JP2019067198A - Navigation planning method and navigation planning system - Google Patents

Abstract

To provide a navigation planning method capable of further efficiently navigating a ship by correcting navigation planning on the basis of measured actual waves and a navigation planning system.SOLUTION: A navigation planning method includes: a wave specification information acquisition step S1 for acquiring wave specification information by marine phenomenon prediction; a navigation planning formulation step S2 for formulating navigation planning on the basis of the acquired wave specification information; an actual wave measurement step S3 for measuring actual waves on a ship navigating based on the navigation planning; and a navigation planning correction step S4 for correcting the navigation planning on the basis of a measurement direction spectrum of the actual waves calculated from the measured actual waves.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a method and system for planning a voyage of a ship.

  It is called so-called weather routing, which formulates a voyage plan including the route and speed distribution using the standard direction spectrum calculated from the wave condition information (significant wave height, average wave period, main wave direction) by sea condition prediction. Methods are known. By sailing based on the formulated navigation plan, it is possible to sail efficiently to the destination.

By the way, Patent Document 1 is a wave direction spectrum extraction method for extracting the wave direction spectrum from the Doppler spectrum of sea surface scattering observed by two or more sets of short wave ocean radars, and the wave direction spectrum is exponential function X A wave direction spectrum extraction method using a short wave ocean radar is disclosed, which is expressed, developed in the direction and frequency coordinates, and introduced a Bayesian model to extract the wave direction spectrum from the Doppler spectrum.
Further, in Patent Document 2, a step of obtaining information of parameters such as a typhoon position, central pressure, storm radius and the like, a step of predicting a parameter after time T ₁ by a Kalman filter from the obtained information, predicted parameters Calculating the significant wave height and the significant period in the typhoon using the step, calculating the time for the wave in the typhoon to reach the estimated point, acquiring the wave data at the estimated point, and in the typhoon SUMMARY OF THE INVENTION A system and method for prediction of ship operation limits in a port are disclosed, including the steps of calculating and predicting the significant wave height and the significant period of the estimation point when waves of the sea reach the estimation point.
In addition, Patent Document 3 includes a display that displays a first graph showing the relationship between the wave characteristic and the wave direction, and a second graph of the wave characteristic spectrum or the direction spectrum, and the display shows the first graph. A wave radar device is disclosed in which a first marker displayed on one of the second graphs and a second marker displayed on the other of the first graph or the second graph are displayed.
Further, in Patent Document 4, the pitch motion and yaw motion of the hull motion are measured, and the period and amplitude of pitch motion and yaw motion set in advance are determined from the measured pitch motion and period, amplitude ratio and phase difference of the yaw motion. Based on the data indicating the relationship between the ratio, phase difference, and the wave direction of the incident wave, the wave direction of the incident wave is estimated, and the wave height of the incident wave is estimated from the wave direction estimated as the measured pitch motion. A wave height and wave direction estimation method of waves is disclosed.

JP, 2000-266863, A JP 2003-203300 A JP, 2016-206151, A JP, 2011-213130, A

The actual sea conditions encountered by vessels navigating based on the voyage plan are often different from those expected during voyage planning. Although it has been carried out to measure waves by the wave radar mounted on the ship and correct the navigation plan based on it, it is not sufficient in terms of accuracy and the like.
Here, although patent document 1 tries to extract the directional spectrum of waves with high accuracy using two or more sets of short wave ocean radars, the navigation plan of the ship under navigation based on the waves measured on the ship It is not something to correct.
In addition, Patent Document 2 predicts the occurrence of long period waves often occurring in stormy weather in oceanic ports until 1 to 3 days later, and tries to predict the portability of ships or the safety of in-port moored vessels, and is under navigation. It does not modify the ship's voyage plan. In addition, it is necessary to install a sea state observation device and the like that predict waves outside the harbor, and the configuration becomes large.
Moreover, although patent document 3 tries to intuitively understand the correspondence of the several spectrum displayed on a wave radar apparatus, it is about how to correct a voyage plan using the display information. There is no specific description of
Moreover, although patent document 4 tries to estimate the wave direction and wave height of an incident wave accurately, the result of estimation estimates wave drifting force etc. and maintains the ship's route maintenance or the ship's standing position while stopping. It is not used to modify the voyage plan of the ship under navigation.

  Then, an object of this invention is to provide the voyage plan method and voyage plan system which can navigate a ship more efficiently by correcting a voyage plan based on the measured real waves.

