JP2016060454A - Ship operation schedule optimization system and ship operation schedule optimization method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship operation schedule optimization system and a ship operation schedule optimization method in an entire route, which consider movement of other ships in a sea area where a ship travels.SOLUTION: A ship operation schedule optimization system 1 comprises: departure/arrival information setting means 60 for setting departure/arrival points and departure/arrival times of an own ship; map creation means 30 for acquiring information on other ships between the departure/arrival points and their peripheries, mapping predicted positions of the other ships on a map, and creating a prediction map; and route setting means 10 for calculating and setting a travel route with less fuel consumption. The route setting means 10 calculates an interference avoidance route with other ships, which is a travel route for avoiding interference with the other ships, based on the information obtained from the departure/arrival information setting means 60 and the prediction map obtained from the map creation means 30 at the time of making a travel schedule.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a ship operation plan optimization system and a ship operation plan optimization method.

In the navigation of a ship, considering the energy demand of the ship, optimizing the operation plan using the ship operation optimization system so as to satisfy all of the safety of navigation, energy saving, and punctuality to realize scheduled operation Has been done. Ship navigation requires maneuvering according to the weather and sea conditions, as well as avoiding fishing grounds and dangerous sea areas to ensure ship safety. In addition, it is necessary to determine the speed in order to arrive on time, but since fuel is consumed in proportion to the third power of the speed, an operation plan that satisfies both contradictory timeliness and energy savings is formulated. Need to be done.
For example, Patent Document 1 discloses a ship and sea planning support in which weather and sea state information are used to operate safely and on time, to reduce fuel consumption of the main engine, and to set routes to avoid dangerous sea areas. A system is disclosed.
Further, for example, in Patent Document 2, in order to establish a ship maneuvering technique that achieves both scheduled operation and energy-saving operation, the master's maneuvering decision (decision making) is appropriately performed by manual input or voice input with respect to the deviation from the actual results. The reflected system is disclosed.

Japanese Patent No. 3950975 Japanese Patent No. 3868338

However, in the invention disclosed in the above-mentioned Patent Document 1, only route setting is performed based on weather and marine state information, and dangerous sea area information. In actual sailing, there are many other ships in the navigating waters. Unlike dangerous areas, which are fixed places, other ships are always moving, and in order to avoid collisions with these other ships, navigation routes are optimized in consideration of other ship's trends and ship speeds are adjusted. There was a problem that optimization was not performed.
Further, the invention disclosed in Patent Document 2 has a problem that the ship speed is not distributed over the entire navigation route and the operation plan is not optimized for the entire navigation route.

  The present invention has been made in view of the above circumstances, and provides a ship operation plan optimization system and a ship operation plan optimization method for the entire navigation route in consideration of the trends of other ships in the sea to be navigated. With the goal.

In order to solve the above problems, the ship operation plan optimization system and the ship operation plan optimization method of the present invention employ the following means.
A map for creating a prediction map by acquiring information on other ships between and around the departure and arrival points and mapping predicted positions of other ships on the map Creating means and route setting means for calculating and setting a navigation route with low fuel consumption, and the route setting means obtains the information obtained from the departure / arrival information setting means and the map creation means at the time of navigation planning. In addition, a ship operation plan optimizing system is employed, which calculates the other ship interference avoidance route, which is the navigation route that avoids the interference of other ships based on the prediction map.

  According to the present invention, at the time of navigation planning, the route setting means calculates an other ship interference avoidance route that avoids interference with other ships based on the information obtained from the arrival / departure information setting means and the predicted map obtained from the map creation means. Therefore, it is possible to plan a navigation route that avoids the interference of other ships from a prediction map that considers the movement of other ships and the interference situation of other ships on the navigation route. As a result, safety can be ensured by preventing interference with other ships, and energy-saving navigation can be realized by navigating routes with low fuel consumption.

  In the above invention, the map creation means divides the created prediction map into a plurality of areas, creates a weighted prediction map weighted by the number of other ships for each area, and the route setting means At the time of planning, the navigation route with a small detour from the navigation route with less fuel consumption while avoiding the interference of other ships based on the information obtained from the departure / arrival information setting means and the weighted prediction map obtained from the map creation means A certain other ship interference minimum avoidance route may be calculated.

  According to the present invention, the map creation means divides the created prediction map into a plurality of areas, creates a weighted prediction map weighted by the number of other ships for each area, and the route setting means has a navigation plan. Sometimes, based on the information obtained from the arrival / departure information setting means and the weighted prediction map obtained from the map creation means, the other ship interference minimum avoidance route with a small detour from the navigation route with low fuel consumption is calculated while avoiding the interference of other ships. Therefore, based on a weighted prediction map that takes into account the movement of other ships and the interference situation of other ships on the route, the detour distance from the navigation route with low fuel consumption is too large while avoiding locations where there is much interference with other vessels. You can plan no sailing routes. As a result, safety can be ensured by preventing interference with other ships, and energy-saving operation can be realized by navigating routes with low fuel consumption.

  In the above invention, a ship speed distribution setting means for setting the ship speed distribution of the entire navigation route calculated by the route setting means may be provided.

