JP2023160116A - Information processor, control device, method, and program - Google Patents

Abstract

To provide technology allowing efficient navigation from view point of exhaust amount of environmental load substance in vessel and transportation of transportation object.SOLUTION: An information processor 300 includes: an acquirement unit 301 for acquiring target exhaust efficiency for environment load substance which is target value for the exhaust efficiency for the environmental load substance indicating the exhaust amount of the environmental load substance ejected from a vessel per power when a vessel transports transportation object in a navigation; and an information processing unit 302 for executing at least one of creating a navigation plan at least including a route between departure and arrival points for the vessel based on target exhaust efficiency and controlling a propulsion mechanism for having the vessel propelled.SELECTED DRAWING: Figure 13

Description

The present invention relates to an information processing device, a control device, a method, and a program.

Patent Document 1 discloses a navigation support device that reduces carbon dioxide (hereinafter sometimes referred to as CO ₂ ) emissions by determining an optimal route so as to minimize fuel consumption during a voyage. ing.

JP2013-107488A

In recent years, in addition to reducing emissions of substances that cause environmental impact such as _CO2 (hereinafter sometimes referred to as environmental impact substances), there has also been an increase in how ships are reducing the amount of materials they transport relative to the amount of environmental impact substances they emit. Attention is also being focused on whether transportation can be carried out efficiently. Therefore, there is a need for a method that enables ships to operate efficiently from the viewpoint of reducing emissions of environmentally hazardous substances and transporting objects to be transported.

In view of the above, an object of the present invention is to provide a technology that enables a ship to operate efficiently from the viewpoint of reducing the amount of environmentally hazardous substances discharged and transporting objects to be transported.

In order to solve the above-mentioned problems, an information processing device according to an aspect of the present invention eliminates environmentally hazardous substances that are a factor of environmental load that are emitted from a ship per work rate when the ship transports objects during a voyage. an acquisition unit that acquires a target emission efficiency of an environmentally hazardous substance that is a target value of the emission efficiency of an environmentally hazardous substance indicating the amount of emission; and a voyage plan that includes at least a route between departure and arrival points of the ship based on the target emission efficiency. and an information processing unit that executes at least one of creating the ship and controlling a propulsion mechanism that propels the ship.

A method according to another aspect of the present invention is an emission of environmentally hazardous substances that indicates the amount of environmentally hazardous substances emitted from a ship per work rate when transporting objects during a voyage, which is a factor of environmental load. a step of obtaining a target emission efficiency of environmentally hazardous substances which is a target value of efficiency, creating a voyage plan including at least a route between departure and arrival points of the vessel based on the target emission efficiency, and promoting the vessel. controlling the mechanism.

A program according to still another aspect of the present invention is configured to cause a computer to display an amount of an environmentally hazardous substance emitted from a ship per work rate when transporting objects during a voyage, which is a factor of environmental load. a step of obtaining a target emission efficiency of environmentally hazardous substances which is a target value of emission efficiency of the hazardous substances; creating a voyage plan including at least a route between departure and arrival points of the vessel based on the target emission efficiency; and the vessel. This is a program for executing at least one step of controlling a propulsion mechanism that propels a vehicle.

An information processing device according to still another aspect of the present invention includes a voyage plan creation unit that creates a voyage plan including at least a route between departure and arrival points of a ship; a calculation unit that calculates an estimated value of the emission efficiency of the environmentally hazardous substance for the created voyage plan based on the amount of the environmentally hazardous substance that is a factor of environmental load emitted from the ship per work rate; An output unit that outputs an estimated value of emission efficiency.

A method according to still another aspect of the present invention includes the steps of creating a voyage plan including at least a route between departure and arrival points of a ship, and the step of creating a voyage plan including at least a route between departure and arrival points of a ship; a step of calculating an estimated value of the emission efficiency of the environmentally hazardous substance for the created voyage plan based on the amount of the environmentally hazardous substance discharged from the ship, which is a factor of the environmental load; and a step of outputting.

A program according to still another aspect of the present invention includes the steps of: creating a voyage plan including at least a route between departure and arrival points of a ship in a computer; and tasks for the ship to transport objects in the created voyage plan. calculating an estimated value of the emission efficiency of the environmentally hazardous substance for the created voyage plan based on the amount of the environmentally hazardous substance that is a factor of the environmental load emitted from the ship per rate; This is a program for executing the step of outputting an estimated value.

An information processing device according to still another aspect of the present invention includes a voyage plan creation unit that creates a voyage plan including at least a route between departure and arrival points of a ship; a calculation unit that calculates an estimated value of the emission efficiency of the environmentally hazardous substance for the created voyage plan based on the amount of the environmentally hazardous substance that is a factor of environmental load emitted from the ship per work rate; an acquisition unit that obtains the actual emission efficiency in a voyage plan whose estimated value is the same as or better than the target emission efficiency, which is the target value of the emission efficiency; and a voyage plan whose efficiency is the same or better than the target emission efficiency. an output unit that outputs the estimated value of the discharge efficiency and the actual discharge efficiency for the discharge efficiency.

