JP2013104690A - Optimum ship route calculation system for vessels, operation supporting system for vessels, optimum ship route calculation method for vessels, and operation supporting method for vessels - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an optimum ship route calculation system for vessels which can calculate an optimum ship route for all routes over the global ocean including routes with canals and/or straits on the routes like a route between the Persian Gulf and Japan via the Straits of Malacca, a route between Japan and Australia, a route between Singapore and the Mediterranean via the Suez Canal, and a route between Japan and the east coast of North America via the Panama Canal, and to provide an operation supporting system for vessels, an optimum ship route calculation method for vessels, and an operation supporting method for vessels,.SOLUTION: The optimum ship route calculation system 30 for vessels adopts an isochrone method as a method to determine an optimum ship route and comprises way point designation means 31, which can optionally designate way points WP on a ship route to be set, and isochrone changing means 32, which changes search lengths, search intervals, and search regions used in the isochrone method according to distances between way points WP.

Description

  The present invention is a canal between Japan and Australia, between Japan and Australia, between the Persian Gulf and the Malacca Strait, between Singapore and the Mediterranean Sea across the Suez Canal, between Japan and the east coast of North America across the Panama Canal. The ship's optimal route calculation system, ship operation support system, ship's optimal route calculation method, and ship operation It relates to support methods.

  In recent years, the scale of operations has increased due to the rapid increase in the number of ships, the number of seafarers has decreased and internationalized, the rapid rise in crude oil prices, and environmental issues, especially the need to reduce greenhouse gas emissions, have been rapidly increasing both in Japan and overseas. It is also an important issue for the shipping industry that operates logistics activities. In particular, improvement of actual sea area performance of ships and optimization of operation plans represented by weather routing are attracting attention as important themes.

  And in order to realize not only economic efficiency and efficiency but also improvement of the actual sea area performance and operational efficiency of the ship considering the environmental load, the weather, sea state and current information, ship speed, main engine operation In addition to collecting and accumulating operational information such as the situation, technology that monitors the ship and land offices in real time in a more reliable state while sharing operational information on in-service vessels, timely support technology, and performance evaluation Technology is required.

  In such an environment, we searched for the possibility of building a ship / land integrated information infrastructure system that manages operations while sharing operational information of in-service vessels between inboard and onshore offices. There has been proposed an operation monitoring system that supports the operation of a ship while the ship and the land office are shared (see Patent Document 1).

  This navigation monitoring system is a system that enables monitoring of navigation / engine data of in-service vessels from the land office via the Internet / portal site, and a monitoring system that displays only navigation data (ship position, weather / sea state, ocean current) In contrast, it is a system that can simultaneously monitor the operation data of the main equipment and other onboard equipment.

  Also, in the efforts to reduce global warming gas emissions in the shipping and shipbuilding industries, analysis of sea area performance and evaluation technology are combined to optimize the route in consideration of safety and economics in response to weather and oceanographic information. The techniques of Weather Routing and Optimum Routing are attracting attention.

  The weather routing of the prior art is mainly provided by a weather / sea state service company. Here, the ship speed in the waves is calculated by a simple approximate expression to find the optimum route. While these weather / sea state service companies have the strength of having their own know-how regarding weather / sea state data and forecast data, as for the characteristics of the target ship, know-how regarding hull performance characteristics is only available through empirical data. However, there is a weakness that the performance of each ship cannot be specified.

  In recent years, there has been a demand for mechanisms (services) that support direct cost-cutting effects and safe / efficient operation based on operational know-how and maintenance know-how. There is a need for an optimal route calculation system that takes into account current conditions.

  For this optimal navigation calculation, the route selection is selected based on the information from the dangerous sea area information / wave estimation data receiver, a number of passage points on the route are selected, and the scheduled passage time at each passage point is set. In addition, a navigation planning support system has been proposed that sequentially sets a scheduled passage time, a navigation speed, and a rudder angle of a ship so as to match the arrival time at the destination port from the current position and time of the ship (see, for example, Patent Document 2). ).

  In addition to the fluid resistance in the ship's ocean current, the wind pressure resistance and wave resistance increase predicted by the weather forecast are calculated, and the estimated passage time at the passing point on the route is calculated based on the calculation result. Corrected by statistical processing based on past data, the ship speed and rudder angle to reach the target port within the allowable error are calculated, and the main engine and rudder angle are controlled based on this calculation result, and the target port is There has also been proposed an environmental load reduction type voyage plan providing system that aims to improve the arrival time of the vehicle, improve the fuel consumption rate, and reduce the environmental load (for example, see Patent Document 3).

  In addition, the optimum route is efficiently searched in a short time from the sea area to the destination based on the ship's individual ship performance data and sea weather data in consideration of ship speed, fuel consumption and sea margin. An optimum route search system has also been proposed (see, for example, Patent Document 4).

  However, in order to practically operate the performance analysis technology and optimum navigation or weather routing in the actual sea area at the site of operation management, the actual sea area performance analysis function that can perform real-time evaluation and feedback according to the operation status and collection It is considered necessary to construct a total ship operation support system that integrates the actual sea area health diagnosis function that statistically predicts by analyzing the accumulated service data.

  In order to cope with this, the present inventors input the service data collected by the operation monitoring system to the service ship analysis system, and outputs the data such as the latest estimated performance information. The data of the weather forecasted in is input to the optimal route calculation system, the data of the navigation plan information about the optimal route is calculated, and this data and the data of weather, sea state, ocean current forecast information, etc. A ship operation support system and a ship that form an analysis cycle by the operation monitoring system, the in-service vessel analysis system, and the optimum route calculation system. (See, for example, Patent Document 5).

As a result, the hull performance in the actual sea area is accurately estimated and fed back to actual operation to improve fuel efficiency, reduce CO ₂ emissions, and improve the prediction accuracy of estimated arrival time (ETA). An effective repair plan can be made.

  On the other hand, ships equipped with ship operation support systems are expected to sail not only in the Pacific Ocean, such as the North Pacific, but also in the oceans around the world, such as the PG-Japan route. Although routing has been generalized to some extent, development of a system corresponding to the entire globe (the entire earth), which has almost no example as a weather routing system for ships, has been demanded.

  In order to make the system compatible with the entire globe, it is necessary to perform routing including navigation routes, canals and straits in the navigation section. In sea areas such as canals and straits, there may be a route that does not need to be routed, and navigation is necessary to limit speed and to inevitably reduce speed for safe navigation. It is necessary to make the system compatible with the whole globe by setting the navigation method and the main engine speed according to the sections and optimizing each section.

  However, in the optimum route calculation system of the prior art, only the starting point and the reaching point are specified, and calculation that specifies the required passing point (WP: Way Point) on the way cannot be performed. When the isochronous curve method is used for route optimization, the search length, search interval (isochrome interval), and search range are fixed.

  As a result, the target of the optimal route calculation is limited to the calculation of the ocean route such as the Pacific route and the Atlantic route, and the optimum route calculation cannot be performed for the entire route including the navigation of the Malacca Strait, Panama Canal, Suez Canal, etc. was there.