  According to the present invention, since the ship speed distribution setting means sets the ship speed distribution of the entire navigation route calculated by the route setting means, the punctuality can be ensured by the ship speed distribution throughout the entire operation plan. .

  The present invention obtains arrival / departure information setting means for setting a departure / arrival point and a departure / arrival time of the own ship, obtains information on other ships between and around the departure / arrival points, maps the predicted position of the other ship on the map, and provides a prediction map. And a ship speed distribution setting means for allocating the ship speed on the navigation route, and the ship speed distribution setting means is based on the prediction map so that the interference of other ships is on the navigation route. When predicted, a ship operation plan optimization system is adopted which adjusts the ship speed up to the relevant point and sets the ship speed distribution for the entire navigation route.

  According to the present invention, at the time of navigation planning, the ship speed distribution setting means adjusts the ship speed up to the corresponding point when the interference of other ships is predicted on the navigation route based on the prediction map, and the interference of other ships. Since the ship speed distribution of the entire navigation route is set so as to avoid this, the ship speed distribution can be optimized in consideration of the movement of other ships and the interference situation of other ships on the navigation route using the prediction map. As a result, it is possible to ensure safety by preventing interference with other ships, and to ensure punctuality by ship speed distribution throughout the entire operation plan.

  In the above-described invention, the vehicle includes route setting means for calculating and setting the navigation route with low fuel consumption, and the route setting means calculates the navigation route based on information obtained from the arrival / departure information setting means at the time of navigation planning. It is good as well.

  According to the present invention, the route setting means for calculating and setting a navigation route with a small amount of fuel consumption calculates the optimum route of the ship based on information obtained from the arrival / departure information setting means at the time of navigation planning. It is possible to realize energy-saving navigation by navigating routes with a small volume.

  In the above invention, the route setting includes: weather information acquisition means for acquiring weather and sea condition data between and around the departure and arrival points; and sea area information acquisition means for acquiring sea area data between and around the departure and arrival points. The means may calculate the navigation route based on information obtained from the weather information acquisition means and the sea area information acquisition means at the time of navigation planning.

  According to the present invention, the route setting means calculates the navigation route based on the information obtained from the weather information acquisition means and the sea area information acquisition means at the time of navigation planning, so that the weather, sea state and sea area information are set in the navigation route setting. It is possible to calculate the navigation route with higher accuracy.

  In the above invention, the map creating means may map the predicted positions of the other ships between the departure and arrival points and the vicinity thereof on the map based on the traveling direction information and speed information of the other ships.

  According to the present invention, the map creating means maps the predicted positions of the other ships between the departure and arrival points and the surrounding areas on the map based on the traveling direction information and speed information of the other ships. By acquiring information based on speed, it is possible to grasp the interference situation between the departure and arrival points and other ships around it.

  In the above invention, the map creating means may obtain the traveling direction information and the speed information of another ship based on information based on an automatic ship identification device and information using a satellite image.

  According to the present invention, the map creation means obtains the traveling direction information and speed information of other ships based on information based on the automatic ship identification device (AIS information / AIS: Automatic Identification System) and information using satellite images. Because existing data can be used, trends in other ships can be easily predicted.

  The present invention employs a ship equipped with the ship operation plan optimization system described above.

  According to the present invention, since the ship operation plan optimization system described in any of the foregoing is mounted on the ship, the navigation route and the ship considering the trends of other ships along with disturbance conditions such as weather, sea conditions and sea area information, etc. You can plan for quick distribution. As a result, safety and punctuality can be ensured, and energy-saving navigation can be realized by navigating routes that consume less fuel.

  The present invention sets a departure / arrival point of own ship and a departure / arrival time, acquires information on other ships between and around the departure / arrival points, and maps predicted positions of other ships on a map to create a prediction map. A step of calculating and setting a navigation route with a small amount of fuel consumption, and other vessel interference which is the navigation route that avoids interference of other vessels based on the departure and arrival points, the departure and arrival times and the prediction map during navigation planning A method of optimizing a ship operation plan, comprising: calculating an avoidance route.

  According to the present invention, since the other ship interference avoidance route is calculated based on the departure / arrival point, departure date / time and the prediction map, the prediction map takes into account the movement of the other ship and the interference situation of the other ship on the navigation route. Based on this, it is possible to plan a navigation route that avoids interference from other ships. As a result, safety can be ensured by preventing interference with other ships, and energy-saving navigation can be realized by navigating routes with low fuel consumption.

  The present invention sets a departure / arrival point of own ship and a departure / arrival time, acquires information on other ships between and around the departure / arrival points, and maps predicted positions of other ships on a map to create a prediction map. A step of allocating the ship speed in the navigation route, and if interference of other ships is predicted on the navigation route based on the prediction map, the ship speed up to the corresponding point is adjusted and the entire navigation route is adjusted. A method for optimizing a ship operation plan, comprising the step of setting the ship speed distribution.

  According to the present invention, when the interference of other ships is predicted on the navigation route based on the prediction map at the time of navigation planning, the entire navigation route is adjusted so as to avoid the interference of other ships by adjusting the ship speed to reach the corresponding point. Since the ship speed distribution is set, the ship speed distribution can be optimized in consideration of the movement of other ships and the interference of other ships on the route using the prediction map. As a result, it is possible to ensure safety by preventing interference with other ships, and to ensure punctuality by ship speed distribution throughout the entire operation plan.