A method according to still another aspect of the present invention includes the steps of creating a voyage plan including at least a route between departure and arrival points of a ship, and the step of creating a voyage plan including at least a route between departure and arrival points of a ship; calculating an estimated value of the emission efficiency of the environmentally hazardous substance for the created voyage plan based on the amount of the environmentally hazardous substance discharged from the ship, which is a factor of the environmental load; obtaining the actual emission efficiency in a voyage plan that is the same as or better than the target emission efficiency, which is a target value of the emission efficiency; and estimating the emission efficiency for the voyage plan that is the same or better in efficiency. outputting a value and the actual emission efficiency.

A program according to still another aspect of the present invention includes: a voyage plan creation unit that creates a voyage plan including at least a route between departure and arrival points of a ship; calculating an estimated value of the emission efficiency of the environmentally hazardous substance for the created voyage plan based on the amount of the environmentally hazardous substance that is a factor of the environmental load emitted from the ship per rate; obtaining the actual emission efficiency for a voyage plan whose estimated value is the same as or better than the target emission efficiency, which is a target value of the emission efficiency; and the emission efficiency for the voyage plan whose efficiency is the same or better. This is a program for executing the step of outputting an estimated value of efficiency and the actual discharge efficiency.

A control device according to still another aspect of the present invention provides environmentally hazardous substances that indicate the amount of environmentally hazardous substances emitted from a ship per work rate when the ship transports objects during a voyage, which is a factor in the environmental load. and a propulsion control section that controls a propulsion mechanism that propels the vessel based on the target emission efficiency of the environmentally hazardous substance.

A method according to still another aspect of the present invention provides a method for measuring environmentally hazardous substances, which indicates the amount of environmentally hazardous substances emitted from a ship per rate of work when transporting objects during a voyage. The method includes the steps of acquiring a target discharge efficiency of environmentally hazardous substances, which is a target value of discharge efficiency, and controlling a propulsion mechanism that propels the ship based on the target discharge efficiency.

A program according to still another aspect of the present invention is configured to cause a computer to display an amount of an environmentally hazardous substance emitted from a ship per work rate when transporting objects during a voyage, which is a factor of environmental load. A program for executing the following steps: obtaining a target emission efficiency of environmentally hazardous substances, which is a target value of emission efficiency of substances of concern; and controlling a propulsion mechanism that propels the ship based on the target emission efficiency. be.

Furthermore, any combination of the above, or mutual substitution of the components and expressions of the present invention among methods, apparatuses, programs, temporary or non-temporary storage media recording programs, systems, etc. This is effective as an aspect of the present invention.

According to the present invention, it is possible to provide a technology that enables a ship to operate efficiently from the viewpoint of the amount of environmentally hazardous substances emitted and the transportation of objects to be transported.

FIG. 1 is a diagram showing a voyage plan creation system according to a first embodiment. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram schematically showing a voyage planning device according to a first embodiment. It is a flow chart which shows an example of processing of the voyage plan creation device of a 1st embodiment. FIG. 2 is a block diagram schematically showing a voyage plan creation device according to a modification of the first embodiment. FIG. 2 is a block diagram schematically showing a voyage plan creation device according to a second embodiment. It is a flow chart which shows an example of processing of the voyage plan creation device of a 2nd embodiment. 12 schematically shows a ship to which a control device according to a third embodiment is applied. FIG. 3 is a block diagram schematically showing a control device according to a third embodiment. It is a flow chart which shows an example of processing of a control device of a 3rd embodiment. FIG. 3 is a block diagram schematically showing a control device according to a fourth embodiment. It is a flow chart which shows an example of processing of a control device of a 4th embodiment. It is a flow chart which shows an example of processing of a control device of a 5th embodiment. FIG. 1 is a block diagram schematically showing an information processing device of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below based on preferred embodiments with reference to the drawings. The dimensions of members in each drawing are shown enlarged or reduced as appropriate to facilitate understanding. Further, in each drawing, some members that are not important for explaining the embodiments are omitted.

In addition, separate components that have something in common are distinguished by adding "first, second," etc. to the beginning of their names, and these are omitted when they are referred to collectively. Also, although ordinal terms such as first, second, etc. are used to describe various components, these terms are used only to distinguish one component from another; The components are not limited by this.

In this specification, substances discharged from ships that cause environmental load are referred to as "environmental load substances." Examples of environmentally hazardous substances include carbon dioxide (CO ₂ ), methane (CH ₄ ), dinitrogen monoxide (N ₂ O), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF). ₆ ) and nitrogen trifluoride ( _NF3 ), which cause the global greenhouse effect, and nitrogen oxides ( _NOx ) and sulfur oxides ( _SOx ), which cause air pollution. include. Note that "substances of environmental concern emitted from ships" are not limited to those emitted from propulsion engines such as the main engine of the ship, but also include lighting equipment, air conditioning equipment, navigation equipment, electric pumps, and auxiliary equipment installed on the ship 20. In addition to engines, various ECUs, and the like, it includes those discharged from all inboard loads that receive power supply and consume power in the ship 20 via an inboard busbar (not shown). In the following embodiments, _CO2 will be explained as an example of an environmentally hazardous substance, but the present invention may be applied to other environmentally hazardous substances, or the present invention may be applied to each of a plurality of environmentally hazardous substances. good.