  In other words, since the optimal route calculation solver of the prior art was intended for route calculation that requires a large search range such as the North Pacific route, the search length, search interval, and range of the isochronous curve method are set large and fixed. For example, if the isochrome parameters are constant and fixed in units of 24 hours, and the range that can be navigated such as the South China Sea and coastal navigation is limited, or if the section to be optimized is short, Since the parameters become large, there has been a problem that efficient route search cannot be performed.

  In other words, even when the optimal route calculation range is very narrow and surrounded by land, the same parameter as the Pacific crossing route is used, so the turning point is once every 24 hours, and efficiency is improved. If you cannot set a route that cannot pass between islands depending on the location of the starting point, or set an unnatural route even if you can pass between islands There was a case.

  In addition, in the optimization logic of the prior art, when the route search considering the hull motion is adopted, this calculation requires a lot of time, so it is the minimum only under the condition that the main engine speed is fixed to a constant value. The fuel route could not be calculated. In other words, if convergence calculation is performed by calculating a large number of main engine speed patterns while changing the main engine speed, there will be a problem in calculation time and calculation function. There wasn't.

Therefore, even increasing trend of increase and CO ₂ reduction in fuel prices, increases the importance of the route search on optimizing the primary rotational speed by weather and sea conditions, minimum fuel route of the main generator rotating speed was varied In spite of the fact that the search function is required, the problem of the amount of calculation has been a big problem when the navigation route is made to correspond to the whole globe.

  Further, in the optimum route calculation solver of the prior art, the ocean current is fixed to be constant as it does not change greatly during one voyage, and is calculated only using the weather prediction data announced at the latest or set date and time. For example, data from a pilot chart updated once a month is used. Therefore, in order to improve the accuracy of route calculation, it is necessary to conduct route search using weather / sea conditions and ocean current data corresponding to each location and time of the route, but high accuracy global support There was a problem that it was not possible to calculate the route using current prediction data.

JP 2008-198136 A JP 2005-162117 A JP 2007-45338 A JP 2007-57499 A JP 2009-286230 A

  The present invention has been made in order to solve the above-mentioned problems, and the purpose of the present invention is between the Persian Gulf and Japan across the Malacca Strait, between Japan and Australia, and between the Mediterranean Sea across Singapore and the Suez Canal. The ship's optimum route calculation system that can handle the route between canals and straits, such as between Japan and the east coast of North America across the Panama Canal An object is to provide a support system, a ship optimum route calculation method, and a ship operation support method.

  Furthermore, when optimizing the route for the entire globe, it is possible to search for the minimum fuel route with variable main engine speed, and also to make the ocean current data variable and to select any one corresponding to the location and time of the route. To provide a ship optimum route calculation system, a ship operation support system, a ship optimum route calculation method, and a ship operation support method capable of performing route search using weather, sea conditions and ocean current data. is there.

  In order to achieve the above object, the optimum route calculation system for a ship according to the present invention includes information on the estimated performance of the ship and data including a hull motion model, and information on weather, sea conditions, and currents predicted on the set target route. In the optimal route calculation system for ships that calculates data including navigation plan information and ship motion prediction information related to the optimal route, the isochronous curve method is adopted as an optimization method for finding the optimal route In addition, the required passing point designating means that can arbitrarily specify the required passing point in the course of the setting target route, and the search length, the search interval, and the search range used in the isochronous curve method vary depending on the distance between the required passing points. It is comprised with the isochrome change means to be made.

  By providing this mandatory passage point designation means, it is possible to incorporate optional designation of a mandatory passage point (WP: Way Point) in the middle of the route that is the target of the optimum route calculation. It is possible to calculate routes including the passages of canals and straits such as the Straits, Suez Canal and Panama Canal. For example, prepare an arbitrary route plan with mandatory passing points for each canal and strait such as the Strait of Malacca, Panama Canal, Suez Canal, etc., and include a specific identifier (for example, “ PG-JPN route "etc.) and pre-registration in the data group used in the optimum route calculation system makes it possible to easily specify and set the required passage points along the route to be set. In addition, it is possible to search for the optimum route for the whole world (global correspondence) including the strait.

  In addition, by providing isochrome changing means, the calculation efficiency of route search can be improved by making the parameters of isochrome variable according to the route that is the target of the optimum route calculation, and for various sea areas and routes. However, practical route search will be possible.

  In the above-mentioned ship optimum route calculation system, the main engine revolution speed when navigating the first section from the mandatory passage point where the route search is started to the end point of isochrome immediately before the target mandatory passage point is determined as the wave height, wave direction, wave Calculated based on the period, relative wind speed and ocean current, the second section from the end point of isochrome immediately before the target required passing point to the target required passing point is the main engine speed using the remaining distance and the remaining time until the set time. If it is configured with the main engine speed changing means to adjust, the main engine speed is controlled using the weather and sea conditions such as wind and waves, and the main engine speed is optimized according to the meteorological and sea conditions encountered. Logic can improve the minimum fuel route search function.

  This optimization logic divides the route section between the required passage points into two phases and calculates the main engine speed in different ways, respectively, so that the route and main engine speed can be calculated simultaneously, and the calculation load is heavy. It becomes logic that does not.

  The calculation of the main engine speed using the meteorological, oceanographic and ocean current conditions and the route conditions to be searched can be carried out because the calculation time has been shortened by providing the above-mentioned isochrome changing means. Therefore, it is possible to employ it only in combination with the isochrome changing means, because 2 to 3 repetitions are allowed. In addition, since it is not practical from the viewpoint of calculation capacity, it is possible to calculate the route and the main engine speed at the same time by using the optimization logic divided into two phases. By preventing the load from becoming large, it is possible to practically perform a route search that can change the main engine speed.

  In the ship's optimum route calculation system, the main engine speed changing means calculates the main engine speed at the time of navigating the first section based on the wave height, wave direction, wave period, relative wind speed, and ocean current, and the set main engine If the ratio of acceleration / deceleration of the main engine speed with respect to the rotation speed is calculated, and the calculated acceleration / deceleration ratio corresponds to deceleration, multiply the gain calculated using the remaining distance by this increased / decreased ratio. Based on the ratio considering the remaining distance, the main engine speed used for navigating the first section is obtained from the set main engine speed, the upper limit main engine speed, and the lower limit main engine speed. If the second section is configured to adjust the main engine speed using the remaining distance and the remaining time until the set time, the main engine speed can be easily determined.

  In the above-mentioned ship optimum route calculation system, a ship model that takes into account the actual sea area performance of each ship to be calculated is created, and before / after docking, auxiliary fuel, low friction paint, and hull energy-saving addition When equipped with individual ship data adding means to analyze actual operation data, taking into account at least one performance improvement effect of the ship, the deterioration of propulsion performance due to secular change in the actual sea area of the hull for each individual ship As a result, it is possible to calculate the optimum route based on actual sea area performance data that takes into account not only the improvement but also the propulsion performance due to the increase in resistance in the waves, which further improves the accuracy of route selection.

  In the above-mentioned ship optimum route calculation system, not only the latest forecast data of weather, sea conditions and ocean current data during the course of the cruise, but also the weather, ocean conditions and ocean current data starting from any date, time, and point are selected. When equipped with a weather data selection means for calculation, not only the latest forecast data, but also the listed weather / sea conditions (wind speed, wind direction, wave height, wave direction, wave cycle) starting from any date / time and point In addition, since route calculation can be performed using weather data such as ocean currents (velocity, vector), etc., route selection calculation can be performed using past weather and sea state data, and route selection evaluation can be improved.