According to the present invention, since a navigation route with less fuel consumption is set using a prediction map that considers the interference situation of other ships, the navigation route can be optimized, and higher safety and energy saving are ensured. can do.
Further, according to the present invention, since the ship speed distribution is optimized for the entire navigation route, higher punctuality can be ensured.
Therefore, it is possible to optimize an operation plan that satisfies all of safety, energy saving, and punctuality in consideration of the interference situation of other ships.

It is the schematic block diagram which showed the ship operation plan optimization system of this invention. It is the flowchart which showed the ship operation plan optimization system which concerns on 1st Embodiment of this invention. It is the schematic which showed an example of AIS information. It is the schematic which showed an example of the radar information. It is the schematic block diagram which showed the prediction map preparation process of the map preparation means concerning 1st Embodiment of this invention. It is the schematic which showed an example of the prediction map and navigation route which concern on 1st Embodiment of this invention. It is the flowchart which showed the ship operation plan optimization system which concerns on 2nd Embodiment of this invention. It is the schematic which showed an example of the prediction map and navigation route which concern on 2nd Embodiment of this invention. It is the flowchart which showed the ship operation plan optimization system which concerns on 3rd Embodiment of this invention. It is the schematic which showed an example of the prediction map and navigation route which concern on 3rd Embodiment of this invention.

Hereinafter, an embodiment of a ship operation plan optimization system and a ship operation plan optimization method according to the present invention will be described with reference to the drawings.
[First Embodiment]
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.
FIG. 1 shows a schematic configuration of a ship operation plan optimization system according to the present embodiment.
As shown in FIG. 1, the ship operation plan optimization system 1 includes a control unit 5 having a route setting means 10 and a ship speed profile setting means (ship speed distribution setting means) 20, a map preparation means 30, weather, and the like. The information acquisition means 40, the sea area information acquisition means 50, and the arrival / departure information setting means 60 are provided as main structures. The ship 100 includes the ship operation plan optimization system 1 and the navigation system 200 therein, and the optimized operation plan is passed from the control unit 5 of the ship operation plan optimization system 1 to the navigation system 200.

In the departure / arrival information setting means 60, the departure point and arrival point (departure / departure point), departure time and arrival time (departure / departure time) of the ship are input and set by the operator or the like.
The weather information acquisition means 40 acquires weather (weather, wind direction, wind speed, etc.) and sea conditions (tidal current, tide speed, etc.) data between and around the departure and arrival points set by the arrival / departure information setting means 60.
The sea area information acquisition means 50 acquires sea area data such as dangerous sea areas such as fishing grounds and rocky areas between and around the departure and arrival points set by the arrival / departure information setting means 60.
The route setting means 10 receives data from each of the weather information acquisition means 40, the sea area information acquisition means 50, and the departure / arrival information setting means 60, and sets the navigation route with the smallest fuel consumption based on these information.
The ship speed profile setting means 20 receives data from each of the route setting means 10, the weather information acquisition means 40, the sea area information acquisition means 50, and the departure / arrival information setting means 60, and based on these information, the ship speed distribution plan for the entire navigation route. Set (ship speed profile).
The map creation means 30 acquires information on other ships existing between and around the departure and arrival points set by the arrival / departure information setting means 60, maps the predicted positions of the other ships on the map, and creates a prediction map. Details of the prediction map creation method by the map creation means 30 will be described later.

FIG. 2 shows a flowchart showing the ship operation plan optimization system according to the present embodiment.
When the use of the ship operation plan optimization system 1 is started, the ship operator inputs and sets the departure point and arrival point (departure / departure point), departure time and arrival time (departure / departure time) of the vessel in the departure / arrival information setting means 60 (S201). ). Such information is also taken into the control unit 5.
Next, the weather information acquisition means 40 acquires weather (weather, wind direction, wind speed, etc.) and sea conditions (tidal current, tide speed, etc.) data between and around the departure and arrival points set by the arrival / departure information setting means 60, and the sea area The information acquisition means 50 acquires sea area data such as dangerous sea areas such as fishing grounds and rocky areas between and around the departure and arrival points set by the arrival / departure information setting means 60. The acquired weather, sea state and sea area data are passed to the control unit 5 (S202).

The route setting means 10 sets an optimum navigation route based on the departure and arrival points, departure and arrival times, and the weather, sea conditions and sea area data between and around the departure and arrival points taken into the control unit 5. Specifically, in consideration of the tidal current and the wind direction, a navigation route with a small fuel consumption of the ship is calculated (S203).
Thus, the navigation route initially set in step S203 is the route that consumes the least amount of fuel when the trends of other ships are not taken into consideration.

For the navigation route set by the route setting means 10, the ship speed profile setting means 20 examines a ship speed distribution plan (ship speed profile) for the entire navigation route (S204).
It is determined whether or not the ship speed profile examined in step S204 is the profile with the least fuel consumption (S205). If it is determined that the ship speed profile has the least fuel consumption, the process proceeds to step S206. . If it is determined in step S205 that the ship speed profile has the smallest fuel consumption, the process proceeds to step S204, and the ship speed profile is examined again.

