JP6165697B2 - Ship speed calculation device and ship speed calculation method - Google Patents

Description

  The present invention relates to a ship speed calculation device and a ship speed calculation method.

For example, a ship navigating a long distance is required to create an optimal ship speed plan for the purpose of both energy saving operation and scheduled operation that arrives at the arrival point on time in consideration of the energy demand of the ship.
Patent Document 1 discloses a voyage planning support system that controls ship speed and steering based on weather and sea state information so that a ship passes a passing point at a scheduled passing time and matches the scheduled arrival time. Has been.

Japanese Patent No. 3950975

In Patent Document 1, as disclosed in FIG. 2 (b), the design variables are the main engine load and the propeller blade angle, the constraint conditions are the operational limit, the rudder amount, and the like, and the objective function is the minimum combustion consumption and the minimum CO. It is suggested to use an optimization calculation with ₂ emissions.
That is, in the navigation planning support system disclosed in Patent Document 1, the main engine load and propeller blade angle that minimize the minimum combustion consumption and the minimum CO ₂ emission, which are objective functions, while satisfying the constraint conditions are obtained as the optimum solutions. It is understood that

  However, when the transit time at the relay point is set on the route, the transit time at the relay point is also a constraint condition, and the constraint condition increases. As the constraint condition increases, the optimization calculation for satisfying it becomes complicated, and the calculation time for calculating the optimal solution increases.

  The present invention has been made in view of such circumstances, and the ship speed based on the fuel consumption of the ship is suppressed even if the transit time of the transit point is set on the route. It is an object of the present invention to provide a ship speed calculation device and a ship speed calculation method that enable the optimization of the ship with high accuracy.

  In order to solve the above problems, the ship speed calculation device and the ship speed calculation method of the present invention employ the following means.

  A boat speed calculation device according to a first aspect of the present invention is a boat speed calculation device that divides a route from a departure point to an arrival point into a plurality of sections in a pseudo manner, and calculates a boat speed for each section. Setting means for setting the target voyage time from the point to the arrival point, the maximum and minimum ship speeds for each section, and the transit time of the relay point in the route, and the route is simulated before and after the relay point The route dividing means for dividing the route into a plurality of divided routes, and for each of the divided routes, the cruising time of the divided route and the maximum and minimum ship speeds for each section are set as the constraint conditions, and the ship speed for each section And an optimal solution calculating means for calculating a ship speed that minimizes the objective function, using the fuel consumption of the ship as an objective function.

  The boat speed calculation device according to this configuration divides the route from the departure point to the arrival point into a plurality of sections in a pseudo manner, and calculates the boat speed for each section. This optimization calculation is, for example, a technique for obtaining a solution (control variable) that minimizes or maximizes the objective function while satisfying the constraint condition. The constraint conditions are, for example, a target voyage time from the departure point to the arrival point, the maximum boat speed and the minimum boat speed for each section, and the like. The objective function is, for example, the fuel consumption of the ship, and the control variable is, for example, the ship speed.

  In this configuration, the target voyage time from the departure point to the arrival point, the maximum ship speed and the minimum ship speed for each section, and the transit time at the relay point on the route are set by the setting means. Conventionally, when a relay point is set, the relay point is set as a constraint condition. However, when the constraint conditions increase, the optimization calculation becomes complicated, and the calculation time for calculating the optimal solution increases.

Therefore, the route is pseudo-divided before and after the relay point by the route dividing means to form a plurality of divided routes. In addition, when there are a plurality of relay points, the number of division routes increases according to the number of relay points. Also, the relay point may or may not coincide with the position where the route is divided into sections.
For each division route, the voyage time of the division route and the maximum and minimum vessel speeds for each section are set as constraints, the vessel speed is the control variable, the fuel consumption of the vessel is the objective function, and the objective function is the minimum. The ship speed to be calculated is calculated by the optimum solution calculating means.

  That is, by dividing the route into a plurality of divided routes before and after the relay point, the transit time at the relay point becomes the arrival time and departure time of the divided route before and after the route. Therefore, if the route is not divided, the three constraints (target voyage time from the departure point to the arrival point, maximum boat speed and minimum boat speed, transit time at the relay point) are divided. Thus, since the departure time or arrival time is the same as the transit time at the relay point, the time is reduced.

  In this way, this configuration suppresses an increase in calculation time and enables high-speed optimization of ship speed based on the fuel consumption of the ship even if the transit time is set on the route. .

  In the first aspect, a constraint condition may be added in which the rate of change of the ship speed before and after the relay point on the route is less than or equal to a predetermined value.