In this specification, the amount of environmentally hazardous substances emitted from a ship per rate of work when the ship transports objects during a voyage is referred to as "emission efficiency of environmentally hazardous substances (hereinafter referred to as "emission efficiency"). If the amount of environmentally hazardous substances emitted per the above-mentioned work rate is relatively small, the emission efficiency is said to be "good," and if the amount of environmentally hazardous substances emitted per the above-mentioned work rate is relatively large, the emission efficiency is said to be "poor." . For example, when the discharge efficiency is lower than the target discharge efficiency described below, the discharge efficiency is said to be better than the target discharge efficiency. Furthermore, if the above-mentioned power per discharge amount of environmentally hazardous substances is relatively large, the discharge efficiency can be said to be "good", and if the above-mentioned power per discharge amount of environmentally hazardous substances is relatively small, then the discharge efficiency is It can also be said to be "bad". In addition, improvement in discharge efficiency is expressed as "improvement."

In this specification, the speed of the hull relative to the water is simply referred to as "ship speed," and the current draft of the hull is simply referred to as "draft."

First Embodiment FIG. 1 shows a voyage planning system 1 according to a first embodiment of the present invention. The voyage planning system 1 in FIG. 1 includes a management center 10 installed on land and a ship 20 operating on the sea. In the first embodiment, the management center 10 includes a voyage plan creation device 100 that creates a voyage plan. The management center 10 and the ship 20 are configured to be able to communicate with each other. The management center 10 can transmit the created voyage plan to the ship 20.

FIG. 2 is a block diagram schematically showing the voyage plan creation device 100 of the first embodiment. Each block shown in FIG. 2 and the block diagrams described later can be realized in terms of hardware by elements such as a computer processor, CPU, and memory, electronic circuits, and mechanical devices, and in terms of software can be realized by computer programs, etc. However, here we depict the functional blocks realized by their cooperation. Therefore, those skilled in the art will understand that these functional blocks can be realized in various ways by combining hardware and software.

As shown in FIG. 2, the voyage plan creation device 100 of the first embodiment includes an acquisition section 101, a voyage plan creation section 102, a calculation section 103, an output section 104, an alert generation section 105, and a storage section 106. and.

The acquisition unit 101 acquires voyage condition data indicating the voyage conditions of the ship 20 . The navigation condition data of the first embodiment includes identification information for identifying the vessel 20 (for example, the identification number of the vessel 20), a departure point and an arrival point (departure/arrival point) of the vessel 20, a departure time, and a target arrival time. (departure/arrival time), an allowable arrival time that is a time set an allowable time after the target arrival time, and a target CO ₂ emission efficiency Ce_t. The navigation condition data may include, for example, transit points and departure and arrival times at the transit points. The target emission efficiency Ce_t in the navigation condition data may be set by numerical input, or for example, levels such as A to E based on the grading standards of CII (Carbon Intensity Indicator) of IMO (International Maritime Organization) may be set in advance as a table. The target level may be set by inputting the target level. By applying the level based on the CII rating criteria, it becomes easier to obtain the target CII rating.

The acquisition unit 101 also receives meteorological data and sea data indicating the weather and sea conditions between the departure and arrival points and the surroundings, respectively, from an external weather data server and a sea data server (both not shown). For example, in the first embodiment, weather data indicating the weather (sunny, cloudy, etc.) and wind data indicating wind speed and wind direction are used as the meteorological data, and wave data indicating wave height and wave period, and wave data indicating the direction of the current are used as the sea data. Tidal current data indicating the current and tidal speed is used. The meteorological and sea data may include not only information regarding current weather and sea conditions, but also information regarding future weather and sea conditions.

The voyage plan creation unit 102 creates a voyage plan for the ship 20 based on the voyage condition data. This voyage plan includes at least a route between departure and arrival points. The planned route is based on, for example, various conditions shown in the voyage condition data, target ship speed between arbitrary points on the route, fuel consumption F (described later) for the voyage, weight L of objects to be transported (described later), and emission efficiency Ce (described later). may further include an estimated value of . The voyage plan creation unit 102 creates a plurality of voyage plans that can be navigated between departure and arrival points within the departure and arrival times using a known method. Therefore, the route between departure and arrival points in the voyage plan, the ship speed between arbitrary points on the route, the fuel consumption amount F for the voyage, etc. are created using a known method. The voyage plan may be created before the voyage or during the voyage.

