a position where the vicinity area of the arrival point G and a predetermined route between the departure point S and the arrival point G intersect as the reference position D (steps SB5 and SB6). When setting the reference position D, the shortest distance route calculation unit 46 sets the shortest distance route (large circle route) connecting the shortest distance between the departure point S and the arrival point G as a predetermined route for setting the reference position D. ) Is calculated (step SB5). At this time, the shortest distance route calculation unit 46 obtains the minimum necessary navigation time _TN when navigating at the maximum ship speed from the departure point S to the arrival point G on the shortest distance route.

The reference position setting unit 45 sets the position on the shortest distance route as the reference position D (step SB6). That is, the reference position setting unit 45, of the point where the boundary portion of the shortest distance route and bad weather area A _H intersect, set a point on the most minimum distance close to the departure point S side route as a reference position D .

Furthermore, the determination unit 43, the starting time _{T S} from the arrival time _{T G} stop from time to time _{T D} a navigable time minus _(T G _-T D _{-T S)} is, until arrival G from the departure point S It is determined whether or not the minimum required navigation time _TN is necessary for the next navigation (step SB7).

When it is determined that the available navigation time is shorter than the required navigation time _TN (No in step SB7), the optimum operation plan calculation unit 42 changes the arrival time _TG (step SB8). For example, the optimum operation plan calculation unit 42 sets _TG + W obtained by adding the time W to the arrival time _TG as a new arrival time.

If navigable time is determined to be navigable required time T _N or more (Yes at step SB7), the optimum flight plan calculation unit 42, a predetermined time arrival time T _S1 to the reference position D1 in the first route region A1 The time obtained by adding (stop time T _D ) is set to the departure time (reference position departure time) T _S2 from the reference position D in the second route area (step SB9).

The determination unit 43 determines whether or not the vicinity region (peripheral region A _G ) of the arrival point G is in a bad weather state at the reference position departure time T _S2 . For example, the determination unit 43, the period of the reference position departure time _{T S2} of a predetermined time Z before time to time after a predetermined time Z from the reference position departure time _{T S2 (T S2 -Z~T S2 +} Z), arrival place the wave height in the peripheral region a _G relative to the G, reads from meteorological data, ship calculates the limit height navigable from the performance data. Then, the determination unit 43, the wave height in the peripheral area _{A G} of the period _{T S2 -Z~T} S2 + Z determines whether the limit height (Step SB 10).

If the wave height of the peripheral region _{A G} for the period _{T S2 -Z~T} S2 + Z is less than the limit height (Yes in step SB 10), the determination unit 43, the reference position departure time _{T S2,} the region near the arrival G Is determined not to be in bad weather. In this case, the optimum operation plan calculation unit 42 sets the reference position departure time _TS2 as the departure time from the reference position D in the second route area A2.

The optimum operation plan calculation unit 42 divides the first route area A1 between the departure point S and the reference position D and the second route area A2 between the reference position D and the arrival point G, respectively. Calculate the optimum route. First, the optimum operation plan calculation unit 42 calculates the optimum route for the first route region A1 (step SB11). At this time, the optimum flight plan calculation unit 42 uses the arrival time (passing time) at the reference position D on the shortest distance route as the arrival time T _S1 at the reference position D in the first route area A1. The optimum route in the area A1 is calculated.

Furthermore, the optimum flight plan calculation unit 43 calculates the optimum route in the second route region A2 using the reference position departure time T _S2, which is set as described above as the starting time (step SB12). The optimum route calculation unit 47 calculates a specific optimum route for each of step SB11 and step SB12 based on the method described above.

On the other hand, if the height of the peripheral region _{A G} for the period _{T S2 -Z~T} S2 + Z is equal to or greater than the limit height (No in step SB 10), the determination unit 43, the reference position departure time _{T S2,} arrival G It is determined that the area near is in a bad weather condition. In this case, the optimum flight plan calculation unit 42 adds a predetermined time V to stop time _{T D} at the reference position D of the vessel (step SB13).

Then, step SB7~SB10 is performed using the updated stop time _{T D.} In step SB7, the predetermined time V is subtracted from the previous navigable time, and when it is determined that the new navigable time is shorter than the necessary navigation time _TN , the arrival time _TG is changed.