In the voyage planning method according to claim 1, the voyage planning method for planning the voyage of a ship, which is a step of acquiring wave specification information to acquire wave specification information by sea condition prediction, and the acquired wave specification information The voyage planning step of formulating the voyage plan on the basis of the voyage plan, the actual wave measurement step of measuring the actual wave on the ship sailing on the voyage plan, and the measurement direction of the actual wave calculated from the measured actual wave And a navigation plan correction step of correcting the navigation plan based on the spectrum.
According to the present invention as set forth in claim 1, the voyage plan is formulated and implemented using the wave specification information, and the measurement direction spectrum of the actual wave measured on the ship when there is a discrepancy between the sea condition forecast value and the measurement value. By modifying the voyage plan based on the above, it is possible to make the vessel navigate more efficiently. This saves fuel consumption and reduces greenhouse gas emissions compared to conventional voyage planning methods.

The invention according to claim 2 is characterized in that the voyage plan is corrected using the direction dispersion parameter of the measurement direction spectrum.
According to the present invention as set forth in claim 2, for example, the prediction of the increase in the resistance in waves based on the standard direction spectrum calculated from the wave specification information which largely differs when there are a plurality of peaks in the measurement direction spectrum is By using the dispersiveness parameter, it is possible to accurately determine the deviation between the predicted values of fuel consumption and ship speed etc. in the voyage plan and the measured values of actual fuel consumption and ship speed etc. It is possible to correct the voyage plan more effectively.

The invention according to claim 3 is characterized in that the navigation plan is corrected when the directional dispersion parameter exceeds the threshold.
According to the third aspect of the present invention, it is possible to correct the voyage plan while avoiding frequent corrections under unified judgment based on the threshold value.

The present invention according to claim 4 is characterized in that the threshold value is changed in accordance with the magnitude of the significant wave height estimated from the measured actual waves.
According to the present invention as set forth in claim 4, for example, it is possible to set the threshold value corresponding to the energy distribution width (S _prt ) which varies depending on the magnitude of the significant wave height, and it is judged that the voyage plan is properly corrected. it can.

The present invention according to claim 5 is that, in the voyage planning step, the voyage plan including the optimum route and / or the optimum ship speed allocation is made using the standard direction spectrum of waves calculated from the wave specification information. It features.
According to the present invention as set forth in claim 5, by using the standard direction spectrum calculated from the wave specification information, the speed and robustness of the calculation become possible by the sea condition prediction in the wave specification, and the optimum route And can quickly develop a voyage plan that includes optimal ship speed allocation.

The present invention according to claim 6 is characterized in that, in the voyage planning step, response data of the ship including fuel consumption and / or ship speed is calculated for each wave item of the wave item information.
According to the present invention as set forth in claim 6, it is possible to obtain response data for each wave item, and for example, it is possible to construct a response database for each wave source and to use it for correction of standard navigation plans and plans. It becomes.

The present invention according to claim 7 is characterized in that the corrected fuel consumption and / or the corrected ship speed is calculated as the corrected response data by the measured actual waves in the navigation plan correcting step.
According to the seventh aspect of the present invention, the corrected fuel consumption and ship speed can be used for the correction of the navigation plan and the navigation of the ship.

The present invention according to claim 8 is characterized in that, in the navigation plan correction step, the navigation plan is corrected based on the difference between the response data and the correction response data.
According to the present invention as set forth in claim 8, it is possible to correct the voyage plan of the ship itself in which actual waves have been measured more effectively.

The present invention according to claim 9 is characterized in that the correction of the navigation plan is a correction of a ship's propeller speed and / or course as a ship parameter.
According to the ninth aspect of the present invention, the ship can be efficiently navigated by correcting the propeller rotational speed and course of the ship according to the measurement result of the actual waves.

The present invention according to claim 10 is characterized in that a wave radar mounted on a ship is used to measure the real wave in the real wave measuring step.
According to the tenth aspect of the present invention, it is possible to accurately measure actual waves using a wave radar that can obtain general wave information mounted on a ship, and obtain a measurement direction spectrum.

The present invention according to claim 11 is characterized in that the wave specification information by the sea condition prediction is corrected on the basis of the real waves measured in the real wave measuring step.
According to the present invention as set forth in claim 11, by modifying the wave specification information, it is possible to improve the accuracy in formulating the voyage plan again after modifying the voyage plan, and also to modify other vessels. It is also possible to provide wave specification information.