The calculation unit 103 calculates the emission efficiency Ce per unit time for the created voyage plan based on the CO ₂ emissions of the ship 20 and the work rate when the ship 20 transports objects in the created voyage plan. An estimated value (referred to as estimated emission efficiency Ce in the first and second embodiments) is calculated. F is the fuel consumption per unit time [kg/s], C1 is the conversion constant for CO ₂ emissions during combustion defined by the type of fuel used in the ship 20, and C (= F × C1) is the unit CO ₂ emissions per hour [kg/s], L is the weight of the object to be transported [kg], Vs is the ship speed [m/s], and the amount of CO 2 emitted per unit time for the ship 20 to transport the object is If the amount of work is the work rate W (=L×Vs) [kg·m/s], the estimated emission efficiency Ce [kg/s/kg·m/s] is calculated, for example, by the following formula (1).
Ce＝C÷W
= (F×C1) ÷ (L×Vs) Formula (1)

Here, the main breakdown of the weight L of the object to be transported is the weight of cargo, the weight of ballast water, and the weight of fuel, but the weight L of the object to be transported also includes the weight of fresh water, bilge, crew, etc. . In the first embodiment, deadweight tonnage (DWT) determined as the design specifications of the ship 20 is used as the weight L of the object to be transported by the ship 20.

The output unit 104 outputs the created voyage plan. The output unit 104 of the first embodiment outputs the created voyage plan as well as the estimated emission efficiency Ce for the voyage plan. For example, the output unit 104 outputs the voyage plan and the like to the management center 10 and the ship 20, thereby displaying the voyage plan and the like on a display mounted on the management center 10 and the ship 20.

The alert generation unit 105 generates an alert indicating that the target arrival time exceeds the allowable arrival time. For example, the alert generation unit 105 can display or output a sound that the target arrival time exceeds the allowable arrival time using a display or a speaker installed in the management center 10 or the ship 20.

The storage unit 106 stores programs and the like for executing various processes. The storage unit 106 of the first embodiment includes the voyage condition data acquired by the acquisition unit 101, a known voyage plan creation model for creating a voyage plan, and spec information indicating the basic specifications of the ship 20 (for example, the ship 20 (fuel consumption per unit cruising distance, weight L of objects to be transported by the ship 20, conversion coefficient C1, etc.).

FIG. 3 is a flowchart showing processing S100 of the voyage plan creation device 100 of the first embodiment.

In step S101, the acquisition unit 101 determines whether navigation condition data has been acquired. The navigation condition data is input by an operator or the like via a user input device (not shown) such as a PC provided in the management center 10, for example. The navigation condition data may be input by the captain/crew of the vessel 20 via a user input device (not shown) such as a PC installed in the vessel 20, and may be transmitted from the vessel 20 to the management center 10. . If navigation condition data has not been acquired (N in step S101), processing S100 returns to the beginning of step S101, and step S101 is repeated. If the navigation condition data is acquired (Y in step S101), the process S100 proceeds to step S102.

In step S102, the acquisition unit 101 acquires weather data and sea data at the departure and arrival points and departure and arrival times of the navigation condition data.

In step S103, the voyage plan creation unit 102 creates a voyage plan. The voyage plan creation unit 102 of the first embodiment creates a voyage plan by inputting voyage condition data, weather data, oceanographic data, and spec information of the vessel 20 into the voyage plan creation model stored in the storage unit 106. do. The voyage plan creation unit 102 of the first embodiment uses the route plan in which the fuel consumption amount F of the ship 20 is the least among the created voyage plans. Hereinafter, the fuel consumption amount of the ship 20 in the voyage plan with the lowest fuel consumption amount F will be referred to as the minimum fuel consumption amount Fmin.

In step S104, the calculation unit 103 calculates the estimated emission efficiency Ce for the created voyage plan based on the above equation (1). In the first embodiment, the estimated emission efficiency Ce for one entire voyage is calculated. In the first embodiment, when calculating the above formula (1), the ship speed Vs uses the average value of the ship speed Vs over the entire route of the voyage plan, and the fuel consumption F is determined based on the spec information stored in the storage unit 106. It is calculated based on the product of the fuel consumption per unit voyage distance and the voyage distance of the entire route of the voyage plan, and the weight L of the object to be transported and the conversion constant C1 are read from the storage unit 106.

In step S105, the calculation unit 103 determines whether the estimated emission efficiency Ce is less than or equal to the target emission efficiency Ce_t (Ce≦Ce_t). If Ce≦Ce_t (Y in step S105), that is, if the estimated emission efficiency Ce is equal to or better than the target emission efficiency Ce_t, the process S100 proceeds to step S106. If Ce≦Ce_t is not satisfied (N in step S105), that is, if the estimated emission efficiency Ce is worse than the target emission efficiency Ce_t, the process S100 proceeds to step S107.

In step S106, the output unit 104 outputs the created voyage plan and its estimated emission efficiency Ce to the display of the management center 10 or the ship 20. Thereby, the operator of the management center 10 and the captain/crew on board can make a final decision on the route plan while confirming the estimated emission efficiency Ce. Additionally, since it is possible to visualize the emission efficiency for each voyage plan, it becomes easier for operators and others to manage emission efficiency and formulate annual plans. After step S106, the process S100 ends.