If optimization calculation is performed for each divisional route, there may be a large difference in ship speeds before and after the relay point that should be continuous.
According to this configuration, since the constraint condition that the rate of change of the ship speed before and after the relay point on the route is set to a predetermined value or less is added, it is possible to suppress a large difference in ship speed before and after the relay point on the route.

  In the first aspect, the rate of change may be added to the section after the relay point of the route in the control condition.

  According to this structure, it can suppress easily that a big difference arises in ship speed before and behind the relay point of a channel.

  A boat speed calculation method according to a second aspect of the present invention is a boat speed calculation method for dividing a route from a departure point to an arrival point into a plurality of sections in a pseudo manner and calculating a ship speed for each section. A first step of setting a target voyage time from the point to the arrival point, a maximum ship speed and a minimum ship speed for each section, and a transit time of the relay point in the route, and the route before and after the relay point. The second step, which is divided into a plurality of divided routes in a pseudo manner, and for each divided route, the voyage time of the divided route and the maximum and minimum vessel speeds for each section are set as constraints, and the ships for each section And a third step of calculating a ship speed that minimizes the objective function, using the speed as a control variable and the fuel consumption of the ship as an objective function.

  According to the present invention, even if there is a transit point transit time setting on the route, the increase in calculation time is suppressed, and the ship speed based on the fuel consumption of the ship can be optimized with high accuracy. Has an excellent effect.

It is a schematic diagram which shows the optimization calculation which concerns on embodiment of this invention. It is a schematic diagram which shows an example of the area input at the input step which concerns on embodiment of this invention, the ship speed limit value for every area, and ship speed distribution. It is a block diagram which shows the electric constitution of the ship speed distribution optimization apparatus which concerns on embodiment of this invention. It is a functional block diagram of a ship speed distribution optimization device concerning an embodiment of the present invention. It is a schematic diagram which shows an example of the division | segmentation channel which concerns on embodiment of this invention. It is a schematic diagram which shows an example of the ship speed before and behind the relay point which concerns on embodiment of this invention. It is a flowchart which shows the flow of the optimization calculation which concerns on embodiment of this invention.

  Hereinafter, an embodiment of a boat speed calculation device and a boat speed calculation method according to the present invention will be described with reference to the drawings.

  The ship speed calculation according to this embodiment is to calculate the optimum ship speed of the ship. The route from the departure point to the arrival point is divided into a plurality of sections in a pseudo manner, and the optimum ship speed for each section is calculated. The ship speed distribution to be calculated is optimized (hereinafter also referred to as “optimization calculation”). This optimization calculation is, for example, a technique for obtaining a solution (control variable) that minimizes or maximizes the objective function while satisfying the constraint condition.

FIG. 1 is a schematic diagram illustrating an example of the concept of optimization calculation.
The optimization calculation shown in the example of FIG. 1 has an input step, a calculation condition determination step, a fuel consumption calculation step, and a ship speed distribution optimization step.

In the input step, for example, navigation plan, meteorological sea forecast information, initial conditions, etc. are input (set) as information necessary for calculating the ship speed.
In the voyage plan, for example, the departure time from the departure point of the ship, the arrival time at the arrival point, and the limit values of the ship speed for each section (maximum ship speed and minimum ship speed, hereinafter referred to as “ship speed limit value”). ) Etc. The ship speed limit value is determined by the draft and trim of the ship in the section, the depth of the section, and the like. The target voyage time can be obtained from the departure time and arrival time of the ship.
These target voyage time and ship speed limit value are the constraint conditions.
The weather and sea state forecast information includes wind direction, wind speed, tidal current velocity and tidal current direction, wave height, and wave direction.
The initial condition is the distribution of ship speed for each section.

In the calculation condition determination step, calculation conditions for each section are determined.
The calculation conditions are, for example, the passage time of the ship for each section, the latitude and longitude when the ship passes for each section, and weather and sea state prediction information when the ship passes for each section.

In the fuel consumption calculation step, the movement of the route, in other words, the fuel consumption of the ship in all sections is calculated.
In the fuel consumption calculation step, a propulsion model is used in which the propulsion load of the ship fluctuates depending on the ship speed and weather conditions. In this propulsion model, fuel consumption is calculated from the propulsion load, and fuel consumption is calculated from the fuel consumption and the distance of each section. Is calculated. The propulsion model is, for example, a ship that is propelled by a main engine that is an engine rotating a propeller. However, the propulsion model is not limited to this. For example, a motor that converts engine power into electric power and that is driven by electric power is a propeller. A ship propelled by rotating may be modeled.