  In the above-mentioned optimum route calculation system for a ship, with respect to the hull fluctuation, if it is configured to include a threshold setting means for setting a threshold for at least one of the wave height, pitch angle, roll angle, and hull acceleration, the wave and hull As regards shaking, the route is set so that the wave height, pitch angle, roll angle, hull acceleration does not exceed the set threshold, so the maximum wave height, maximum significant wave height, etc. during voyage), maximum pitch angle, maximum roll angle Since the maximum hull acceleration and the like are set and the route search is performed under the conditions within these ranges, the optimum route calculation for ensuring the safety of the hull and the loaded cargo becomes possible.

  And the ship operation support system of the present invention for achieving the above object is a ship operation support system that performs ship operation support, and an operation monitoring system that collects data on the equipment and hull motion of the target ship. And an in-service vessel analysis system that analyzes the performance of the target vessel in the actual sea area, and an optimal route calculation system that calculates the optimum route based on the weather, sea conditions, and current information of the ship's navigation area. The operation monitoring system calculates first data including in-service data, wind direction wind speed data, wave height data, and loading data at the time of operation, and the in-service ship analysis system calculates the first data. Input, analyze the performance of the ship in the actual sea area, calculate the second data including the latest estimated performance information and the latest hull motion model, and the optimum route meter The system inputs the second data and third data including weather, sea conditions, and current information predicted on the route, and obtains fourth data including information on the navigation plan regarding the optimum route and prediction information on the hull motion. The operation monitoring system is configured to calculate the first data by inputting the fourth data and fifth data including weather, sea state, and ocean current forecast information, and the operation monitoring system and the The in-service vessel analysis system and the optimum route calculation system are configured to include the above-described optimum route calculation system as the optimum route calculation system in a ship operation support system configured to form an analysis cycle.

  In order to achieve the above object, the ship optimum route calculation method of the present invention includes information on the estimated performance of the ship and data including a hull motion model, and weather, sea conditions, and currents predicted on the set target route. In the optimal route calculation method for a ship that inputs data including information and calculates data including navigation plan information on the optimal route and prediction information of hull motion, the isochronous curve method is used as an optimization method for obtaining the optimal route. Adopting and arbitrarily specifying an essential passage point in the course of the setting target route, and changing the search length, search interval, and search range used in the isochronous curve method according to the distance between the essential passage points It is a characteristic method.

  By this method, it is possible to incorporate the optional designation of the required passage point, so that it becomes possible to calculate the route including the passage route of the canal and strait, and it is possible to search the optimum route for the global including the canal and strait. Become. In addition, isochrome parameters in the isochronous curve method can be made variable according to the route that is the target of the optimum route calculation, so that practical route searches can be performed for various sea areas and routes. .

  In addition, the ship operation support method of the present invention for achieving the above object includes an operation monitoring system that collects data in real time regarding the equipment and hull motion of the target ship, and the performance of the target ship in the actual sea area during navigation. Ship operation support method of ship operation support system consisting of in-service vessel analysis system that performs analysis and optimum route calculation system that calculates optimal route based on weather, sea state and ocean current information of the ship's navigation area In the operation monitoring system, first data including in-service data, wind direction wind speed data, wave height data, and loading data is calculated, and the first data is input in the in-service vessel analysis system. Analyzing the performance of the ship in the actual sea area and calculating the second data including the latest estimated performance information and the latest hull motion model, Input the second data and the third data including the weather, sea state and current information predicted on the route, and the fourth data including the navigation plan information on the optimum route and the hull motion prediction information. In the ship operation support method for calculating and calculating the first data by inputting the fourth data and the fifth data including weather, sea state and ocean current forecast information to the operation monitoring system, the optimum route calculation is performed as described above. It is a method characterized by using a method. According to this method, it is possible to achieve the same effects as the above-described optimal route calculation method for a ship.

  According to the ship optimum route calculation system, ship operation support system, ship optimum route calculation method, and ship operation support method according to the present invention, between Japan and Australia between the Persian Gulf and Malacca Strait. Between Singapore and the Mediterranean Sea across the Suez Canal, and between Japan and the East Coast of North America across the Panama Canal, etc. Become.

  Furthermore, when the main engine speed changing means is provided, it becomes possible to search for the minimum fuel route with variable main engine speed when optimizing the route for the whole globe. It is possible to calculate the optimum route based on actual sea area performance data that takes into account not only the deterioration and improvement of the propulsion performance due to secular changes in each hull, but also the effect on the propulsion performance due to increased resistance in the waves.

  In addition, if the data selection means such as weather is provided, the ocean current data can be made variable, and the route search can be performed using any weather / sea state and ocean current data corresponding to each place and time of the route.

  As a result, it is possible to search for the latest actual sea area characteristics unique to the ship, the weather in the planned sea area, the route that arrives in the shortest time considering the influence of ocean currents and ship motion, and the route with the lowest fuel consumption. Become.

It is a figure which shows the structure of the ship operation assistance system of embodiment of this invention. It is a figure which shows the structure of the ship operation assistance system of embodiment of this invention at the time of adding a performance diagnostic system. It is a figure which shows the flow of an optimal route calculation system. It is a figure which shows the relationship between a weather, a sea state, ship speed fall, and an engine load. It is a figure which shows the structure of the optimal route calculation system of embodiment of this invention. It is a figure for demonstrating the parameter of the isochrome of an isochronous curve method.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a ship optimum route calculation system, a vessel operation support system, a vessel optimum route calculation method, and a vessel operation support method according to the present invention will be described with reference to the drawings.

  First, the ship operation support system 1 according to the embodiment of the present invention including the ship optimum route calculation system 30 according to the embodiment of the present invention will be described. As shown in FIG. 1, the ship information processing system 1 includes an operation monitoring system 10 that collects data on equipment and hull motion of a target ship, and a service ship that analyzes performance in the actual sea area of the target ship. The analysis system 20 includes an optimum route calculation system 30 that calculates an optimum route based on weather, sea conditions, and ocean current information in the navigation area of the ship.

  These systems 10, 20, and 30 are formed by a group of programs installed in a computer. Computers on which these programs are installed are connected to each other via a database input / output via a LAN or Internet line.

  In addition, as the storage location of the database, the first data including in-service data, wind direction wind speed data, wave height data, and loading data, which is the output of the operation monitoring system 10 and the input of the in-service vessel analysis system 20, is provided. Is stored in the first database storage device D10, and is the output including the latest estimated performance information and the latest hull motion model, which is the output of the in-service vessel analysis system 20 and the input of the optimum route calculation system 30. A second database storage device D20 for storing data is provided.

  Furthermore, it is the output of the third database storage device D30 that stores the third data including the weather, sea state, and current information predicted on the route, which is the input to the optimum route calculation system 30, and the optimum route calculation system 30. And the 4th database memory | storage device D40 which memorize | stores the 4th data containing the information of the navigation plan regarding the optimal route used as the input of the operation monitoring 10, and the prediction information of a hull motion is provided. Furthermore, a fifth database storage device D50 for storing fifth data including weather, sea conditions and ocean current forecast information, which is input to the operation monitoring system 10, is provided.