In step SB19, the optimum flight plan calculation unit 42 sets the time obtained by adding a predetermined time V to the reference position departure time T _S2 as a new reference position departure time T _S2. In step SB11, in the new reference position departure time T _S2, the region near the arrival G is whether bad weather condition is determined. Optimal flight plan calculation unit 42, the determination unit 43, the reference position departure time T _S2, if the region near the arrival G was determined not to be bad weather conditions, a new reference position departure time T _S2, the Using the departure time from the reference position D in the two route areas, the optimum route in the first route area A1 and the optimum route in the second route area A2 are calculated (steps SB11 and SB12).

  The optimum operation plan calculation unit 42 finally connects the optimum route in the first route region A1, the stop time at the reference position D, and the optimum route in the second route region A2, and connects the departure point S to the arrival point G. The optimal operation plan showing the optimal route to and the time at each point is output.

  According to the above aspect, when the vicinity region of the arrival point G is in a bad weather state, it is possible to calculate an optimal operation plan that considers stopping the ship at the predetermined reference position D on the optimal route. For this reason, it is optimal not only for routes that avoid bad weather conditions, but also for routes that wait for recovery of weather in bad weather areas by performing drifting that stops the ship at the reference position D. The operation plan can be calculated. Therefore, it is possible to automatically formulate a suitable route that is more realistic.

Further, in the present embodiment, the reference position is set as a position on the shortest distance route, and the optimum route in the first route area A1 and the second route area A2 using the arrival time at the reference position D in the shortest distance route. Is calculated. Therefore, it is possible to easily and realistically set the arrival time at the reference position D and the departure time T _S2 from the reference position. Furthermore, if the weather in the vicinity region of arrival G also in the reference position departure time T _S2, which is set is not recovered, by increasing the time T _D to stop the ship at the reference position D, and the optimum route, stops the ship It is possible to easily and automatically calculate an optimal operation plan that takes time into consideration.

In the present embodiment, when the ship is stopped at the reference position D, it is determined whether it is difficult to arrive at the input arrival time _TG, and it is determined that it is difficult. In addition, the arrival time _TG is automatically changed. Therefore, a more realistic route calculation result can be obtained automatically.

[Automatic change of arrival time 1]
As in the second example, when the vicinity region of the arrival place G is in a bad weather state, the arrival time automatic change process may be performed prior to the drifting process. FIG. 7 is a flowchart showing the flow of arithmetic processing in a modification of the second example of FIG. Steps SC1 to SC3 in this modification are the same as steps SB1 to SB3 in the drifting process shown in FIG.

In this modified example, if the region near the arrival G is determined to be bad weather conditions, i.e., the wave height in the peripheral area A _G of the period T _G -Z~T _G + _Z based on arrival time T _G is a limit When it is equal to or higher than the wave height (No in step SC2), the determination unit 43 determines whether or not the time from the departure time T _S to the arrival time _TG (T _G −T _S ) is longer than the required navigation time T _N. (Step SC4).

When it is determined that the time from the departure time T _S to the arrival time _TG (T _G −T _S ) is longer than the required navigation time T _N (Yes in step SC4), the optimum flight plan calculation unit 42 determines the arrival time T Change is made to speed up _G (step SC5). For example, the optimum flight plan calculation unit 42, a T _G -U obtained by subtracting the time U to the arrival time T _G and the new arrival time.

Then, the determination unit 43, again, the wave height in the peripheral area _{A G} of the period _{T G -Z~T} G + Z based on a new arrival time _{T G} is determined whether less than the limit height (step SC2). That is, the ship by arriving earlier than the arrival time T _G appointment when arriving at arrival G, whether the vicinity region of the arrival G can be prevented from becoming bad weather condition is determined. Such a process of advancing the arrival time _TG is performed as long as the time from the departure time T _S to the arrival time _TG (T _G −T _S ) is longer than the required navigation time T _N.