A navigation planning system corresponding to claim 12 is a navigation planning system for planning the navigation of a ship, comprising means for obtaining wave specification information for obtaining wave specification information by sea condition prediction, and the obtained wave specification information. Based on voyage planning means for formulating voyage plans based on the voyage plan, actual wave measuring means for measuring actual waves on the ship sailing based on the voyage plan, and measurement direction spectrum calculated from the measured actual waves. And a navigation plan correction means for correcting the navigation plan.
According to the present invention as set forth in claim 12, the voyage plan is formulated and implemented using the wave specification information, and the measurement direction spectrum of the actual wave measured on the ship when there is a discrepancy between the predicted value of the sea and the measured value. By modifying the voyage plan based on the above, it is possible to make the vessel navigate more efficiently. This saves fuel consumption and reduces greenhouse gas emissions compared to conventional voyage planning methods.

The present invention according to claim 13 is characterized in that the navigation plan correction means has a direction dispersion parameter calculator for calculating the direction dispersion parameter from the measurement direction spectrum.
According to the present invention as set forth in claim 13, for example, the prediction of the increase in the resistance in waves based on the standard direction spectrum calculated from the wave specification information that largely differs when there are a plurality of peaks in the measurement direction spectrum is Correctly calculate by using the dispersive parameter, and accurately judge the deviation between the predicted value of fuel consumption and ship speed etc. in the voyage plan and the measured value of actual fuel consumption and ship speed etc. Because it is possible, it is possible to correct the voyage plan more effectively.

The navigation plan correction means according to claim 14, further comprising a correction judging unit that corrects the navigation plan when the direction dispersion parameter exceeds a threshold. system.
According to the present invention as set forth in claim 14, it is possible to correct the voyage plan while avoiding frequent correction under unified judgment based on the threshold value.

The present invention according to claim 15 is characterized in that the navigation plan correction means has a threshold value changing unit which changes the threshold value according to the magnitude of the significant wave height estimated from the measured actual wave.
According to the present invention as set forth in claim 15, for example, the threshold value can be determined corresponding to the energy distribution width (S _prt ) which varies depending on the magnitude of the significant wave height, and the judgment of correcting the voyage plan properly it can.

The present invention according to claim 16 is characterized in that the navigation plan development means has a standard direction spectrum calculating unit for calculating a standard direction spectrum of waves from wave specification information.
According to the present invention as set forth in claim 16, by calculating and using the standard direction spectrum from the wave specification information, the speed and robustness of the calculation become possible by the sea condition prediction in the wave specification, and the optimum route and A voyage plan including the optimal ship speed allocation can be formulated quickly.

In the present invention according to claim 17, the navigation planning means comprises a response data calculation unit for calculating response data of the vessel including fuel consumption and / or speed for each wave item of wave item information. It is characterized by
According to the present invention as set forth in claim 17, it is possible to obtain response data for each wave item, and for example, it is possible to construct a response database for each wave source and to use it for correction of standard navigation plans and plans. It becomes.

The eighteenth aspect of the present invention is characterized in that the navigation plan correction means has a response data correction unit that calculates a correction fuel consumption amount and / or a correction ship speed from the measured actual waves and obtains correction response data. .
According to the eighteenth aspect of the present invention, the corrected fuel consumption and ship speed can be used for the correction of the navigation plan, the navigation of the ship, and the like.

The present invention according to claim 19 is characterized in that the navigation plan correction means has a plan correction unit that corrects the navigation plan based on the difference between the response data and the correction response data.
According to the 19th aspect of the present invention, it is possible to correct the voyage plan of the ship itself which measured the actual waves more effectively.

The invention according to claim 20 is characterized in that the plan correction unit includes a ship parameter correction unit that corrects the propeller rotational speed and / or course of the ship.
According to the present invention as set forth in claim 20, the ship can be efficiently navigated by correcting the propeller rotational speed and course of the ship according to the measurement result of the actual waves.

The present invention according to claim 21 is characterized in that a wave radar mounted on a ship is used as the actual wave measuring means.
According to the twenty-first aspect of the present invention, it is possible to accurately measure actual waves using a wave radar that can obtain general wave information mounted on a ship and obtain a measurement direction spectrum.

  According to the voyage planning method of the present invention, the voyage plan is formulated and implemented using the wave specification information, and when there is a discrepancy between the predicted value and the measured value of the sea, based on the measurement direction spectrum of the actual wave measured on the ship. The ship's navigation can be made more efficient by modifying the navigation plan. This saves fuel consumption and reduces greenhouse gas emissions compared to conventional voyage planning methods.

  In addition, when the navigation plan is corrected using the direction dispersion parameter of the measurement direction spectrum, for example, in the standard direction spectrum calculated from the wave specification information that largely differs when there are a plurality of peaks in the measurement direction spectrum. The prediction of the increase in resistance based on waves is correctly performed by using the direction dispersion parameter, and the predicted values of fuel consumption and ship speed etc. in the voyage plan and the measured values of actual fuel consumption and ship speed etc. Since the departure judgment can be made accurately, the navigation plan can be corrected more effectively.