In step S107, the voyage plan creation unit 102 re-creates the voyage plan so that the estimated emission efficiency Ce is equal to or better than the target emission efficiency Ce_t. For example, the voyage plan creation unit 102 creates a voyage plan so that the estimated emission efficiency Ce is equal to or less than the target emission efficiency Ce_t without any restriction on the target arrival time in the voyage condition data. Here, the discharge efficiency is greatly influenced by the weather and sea conditions on the route along which the ship 20 travels. For example, if the headwind or wave height is large or the wave period is short, the resistance that the ship 20 receives from the wind and waves increases when the ship 20 moves along the route, and more propulsive force is required. This is because more energy needs to be consumed, that is, more _CO2 needs to be emitted. Therefore, if there is a sea area where fuel consumption per cruising distance (i.e. _CO2 emissions per cruising distance) is low due to meteorological and oceanographic conditions such as wind direction and tidal currents, it is better to sail in that sea area even if it takes a slightly longer detour. There are cases in which the emission efficiency can be improved. For example, the voyage plan creation unit 102 creates a detour for the route in the voyage plan created in step S103, and creates a voyage plan based on the detour. The algorithm for searching for a detour can be, for example, Dijkstra's algorithm, but is not limited thereto, and any known detour searching method can be used.

In step S108, the alert generation unit 105 determines whether the target arrival time of the re-created voyage plan exceeds the allowable arrival time. If the target arrival time exceeds the allowable arrival time (Y in step S108), the process S100 proceeds to step S109. If the target arrival time does not exceed the allowable arrival time (N in step S108), the process S100 proceeds to step S110.

In step S109, the alert generation unit 105 generates an alert indicating that the target arrival time exceeds the allowable arrival time. After step S109, the process S100 proceeds to step S110.

In step S110, the output unit 104 outputs the re-created voyage plan and its estimated emission efficiency Ce to the display of the management center 10 or the ship 20. Thereby, the operator of the management center 10 and the captain/crew on the ship 20 can make a final decision on the route plan while confirming the estimated emission efficiency Ce. Additionally, since it is possible to visualize the emission efficiency for each voyage plan, it becomes easier for operators and others to manage emission efficiency and formulate annual plans.

After step S110, the process S100 ends.

Here, in the route planning system, it is assumed that a voyage plan is created based on the amount of CO ₂ emitted by the ship 20. However, for example, while the original function of the ship 20 is to transport objects to be transported, if the number of objects to be transported is reduced, the amount of CO ₂ emissions can be reduced. Therefore, simply creating a voyage plan based on the amount of CO ₂ emissions cannot necessarily be said to be an effective method from the viewpoint of achieving both reduction of CO ₂ emissions and transportation of objects to be transported. Therefore, there is a need for a method that allows the ship 20 to operate efficiently from the viewpoint of reducing CO ₂ emissions and transporting objects to be transported.

In the first embodiment, the voyage plan creation unit 102 creates a voyage plan based on the target emission efficiency. According to this configuration, it is possible to appropriately create a voyage plan from the viewpoint of achieving both reduction in CO ₂ emissions in the ship 20 and transportation of objects to be transported.

In the first embodiment, a voyage plan in which the estimated emission efficiency Ce is the same as or better than the target emission efficiency Ce_t is output. According to this configuration, it is possible to appropriately create a voyage plan with an emission efficiency better than the target emission efficiency. By continuing operations based on route plans that limit emission efficiency by target emission efficiency, CO ₂ emissions during transportation can be reliably suppressed and managed in the event that carbon footprints are introduced in the future.

In the first embodiment, when the estimated emission efficiency Ce is not the same as or better than the target emission efficiency Ce_t, the voyage plan creation unit 102 sets the estimated emission efficiency Ce to be the same as or better than the target emission efficiency Ce_t. The voyage plan is re-created, and the output unit 104 outputs the re-created voyage plan. According to this configuration, even if the estimated emission efficiency Ce of the created voyage plan is not the same as or better than the target emission efficiency Ce_t, the estimated emission efficiency Ce is the same as or better than the target emission efficiency Ce_t. Plans can be recreated appropriately.

In the first embodiment, when the target arrival time in the recreated voyage plan exceeds the allowable arrival time, the alert generation unit 105 generates an alert that the target arrival time exceeds the allowable arrival time. According to this configuration, the person receiving the alert can understand that the target arrival time in the re-created voyage plan exceeds the allowable arrival time, and can appropriately judge whether the voyage plan is appropriate.

Hereinafter, a modification of the first embodiment will be described.

In the first embodiment, the voyage plan creation unit 102 creates the voyage plan so that the fuel consumption of the ship 20 is minimized, but the voyage plan is created so that the fuel consumption of the ship 20 is equal to or less than a predetermined value. You may. According to this configuration, in the created voyage plan, although the estimated emission efficiency Ce is the same as or better than the target emission efficiency Ce_t, fuel consumption increases, and as a result, the actual CO ₂ emissions It is possible to suppress situations where the number of people increases.

In the first embodiment, the voyage plan is created such that the estimated emission efficiency Ce is equal to or less than the target emission efficiency Ce_t, but the present invention is not limited thereto. The voyage plan may be created based on the estimated emission efficiency Ce and the target emission efficiency Ce_t. For example, the voyage plan may be created so that the estimated emission efficiency Ce approaches the target emission efficiency Ce_t.