  These database storage devices D10 to D50 may be provided as individual devices and store each data in a single storage device. As a part of a large storage device, the first to fifth data may be the same. You may memorize | store in a memory | storage device. In addition, the third data, which is information on sea conditions, weather, and ocean currents, is obtained from a weather information provider that distributes sea state, weather, and sea current data commercially, and is the fifth data that is forecast information on weather, sea conditions, and ocean currents. Get the same. This fifth data is data obtained separately from the meteorological sea state data that can be obtained by the onboard information processing system of the operation monitoring system 10.

  Then, the operation monitoring system 10 has fourth data including the navigation plan information on the optimum route and prediction information of the hull movement from the fourth database storage device D40, and weather, sea conditions, and ocean current prediction information from the fifth database storage device D50. The first data including the service data at the time of operation, the wind direction wind speed data, the wave height data, and the loading data is collected and calculated, and is output to the first database storage device D10.

  The operation monitoring system 10 includes an in-board information processing system on the ship side, a land-side information processing system on land, and a data transmission / reception mechanism between them, which includes an Internet line and a satellite communication system.

  The in-board information processing system collects and accumulates operational data, including navigational data and engine data, and is also used for managing Ablog (ABLOG) and Noon Report (indispensable for managing ships). Create and manage data. These voyage data, engine data, and management data are sent to the land information processing system. The first data such as service data, wind direction wind speed data, wave height data, loading data, etc. are extracted from these data. 1 output to database storage device D10. It should be noted that since navigation information and ship motion prediction information are required for ship operation, these fourth data are input from the fourth database storage device D40.

  In the land side information processing system, the data collection management means provided in the portal site server organizes and manages the data transmitted from the inboard information processing system and outputs the first data to the first database storage device D10. I do. In addition, this land side information processing system is configured such that the stored ablog and noon reports can be browsed and aggregated by a management computer provided on each land service user side. Further, as an extended function of the manual input function, a function capable of correcting the data collected by the in-board information processing system is provided so that the data can be stored in the first database storage device D10 together with the data before the correction history is corrected. . Thereby, for example, it becomes possible to correct an erroneous measurement due to aged deterioration of a measuring device such as a temperature sensor mounted on a ship.

  The in-service vessel analysis system 20 inputs the first data from the first database storage device D10, analyzes the performance of the ship in the actual sea area, and obtains the second data including the latest estimated performance information and the latest hull motion model. Calculate and output to the second database storage device D20.

  This in-service vessel analysis system 20 realizes more advanced operational support in consideration of environmental impact reduction such as economic efficiency such as fuel efficiency reduction and efficiency and reduction of global warming gas emissions. In addition, the system will be able to ascertain the actual sea area performance more effectively and effectively use the actual sea area performance, and also provide a function that can easily and effectively utilize the management of the actual data due to the increase in the number of in-service vessels.

  This in-service vessel analysis system 20 applies ship performance estimation technology based on aquarium test data and proven analysis techniques, and uses the mutual link with the in-service history data to determine the actual performance of the target ship in the actual sea area. In cooperation with the optimum route calculation system 30 with highly accurate evaluation, an operation management support function that takes into consideration the economic improvement of the target ship and the reduction of the environmental load is brought about. It is more preferable to consider human influences such as probability density evaluation, tidal current influence evaluation, main engine characteristics, and intentional reduction in ship speed.

  This in-service vessel analysis system 20 is a system connected to a portal site server. As shown in FIG. 1, the in-service data, wind direction wind speed data, wave height data, loading data, etc. are stored in the first database storage device D10. 1 data is input and automatically calculated by an analysis / estimation engine that uses a ship motion model based on abundant tank tests and proven analysis technology, and the latest estimated performance information and latest Second data including a hull motion model is calculated and output to the second database storage device D20.

  As a result, the performance evaluation in the actual sea area is performed with high accuracy through the mutual link between the in-service ship analysis based on the actual service data of the target ship and the actual sea area performance estimation based on the theoretical analysis, and the operation status of the target ship is confirmed. It is linked to profitability, support for profitability calculation such as contract speed and bunker contract, grasp of global warming gas emissions, and prediction of future performance status.

  The optimum route calculation system 30 inputs the second data from the second database storage device D20 and the third data including the weather, sea state, and current information predicted from the third database storage device D30 along the route. Then, the fourth data including the navigation plan information regarding the optimum route and the prediction information of the hull motion is calculated and output to the fourth database storage device D40.

  The 4th data including the navigation plan and hull motion prediction information is incorporated into the actual ship's voyage. Based on the plan or based on the revised plan, the navigation data and actual ship measurement data in the actual sea area Etc. are collected and accumulated by the operation monitoring system 10.

  The following data can be obtained after several cycles of these cycles. As data statistical analysis results, data such as service information, sea conditions, speed status, horsepower status, fuel consumption status, rotation speed status, etc. can be obtained, and the service status can be confirmed. In addition, sea margin analysis, ship speed reduction analysis, average fuel consumption rate analysis (FOC analysis), mode analysis, and other data are obtained as actual sea area performance estimation / evaluation data. These data include contract speed and bunker contract data. It can be used for profit calculation.

  In addition, data such as speed change, average fuel consumption rate change, horsepower change, ship speed change, etc. as performance deterioration factors such as hull / propeller pollution effects can be obtained and used for repair plans for dock entry and maintenance.

  Further, preferably, as shown in FIG. 2, the system is provided with a performance diagnosis (health check) system 40, which is collected by the operation monitoring system 10 and stored in the first database storage device D10. The 6th data such as the secular change estimation data as the estimated performance secular change simulation and the remaining life diagnosis of the main engine are performed by inputting the service data of the first data and performing the secular change prediction and the remaining life diagnosis of the hull and equipment. Is calculated and output to the sixth database storage device D60.

  When this performance diagnosis system 40 is provided, this performance diagnosis system 40 inputs the service data in the first data collected by the operation monitoring system 10 and stored in the first database storage device D10, and the hull. And the 6th data such as the secular change estimation data as the estimated performance secular change simulation and the remaining life diagnosis of the main unit are calculated and output to the sixth database storage device D60.

  In addition, when there exists a common part between the calculation of this performance diagnostic system 40 and the calculation of the service ship analysis system 20, it is comprised so that the result can mutually be utilized suitably. In addition, the sixth data such as the secular change estimation data and the remaining life diagnosis of the main engine may be used in the optimum route calculation system 30 to improve the accuracy of the optimum route calculation. It is configured so that it can be input to the calculation system 30.

  In this ship operation support system 1, an operation monitoring system 10 that collects data in real time on the equipment and hull motion of the target ship, an in-service ship analysis system 20 that analyzes the performance of the target ship in the actual sea area, Using the optimum route calculation system 30 that calculates the optimum route based on the weather, sea conditions, and current information of the ship's navigation area, the operation monitoring system 10 uses the in-service data, wind direction wind speed data, wave height data, The first data including the loading data is collected, and the in-service vessel analysis system 20 inputs the first data and analyzes the performance of the ship in the actual sea area to obtain the latest estimated performance information and the latest hull motion model. The second data including the second data and the third data including the information on the weather, sea state, and ocean current predicted on the route are calculated by the optimum route calculation system 30. Is input to calculate the fourth data including the navigation plan information on the optimum route and the prediction information of the hull movement, and the fourth data and the fifth data including the weather, sea state, and ocean current forecast information are monitored for operation. Input to the system 10 to calculate the first data. This forms a cycle of measurement, analysis, and route selection.