  In addition, in the case of modifying the voyage plan when the direction dispersion parameter exceeds the threshold, it is possible to correct the voyage plan without frequent revision under unified judgment based on the threshold. .

In addition, when changing the threshold according to the magnitude of the significant wave height estimated from the measured actual wave, for example, the threshold is set corresponding to the energy distribution width ( _Sprt ) that varies depending on the magnitude of the significant wave height. It can be decided and it can be decided to correct the voyage plan properly.

  In addition, in the case of formulating a voyage plan including an optimal route and / or an optimal ship speed allocation using the standard direction spectrum of waves calculated from the wave specification information in the voyage planning step, from the wave specification information By using the calculated standard direction spectrum, it is possible to speed up and make the calculation faster by predicting sea conditions in waves, and it is possible to quickly create a voyage plan including the optimal route and the optimal ship speed allocation.

  In the navigation planning step, when response data of a ship including fuel consumption and / or speed is calculated for each wave item of wave item information, response data for each wave item may be obtained. For example, it is possible to construct a response database for each wave source and to use it to correct standard navigation plans and plans.

  In the navigation plan correction step, when the corrected fuel consumption and / or the corrected ship speed is calculated as the corrected response data by the measured actual waves, the corrected fuel consumption and the ship speed can be corrected for the navigation plan or the ship It can be used for navigation etc.

  In the navigation plan correction step, when the navigation plan is to be corrected based on the difference between the response data and the correction response data, the ship's own navigation plan that measures actual waves more effectively may be corrected. it can.

  In addition, if the correction of the navigation plan is correction of the propeller speed and / or course of the ship which is the ship parameter, by correcting the propeller speed and course of the ship according to the measurement result of actual waves. , Can navigate the ship efficiently.

  In addition, in the case of using the wave radar mounted on the ship for the measurement of the real wave in the real wave measuring step, the accuracy of the real wave using the wave radar on which the general wave information mounted on the ship can be obtained It can measure well and can obtain a measurement direction spectrum.

  In addition, in the case of correcting wave specification information by sea condition prediction based on the real waves measured in the real wave measurement step, the voyage plan information is corrected by correcting the wave specification information, and then the voyage plan is made again. While being able to raise the precision at the time of formulation, it also becomes possible to provide the wave specification information which corrected to other vessels.

  Further, according to the voyage planning system of the present invention, the voyage plan is formulated and implemented using the wave specification information, and when there is a discrepancy between the predicted value and the measured value of the sea, the measurement direction spectrum of the actual wave measured on the ship By modifying the voyage plan based on the above, it is possible to make the vessel navigate more efficiently. This saves fuel consumption and reduces greenhouse gas emissions compared to conventional voyage planning methods.

  Also, in the case where the navigation plan correction means has a direction dispersion parameter calculation unit that calculates a direction dispersion parameter from the measurement direction spectrum, for example, wave specification information that greatly differs when there are a plurality of peaks of the measurement direction spectrum. The prediction of the increase in wave resistance based on the standard direction spectrum calculated from the above is correctly performed by calculating and using the direction dispersion parameter, and the predicted values of fuel consumption and ship speed etc. in the voyage plan and the actual fuel Since it is possible to accurately determine deviation from measured values such as consumption and ship speed, the voyage plan can be corrected more effectively.

  In addition, when the navigation plan correction means has a correction judgment unit that corrects the navigation plan when the directional dispersion parameter exceeds the threshold, frequent correction is avoided under the unified judgment based on the threshold. Can modify the voyage plan.

Also, in the case where the navigation plan correction means has a threshold value changing unit that changes the threshold value according to the magnitude of the significant wave height estimated from the measured actual waves, the energy distribution width varies depending on the magnitude of the significant wave height, for example The threshold value can be determined corresponding to (S _prt ), and it can be judged that the navigation plan should be corrected in consideration of the increase in the resistance during waves precisely.

  Also, in the case where the voyage planning means has a standard direction spectrum calculation unit for calculating the standard direction spectrum of waves from wave specification information, it is possible to calculate the standard direction spectrum from the wave specification information and use it. It is possible to make calculation faster and more robust by forecasting the sea condition in the original, and it is possible to quickly create a voyage plan including the optimal route and the optimal ship speed allocation.

  Also, if the navigation plan formulation means has a response data calculation unit that calculates the response data of the vessel including fuel consumption and / or ship speed for each wave item of the wave item information, the wave item specification Response data can be obtained, for example, it is possible to construct a response database for each wave source and use it to correct standard navigation plans and plans.