When the navigational state of the ship 20 does not satisfy a predetermined safe navigation standard, it is not necessary to perform the process of creating a voyage plan based on the estimated emission efficiency Ce and the target emission efficiency Ce_t. Here, "when the navigational state of the ship 20 does not meet predetermined safety standards" means, for example, when an abnormality or failure occurs in the propulsion mechanism 70, control device 200, etc. of the ship 20 during rough weather, or when the user input device There are cases where it is expected that there will be a problem in the safe navigation of the ship 20, such as when an input indicating that the navigation state of the ship 20 does not meet a predetermined safety standard is received via the . For example, the process S100 may proceed to step S106 after step S103 without executing the processes of steps S104, S105, and S107 to S110 in FIG. According to this configuration, it is possible to create an appropriate voyage plan from the viewpoint of emission efficiency while ensuring voyage safety.

In the first embodiment, the voyage plan creation device 100 is provided in the management center 10, but it may also be provided in the ship 20.

In the first embodiment, the voyage plan creation unit 102 creates the route plan using the route where the fuel consumption of the ship 20 is the least, but the route plan is not limited thereto. For example, a voyage plan may be created for each of one or more routes in which the fuel consumption of the ship 20 is smaller than a reference value. In this case, of the one or more created routes, a voyage plan whose estimated emission efficiency Ce is equal to or better than the target emission efficiency Ce_t may be output.

In the first embodiment, the estimated emission efficiency Ce is output together with the created voyage plan, but the present invention is not limited to this, and either the created voyage plan or the estimated emission efficiency Ce may be output.

The acquisition unit 101 may acquire the actual CO ₂ emission efficiency of the ship 20 in the voyage plan created, and the output unit 104 may output the estimated emission efficiency Ce and the actual emission efficiency. For example, the recording unit records the actual fuel flow rate and the actual voyage distance during the voyage, and at the end of the voyage, the calculation unit 103 records the actual fuel flow rate and the actual voyage distance based on the actual fuel flow rate and the actual voyage distance recorded between the departure and arrival times. The emission efficiency is calculated, and the output unit 104 displays the estimated emission efficiency Ce and the actual emission efficiency on a display or the like. Thereby, it becomes possible to compare the estimated emission efficiency Ce and the actual emission efficiency, and it becomes possible to understand the accuracy of the estimated emission efficiency Ce calculated by the voyage planning device 100.

FIG. 4 is a block diagram schematically showing a voyage plan creation device 100 according to a modification of the first embodiment. The voyage plan creation device 100 according to the modification of the first embodiment may include a model update unit 107 that updates the voyage plan creation model stored in the storage unit 106 based on a predetermined algorithm. The algorithm used in the model updating process by the model updating unit 107 can be appropriately designed, for example, with the goal of creating a voyage plan with lower combustion consumption. For example, the model updating unit 107 can update the voyage plan creation model by machine learning using the actual measured value of the total fuel consumption when operating on a route based on the voyage plan as training data. The model update unit 107 can update the voyage planning model using a known machine learning method such as a support vector machine, a neural network (including deep learning), or a random forest.

In the first embodiment, the weight DWT of the object to be transported determined for the ship 20 is used as the weight L of the object to be transported by the ship 20, but the present invention is not limited thereto. For example, the weight L of the object to be transported may be calculated based on draft data indicating the draft measured by a draft meter, or may be determined by other known methods.

In the first embodiment, in step S107, the voyage plan is re-created without any restriction on the target arrival time in the acquired voyage condition data, but the present invention is not limited to this. For example, the target arrival time may be reset to be delayed by a predetermined time, such as 30 minutes, and the voyage plan may be re-created based on the reset target arrival time. Furthermore, the voyage plan may be re-created using the allowable arrival time as the target arrival time.

In the first embodiment, when the target arrival time in the re-created voyage plan exceeds the allowable arrival time, the alert generating unit 105 generates an alert to the effect that the target arrival time exceeds the allowable arrival time, but this is not limited to this. and no alert needs to be generated. For example, if the target arrival time in the recreated voyage plan exceeds the allowable arrival time, the voyage plan creation unit 102 may recreate the voyage plan so as not to exceed the allowable arrival time.

In the first embodiment, the estimated emission efficiency Ce, the fuel consumption amount F of the ship 20, the CO ₂ emission amount C, and the power W are calculated per unit time, but may be calculated per unit distance, for example. Moreover, instead of the values per unit time, the total value may be used when it is assumed that the route of the voyage plan is to be navigated.

Second Embodiment A second embodiment of the present invention will be described below. In the drawings and description of the second embodiment, components and members that are the same or equivalent to those of the first embodiment are given the same reference numerals. Descriptions that overlap with those of the first embodiment will be omitted as appropriate, and configurations that are different from the first embodiment will be mainly described.

FIG. 5 is a block diagram schematically showing the voyage plan creation device 100 of the second embodiment. The voyage plan creation device 100 of the second embodiment includes an acquisition section 101, a voyage plan creation section 102, a calculation section 103, an output section 104, and a storage section 106.

FIG. 6 is a flowchart showing processing S200 of the voyage plan creation device 100 of the second embodiment. Steps S201 and S202 in process S200 are basically the same as steps S101 and S102 in FIG. 3, so their explanation will be omitted.