For example, the data measured and collected on the main ship of the target ship is calculated by the in-service ship analysis program of the in-service ship analysis system 20, the performance of the target ship in the actual sea area is estimated, and the output result is used as the mode analysis result by the user. The estimated performance is sent to the optimum route calculation system 30 and the route with the minimum CO ₂ emission is estimated by the optimum route calculation program on the basis of weather / sea state and ocean current forecast information. This operation plan is sent to the inboard information processing system of the operation monitoring system 10 and fed back to the actual voyage.

  In addition, for example, for a ship diesel engine main engine user who is using a remote diagnosis service, the in-service ship analysis system 20 can simultaneously estimate and evaluate the performance of the entire hull and the main engine, and the results will be the optimum route. Reflect in calculation.

  Next, features of the optimum route calculation system 30 according to the embodiment of the present invention will be described. As shown in FIGS. 1 and 2, the optimum route calculation system 30 includes the latest estimated performance information from the database storage device D20, the second data including the latest ship motion model, and the third database storage device D30. Input the third data of weather, sea condition, ocean current information, calculate the minimum fuel consumption route and ship motion corresponding route, calculate the voyage plan and ship motion, and store these fourth data in the fourth database storage device This is a system that outputs to D40.

  FIG. 3 shows a control flow in the optimum route calculation system 30. In this optimum route calculation, based on the latest ocean current information, the ship's current position, and the expected date of arrival at the destination, basic information such as the route and the engine performance of the vessel is used. Calculate the optimum speed from the atmospheric pressure.

  In the optimum route calculation system 30, the optimum route is calculated in consideration of the characteristics of the hull motion of each target ship and the weather / sea conditions. The output data of the in-service vessel analysis system 20 is used for the characteristics of the hull motion. Using this data, the optimum route that minimizes the voyage time is calculated. As an optimization evaluation function, navigation time, fuel consumption, hull motion, and the like can be used.

  The optimum route calculation system 30 acquires weather / sea state data in step S31 of FIG. This weather / sea state data is obtained from weather information providers such as the Japan Meteorological Association's data distribution service every 12 hours for coastal wave GPV, which is detailed data near Japan, and every 24 hours for global wave GPV data. To do. In step S32, the weather / sea state data is displayed. That is, meteorological data is displayed on the screen on a wind condition display screen or the like, and oceanographic data is displayed on the screen on a wave display screen or the like.

  In step S33, ship speed / BHP (engine output) is calculated, and in step S34, data on the motion characteristics calculated by the in-service vessel analysis system 20 is acquired. In step S35, the optimum route is calculated. In step S36, the calculation result is displayed. For example, the route calculated on the optimum route calculation screen, the selected optimum route and the great circle route are displayed. In addition, the hull motion (for example, roll significant value, pitch significant value, bow acceleration significant value) is displayed on the shaking display screen, etc., along with the weather, sea state wind speed and significant wave height for the selected optimum route and great circle route. The fuel consumption amount is displayed on the navigation time base on the fuel consumption display screen.

  Here, the optimum route calculation will be described. When a ship navigates the ocean, the influence of weather and sea conditions varies greatly depending on whether it navigates the north side or the south side of the low pressure. Considering the case of navigating west with a constant propeller speed, as shown in Fig. 4, when navigating the north side of the low pressure, the sailing is in the condition of tailwind and trailing wave, and the decrease in ship speed is small. The engine load is also reduced and the fuel consumption is reduced.

  On the other hand, when navigating the south side of the low pressure, it is sailing in a strong head wind and head wave state, the ship speed is significantly reduced, the engine load is increased, and the fuel consumption is increased. In particular, when sailing westward in the North Pacific during the winter, the low pressure developed around the Greater Area Route passes, and the winds and head waves are often in a state of prominence in the wide area from the vicinity of the Greater Circle Route to the south.

  Since the boat speed is proportional to the 1/3 power of the engine output, even if the engine output is adjusted by ± 30%, the boat speed fluctuates only by ± 10%. By adjusting the ship speed to such a degree, it is difficult to avoid the large wave high area on the south side of the low pressure or to navigate the sea area in a more advantageous state on the scale of weather and sea conditions in the Pacific Ocean.

  Therefore, in order to navigate in a better sea area in the ocean, it is important to select the route first. Before leaving the port, use the latest meteorological and oceanographic forecasts to select a route that will not receive high heading waves and will reduce the decrease in ship speed. During navigation, a better route is always selected again using the updated weather / sea state forecast.

  In order to obtain the optimum route, not only a huge amount of weather, sea state and ocean current data but also the seaworthiness performance data of the ship is used to calculate the optimum route. First, the problem of obtaining the optimum route is formulated, and the evaluation criteria for optimization are expressed by mathematical formulas. As an optimization calculation algorithm as an optimization method for solving this optimal route selection problem, a variational method, dynamic programming, an isochronous method (Isochrone Method), and a multi-objective genetic algorithm can be used. In this case, the isochronous curve method is used in consideration of the calculation time load and the convergence of the calculation.

  This isochronous curve method is a method for obtaining stable calculation results that do not cause divergence or calculation results to be obtained, and is an optimization used for calculating the shortest time route for global use (global support). Suitable for calculation. If the route section between the set passage points is Leg, for example, the first passage point P1 and the second passage point P2 are the first passage section Leg1, and the second passage point P2 and the third passage point P3 are between It defines so that it may become the 2nd route section Leg2, and route calculation is performed for every route section Leg. In this isochronous curve method, an outer boundary of a region that can be reached after a certain time from the starting point is called an isochronous curve, and these are sequentially obtained to determine the shortest time route.

  Next, features of the present invention in the optimum route calculation system 30 according to the embodiment of the present invention will be described. As shown in FIG. 5, the optimum route calculation system 30 includes a navigation method setting means 31, an essential passage point specifying means 32, an isochrome changing means 33, a main engine revolution speed changing means 34, an individual ship data adding means 35, weather data, etc. New means such as selection means 36 and threshold value setting means 37 are provided.

  The navigation method setting means 30 is a means for selecting and setting a navigation method when calculating the optimum route. This navigation method is a navigation method that enables navigation in the shortest time when navigating the route section (shortest time route: constant main engine speed), navigation method that connects with the shortest distance (large area route), coastal navigation and route FIG. 5 shows a ramline navigation for navigating with a fixed azimuth used for the inside.

  In general, when planning a route, there are cases where the route is inevitably determined such as a route, a canal, and a strait, or a navigation region is selected depending on factors such as security. In order to cope with this, the navigation method is selected and the route search calculation mode can be designated so that the navigation method in the navigation section of the selected navigation area can be selected and set.

  The essential passage point designating means 32 is a means for allowing the mandatory passage point (WP: Way Point: a point that must be passed) to be arbitrarily designated in the course of the setting target route, and includes the essential passage point designation means 30. Thus, it is possible to arbitrarily designate and incorporate an essential passage point in the course of the route that is the target of the optimum route calculation. This mandatory passage point may be set manually, or a fixed mandatory passage point may be set in advance for entry and exit of the route, and the mandatory passage point used when setting the route. May be.