  Also, if the navigation plan correction means has a response data correction unit that calculates the corrected fuel consumption and / or the corrected ship speed from the measured actual waves and obtains corrected response data, the corrected fuel consumption and the ship speed Can be used for the correction of navigational plans and for the navigation of ships.

  In addition, when the voyage plan correction means has a plan correction unit that corrects the voyage plan based on the difference between the response data and the correction response data, the voyage plan of the ship itself that measured actual waves more effectively. Can be corrected.

  Also, when the plan correction unit includes a ship parameter correction unit that corrects the propeller rotation speed and / or course of the ship, the plan correction unit corrects the propeller rotation speed and course of the ship according to the measurement result of actual waves. , Can navigate the ship efficiently.

  When a wave radar mounted on a ship is used as a real wave measuring means, the wave direction is measured accurately using a wave radar that can also acquire general wave information mounted on a ship, and the measurement direction spectrum You can get

Block diagram of a voyage planning system according to an embodiment of the present invention Flow chart of the same voyage planning method Diagram showing an example of deviation between predicted value and actual measurement value by navigation plan A diagram showing an example of correction of a voyage plan Figure showing an example of wave resistance increase Diagram showing example of directional spectrum Figure showing an example of the distribution of _Sprts determined based on the measured actual waves

  Hereinafter, a voyage planning method and a voyage planning system according to an embodiment of the present invention will be described.

FIG. 1 is a block diagram of the voyage planning system according to the present embodiment, and FIG. 2 is a flowchart of the voyage planning method.
As shown in FIG. 1, the voyage planning system according to the present embodiment includes a wave specification information acquiring means 10, a voyage planning means 20, a real wave measurement means 30, and a voyage plan correction means 40.

First, the wave specification information acquiring means 10 acquires the wave specification information by the sea condition prediction (wave specification information acquisition step S1 in FIG. 2).
The wave specification information is information on wave specifications such as significant wave height, average wave period, and main wave direction, and is a representative value representing a wave field. The wave specification information obtaining means 10 in the present embodiment obtains the wave specification information by receiving data provided from the sea condition forecasting business operator or the like.

Next, the voyage planning means 20 formulates a voyage plan based on the wave specification information acquired by the wave specification information acquiring means 10 in the wave specification information acquiring step S1 (Navigation plan development step S2 in FIG. 2). .
The voyage planning means 20 in the present embodiment calculates the standard direction spectrum calculating unit 21 which calculates the standard direction spectrum of waves from the wave specification information, the fuel consumption and the ship speed for each wave specification of the wave specification information. Response data calculator 22 for calculating response data of vessels including at least one, and using standard direction spectrum, calculates response data such as fuel consumption and ship speed for each wave item, response Develop a voyage plan based on the data.
In this way, by calculating response data such as fuel consumption and ship speed for each wave item by using the standard direction spectrum calculated from wave item information, calculation is carried out by sea condition prediction in wave item. Speeding up and robustness (robust design) are possible, and voyage plans including optimal routes and optimal ship speed allocation can be formulated quickly. In addition, response data can be obtained for each wave item.
In addition, response data such as fuel consumption and ship speed for each wave item are sequentially calculated by the response data calculating unit 22, but the response data calculated by the response data calculating unit 22 is further accumulated, for example, for each wave item. Response databases (not shown) can also be used to modify standard voyage plans and plans.

After the voyage planning step S2, the ship is navigated based on the voyage plan formulated.
The real wave measurement means 30 is mounted on the ship, and the real wave measurement means 30 measures the real wave in the vessel to be navigated (real wave measurement step S3 in FIG. 2).
When the wave radar mounted on a ship is used as the real wave measuring means 30, the wave radar can be used to measure the actual wave with high accuracy using the wave radar that can also acquire general wave information mounted on the ship, and the measurement direction spectrum is obtained. You can get it. Moreover, in the case of a ship on which a wave radar is already mounted, since it is possible to measure a real wave using the existing wave radar, it is possible to save time and effort for providing a real wave measuring means 30 on the ship anew . The actual wave measuring means 30 may measure waves using an ultrasonic wave meter or a plurality of water level detectors provided on the hull.