On the other hand, AIS (Automatic Identification System) information and radar information are input to the map creating means 30 (S207).
FIG. 3 is a schematic diagram showing an example of AIS information.
The map shown on the right side of FIG. 3 is a map showing the position and traveling direction of other ships in the sea area where the ship of this embodiment navigates, for example, and the table shown on the left side of FIG. It is the table | surface which showed the detailed information (Vessel name, position, speed, course, etc.) of a certain selected vessel.
The AIS is an apparatus that automatically discriminates ships that are required to be installed in vessels that make international voyages of 300 gross tonnage or more, ships that are non-international voyages of 500 gross tonnage or more, and all passenger ships of international voyages. By using the AIS information as shown in FIG. 3, it is possible to predict the navigation of all the ships on which the AIS is mounted.
However, AIS information cannot be acquired for ships that are not equipped with AIS and ships that are equipped with AIS but cannot use AIS information, such as when the power is turned off. For these ships, information is complemented using images obtained from satellites, that is, radar information.

FIG. 4 is a schematic diagram showing an example of radar information.
FIG. 4 shows an example of image data obtained from a satellite (ALOS: Advanced Land Observing Satellite) in the sea area where the ship of the present embodiment navigates. The ship shown in the solid line frame in the figure is an AIS-equipped ship, and the ship shown in the broken line frame is an AIS non-equipped ship. Image data from the satellite is acquired every 30 minutes. Since the moving direction, time, and moving distance can be confirmed by comparing the data before and after the image data, it is possible to predict the traveling direction and ship speed of the ship not equipped with AIS.

  The map creating means 30 is based on the AIS information shown in FIG. 3 and the radar information shown in FIG. 4, and the positions, traveling directions, and ship positions between and around the departure and arrival points set by the arrival / departure information setting means 60. Prediction calculation of information such as speed, that is, trend information of other ships is performed (step S208 in FIG. 2). Since not only AIS information but also radar information is used, trend information of other ships can be predicted regardless of whether or not AIS is installed.

FIG. 5 is a schematic configuration diagram illustrating a predicted map creation process of the map creation unit according to the present embodiment.
For example, it is assumed that the ship goes from point A in the upper right part of the figure to point B in the lower left part of the figure. At this time, the area between the points A and B and the surrounding area (hereinafter referred to as “target sea area”) are divided into a plurality of grid-like areas and used as basic data of the prediction map. In the target sea area, the predicted position of the other ship at the time of passing through the target sea area according to the navigation route of the ship calculated in step S203 in FIG. Map to the map.
The map creation means 30 classifies and weights the probability of interference according to the number of other ships for each area based on the predicted position of the other ship mapped to the prediction map. When the number of other ships in one area is about several, it is assumed that the density of other ships in that area is high and there is a high probability of interfering with the ship. A weighting process is performed together with a visual process such as. Further, when the number of other ships in one area is more than several, it is assumed that the density of other ships in that area is very high and the probability of interference with the own ship is very high. In addition to visual processing such as coloring and shading the corresponding area, weighting processing is performed. However, it is necessary to perform processing such as shading so that the case can be divided from the case where the probability is high. Further, when the number of other ships in one area is 0, it is assumed that the density of other ships in the area is low and the probability of interference with the own ship is 0 or low. Suppose you do not.
Here, “interfering with another ship” means, for example, a case where the ship and the other ship meet within a radius of 1 km and within 5 minutes.

FIG. 6 shows a schematic diagram illustrating an example of a prediction map and a navigation route according to the present embodiment.
In the prediction map of FIG. 6, dark shading processing is performed for areas where the density of other ships is very high and the probability of interference is high, and a thin network is used for areas where the density of other ships is several and the probability of interference is somewhat high. Multiplying processing is performed, and processing is not performed for areas with low probability of interference where there is no other ship. In this way, by visualizing the level of interference probability with respect to the prediction map, the operator or the like can easily recognize the interference of other ships. Further, the weighted prediction map created by the map creation means 30 is also passed to the control unit 5.
The control unit 5 compares the ship's navigation route calculated in step S203 of FIG. 2 with the weighted prediction map created by the map creation means 30, and determines whether there is no interference point in the entire navigation route, that is, the navigation route. Determines whether or not there is a spot that overlaps an area with a high probability of interference (step S206 in FIG. 2). At this time, the ship's navigation route calculated in step S203 and the ship speed profile set in step S204 are passed to the navigation system 200 as the ship's operation plan.

On the other hand, if it is determined in step S206 that there is a point where the navigation route overlaps an area with a high interference probability, the process proceeds to step S203.
In step S203, the route setting means 10 recalculates a navigation route that avoids an area having a high interference probability on the weighted prediction map and has a small fuel consumption. Hereinafter, the processing from step S203 to step S206 is repeated until it is determined that there is no interference point in the entire navigation route.
The navigation route derived in this way is the other ship interference avoidance route calculated so as to avoid the interference of other ships, and is the route indicated by the solid line arrow in FIG.