If the wave height in the peripheral area _{A G} of the period _{T G -Z~T} G + Z based on a new arrival time _{T G} is determined to be lower than the limit height (Yes in step SC2), the optimum flight plan calculation unit 42, On the optimum route, an optimum operation plan is calculated that takes into consideration that the departure point S departs at the departure time T _S and arrives at the arrival point G at the new arrival time T _G. That is, in this modification, the constraint condition setting unit 44, the region near the arrival G (peripheral region A _G) If the ship is determined to be navigable non bad weather conditions, the peripheral region A _G is It is set as a constraint condition that the ship passes through the surrounding area _AG before the bad weather condition occurs. And when the said constraint conditions are set, the optimal flight plan calculating part 42 calculates an optimal route based on the said constraint conditions.

If departure time _T time from _S to arrival time _{T G (T} G -T _S) is less than or equal to navigation required time _{T N} (No at step SC4), more hasten the arrival time _{T G} when the arrival time since is impossible to arrive at the arrival G in T _G, processor 4 executes the drifting process (step SC6). Specifically, steps SB4 to SB13 in FIG. 6 are executed.

According to the above aspect, when the vicinity area of the arrival place G (peripheral area A _G ) is in a bad weather condition, the optimum route is considered to make the ship arrive at the arrival place G as soon as possible on the optimum route. The flight plan is calculated. Thus, even without the user to change the arrival time T _G, is arrival time T _G is changed automatically, the optimum route is calculated based on the arrival time T _G of the changed. For this reason, not only a route that makes a detour to avoid a bad weather condition or stops a ship in the middle of navigation, but also arrives at the arrival place G before the arrival point G becomes bad. It is possible to calculate the optimum operation plan including the route. That is, according to the said aspect, the optimal operation plan in which the concept of time was considered in the optimal route can be calculated automatically. Therefore, it is possible to automatically obtain a calculation result of a suitable route more in line with actual operation.

[Automatic arrival time change process 2]
In the above modification, when it is determined that the area near the arrival point G is in a bad weather state, the calculation is performed to advance the arrival time if there is a margin in time. In addition to this, or instead of this, when it is determined that the region near the arrival point G is in a bad weather state, an operation for delaying the arrival time _TG may be performed.

In this case, the optimum operation plan calculation unit 42 adds the predetermined time Q to the arrival time _TG and delays the arrival time. The determination unit 43 again determines whether or not the wave height in the peripheral area _AG in the period T _G -Z to T _G + Z based on the new arrival time T _G (= T _G + Q) is lower than the limit wave height. That is, the ship by arriving later than the arrival time T _G appointment when arriving at arrival G, whether the vicinity region of the arrival G can be prevented from becoming bad weather condition is determined.

If the wave height in the peripheral area _{A G} of the period _{T G -Z~T} G + Z based on a new arrival time _{T G} is determined to be lower than the limit height, the optimum flight plan calculation unit 42, starting the departure time _{T S} The optimum route that departs the ground S and arrives at the arrival place G at a new arrival time _TG is calculated. That is, in this modification, the constraint condition setting unit 44, the region near the arrival G (peripheral region A _G) If the ship is determined to be navigable non bad weather conditions, the peripheral region A _G is It is set as a constraint condition that the ship passes through the surrounding area _AG after recovering from the bad weather condition. And when the said constraint conditions are set, the optimal flight plan calculating part 42 calculates an optimal route based on the said constraint conditions.

In the optimal route calculation in this modification, the optimal operation plan calculation unit 42 may perform the optimal calculation by delaying the ship speed (in whole or in part) before delaying the arrival time _TG . Note that the speed of the ship is decreased in the optimum route calculation when the distance between the departure place S and the arrival place G (the surrounding area A _G ) is equal to or smaller than a predetermined reference distance or when the arrival time T _S arrives. It may be limited to the case where the time until time _TG is equal to or shorter than a predetermined reference time. Since it is determined whether the weather is bad or not based on the weather prediction based on the weather data, the weather prediction becomes inaccurate as the time elapses from the prediction time point.

Therefore, the determination unit 43 determines whether or not the distance between the departure place S and the arrival place G is equal to or less than the reference distance when the arrival time T _G is delayed, or from the departure time T _S. It may be determined whether the time until the arrival time _TG is equal to or shorter than a predetermined reference time. In addition, the optimum operation plan calculation unit 42 reduces the speed of the ship and determines the optimum route when the distance is determined to be less than the reference distance or when the time is determined to be less than the reference time. May be calculated.