The ship navigates based on the voyage plan, but during the voyage, the value of the significant wave height predicted when developing the voyage plan and the value of the significant wave height based on the actually measured actual wave are estimated. Deviation may occur.
Here, FIG. 3 is a figure which shows the example of the deviation of the predicted value and the actual measurement value by a navigation plan regarding significant wave height. In FIG. 3, the vertical axis is significant wave height [m], the horizontal axis is time after departure [hour], the solid line is the measured value by the wave radar (real wave measuring means 30) on the ship, black circle (●) is wave prediction Predicted value by In FIG. 3, it is considered that the predicted value of the black circle (●) surrounded by the dotted line X is a predicted value having a high possibility of being separated, judging from the difference between the measured value and the predicted value. As described above, when there is a difference between the predicted value and the measured value, it is possible to navigate more efficiently by correcting the navigation plan using the measured value. In addition, in determining the deviation between the measured value and the predicted value, it is possible to use fuel consumption and ship speed instead of significant wave height.
For example, FIG. 4 is a figure which shows the example of a correction of the voyage plan. In FIG. 4, the vertical axis is latitude [deg.] And the horizontal axis is longitude [deg.], And the curve Y shows the route according to the navigation plan formulated in the navigation plan formulation step S2. Moreover, in the ocean area, the height of wave height is represented by the color depth, and it is indicated that the higher the color, the higher the wave height. In FIG. 4, if it is found from actual wave measurement that the high wave height region deviates in the direction of thick arrow A from expected and overlaps with the navigation plan route, correct the course of ship Z in the direction of thin arrow B It is possible to navigate by avoiding the high wave height area.

However, in the standard direction spectrum, only one main wave direction can be evaluated, that is, only one peak. Therefore, if there are multiple peaks in the measurement direction spectrum (the angle corresponds to the main wave direction), the increase in resistance in waves is calculated. The results differ greatly between those using the standard direction spectrum and those using the measurement direction spectrum (Naoto Kuwahara, Masaru Enomoto, Hideyuki Ando, Terumi Kadoda: Directional spectrum in the estimation of resistance increase in short wave crest irregular waves Impact assessment, Proceedings of the 20th Annual Conference of the Japan Society of Ship and Ocean Engineering, pp. 373-376, 2015. 5).
For example, FIG. 5 is a figure which shows the example of the wave resistance increase in a container ship. In FIG. 5, the vertical axis represents the increase in resistance [kN] in the wave obtained from the standard direction spectrum in the voyage planning step S2, and the horizontal axis represents the wave in the measurement direction spectrum of the actual wave measured in the actual wave measurement step S3. Resistance increase [kN]. 6 shows an example of the directional spectrum, FIG. 6 (a) shows the directional spectrum at point 1 in FIG. 5, and FIG. 6 (b) shows the directional spectrum at point 2 in FIG. In FIG. 6, the vertical axis is wave direction [deg.], And the horizontal axis is angular frequency [rad / s]. When there are multiple peaks in the measurement direction spectrum, such as point 1 or point 2, the resistance increase in waves calculated from the standard direction spectrum differs significantly from the increase in resistance in waves calculated from the measurement direction spectrum of actual waves. It can be seen from FIG.
For this reason, response data, such as fuel consumption and ship speed to predict, differ greatly also when using a standard direction spectrum and using a measurement direction spectrum. Therefore, in order to sail more efficiently, it is necessary to use a measurement direction spectrum. In addition, it is necessary to accurately determine the deviation between the predicted value and the measured value (target value) such as the fuel consumption amount and the boat speed.

The voyage plan correction means 40 corrects the voyage plan formulated in the voyage plan formulation step S2 based on the measurement direction spectrum of the sea wave calculated from the sea wave measured in the sea wave measurement step S3 (the voyage of FIG. Plan correction step S4).
The navigation plan is formulated and implemented using wave specification information, and when there is a discrepancy between the predicted value and the measured value of the sea, the navigation plan is corrected based on the measurement direction spectrum of the actual wave measured on the ship, and more The ship can be navigated efficiently. This saves fuel consumption and reduces greenhouse gas emissions compared to conventional voyage planning methods.

  The navigation plan correction means 40 in the present embodiment includes a direction dispersion parameter calculation unit 41, a correction judgment unit 42, a threshold change unit 43, a response data correction unit 44, and a plan correction unit 45, and the fuel consumption amount The directional dispersion parameter is used to determine the deviation between the predicted value and the measured value (attainment value) such as ship speed. In addition, the package of each part contained in the voyage plan correction means 40 other than the plan correction part 45 is not limited to FIG.

The directional dispersion parameter calculator 41 calculates the directional dispersion parameter from the measurement direction spectrum. The directional dispersion parameter is a parameter for determining the spread of the directional spectrum with respect to the angle. If the value of the directional dispersion parameter is larger than the value set in the standard directional spectrum, it indicates that the angle spreads, that is, there are multiple peaks (main wave direction) of the directional spectrum. Because the navigation plan correction means 40 includes the directional dispersion parameter calculator 41, for example, the resistance in waves based on the standard directional spectrum calculated from the wave specification information that largely differs when there are a plurality of peaks in the measurement direction spectrum. The prediction of the increase is correctly performed by calculating and using the directional dispersion parameter, and the deviation judgment between the predicted values of fuel consumption and ship speed etc. in the voyage plan and the measured values of actual fuel consumption and ship speed etc. Because it is possible to correct the navigation plan more effectively.
There are several defining equations in the directional dispersion parameter, which can be determined, for example, from the following equation (1) or (2). The equation (1) is an equation of energy distribution width ( _Sprtt : Directional Spread Total Energy), and the equation (2) is an equation of the average dispersion angle θ _k .