  In the propulsion model, as an example, the power consumed in the guest room or the air conditioner is a fixed value. However, the propulsion model is not limited to this, and may vary according to the weather and the time zone. In the propulsion model, as an example, on / off of auxiliary power is switched according to the load condition for the main engine.

The ship speed distribution optimization step changes the ship speed distribution for each section, which is the initial condition in the input step, so that the fuel consumption is an objective function and the fuel consumption is minimized.
That is, the ship speed for each section is set as the control variable.

  FIG. 2 is a schematic diagram showing an example of sections input in the input step, ship speed limit values for each section, and ship speed distribution. As shown in FIG. 2, the ship speed distribution is controlled (changed) so as to satisfy the maximum ship speed and the minimum ship speed. The fixed ship speed distribution is a predetermined value for the speed of the section, for example, when leaving or entering a port. That is, the ship speed for each section is determined within the range of the maximum ship speed and the minimum ship speed for each section so as to reach the arrival point in the target voyage time. For example, the voyage time for each section is calculated by multiplying the distance for each section by the ship speed (control variable) for each section, and the total voyage time is taken as the total voyage time and compared with the target voyage time. .

  In the fuel consumption calculation step, the fuel consumption corresponding to the newly input ship speed distribution is calculated.

  As described above, in the optimization calculation, the target voyage time (departure time and arrival time) from the departure point to the arrival point, and the maximum ship speed and the minimum ship speed for each section are set as constraints. The ship speed for each section is set as a control variable, and the fuel consumption amount from the departure point to the arrival point is set as an objective function. The ship speed for each section that minimizes this objective function is calculated as the optimum solution.

  As the optimization calculation algorithm, a known interior point method, sequential quadratic programming, or the like is used.

FIG. 3 is a block diagram showing an electrical configuration of the ship speed distribution optimizing apparatus 10 which is an information processing apparatus that executes the optimization calculation according to the present embodiment.
A ship speed distribution optimizing device 10 according to the present embodiment includes a CPU (Central Processing Unit) 12 that executes a program related to optimization calculation, a ROM (Read Only Memory) 14 that stores various programs and various data, and the like. RAM (Random Access Memory) 16 used as a work area at the time of execution of various programs according to the above, and an HDD (Hard Disk Drive) 18 as storage means for storing various programs and various data.

  Further, the ship speed distribution optimizing device 10 includes a keyboard, a mouse, and the like. The operation input unit 20 that receives input of various operations, displays various images, for example, an image display unit 22 such as a liquid crystal display device, and an external interface 24. And an external interface 24 that transmits and receives various data to and from other information processing apparatuses and printing apparatuses.

  The CPU 12, ROM 14, RAM 16, HDD 18, operation input unit 20, image display unit 22, and external interface 24 are electrically connected to each other via a system bus 26. Accordingly, the CPU 12 accesses the ROM 14, the RAM 16, and the HDD 18, grasps the operation state of the operation input unit 20, displays an image on the image display unit 22, and various types of information processing apparatuses via the external interface 24. Data can be transmitted and received.

FIG. 4 is a functional block diagram of the boat speed distribution optimization apparatus 10 according to the present embodiment.
The ship speed distribution optimization device 10 includes a setting unit 30, a route division unit 32, and an optimal solution calculation unit 34.

  The setting unit 30 manipulates input of various calculation conditions used in optimization calculation such as constraint conditions (target voyage time and ship speed limit value) and transit time of transit points on the route (hereinafter referred to as “passing designated time”). Accept and set via the input unit 20. Note that there may be one or more relay points.

  The route division unit 32 divides the route in a pseudo manner before and after the relay point to form a plurality of divided routes.

  The optimal solution calculation unit 34 sets, for each divided route, the voyage time of the divided route and the maximum and minimum ship speeds as constraints, the ship speed as a control variable, the fuel consumption of the ship as an objective function, and the objective function as Calculate the minimum ship speed. The voyage time of the divided route is set based on the input transit time of the relay point, as will be described in detail later.

  Next, optimization calculation by the boat speed distribution optimization apparatus 10 according to the present embodiment will be described.

  In the boat speed distribution optimizing device 10 according to the present embodiment, the setting unit 30 can set the transit time of the relay point on the route.

Conventionally, when a relay point is set, the relay point is set as a constraint condition. However, when the constraint conditions increase, the optimization calculation becomes complicated, and the calculation time for calculating the optimal solution increases.
Therefore, the route dividing unit 32 artificially divides the route before and after the relay point to form a plurality of divided routes.