As described above, according to the ship operation plan optimizing system and the ship operation plan optimizing method according to the present embodiment, the following operational effects can be obtained.
At the time of navigation planning, the route setting means 10 calculates the other ship interference avoidance route having a low interference probability with other ships based on the information obtained from the arrival / departure information setting means 60 and the predicted map obtained from the map creation means 30. It is possible to plan a navigation route that avoids the interference of other ships from a prediction map that takes into account the movement of other ships and the interference situation of other ships on the navigation route. As a result, safety can be ensured by preventing interference with other ships, and energy-saving navigation can be realized by navigating routes with low fuel consumption.

Further, since the ship speed profile setting means 20 sets the ship speed distribution of the entire navigation route calculated by the route setting means 10, it is possible to ensure punctuality by the ship speed distribution throughout the entire operation plan.
Further, since the route setting means 10 calculates the navigation route based on the information obtained from the weather information acquisition means 40 and the sea area information acquisition means 50 at the time of navigation planning, the weather, sea state and sea area information are used in setting the navigation route. In addition, the navigation route can be calculated with higher accuracy.

Further, the map creating means 30 maps the predicted positions of the other ships between the arrival and departure points on the map based on the traveling direction information and the speed information of the other ship, and therefore based on the traveling direction and speed of the other ship. By acquiring information, it is possible to grasp the interference between other departure and arrival points and the surrounding ships.
Furthermore, since the traveling direction information and speed information of the other ship are obtained based on the AIS information and the radar information, the existing data can be used, so that the trend of the other ship can be easily predicted.

[Second Embodiment]
Hereinafter, a second embodiment of the present invention will be described with reference to FIGS.
In the first embodiment described above, the route is changed for areas where the interference probability of other ships is high, but in this embodiment, the interference of other ships is avoided by increasing or decreasing the ship speed. It is. Since the other points are the same as in the first embodiment, the same components are denoted by the same reference numerals and the description thereof is omitted.

FIG. 7 shows a flowchart showing the ship operation plan optimization system according to the present embodiment.
When the use of the ship operation plan optimization system 1 is started, the vessel operator inputs and sets the departure point and arrival point (departure point), departure time and arrival time (departure point) of the vessel in the departure / arrival information setting means 60 (S701). ). Such information is also taken into the control unit 5.
Next, the weather information acquisition means 40 acquires weather (weather, wind direction, wind speed, etc.) and sea conditions (tidal current, tide speed, etc.) data between and around the departure and arrival points set by the arrival / departure information setting means 60, and the sea area The information acquisition means 50 acquires sea area data such as dangerous sea areas such as fishing grounds and rocky areas between and around the departure and arrival points set by the arrival / departure information setting means 60. The acquired meteorological, oceanographic and sea area data is transferred to the control unit 5 (S702).

The route setting means 10 sets an optimum navigation route based on the departure and arrival points, departure and arrival times, and the weather, sea conditions and sea area data between and around the departure and arrival points taken into the control unit 5. Specifically, in consideration of the tidal current and wind direction, a navigation route with a small fuel consumption of the ship is calculated (S703).
Thus, the navigation route that is initially set in step S703 is the route that consumes the least amount of fuel when the trends of other ships are not taken into consideration.

For the navigation route set by the route setting means 10, the ship speed profile setting means 20 examines a ship speed distribution plan (ship speed profile) for the entire navigation route (S704).
It is determined whether or not the ship speed profile examined in step S704 is the profile with the smallest fuel consumption (S705). If it is determined that the ship speed profile has the least fuel consumption, the process proceeds to step S706. . If it is determined in step S705 that the ship speed profile is not the smallest in fuel consumption, the process proceeds to step S704 and the ship speed profile is examined again.

On the other hand, AIS information and radar information are input to the map creating means 30 (S708).
The map creating means 30 is based on the AIS information shown in FIG. 3 and the radar information shown in FIG. 4, and the positions, traveling directions, and ship positions between and around the departure and arrival points set by the arrival / departure information setting means 60. Prediction calculation of information such as speed, that is, trend information of other ships is performed (S709).
The map creation means 30 classifies and weights the probability of interference according to the number of other ships for each area based on the predicted position of the other ship mapped to the prediction map. When the number of other ships in one area is about several, it is assumed that the density of other ships in that area is high and there is a high probability of interfering with the ship. A weighting process is performed together with a visual process such as. Further, when the number of other ships in one area is more than several, it is assumed that the density of other ships in that area is very high and the probability of interference with the own ship is very high. In addition to visual processing such as coloring and shading the corresponding area, weighting processing is performed. However, it is necessary to perform processing such as shading so that the case can be divided from the case where the probability is high. Further, when the number of other ships in one area is 0, it is assumed that the density of other ships in the area is low and the probability of interference with the own ship is 0 or low. Suppose you do not.
Here, “interfering with another ship” means, for example, a case where the ship and the other ship meet within a radius of 1 km and within 5 minutes.