In equation (1), E (ω, α) is the measurement direction spectrum, α _t is the main wave direction, M ₀ is the zeroth moment of the frequency in all directions of the direction spectrum, and α _t and M ₀ are the measurement direction spectrum Is calculated from Further, in the equation (1), when assuming a cosine square type in the standard direction spectrum, _Sprt is 31.5 degrees.

In Equation (2), M ₀₀ , M ₀₁ , M ₁₀ , M ₁₁ , M ₀₂ , and M ₂₀ indicate moments of the two-dimensional directional spectrum in wavenumber space (the suffixes indicate the longitudinal wavenumber and the transverse wavenumber order, respectively) (Shown) and calculated from the measurement direction spectrum. Further, in the equation (2), when assuming a cosine square type in the standard direction spectrum, the average dispersion angle θ _k is 45 degrees.

FIG. 7 is a diagram showing an example of the distribution of _Sprt obtained from the equation (1) based on the measured actual waves. The vertical axis is S _prt [deg.], And the horizontal axis is significant wave height [m]. Further, a straight line Q indicates _Sprt = 31.5 degrees in the case of assuming the cosine square type in the standard direction spectrum.
As shown in FIG. 7, in this example, although there is variation depending on the magnitude of the significant wave height, it can be seen that _Sprt obtained based on the real waves is distributed above about 31.5 degrees.

The correction judgment unit 42 corrects the voyage plan when the direction dispersion parameter calculated by the direction dispersion parameter calculation unit 41 exceeds the threshold. This makes it possible to correct the voyage plan while avoiding frequent corrections under a unified judgment based on the threshold. Threshold, for example, to set the difference between the S _prt assuming a cosine squared type in the standard direction spectrum, and S _prt obtained from equation (1) based on the actual waves.
Further, the threshold changing unit 43 changes the threshold according to the magnitude of the significant wave height estimated from the real waves measured by the real wave measuring means 30. For example, the threshold when the significant wave height is less than 2 m is set large because the increase in wave resistance is small, and the threshold when the significant wave height is 2 m or more is set small because the increase in wave resistance is large. Thereby, the threshold value can be determined corresponding to the energy distribution width which varies depending on the magnitude of the significant wave height, and it can be judged that the voyage plan is properly corrected.

  The response data correction unit 44 obtains correction response data by calculating at least one of the correction fuel consumption and the correction ship speed from the actual waves measured in the actual wave measurement step S3. As a result, the corrected response data such as the corrected fuel consumption and ship speed can be used for correction of the navigation plan, navigation of the ship, and the like.

The plan correction unit 45 corrects the navigation plan based on the difference between the response data calculated by the response data calculation unit 22 and the corrected response data calculated by the response data correction unit 44. This makes it possible to correct the voyage plan of the ship itself which has effectively measured the actual waves. The corrected response data can also be stored in a response database (not shown) for each wave item.
Further, the plan correction unit 45 includes a ship parameter correction unit 45A, and the ship parameter correction unit 45A corrects the navigation plan by correcting at least one of the propeller rotation speed and the course of the ship. The ship can be efficiently navigated by correcting the propeller rotation speed and course of the ship according to the measurement results of the actual waves. In addition to the propeller speed and course, the ship parameter correction unit 45A corrects ship parameters related to the voyage plan of the ship, such as steering angle, ship speed, ship position, propeller blade pitch angle, arrival time, etc. Can.
Directional dispersion parameters can also be used to determine deviations between predicted and measured values of various ship parameters to correct individual ship parameters.

  In addition, based on the actual waves measured in the actual wave measurement step S3, it is also possible to correct wave specification information (significant wave height, average wave period, main wave direction, etc.) by the sea condition prediction. After revising the voyage plan, the voyage plan from the revised course will be formulated again, but by modifying the wave specification information, the accuracy in redefining the voyage plan can be improved. In addition, it is also possible to provide the modified ocean wave information to other ships.

  The navigation planning method and the navigation planning system of the present invention can be applied to ships. By applying the present invention to a ship, fuel consumption can be saved compared to conventional navigation planning methods, and emission reduction of greenhouse gases can be expected, thereby contributing to the preservation of the global environment. In addition, the modified wave specification information can be widely used, such as provision to other ships, storage in a database, and use for data assimilation.