After steps S201 and S202, in step S203, the voyage plan creation unit 102 creates a plurality of voyage plans. For example, the voyage plan creation unit 102 of the second embodiment calculates a voyage plan for one or more routes where the fuel consumption is smaller than a reference value.

In step S204, the calculation unit 103 calculates the estimated emission efficiency Ce for each of the plurality of voyage plans.

In step S205, the output unit 104 outputs each created voyage plan and the estimated emission efficiency Ce for each voyage plan.

In the second embodiment, the output unit 104 outputs the estimated emission efficiency Ce for the created voyage plan. According to this configuration, the operator of the management center 10 and the captain/crew on the ship 20 can make a final decision on the route plan while checking the estimated emission efficiency Ce. Additionally, since it is possible to visualize the emission efficiency for each voyage plan, it becomes easier for operators and others to manage emission efficiency and formulate annual plans.

Third Embodiment A third embodiment will be described below. In the drawings and description of the third embodiment, components and members that are the same or equivalent to those of the first embodiment are given the same reference numerals. Descriptions that overlap with those of the first embodiment will be omitted as appropriate, and configurations that are different from the first embodiment will be mainly described.

Please refer to FIGS. 7 and 8. FIG. 7 schematically shows a ship 20 to which a control device 200 according to the third embodiment is applied. FIG. 8 is a block diagram schematically showing a control device 200 according to a third embodiment of the present invention. As shown in FIG. 7, in the first embodiment, the ship 20 includes a hull 21, a control device 200, and a propulsion mechanism 70. The control device 200 of the third embodiment controls the propulsion mechanism 70 based on the emission efficiency Ce and the target emission efficiency Ce_t.

The propulsion mechanism 70 is a mechanism that generates propulsive force that propels the hull 21. The propulsion mechanism 70 may be any mechanism as long as it can propel the hull 21. In the third embodiment, the propulsion mechanism 70 includes a diesel engine (hereinafter referred to as "main engine 74") as a prime mover, and the main engine 74 drives a shaft 78 to rotate a propeller 75 and obtain propulsive force. In order to operate the main engine 74, the propulsion mechanism 70 consumes an amount of fuel depending on the rotational speed and torque of the main engine 74. The propulsion mechanism 70 includes a speed governor 77 that suppresses fluctuations in the rotational speed of the main engine 74. The speed governor 77 is also called a governor, and when the rotational speed of the main engine 74 changes due to load fluctuations, it adjusts the amount of fuel supplied so as to alleviate the change.

The control device 200 of the third embodiment controls the main engine 74. The control device 200 of the third embodiment rotates the main engine 74 based on an operation input from a control device (hereinafter also referred to as "remote controller 50") that remotely controls the main engine 74 installed on the bridge of the ship 20. Controls such as increasing/decreasing the number, stopping, etc. In the third embodiment, the command signal includes the target rotation speed Ne_t of the main engine 74, and the target rotation speed Ne_t represents the target propulsive force. The remote control 50 has an operation handle 51 as an operation section for outputting a command signal instructing the magnitude of the target propulsive force to be generated by the propulsion mechanism 70. The remote controller 50 transmits a command signal instructing the magnitude of the target propulsive force to the control device 200 according to the position of the operating handle 51 (hereinafter referred to as "handle position P"). The handle position P exemplifies the operating state of the operating section. By changing the position of the operating handle 51 of the remote control 50, the operator can change the propulsive force of the propulsion mechanism 70 within a predetermined range including zero, forward movement, and reverse movement.

The operating handle 51 is not limited in its form as long as it allows the operator to input operations to the operating device. For example, the operating handle 51 may or may not include a movable operating section. For example, the operation handle 51 may detect a command from a touch position on a touch panel.

In the third embodiment, the propulsion mechanism 70 includes a propeller 75 connected to a main engine 74. The configuration of the propeller 75 is not limited, and may be a fixed pitch propeller or a variable pitch propeller 72, for example. The propeller in this example is a variable pitch propeller 72 that changes the blade angle of the propeller blades in accordance with a blade angle command from the propulsion control unit 204. The variable pitch propeller 72 has a blade angle setting unit 71 that changes the blade angle in accordance with the control of the propulsion control unit 204. The blade angle setting unit 71 detects the current blade angle, performs feedback control using the current blade angle, and realizes the blade angle according to the target blade angle.

When the variable pitch propeller 72 is provided, the propulsive force of the propulsion mechanism 70 can be changed by changing the blade angle while operating the main engine 74 at a constant rotation speed. By operating at a rotation speed that consumes relatively little fuel, the amount of fuel consumed by the main engine 74 can be reduced.

In the control device 200 of this example, the relationship between the target rotational speed Ne_t of the main engine 74 and the target blade angle of the propeller blades corresponding to the handle position P of the operating handle 51 of the remote controller 50 is set in advance as a combinator curve. As an example of the combinator curve, when the handle position P is STOP, the target rotation speed Ne_t = 80 rpm, the target blade angle = 0 [deg], and when the handle position P is N/FMAX, the target rotation speed Ne_t = 120 [rpm]. ], target blade angle=25 [deg], the relationship between each handle position P of the operating handle 51, the target rotation speed Ne_t, and the target blade angle is defined.