FIG. 8 is a schematic diagram illustrating an example of a prediction map and a navigation route according to the present embodiment.
In the prediction map of FIG. 8, dark shading processing is performed for areas where the density of other ships is very high and the probability of interference is high, and a thin network is used for areas where the density of other ships is several and the probability of interference is somewhat high. Multiplying processing is performed, and processing is not performed for areas with low probability of interference where there is no other ship. In this way, by visualizing the level of interference probability with respect to the prediction map, the operator or the like can easily recognize the interference of other ships. Further, the weighted prediction map created by the map creation means 30 is also passed to the control unit 5.
The control unit 5 compares the ship's navigation route calculated in step S703 of FIG. 7 with the weighted prediction map created by the map creation means 30, and determines whether there is no interference point in the entire navigation route, that is, the navigation route. Determines whether or not there is a spot overlapping with an area with a high interference probability (step S706 in FIG. 7). At this time, the navigation route of the own ship calculated in step S703 and the ship speed profile set in step S704 are passed to the navigation system 200 as an operation plan of the own ship.

On the other hand, if it is determined in step S706 that there is a point where the navigation route overlaps an area with a high interference probability, the process proceeds to step S707.
In step S707, the ship speed profile setting means 20 changes the time of entering the area having a high interference probability by increasing or decreasing the ship speed to a point where the navigation route overlaps the area having a high interference probability. As a result, a new ship speed profile that avoids interference with other ships is reset (step S704 in FIG. 7). Hereinafter, the processing from step S704 to step S706 is repeated via step S707 until it is determined that there is no interference point in the entire navigation route.
The navigation route thus derived is the route indicated by the solid arrow in FIG. In the navigation route planning stage, there is a point that overlaps with an area where the probability of interference with other ships is high. However, when the ship speed is adjusted by the ship speed profile setting means 20, the area becomes another when entering the corresponding area. Since it is an area where the probability of interference with the ship is low, that is, an area that is not shaded, there is no interference with other ships when actually navigating the corresponding area.

As described above, according to the ship operation plan optimizing system and the ship operation plan optimizing method according to the present embodiment, the following operational effects can be obtained.
At the time of navigation planning, the ship speed profile setting means 20 navigates so as to avoid the interference of other ships by adjusting the ship speed until reaching the corresponding point when the interference of other ships is predicted on the navigation route based on the prediction map. Since the ship speed distribution of the entire route is set, the ship speed distribution can be optimized in consideration of the movement of other ships and the interference of other ships on the navigation route using the prediction map. As a result, it is possible to ensure safety by preventing interference with other ships, and to ensure punctuality by ship speed distribution throughout the entire operation plan.

Further, the route setting means 10 for calculating and setting a navigation route with a small amount of fuel consumption calculates the optimum route of the ship based on the information obtained from the arrival / departure information setting means 60 at the time of navigation planning. It is possible to realize energy-saving navigation by navigating fewer routes.
Further, since the navigation route is calculated based on the information obtained from the weather information acquisition means 40 and the sea area information acquisition means 50 at the time of navigation planning, the weather, sea state, and sea area information are used in the setting of the navigation route, so that the accuracy is higher. The navigation route can be calculated.

[Third Embodiment]
Hereinafter, a third embodiment of the present invention will be described with reference to FIGS.
In the first embodiment described above, an area where the probability of interference of other ships is high is avoided by changing the route. However, in this embodiment, the area where the probability of interference of other ships is low as long as the detour distance is not too large. Is to avoid interference by adjusting the ship speed. Since the other points are the same as in the first embodiment, the same components are denoted by the same reference numerals and the description thereof is omitted.

FIG. 9 shows a flowchart showing the ship operation plan optimization system according to the present embodiment.
When the use of the ship operation plan optimization system 1 is started, the ship operator inputs and sets the departure point and arrival point (departure point), departure time and arrival time (departure point) of the vessel in the departure / arrival information setting means 60 (S901). ). Such information is also taken into the control unit 5.
Next, the weather information acquisition means 40 acquires weather (weather, wind direction, wind speed, etc.) and sea conditions (tidal current, tide speed, etc.) data between and around the departure and arrival points set by the arrival / departure information setting means 60, and the sea area The information acquisition means 50 acquires sea area data such as dangerous sea areas such as fishing grounds and rocky areas between and around the departure and arrival points set by the arrival / departure information setting means 60. The acquired meteorological, oceanographic and sea area data is transferred to the control unit 5 (S902).

The route setting means 10 sets an optimum navigation route based on the departure and arrival points, departure and arrival times, and the weather, sea conditions and sea area data between and around the departure and arrival points taken into the control unit 5. Specifically, in consideration of the tidal current and the wind direction, a route with less fuel consumption of the ship is calculated (S903).
Thus, the navigation route that is initially set in step S903 is the route that consumes the least amount of fuel when the trends of other ships are not taken into consideration.

For the navigation route set by the route setting means 10, the ship speed profile setting means 20 examines a ship speed distribution plan (ship speed profile) for the entire navigation route (S904).
It is determined whether or not the ship speed profile examined in step S904 is the profile with the smallest fuel consumption (S905). If it is determined that the ship speed profile has the least fuel consumption, the process proceeds to step S906. . If it is determined in step S905 that the ship speed profile has the least fuel consumption, the process proceeds to step S904, and the ship speed profile is examined again.