  This makes it possible to perform calculations in various sea areas and routes including the route through the canals and straits, such as the Strait of Malacca, Suez Canal, and Panama Canal, and a practical route search is possible. For example, prepare an arbitrary route plan with mandatory passing points for each canal and strait such as the Strait of Malacca, Panama Canal, Suez Canal, etc., and include a specific identifier (for example, “ “PG-JAPAN route” etc.) and pre-registration in the data group used in the optimum route calculation system makes it possible to easily specify and set the essential passage points along the route to be set. As a result, it is possible to search for the optimum route for the whole world (global correspondence) including the canal and the strait.

  The isochrome changing means 33 is a means for changing the isochrome interval and search range used in the isochronous curve method according to the distance between the required passage points. The isochrome parameters in the isochronous curve method are made variable according to the route section to be searched. As a result, a practical route search can be performed for various sea areas and routes.

  In the calculation by the isochronous curve method using the isochrome changing means 33, an optimum search length, a search interval (isochrome interval) and a search range are automatically selected to perform optimization, and a navigation time is designated. When an appropriate main engine speed is set, the shortest time course and its voyage time are calculated using the isochronous curve method. The search length, the search interval, and the search range may be manually input, but it is preferable that the search length, the search interval, and the search range are automatically selected optimally according to the distance of the route section between the essential passage points designated during the route.

  As the logic for automatically selecting and optimizing the optimum search length, search interval, and search range according to the distance between required passing points, the isochrome length (Span) and interval (deg. ), Range (deg.), Distance evaluation range (resolution) (Mile) according to the distance between the required passing points or when navigating at the ship speed corresponding to the main engine speed set between the required passing points Depending on the time, for example, it is possible to switch between three steps: near distance (Near), middle distance (Middle), and long distance (Long), and the distance and range at the starting point and other points are separated. Configure to be able to set.

  The switching of the isochrome parameters depending on the distance between the required passing points is actually defined by the default main engine speed and the distance that can be navigated in the set time (24h, 12h, 6h, etc.). It can also be used when the ship speed changes depending on the set main engine speed. Further, the ship speed calculation interval (hour) is also switched according to the distance between the required passing points in the same manner as the isochrome parameter so that the calculation time during the route search can be shortened. Further, all of these setting parameters can be changed by editing the setting file.

  In order to confirm the effect of changing the parameters of this isochrome, on a test ship, the length of the isochrome (Span) was switched to 6h (hours), 12h, 24h on the route between Singapore and Japan. Carried out. Looking at the route of the calculation result, in 6h, it becomes the same route that many ships have selected avoiding the Kuroshio at this time, and it passes between the islands and sails west of Okinawa. It is a route. On the other hand, at 12h and 24h, it is the shortest route on the Pacific side of Okinawa without passing between islands. Then, it was found that the fuel consumption in the 6h route was reduced by about 0.5% compared to the 12h and 24h routes.

  From these results, it was confirmed that a more practical route can be searched by changing the parameters for deploying isochrome for the route surrounded by the sea and the land dotted with islands. In addition, the calculation time used for the route search will be completed in about 10 minutes even for a long route, and at the same time, since the calculation is fine for a short route, a good calculation result can be obtained and the calculation time required for it can be shortened. It was.

  The main engine speed changing means 34 is a means related to the route search by the minimum fuel navigation method in response to the designation of the destination and the arrival time. In this minimum fuel navigation method, the ship is operated. Focus on the process by which the operator determines the ship speed or main engine speed, and use the process to determine the main engine speed. The logic for controlling the main engine speed using the weather, sea conditions and ocean current conditions is as follows.

  When the sea conditions are bad and rough, the ship speed is reduced to avoid tripping the main engine to torque rich. Also, when the sea conditions are calm, the ship speed is increased in order to secure a spare time for keeping the arrival time of the ship at the destination. In addition, it slows down when the headwind is strong, and speeds up in the tailwind. Furthermore, when the remaining voyage time is large, the arrival time cannot be maintained if the vehicle is decelerated too much, so the deceleration amount tends to be suppressed.

  If the remaining voyage time (cruise distance) is reduced using the extra time secured by these logics, it will be easier to estimate the arrival time from the current ship speed and distance. Adjust ship speed or main engine speed to arrive.

  By using the optimization logic that calculates the main engine speed in different ways divided into two phases, the first stage of the first section and the latter stage of the second section, the route and the main engine speed can be calculated simultaneously, And it can be set as the logic by which calculation load does not become excessive. As a result, a route search can be performed in a short time.

  The main engine speed changing means 34 sets the main engine speed at the time of navigating the first section from the essential passage point where the route search is started to the end point of isochrome immediately before the target essential passage point, as the wave height, wave direction, wave period, In the second section from the end point of isochrome just before the target mandatory passage point to the target mandatory passage point, the main engine speed is adjusted using the remaining distance and the remaining time until the set time.

  More specifically, the main engine speed changing means 34 determines the main engine speed at the time of navigating the first section from the essential passage point starting the route search to the end point of isochrome immediately before the target essential passage point, Calculated by sea state data, that is, wave height, wave direction, wave period, relative wind speed and ocean current, the ratio of the speed increase / decrease of the main engine speed to the set main engine speed (the ratio of operating the main engine speed (± 1.0 Definition)), and if the calculated rate of acceleration / deceleration corresponds to deceleration, multiply the rate of acceleration / deceleration by the gain calculated using the remaining distance to calculate the rate considering the remaining distance. Based on the ratio considering the remaining distance, the main engine speed used when navigating the first section is determined from the set main engine speed, upper limit main engine speed, and lower limit main engine speed, and the target is essential from the remaining end points of the final isochrome. Second to the passing point During adjusts the main engine rotational speed using the remaining time until the remaining distance and the set time.

  The main engine speed changing means 34 controls the main engine speed using the weather conditions such as wind speed, wind direction, wave height, wave direction, wave period, ocean current, sea conditions, and ocean currents, and the meteorological conditions and sea conditions encountered on the set route. Since the main engine speed is optimized according to the ocean current, the minimum fuel route search function can be improved. That is, the minimum fuel route of the prior art can be calculated only with the main engine speed being constant, but it has a function of making the main engine speed variable using the conditions of weather, sea conditions and ocean currents.

  In addition, in order to estimate the hull motion, it is necessary to obtain a flow field around the hull. Since the hull has a fine external shape, it first solves the flow field as a two-dimensional problem for each cross section of the hull to obtain a two-dimensional fluid force, and then uses the two-dimensional fluid force as a base to calculate the three-dimensional fluid force of the hull. The so-called strip method to be obtained is effective, and practical evaluation has been obtained.

  First, a hydrodynamic force is calculated by a ship motion calculation system (SCS), and a ship motion database for each wave direction and wave cycle is calculated in advance to create a ship motion database. In order to calculate the hull motion from the wave of the moment, the hull motion is calculated from the sea state data based on the hull motion database. Thereby, it becomes possible to easily perform motion calculation for various ships, and the performance of the service target ship language can be evaluated.