According to the above aspect, when the region near the arrival point G (peripheral region A _G ) is in a bad weather state, the region near the arrival point G is located on the optimum route by reducing the speed of the ship. An optimal flight plan is calculated that takes into account waiting for recovery from a bad condition. Thus, even without the user to change the arrival time T _G, is arrival time T _G is changed automatically, the optimum route is calculated based on the arrival time T _G of the changed. For this reason, not only a route that makes a detour to avoid a bad weather condition or stops a ship in the course of navigation, but also arrives at the arrival place G after the arrival place G recovers from the bad weather condition. It is possible to calculate the optimum operation plan including the route. That is, according to the said structure, the optimal operation plan in which the concept of time was considered in the optimal route can be calculated automatically. Therefore, it is possible to automatically obtain a calculation result of a suitable route more in line with actual operation.

[Avoiding rough weather in the ocean]
In the first example, the second example, and the modified examples thereof, the optimum route calculation process in the case where the vicinity area of the departure place S and / or the arrival place G is in a bad weather state has been described. The route calculation device 1 is not limited to this, and when the region other than the region near the departure point S or the arrival point G (such as the region on the shortest distance route) is in bad weather, such as in the ocean, It is also possible to calculate an optimal operation plan that considers stopping the vehicle in front of an area in bad weather.

  FIG. 8 is a diagram showing a route area in the third example of the present embodiment. As shown in FIG. 8, in this example as well, as in the example of FIG. 2, a route that departs eastward from a departure point S located on the west side of the ocean and arrives at an arrival point G located on the east side of the ocean. Will be described.

In this example, the shortest distance route calculation unit 46 calculates the shortest distance route (large area route) Ro that connects the shortest distances between the departure point S and the arrival point G. The determination unit 43 determines whether or not there is an area in a bad weather condition on the shortest distance route Ro. For example, the determination unit 43 simulates whether or not there is a bad weather area A _H in the predetermined area A _{F based on} the position of the ship F when the ship F navigates at a predetermined speed along the shortest distance route Ro. Judgment by As in the case of the drifting process, the specific determination is, for example, that the wave height in the predetermined area A _F in the predetermined period with the predicted arrival time of the ship F at a position on a certain shortest route Ro is within the limit wave height. It is determined whether or not.

When there is a bad weather area A _H in the predetermined area _AF , the reference position setting unit 45 sets the position on the shortest distance route Ro as the reference position D. That is, the reference position setting unit 45 setting, among the point where the boundary portion of the shortest distance route Ro and bad weather area A _H intersect, the point on the most minimum distance close to the departure point S side route as a reference position D To do. The reference position D and the predicted arrival time of the ship F at this time are temporarily stored in the storage unit 3.

In this case, the constraint condition setting unit 44 sets the constraint that the ship F stops at the reference position D for a predetermined time. Based on this constraint, the optimum flight plan calculation unit 42, the optimum route, after departure from the departure point S, it is considered to stop the predetermined stopping time T _D vessels in the course of the reference position D optimum flight plan Calculate as R1. Also in this example, the optimum flight plan calculation unit 42 divides the first route area A1 from the departure point S to the reference position D and the second route area A2 between the reference position D and the arrival point G. Then, the optimum route is calculated for each of the areas A1 and A2. Detailed calculation contents are the same as those in steps SB7 to SB13 of FIG. 6 in the drifting process.

The optimum operation plan calculation unit 42 finally arrives from the departure place S by connecting the optimum route in the first route area A1, the stop time T _{D at the} reference position _D , and the optimum route in the second route area A2. The optimum operation plan R1 indicating the optimum route to the ground G and the time at each point is output.

  According to the above aspect, even when there is a bad weather condition on the route other than the departure point S and the arrival point G, the optimum operation plan considering that the ship is stopped at the predetermined reference position D on the optimum route. R1 can be calculated. For this reason, it is optimal not only for routes that avoid bad weather conditions, but also for routes that wait for recovery of weather in bad weather areas by performing drifting that stops the ship at the reference position D. The operation plan can be calculated. That is, according to the said aspect, the optimal operation plan in which the concept of time was considered in the optimal route can be calculated automatically. Therefore, it is possible to automatically formulate a suitable route that is more realistic.