FIG. 5 is a schematic diagram illustrating an example of a divided route.
In the example of FIG. 5, positions (hereinafter referred to as “separation positions”) 1 to 4 that divide the route into a plurality of sections are set as relay points (designated passage times). That is, in the example of FIG. 5, the route is divided according to the relay points (passing designated times) that coincide with the demarcation positions 1 to 4, so there are five divided routes.

In the example of FIG. 5, for the sake of simplification of explanation, the setting of the delimiter positions 1 to 4 and the relay point is the same, but each section delimited by the delimiter positions 1 to 4 is further divided into a plurality of sections. Yes. That is, the divided route is divided into a plurality of pseudo sections.
In the example of FIG. 5, the delimiter positions 1 to 4 and the relay points match, but the delimiter positions 1 to 4 and the relay points do not necessarily match.

Here, in the conventional method of adding the passage specified time to the constraint condition without dividing the route, the ship speed of each section as a control variable satisfies the passage specified time together with the vessel speed limit value, and the target voyage time as a whole Must be met.
Therefore, when the route is not divided, in the example of FIG. 5, five ship speeds (section ship speeds in FIG. 5) of each section must be calculated so as to satisfy the passage designated time. In other words, since there are five control variables and the calculation time is affected by the square of the number of control variables, the optimization calculation for the entire route is 25 times (5 ² = 25) compared to when no relay point is set. It will take time.

On the other hand, by dividing the route into a plurality of divided routes before and after the passage designated time at the relay point, the passage designated time becomes the arrival time and departure time of the divided route divided before and after that. Therefore, by dividing the route, the three constraint conditions (target voyage time, ship speed limit value, transit point transit time) that were not obtained when the route was not divided are reduced. That is, there is no concept of designated passage time in the constraint condition.
For this reason, when the route is divided, in the example of FIG. 5, the control variable for each divided route remains one, and optimization calculation is performed for each of the five divided routes. For this reason, the calculation time of the optimization calculation in the example of FIG. 5 is five times that in the case where no relay point is set, and the increase in calculation time is suppressed as compared with the case where the route is not divided.

  More specifically, in the example of FIG. 5, the optimization calculation is performed in the order of the divided route 1, the divided route 2, the divided route 3, the divided route 4, and the divided route 5. When the optimization calculation of the divided route 5 is completed, a ship speed distribution in which the divided route 1 and the divided route 5 are continued is obtained as a result of the optimization calculation.

  As described above, the ship speed distribution optimizing apparatus 10 according to the present embodiment suppresses an increase in calculation time even when the transit time of the transit point is set on the route, and the ship speed based on the fuel consumption of the ship. Can be optimized with high accuracy.

  In addition, if optimization calculation is performed for each divided route, there may be a large difference in ship speeds before and after a relay point that should have been continuous (hereinafter referred to as “before and after division”). This is because substantially different optimization calculations are executed for each divided channel.

FIG. 6 is a schematic diagram illustrating an example of the ship speed before and after the division.
In the example of FIG. 6, there is a large difference in ship speed between the divided channel A and the divided channel B (section A3 and section B1). If there is a difference in ship speed between consecutive sections as described above, it may be difficult to realize the calculated ship speed in an actual ship.

  Therefore, the ship speed distribution optimizing apparatus 10 according to the present embodiment adds a constraint condition that the rate of change of the ship speed before and after the division of the channel is not more than a predetermined value.

In the example of FIG. 6, the rate of change in ship speed is added as a constraint condition to the section B1 after the division of the channel.
Thereby, in the optimization calculation of the divided route B, the ship speed of the section before the division (the last section A3 of the divided route A) is set in advance, and the rate of change which is a constraint condition for the set ship speed is set. The ship speed of the section B1 to be satisfied is calculated. Note that the optimization calculation of the divided route A is completed before the optimization calculation of the divided route B as described above.

  In this way, the ship speed distribution optimizing device 10 adds the rate of change of the ship speed to the constraint condition for the section after the division of the route, so that there is a large difference in ship speed before and after the relay point on the route. Can be suppressed. In addition, since the rate of change of the ship speed is added as a constraint condition only to the section after the division of the route, an increase in calculation time for optimization calculation due to an increase in the constraint condition is suppressed.

  FIG. 7 is a flowchart showing the flow of optimization calculation by the ship speed distribution optimization apparatus 10.

  First, in step 100, calculation conditions are input by the user via the operation input unit 20, and calculation conditions are set by the setting unit 30.