  The meteorological data selection means 36 selects not only the latest forecast data of weather, sea conditions and ocean current data (hereinafter referred to as meteorological data) during the course of the voyage, but also meteorological data starting from any date / time and point. It is a means to calculate the route, and by this weather data selection means, not only the latest forecast data, but also the listed weather / sea conditions (wind speed, wind direction, wave height, wave direction) and starting from any date / time and point Since route calculation can be performed using data such as ocean current (velocity, vector), route selection calculation can also be performed using past weather data. As a result, the route selection evaluation can be improved.

  In other words, in the prior art, the ocean current did not change significantly during one voyage, and it was fixed without providing an interpolation function on the time axis of ocean current data.However, by providing an interpolation function, ocean current data at different times can also be obtained. To be used. With this interpolation function, it is possible to read ocean current data for a plurality of times and calculate ocean current information corresponding to an arbitrary time interval.

  Also, a function for calling the latest weather data list creation function by referring to the current time and departure time is provided, or a function for reading weather data and the like by adding a weather data list file is added. In addition, by using the elapsed time read from the weather data list file, the optimum route calculation corresponding to the weather data at an arbitrary time interval can be performed.

  More specifically, the solver module, which was only compatible with one piece of weather data in the prior art, refers to the data list file of the weather etc., reads the data of the weather etc. from multiple times, the weather etc. at arbitrary time intervals, etc. Add a calculation function corresponding to the data. Furthermore, the forecast data of the latest meteorological data is monitored, the transferred data is received and processed at the same time, converted into a database format and stored in the database, and an optimum route calculation system. A data management system registered in the display database 30 is provided, and data is output from the data management system to the display database of the optimum route calculation system 30 and displayed.

  In addition, when downloading data such as meteorological data from the optimum route calculation system 30, an FTP server with a bandwidth control function is provided so as not to affect the reception of meteorological data and the data dot cloud for the user. . This makes it possible to create a list of the most suitable meteorological data to be used for route search by referring to the database of meteorological data stored and stored for the set calculation conditions such as the current time and departure time. The optimum weather data is selected and read as route search data, and route search calculation is performed. In other words, by using the pre-list system that creates a list of meteorological data to be used in the calculation by checking the set calculation conditions and the retained weather data, etc., and using this created high-precision weather data list Perform route search.

  As a result, it is possible to search for routes using not only the latest forecast data of weather data during the voyage, but also a variety of data such as past current state prediction data and fictitious data, and route search independent of the time of weather data etc. Is possible.

  As an example of this meteorological and oceanographic data, the GPV data and the global wave numerical forecast of the global numerical forecast model (GSM) among the global model forecast values distributed by the Meteorological Agency 4 times a day as GPV (Grid Point Value) data. There are two types of data: model (GWM) GPV data. This GPV data is a predicted value of intersection values of latitude and longitude at intervals of 0.5 degrees. Current data includes data read from a pilot chart and current information distributed from a current prediction information utilization LLP developed by the Japan Agency for Marine-Earth Science and Technology.

  The threshold value setting means 37 is a means for setting a threshold value for wave height, pitch angle, roll angle, and hull acceleration with respect to the hull movement. By this threshold setting means 37, the wave height, pitch angle, roll angle, Since the route is set so that the hull acceleration does not exceed the set threshold, the wave height, pitch angle, roll angle, hull acceleration, etc. during the voyage are within the set threshold, and the safety of the hull and the cargo loaded is reduced. It is possible to calculate the optimum route to ensure. In other words, the damage to the loaded cargo can be reduced by setting a threshold value for the hull shaking.

  The input / output file name, weather data list file name, isochrome parameters, etc. used in the optimum route calculation system 30 can be read from the setting file to flexibly support various studies and service operations. Like that.

  The calculation data and calculation results are preferably displayed graphically, and weather, sea conditions and ocean current data are superimposed on the route calculation results, and the hull motion, ship speed, fuel consumption, cruising time, distance Is displayed in a table or graph. The current navigation position displays data from the operation monitoring system 10 which is an operation data collection system.

  According to the above-mentioned optimal route calculation system 30 for ships, it is possible to correspond to routes between canals and straits, such as between Persian Gulf and Japan, between Japan and Australia, and between Singapore and the Mediterranean Sea. It is possible to calculate the optimal route. Furthermore, when optimizing the route for the entire globe, not only the search for the minimum fuel route with variable main engine speed, but also the deterioration and improvement of propulsion performance due to secular changes in the actual sea area of each ship Optimized route calculation based on actual sea area performance data and the selection of data such as meteorological data, taking into account the effect on propulsion performance due to the increase in resistance in the waves. It is possible to search for routes using arbitrary weather / sea conditions and ocean current data.

  As a result, it is possible to search for the latest actual sea area characteristics unique to the ship, the weather in the planned sea area, the route that arrives in the shortest time considering the influence of ocean currents and ship motion, and the route with the lowest fuel consumption. Become.

  In addition, by specifying the shortest time route search mode and the minimum fuel route search mode in arrival time specification, IMO (International Maritime Organization) rules to SEEMP (Ship Energy Efficiency Management Plan) / EEOI (New Ship Energy Efficiency Design Guidelines) Can support the response. For example, it is possible to search for a fuel consumption reduction route of about 10% compared to the great circle route. In addition, analysis is possible after comparison with actual operating routes.

  In the optimum route calculation method for a ship according to the embodiment of the present invention, information on the estimated performance of the ship and data D20 including a hull motion model, and information on weather, sea conditions, and currents predicted on the setting target route are obtained. In the optimal route calculation method for a ship that inputs the data D30 including the data and calculates the data D40 including the navigation plan information on the optimal route and the prediction information of the hull motion, the isochronous curve method is used as an optimization method for obtaining the optimal route. In addition, the required passing point (WP) is arbitrarily designated in the course of the setting target route, and the search length, the search interval, and the search range used in the isochronous curve method are changed depending on the distance between the required passing points. By this method, the same operational effects as the above-described optimum route calculation system 30 for a ship can be obtained.

  In addition, a ship operation support system 1 according to an embodiment of the present invention is a ship operation support system that performs ship operation support, and includes an operation monitoring system 10 that collects data on equipment and hull motion of a target ship; An in-service vessel analysis system 20 for analyzing the performance of the target vessel in the actual sea area, and an optimum route calculation system 30 for calculating the optimum route based on the weather, sea state, and ocean current information of the vessel's navigation area. The operation monitoring system 10 calculates first data D10 including in-service data, wind direction wind speed data, wave height data, and loading data during operation, and the in-service ship analysis system 20 includes first data D10 is input, the performance of the ship in the actual sea area is analyzed, and the second data D20 including the latest estimated performance information and the latest ship motion model is calculated. The optimum route calculation system 30 inputs the second data D20 and the third data D30 including information on the weather, sea conditions, and ocean currents predicted on the route, and obtains the information of the navigation plan and the prediction information of the hull movement regarding the optimum route. The operation monitoring system 10 is configured to calculate the first data D10 by inputting the fourth data D40 including the fourth data D40 and the fifth data D50 including the weather, sea state, and ocean current forecast information. The operation monitoring system 10, the in-service vessel analysis system 20, and the optimum route calculation system 30 are configured to form an analysis cycle and include the optimum route calculation system 30 described above. By providing this optimal route calculation system 30, the same effects as those of the optimum route calculation system 30 can be obtained.