  Also in this example, the optimum route is calculated individually for the first route region A1 from the departure point S to the reference position D and the second route region A2 from the reference position D to the arrival point G. For this reason, in addition to the mode of stopping at the reference position D, or in place of this, it is also possible to adopt a mode of accelerating from the reference position D after decelerating to the reference position D. In this case, the optimum operation plan calculation unit 42 may calculate the optimum operation plan R1 by dynamically changing the speed-related parameters during the optimum calculation.

  For example, the optimum operation plan calculation unit 42 calculates an optimum route that causes the first route area A1 between the departure point S and the reference position D to be slower than usual or decelerates as the reference position D is approached. The second route area A2 between the reference position D and the arrival point G is optimal so that the speed is higher than before, or the speed increases as the distance from the reference position D to a predetermined distance increases. The route may be calculated. Thereby, it is possible to perform calculations for various aspects such as eliminating or shortening the time for stopping the ship F at the reference position D.

  Further, in this example, the optimum operation plan calculation unit 42 calculates an operation plan R1 based on the route when performing the drifting as described above and an operation plan R2 that bypasses the bad weather condition as usual. The two operation plans R1 and R2 may be compared to output a more preferable operation plan as the optimum operation plan.

In this case, the optimum flight plan calculation unit 42, when it is determined that the bad weather area A _H on the shortest distance route Ro is present, the optimal route, bad weather area A _H of the departure point S and the shortest distance route on Ro The first flight plan R1 in which the ship F is decelerated between the reference position D and the ship F is stopped at the reference position D, and the bad weather area A _H on the shortest distance route Ro there If it is determined to be present, to produce a second flight plan R2 based on the optimum route at the time of bypassing the bad weather area a _H. And the optimal operation plan calculating part 42 compares 1st operation plan R1 and 2nd operation plan R2, and outputs a more suitable operation plan as an optimal operation plan.

For example, the optimum operation plan calculation unit 42 outputs, as the optimum operation plan, an operation plan for a route having a lower minimum evaluation value J _min calculated for each of the first operation plan R1 and the second operation plan R2.

In addition, the optimum operation plan calculation unit 42 first calculates the first operation plan R1, and when the arrival time _TG must be changed from the first input value (when No in step SB5 in FIG. 6), The second operation plan R2 may be calculated instead of the first operation plan R1, and the second operation plan R2 may be output as the optimum operation plan.

Thus, the first flight plan R1 to avoid bad weather area A _H by changing the course of the ship F, second flight plan to avoid bad weather area A _H by changing the speed of the vessel F R2 Can be obtained a more suitable operation plan.

[Other variations]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various improvements, changes, and modifications can be made without departing from the spirit of the present invention.

  For example, in the embodiment described above, the departure time automatic change process, the drifting process, the arrival time automatic change process, and the stormy weather avoidance process in the ocean have been described separately. The two processes may be executed as a series of arithmetic processes.

Moreover, in the said embodiment, although demonstrated supposing performing optimal operation plan calculation previously before the departure of a ship, the said aspect may be implemented not only before the departure of a ship but after the departure of a ship. Is possible. In this case, the current position or the future of the position of the ship (sailing schedule position) is the departure point S next to, the estimated time of arrival to the current time or navigation scheduled position is input as a starting time T _S.

In the above embodiment, the departure time automatic change processing delays the departure time T _S in order to make the ship stop at the departure point S (predetermined point) for a predetermined time as a constraint for the optimum route calculation. However, the present invention is not limited to this. For example, the optimum flight plan calculation unit 42, as an automatic changing process of the starting time may be performing an operation for optimum route by advancing the starting time T _S. In this case, it is set as a constraint condition for the optimum route calculation that the ship passes through the vicinity area before the vicinity area of the departure place S becomes in a bad weather state.

  INDUSTRIAL APPLICABILITY The present invention is useful for providing an optimal operation plan calculation device and an optimal operation plan calculation method that can automatically develop a suitable route in accordance with the actual situation.