10 Wave source information acquisition means 20 Navigation plan development means 21 Standard direction spectrum calculation part 22 Response data calculation part 30 Actual wave measurement means 40 Navigation plan correction means 41 Direction dispersion parameter calculation part 42 Correction judgment part 43 Threshold value change part 44 Response Data correction unit 45 Plan correction unit 45A Ship parameter correction unit S1 Wave specification information acquisition step S2 Navigation plan development step S3 Actual wave measurement step S4 Navigation plan correction step

Claims (21)

  A navigation planning method for planning a voyage of a ship, the step of acquiring wave specification information for acquiring wave specification information by sea condition prediction, and the navigation planning development step for developing a navigation plan based on the acquired wave specification information. And a real wave measuring step of measuring real waves on the ship of the vessel sailing based on the navigation plan, and the measurement direction spectrum of the real waves calculated from the measured real waves. A voyage planning method characterized by comprising a voyage plan correction step for making corrections.   The voyage planning method according to claim 1, wherein the voyage plan is corrected using a direction dispersion parameter of the measurement direction spectrum.   The voyage planning method according to claim 2, wherein the voyage plan is corrected when the directional dispersion parameter exceeds a threshold.   The voyage planning method according to claim 3, wherein the threshold value is changed according to the magnitude of the significant wave height estimated from the measured actual wave.   In the voyage planning step, the voyage plan including the optimal route and / or the optimal ship speed allocation is formulated using the standard direction spectrum of waves calculated from the wave specification information. The voyage planning method according to any one of claims 1 to 4.   6. The ship navigation method according to claim 1, wherein, in the navigation planning step, response data of the vessel including fuel consumption and / or ship speed is calculated for each wave item of the wave item information. The voyage planning method described in paragraph 1 below.   7. The navigation plan correction step according to any one of claims 1 to 6, wherein the corrected fuel consumption and / or the corrected ship speed is calculated as the corrected response data by the measured actual waves. Voyage planning method.   The voyage planning method according to claim 7, wherein, in the voyage plan correction step, the voyage plan is corrected based on a difference between the response data and the corrected response data.   The navigation planning method according to claim 8, wherein the correction of the navigation plan is a correction of propeller speed and / or course of the ship which is a ship parameter.   The voyage planning method according to any one of claims 1 to 9, wherein a wave radar mounted on the vessel is used to measure the wave in the wave measurement step.   The voyage planning method according to claim 1, wherein the wave specification information based on the sea condition prediction is corrected based on the real waves measured in the real wave measurement step.   A voyage planning system for planning a voyage of a ship, wherein navigation plan formulation means for formulating a voyage plan based on means for obtaining wave specification information from which wave condition information is obtained by sea condition prediction and the obtained wave specification information. And a voyage for correcting the voyage plan based on the actual wave measurement means for measuring the actual wave on the ship of the vessel sailing based on the voyage plan, and the measurement direction spectrum calculated from the measured actual wave. A voyage planning system comprising: plan correction means.   The voyage planning system according to claim 12, wherein the voyage plan correction means includes a direction dispersion parameter calculating unit that calculates a direction dispersion parameter from the measurement direction spectrum.   The voyage planning system according to claim 13, wherein the voyage plan correction means includes a correction determination unit that corrects the voyage plan when the directional dispersion parameter exceeds a threshold.   The voyage planning system according to claim 14, wherein the voyage plan correction means includes a threshold value changing unit that changes the threshold value according to the magnitude of the significant wave height estimated from the measured actual waves.   The voyage plan according to any one of claims 12 to 15, wherein the voyage planning means comprises a standard direction spectrum calculating unit for calculating a standard direction spectrum of waves from the wave specification information. system.   The navigation plan development means has a response data calculation unit for calculating response data of the vessel including fuel consumption and / or ship speed for each wave item of the wave item information. The voyage planning system according to any one of claims 12 to 16.   The navigation plan correction means has a response data correction unit that calculates a corrected fuel consumption and / or a corrected ship speed from the measured actual waves and obtains corrected response data. The voyage planning system according to any one of the above.   19. The method according to claim 18, wherein the navigation plan correction means has a plan correction unit that corrects the navigation plan based on a difference between the response data and the correction response data. Voyage planning system.   The voyage planning system according to claim 19, wherein the plan correction unit includes a ship parameter correction unit that corrects the propeller rotational speed and / or course of the ship.   The voyage planning system according to any one of claims 12 to 20, wherein a wave radar mounted on the vessel is used as the actual wave measuring means.