In the next step 102, it is determined whether or not there is an input (setting) of the transit time at the relay point. If the determination is affirmative, the process proceeds to step 106. If the determination is negative, the process proceeds to step 104.
When the process proceeds to step 104, the optimum solution calculation unit 34 performs the optimization calculation without dividing the route described above, and the process proceeds to step 112.

  On the other hand, in step 106, the route is pseudo-divided before and after the input relay point to generate a divided route. In addition, the arrival time (departure time) of the relay point based on the designated passage time is a constraint condition for each divided route.

  In the next step 108, the optimum solution calculation unit 34 executes optimization calculation for each divided route in order from the target point to the arrival point.

  In step 110, it is determined whether or not the optimization calculation has been completed for all the divided routes. If the determination is affirmative, the procedure proceeds to step 112. If the determination is negative, the procedure returns to step 108, and the remaining divided routes are sequentially selected. The optimal solution calculation unit 34 executes the optimization calculation.

  In step 112, the image display unit 22 displays the calculation result obtained by the optimal solution calculation unit 34, and the optimization calculation ends.

  As described above, the ship speed distribution optimizing device 10 according to the present embodiment divides the route in a pseudo manner before and after the relay point when a transit time of the relay point in the route is set, and performs a plurality of divisions. The route. The ship speed distribution optimizing device 10 sets the voyage time of the divided route, the maximum ship speed and the minimum ship speed as the constraint conditions for each divided route, the ship speed as a control variable, and the fuel consumption of the ship as an objective function. The ship speed that minimizes the objective function is calculated.

  As a result, the ship speed distribution optimizing device 10 suppresses an increase in calculation time even when the transit time of the transit point is set on the route, and highly accurately optimizes the ship speed based on the fuel consumption of the ship. To be possible.

  As mentioned above, although this invention was demonstrated using the said embodiment, the technical scope of this invention is not limited to the range as described in the said embodiment. Various changes or improvements can be added to the above-described embodiment without departing from the gist of the invention, and embodiments to which the changes or improvements are added are also included in the technical scope of the present invention. Moreover, you may combine the said embodiment suitably.

  For example, in the above-described embodiment, the description has been given of the mode in which the constraint condition is two in the optimization calculation for the divided route, that is, the ship speed limit value and the voyage time of the divided route, but the present invention is not limited to this. The restriction condition may be three or more including the ship speed limit value and the voyage time.

  For example, in the above-described embodiment, the form in which the ship speed is included in the constraint condition has been described. However, the present invention is not limited to this, and the load of the main engine may be used as the constraint condition instead of the ship speed. . The load on the main engine is, for example, the total value of the propulsion load for driving the propeller and the power load for supplying power in the ship.

  Further, the flow of optimization calculation described in the above embodiment is also an example, and unnecessary steps are deleted, new steps are added, and the processing order is changed within a range not departing from the gist of the present invention. May be.

10 Ship speed allocation optimization device 30 Setting unit 32 Route division unit 34 Optimal solution calculation unit

Claims (4)

A ship speed calculation device that divides a route from a departure point to an arrival point into a plurality of sections in a pseudo manner and calculates a ship speed for each section,
Setting means for setting the target voyage time from the departure point to the arrival point, the maximum ship speed and the minimum ship speed for each section, and the transit time of the relay point on the route;
A route dividing means that divides the route in a pseudo manner before and after the relay point to form a plurality of divided routes;
For each of the divided routes, the voyage time of the divided route and the maximum and minimum ship speeds for each section are set as constraints, the ship speed for each section is a control variable, and the fuel consumption of the ship is an objective function. Optimal solution calculating means for calculating a boat speed that minimizes the objective function;
A ship speed calculation device comprising:   The ship speed calculation device according to claim 1, wherein a constraint condition is set such that a rate of change of the ship speed before and after the relay point of the route is a predetermined value or less.   The boat speed calculation apparatus according to claim 2, wherein the rate of change is added to the section after the relay point of the route to the control condition. A ship speed calculation method for dividing a route from a departure point to an arrival point into a plurality of sections in a pseudo manner and calculating a ship speed for each section,
A first step of setting a target voyage time from the departure point to the arrival point, a maximum ship speed and a minimum ship speed for each section, and a transit time of the relay point on the route;
A second step in which the route is divided into a plurality of divided routes in a pseudo manner before and after the relay point;
For each of the divided routes, the voyage time of the divided route and the maximum and minimum ship speeds for each section are set as constraints, the ship speed for each section is a control variable, and the fuel consumption of the ship is an objective function. A third step of calculating a boat speed that minimizes the objective function;
Ship speed calculation method including

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