On the other hand, AIS information and radar information are input to the map creating means 30 (S909).
The map creating means 30 is based on the AIS information shown in FIG. 3 and the radar information shown in FIG. Information on the position, traveling direction, ship speed, etc., that is, predictive calculation of trend information of other ships is performed (S910).
The map creation means 30 classifies and weights the probability of interference according to the number of other ships for each area based on the predicted position of the other ship mapped to the prediction map. When the number of other ships in one area is about several, it is assumed that the density of other ships in that area is high and there is a high probability of interfering with the ship. A weighting process is performed together with a visual process such as. Further, when the number of other ships in one area is more than several, it is assumed that the density of other ships in that area is very high and the probability of interference with the own ship is very high. In addition to visual processing such as coloring and shading the corresponding area, weighting processing is performed. However, it is necessary to perform processing such as shading so that the case can be divided from the case where the probability is high. Further, when the number of other ships in one area is 0, it is assumed that the density of other ships in the area is low and the probability of interference with the own ship is 0 or low. Suppose you do not.
Here, “interfering with another ship” means, for example, a case where the ship and the other ship meet within a radius of 1 km and within 5 minutes.

FIG. 10 is a schematic diagram illustrating an example of a prediction map and a navigation route according to the present embodiment.
In the weighted prediction map of FIG. 10, dark shading processing is performed on areas where the density of other ships is very high and the probability of interference is high, and thin processing is performed on areas where the density of other ships is about several ships and where the probability of interference is slightly high. Shaded processing is performed, and no processing is performed in areas where there is no other ship and the probability of interference is low.
The weighted prediction map created by the map creation unit 30 is passed to the control unit 5.
The control unit 5 compares the navigation route of the ship calculated in step S903 in FIG. 9 with the weighted prediction map created by the map creation means 30, and determines that the density of other vessels is very high in the entire navigation route. It is determined whether or not there is an interference point, that is, whether or not there is a point where the navigation route overlaps with an area where the density of other ships is very high and the probability of interference is high (the area where dark shading processing in FIG. 10 is performed) ( If there is no step S906 in FIG. 9, the process proceeds to step S907.

On the other hand, if it is determined in step S906 that there is a point where the navigation route overlaps with an area where the density of other ships is very high and the interference probability is high (the area where the dark shading process in FIG. 10 is performed), the process proceeds to step S903. Transition.
In step S903, the route setting means 10 avoids an area where the density of other ships on the weighted prediction map is very high and where the probability of interference is high (the area where the dark shading process in FIG. 10 is performed), and the fuel consumption is small. Calculate the navigation route again. Hereinafter, the processing from step S903 to step S906 is repeated until it is determined that there is no interference with an area where the density of other ships is very high and the probability of interference is high in the entire navigation route.

  When the process proceeds to step S907, the control unit 5 compares the navigation route of the ship calculated in step S903 with the weighted prediction map created by the map creation unit 30, and determines whether or not there is an interference point in the entire navigation route. That is, it is determined whether or not there is a point where the navigation route overlaps an area with a slightly higher interference probability (the area where the thin shading process in FIG. 10 is performed) where the density of other ships is several ships, finish. At this time, the navigation route of the own ship calculated in step S903 and the ship speed profile set in step S904 are passed to the navigation system 200 as the operation plan of the own ship.

On the other hand, if it is determined in step S907 that there is a point where the navigation route overlaps an area with a slightly high interference probability where the density of other ships is several ships, the process proceeds to step S908.
In step S908, the ship speed profile setting means 20 increases or decreases the ship speed to a point where the navigation route overlaps a slightly high interference probability area where the density of the other ship is several ships, thereby increasing the density of the other ship. Change the time to enter an area with a slightly higher probability of interference, which is about several ships. As a result, a new ship speed profile that avoids interference with other ships is reset (step S904 in FIG. 9). Hereinafter, the process from step S904 to step S907 is repeated via step S908 until it is determined that there is no interference point in the entire navigation route.
The navigation route derived in this way is the minimum avoidance route of other ship interference calculated so as to avoid the interference of other ships as much as possible and avoid the excessive detour distance from the navigation route with low fuel consumption. FIG. 10 is a route indicated by a solid arrow in FIG.

As described above, according to the ship operation plan optimizing system and the ship operation plan optimizing method according to the present embodiment, the following operational effects can be obtained.
The map creation means 30 divides the created prediction map into a plurality of areas, creates weighted prediction maps weighted by the number of other ships for each area, and the route setting means 10 sets arrival / departure information at the time of navigation planning. Based on the information obtained from the means 60 and the weighted prediction map obtained from the map creating means 30, the other ship interference minimum avoidance route with a small detour from the navigation route having a small fuel consumption amount is calculated while avoiding the interference of other ships. Based on a weighted prediction map that takes into account the movement of other ships and the interference situation of other ships on the navigation route, avoiding locations where there is a lot of interference with other vessels, and avoiding excessive detour distances from navigation routes with low fuel consumption A navigation route can be planned. As a result, safety can be ensured by preventing interference with other ships, and energy-saving navigation can be realized by navigating routes with low fuel consumption.