  In the ship operation support method according to the embodiment of the present invention, the operation monitoring system 10 that collects data in real time regarding the equipment and hull motion of the target ship, and the analysis of the performance in the actual sea area during the navigation of the target ship. Ship operation support system 1 which is composed of an in-service vessel analysis system 20 to be performed and an optimum route calculation system 30 which calculates an optimum route based on information on weather, sea conditions and ocean currents in the navigation area of the vessel. The operation monitoring system 10 calculates first data D10 including in-service navigation data, wind direction wind speed data, wave height data, and loading data, and the navigation analysis system 20 inputs the first data D10. Analyzing the performance of the ship in the actual sea area and calculating the second data D20 including the latest estimated performance information and the latest hull motion model, The appropriate route calculation system 30 inputs the second data D20 and the third data D30 including information on weather, sea conditions and ocean currents predicted on the route, and obtains navigation plan information and ship motion prediction information on the optimum route. Ship operation support that calculates fourth data D40 including the fourth data D40, and inputs the fifth data D50 including weather, sea state, and ocean current forecast information to the operation monitoring system 10 to calculate the first data D10. In the method, the above optimum route calculation method is used. By this method, the same operational effects as the above-described ship operation support system 1 can be obtained.

  The above-mentioned ship optimum route calculation system, ship operation support system, ship optimum route calculation method, and ship operation support method are between Japan and Australia between Persian Gulf and Malacca Strait, Singapore and Singapore. And the Mediterranean Sea across the Suez Canal, between Japan and the east coast of North America across the Panama Canal, etc. The present invention can be used as an optimum route calculation system, an operation support system, an optimum route calculation method, and an operation support method for a vessel.

DESCRIPTION OF SYMBOLS 1 Ship operation support system 10 Operation monitoring system 20 Service ship analysis system 30 Optimum route calculation system 31 Navigation method setting means 32 Essential passage point designation means 33 Isochrome change means 34 Main engine speed change means 35 Individual ship data addition means 36 Weather etc. Data selection means 37 Threshold setting means 40 Performance diagnosis system D10 First database storage device D20 Second database storage device D30 Third database storage device D40 Fourth database storage device D50 Fifth database storage device D60 Sixth database storage device

Claims (9)

Input information including estimated ship performance information and hull motion model, and data including meteorological, oceanographic and ocean current information predicted on the target route, navigation plan information and hull motion prediction for the optimum route In the ship's optimal route calculation system that calculates data including information,
An isochronous curve method is adopted as an optimization method for obtaining the optimum route, and an essential passage point designating means that can arbitrarily designate an essential passage point in the middle of the setting target route, and a distance between the mandatory passage point An optimum route calculation system for a ship, comprising isochrome changing means for changing a search length, a search interval, and a search range used in the isochronous curve method.   Calculate the main engine speed when navigating the first section from the essential passage point where the route search is started to the end point of isochrome immediately before the target mandatory passage point by wave height, wave direction, wave period, relative wind speed and ocean current, The second section from the end point of isochrome immediately before the target required passing point to the target required passing point includes a main engine speed changing means for adjusting the main engine speed using the remaining distance and the remaining time until the set time. The optimal route calculation system for a ship according to claim 1. The main engine speed changing means calculates the main engine speed when navigating the first section based on the wave height, wave direction, wave cycle, relative wind speed and ocean current, and increases / decreases the main engine speed with respect to the set main engine speed. Calculate the percentage,
If this calculated rate of acceleration / deceleration corresponds to deceleration, multiply the rate of acceleration / deceleration by the gain calculated using the remaining distance to calculate the rate taking into account the remaining distance. Based on the set main machine speed, the upper limit main machine speed and the lower limit main machine speed, obtain the main machine speed used when sailing the first section,
The optimal route calculation system for a ship according to claim 1 or 2, wherein the second section adjusts the main engine speed using a remaining distance and a remaining time until a set time.   For each ship to be calculated, a hull model that takes into account the actual sea area performance of the ship is created, and before and after docking, the effect of improving the performance of at least one of combustion aids, low-friction paints, and hull energy-saving additives is taken into account. The ship optimum route calculation system according to any one of claims 1 to 3, further comprising individual ship data adding means for analyzing actual operation data.   In addition to the latest forecast data of weather, sea conditions, and ocean current data during the voyage, it is equipped with data selection means such as meteorological data that selects route data by selecting weather, sea conditions, and ocean current data from any date, time, and location. The optimal route calculation system for a ship according to any one of claims 1 to 4.   The ship according to any one of claims 1 to 5, further comprising threshold setting means for setting a threshold for at least one of a wave height, a pitch angle, a roll angle, and a hull acceleration. Optimal route calculation system. A ship operation support system that performs ship operation support, including an operation monitoring system that collects data on the equipment and hull motion of the target ship, and an in-service ship analysis system that analyzes the performance of the target ship in the actual sea area. And an optimum route calculation system that calculates the optimum route based on the weather, sea state, and current information of the ship's navigation area,
The operation monitoring system calculates first data including in-service data, wind direction wind speed data, wave height data, and packing data during operation,
The in-service vessel analysis system inputs the first data, analyzes the performance of the ship in the actual sea area, calculates the second data including the latest estimated performance information and the latest hull motion model,
The optimum route calculation system receives the second data and third data including weather, sea conditions, and current information predicted on the route, and includes navigation plan information and ship motion prediction information on the optimum route. Calculate the fourth data,
The operation monitoring system is configured to calculate the first data by inputting the fourth data and fifth data including weather, sea state and ocean current forecast information, and the operation monitoring system and the in-service vessel analysis The system and the optimum route calculation system are ship operation support systems configured to form an analysis cycle.
A ship operation support system comprising the optimum route calculation system according to any one of claims 1 to 6 as the optimum route calculation system. Input information including estimated ship performance information and hull motion model, and data including meteorological, oceanographic and ocean current information predicted on the target route, navigation plan information and hull motion prediction for the optimum route In the ship's optimal route calculation method for calculating data including information,
An isochronous curve method is adopted as an optimization method for obtaining an optimum route, and an indispensable passage point is arbitrarily specified in the course of the setting target route, and an isochronous curve method is used depending on a distance between the essential passage points. An optimum route calculation method for a ship, characterized by changing a search length, a search interval, and a search range to be used. An operational monitoring system that collects data in real time on the equipment and hull motion of the target ship, an in-service ship analysis system that analyzes the performance of the target ship in the actual sea area, and the weather, sea conditions, and ocean currents of the ship's navigation area A ship operation support method of a ship operation support system comprising an optimal route calculation system that calculates an optimal route based on information,
In the navigation monitoring system, first data including in-service data, wind direction wind speed data, wave height data, and loading data is calculated. In the in-service vessel analysis system, the first data is input and Analyzing the performance of the ship to calculate the second data including the latest estimated performance information and the latest hull motion model, and the optimal route calculation system, the second data and the weather, sea conditions predicted on the route, Input third data including ocean current information and calculate fourth data including navigation plan information and hull motion prediction information regarding the optimum route, and include this fourth data and weather, oceanographic and ocean current forecasts In a ship operation support method for calculating the first data by inputting fifth data to the operation monitoring system,
A ship navigation support method using the optimum route calculation method according to claim 8.

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