DESCRIPTION OF SYMBOLS 1 Optimal operation plan calculation apparatus 41 Information input reception part 42 Optimal operation plan calculation part 43 Determination part 44 Restriction condition setting part 45 Reference position setting part 46 Shortest distance route calculation part 47 Optimal route calculation part D Reference position G Arrival place S Departure place

Claims (6)

An information input receiving unit that receives input of information including a ship's departure place, arrival place, and departure time;
An optimal operation plan calculation unit that calculates an optimal operation plan including an optimal route based on the input information, the performance data of the vessel, and weather data of a route region in which the vessel navigates,
The optimum operation plan calculation unit is
Based on the weather data, a determination unit that determines whether the departure area or the vicinity area of the arrival place is in a bad weather state in which the ship cannot navigate;
When it is determined that the vicinity area of the departure place or the arrival place is in a bad weather state in which the ship cannot navigate, the ship stops at a predetermined point for a predetermined time, or the neighboring area has the bad weather condition. A restraint condition setting unit that sets, as a restraint condition, that the ship passes through the vicinity region before becoming a state,
The optimal operation plan calculation unit is an optimal operation plan calculation device that calculates the optimal route based on the constraint condition when the constraint condition is set.   When it is determined that the departure place or the vicinity area of the arrival place is in the bad weather state, the optimum operation plan calculation unit changes the departure time or the arrival time, and changes the departure time or arrival time. The optimal operation plan calculation apparatus according to claim 1, wherein the optimal route is calculated based on time. When it is determined that the vicinity area of the arrival place is in the bad weather state, the optimal operation plan calculation unit intersects the vicinity area and a predetermined route between the departure place and the arrival place. A reference position setting unit for setting the position as a reference position is provided.
The optimum operation plan calculation unit calculates an optimum route by dividing a first route region between the departure point and the reference position and a second route region between the reference position and the arrival point. And
The optimal operation plan calculation unit calculates an optimal route in the second route region using a reference position departure time obtained by adding a predetermined time to the arrival time at the reference position in the first route region. Or the optimal operation plan calculating apparatus of 2 or 2. The optimum operation plan calculation unit includes a shortest distance route calculation unit that calculates a shortest distance route connecting the shortest distance between the departure place and the arrival place as the predetermined route for setting the reference position. ,
The reference position setting unit sets the position on the shortest distance route as the reference position,
The optimal operation plan calculation unit calculates the optimal route in the first route region using the arrival time at the reference position in the shortest distance route,
The determination unit determines whether or not a region near the destination is in the bad weather state at the reference position departure time,
The optimal operation plan calculation unit determines a time obtained by adding the predetermined time to the reference position departure time when it is determined that the vicinity area of the arrival place is in the bad weather condition at the reference position departure time. The optimal operation plan calculation device according to claim 3, which is set as a new reference position departure time. The determination unit, when it is determined that the vicinity area of the arrival place is in the bad weather state, the navigable time obtained by subtracting the predetermined time from the time from the departure time to the arrival time is To determine whether it is shorter than the minimum required time for navigation from to the destination,
When it is determined that the navigable time is shorter than the required navigation time, the optimum operation plan calculation unit changes the arrival time, and calculates the optimum route in the first route based on the changed arrival time. The optimal operation plan calculating device according to claim 3 or 4. An information input accepting step for accepting input of information including the departure place, arrival place and departure time of the ship;
An optimum operation plan calculation step for calculating an optimum operation plan including an optimum route based on the inputted information, the performance data of the vessel, and weather data of a route area where the vessel navigates,
The optimal operation plan calculation step includes:
Based on the weather data, a determination step of determining whether the departure area or the vicinity area of the arrival place is in a bad weather state where the ship cannot navigate;
When it is determined that the vicinity area of the departure place or the arrival place is in a bad weather state in which the ship cannot navigate, the ship stops at a predetermined point for a predetermined time, or the neighboring area has the bad weather condition. A constraint condition setting step for setting, as a constraint condition, that the ship passes through the neighboring region before entering a state,
The optimum route calculation step is a method for calculating an optimum flight plan, wherein, when the constraint condition is set, the optimum route is calculated based on the constraint condition.

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