Further, since the ship speed profile setting means 20 sets the ship speed distribution for the entire navigation route calculated by the route setting means 10, the timeliness can be ensured by the ship speed distribution throughout the operation plan.
In addition, instead of setting a navigation route with no interference from other ships, the navigation route initially set in step S903 in FIG. 9, that is, the navigation route with the least fuel consumption when the trends of other ships are not considered. On the other hand, in the range where the detour distance does not become too large, the route setting means 10 sets a navigation route with a slightly high interference probability of other ships, and the ship speed profile setting means 20 adjusts the ship speed for possible interference of other ships. Therefore, it is possible to achieve energy-saving operation that minimizes fuel consumption by optimizing both route setting and ship speed control.

  As mentioned above, although each embodiment of the present invention has been described in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and includes design changes and the like within a scope not departing from the gist of the present invention. .

  For example, in each of the above-described embodiments, the navigation route is set and the ship speed profile is set only at the time of navigation planning. However, trend information on other ships is acquired and predicted at any time during navigation, and a prediction map is set. It is also possible to review the flight plan by updating it.

  Further, in each of the above-described embodiments, the three cases are classified according to the probability of interference with other ships. However, other cases may be classified.

DESCRIPTION OF SYMBOLS 1 Ship operation plan optimization system 5 Control part 10 Route setting means 20 Ship speed profile setting means (ship speed distribution setting means)
30 Map creation means 40 Weather information acquisition means 50 Sea area information acquisition means 60 Arrival / departure information setting means 100 Ship 200 Navigation system

Claims (11)

Departure / arrival information setting means for setting the departure / arrival point of the own ship and the departure / arrival time;
Map creation means for acquiring information of other ships between and around the departure and arrival points, mapping predicted positions of other ships on a map, and creating a prediction map;
Route setting means for calculating and setting a navigation route with low fuel consumption;
With
The route setting means determines an other ship interference avoidance route that is the navigation route that avoids the interference of other ships based on the information obtained from the departure / arrival information setting means and the predicted map obtained from the map creation means at the time of navigation planning. Ship operation plan optimization system characterized by calculating. The map creating means divides the created forecast map into a plurality of areas, creates a weighted forecast map weighted by the number of other ships for each area,
The route setting means avoids interference from other ships based on the information obtained from the arrival / departure information setting means and the weighted prediction map obtained from the map creation means at the time of navigation planning, and from the navigation route with less fuel consumption. The ship operation plan optimization system according to claim 1, wherein the other ship interference minimum avoidance route that is the navigation route with a small detour is calculated.   The ship operation plan optimization system according to claim 1, further comprising a ship speed distribution setting unit configured to set a ship speed distribution of the entire navigation route calculated by the route setting unit. Departure / arrival information setting means for setting the departure / arrival point of the own ship and the departure / arrival time;
Map creation means for acquiring information of other ships between and around the departure and arrival points, mapping predicted positions of other ships on a map, and creating a prediction map;
Ship speed distribution setting means for distributing ship speed on the navigation route;
With
The ship speed distribution setting means adjusts the ship speed up to the corresponding point when interference of other ships is predicted on the navigation route based on the prediction map, and sets the ship speed distribution for the entire navigation route. A ship operation plan optimization system characterized by performing. Comprising route setting means for calculating and setting the navigation route with low fuel consumption,
5. The ship operation plan optimization system according to claim 4, wherein the route setting means calculates the navigation route based on information obtained from the arrival / departure information setting means at the time of navigation planning. Weather information acquisition means for acquiring weather and sea state data between and around the departure and arrival points;
Sea area information acquisition means for acquiring sea area data between and around the departure and arrival points;
With
6. The route setting unit according to claim 1, wherein the route setting unit calculates the navigation route based on information obtained from the weather information acquisition unit and the sea area information acquisition unit at the time of navigation planning. Ship operation plan optimization system as described in.   7. The map creating unit according to claim 1, wherein the map creating means maps the predicted positions of the other ships between and around the departure and arrival points on the map based on the traveling direction information and speed information of the other ships. The ship operation plan optimization system according to any one of the above.   8. The ship operation plan optimum according to claim 7, wherein the map creation means obtains the traveling direction information and the speed information of another ship based on information based on an automatic ship identification device and information using a satellite image. System.   A ship equipped with the ship operation plan optimization system according to claim 1. A step of setting a departure and arrival point of the ship and a departure and arrival time;
Obtaining information of other ships between and around the departure and arrival points, mapping predicted positions of other ships on a map, and creating a prediction map;
Calculating and setting a navigation route with low fuel consumption;
Calculating an other ship interference avoidance route that is the navigation route that avoids interference of other ships based on the departure and arrival points, the departure and arrival times, and the prediction map during navigation planning; and
A ship operation plan optimization method characterized by comprising: A step of setting a departure and arrival point of the ship and a departure and arrival time;
Obtaining information of other ships between and around the departure and arrival points, mapping predicted positions of other ships on a map, and creating a prediction map;
A step of allocating ship speed on the navigation route;
When interference of other ships is predicted on the navigation route based on the prediction map, adjusting the ship speed to the corresponding point and setting the ship speed distribution for the entire navigation route;
A ship operation plan optimization method characterized by comprising:

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