The flow meter 73 measures the flow rate of fuel moving within a fuel pipe (not shown) for supplying fuel to the main engine 74, and outputs the measured flow rate data at predetermined time intervals.

As shown in FIG. 8, the control device 200 includes an acquisition section 201, a calculation section 202, a reduction section 203, a propulsion control section 204, and a storage section 205.

The acquisition unit 201 acquires a command signal that instructs the target propulsive force generated by the propulsion mechanism 70 and an actual signal that indicates the current propulsive force. The acquisition unit 201 also acquires various data such as the target emission efficiency Ce_t, the current fuel consumption F of the main engine 74, the current weight L of the object to be transported, and the current speed Vs of the ship 20. The target emission efficiency Ce_t may be set by numerical input from an input device such as the remote control 50, or may be set in advance by setting levels such as A to E based on the IMO (International Maritime Organization) CII (Carbon Intensity Indicator) rating standard. The target level may be set by inputting the target level. By applying the level based on the CII rating criteria, it becomes easier to obtain the target CII rating. Further, the target emission efficiency Ce_t may be input externally from navigation equipment such as an electronic nautical chart display system (ECDIS) or weather routing according to the current ship position.

The calculation unit 202 calculates the current emission efficiency Ce based on the current amount of CO ₂ emitted from the ship 20 and the current power W for the ship 20 to transport the object. Here, the calculation unit 202 calculates the current emission amount C (=C1×F) based on the current fuel consumption amount F, and calculates the current emission amount C (=C1×F) based on the current weight L of the object to be transported and the current ship speed Vs. Calculate the power W (=L×Vs) of

The reduction unit 203 reduces the target propulsive force when the calculated current emission efficiency Ce is worse than the target emission efficiency Ce_t.

The propulsion control unit 204 basically controls the propulsive force of the propulsion mechanism 70 based on the comparison result between the command signal acquired by the acquisition unit 201 and the actual signal. For example, the propulsion control unit 204 controls the rotation speed of the main engine 74 so that the target rotation speed in the command signal and the actual rotation speed in the actual signal match. The propulsion control unit 204 of the third embodiment controls the propulsion mechanism 70 based on the current emission efficiency Ce and the target emission efficiency Ce_t. Specifically, when the calculated current emission efficiency Ce is worse than the target emission efficiency Ce_t, the propulsion control unit 204 of the third embodiment determines that the emission efficiency is the same as or better than the target emission efficiency Ce_t. The propulsion mechanism 70 is controlled so that the

The storage unit 205 stores various data, each reference value, each threshold value, etc. acquired by the acquisition unit 201. The storage unit 205 of the third embodiment stores a ΔNe-ΔCe correlation model that indicates the correlation between the amount of change ΔCe in discharge efficiency and the amount of change ΔNe in rotational speed. This ΔNe-ΔCe correlation model is created and stored in advance based on the actual measured value of the change amount ΔNe in arbitrary rotational speed and the actual measured value of the change amount ΔCe in the discharge efficiency at that time.

FIG. 9 is a flowchart showing processing S300 of the control device 200 of the third embodiment. Process S300 is executed at predetermined time intervals (for example, several milliseconds).

In step 301, the acquisition unit 201 acquires the target rotational speed Ne_t, the target exhaust efficiency Ce_t, the current weight L of the object to be transported, the current fuel consumption F, and the current ship speed Vs. In this embodiment, the current weight L of the object to be transported is determined from the measured value of the draft etc. described above, without using the DWT, in order to improve the accuracy considering fuel consumption during the voyage. Calculated. The current fuel consumption amount F is calculated by a known method based on the measured value of the flow meter 73. The fuel consumption amount F may be calculated by a known method from the operating state of the main engine 74 (for example, the load on the main engine 74, the fuel injection amount command value, etc.). The target rotation speed Ne_t is set by a command signal output based on the handle position P of the operating handle 51 of the remote controller 50. The current ship speed Vs may be determined based on the difference between the positions of the ship 20 before and after a certain period of time, or may be determined based on the measured value of the speedometer of the ship 20.

In step S302, the calculation unit 202 calculates the current emission efficiency Ce using the above formula (1) based on the current weight L of the object to be transported, the current fuel consumption F, and the current ship speed Vs obtained in step S301. calculate.

In step S303, the calculation unit 202 determines whether the current emission efficiency Ce is less than or equal to the target emission efficiency Ce_t (Ce≦Ce_t). If Ce≦Ce_t (Y in step S303), that is, if the current emission efficiency Ce is equal to or better than the target emission efficiency Ce_t, the process S300 proceeds to step S307. If Ce≦Ce_t is not satisfied (N in step S303), that is, if the current emission efficiency Ce is worse than the target emission efficiency Ce_t, the process S300 proceeds to step S304.

In step S304, the calculation unit 202 calculates the amount of change ΔCe (=Ce-Ce_t) between the current emission efficiency Ce and the target emission efficiency Ce_t.

In step S305, the calculation unit 202 calculates the amount of change ΔNe in the target rotational speed for achieving the target emission efficiency Ce_t, based on the amount of change ΔCe in the emission efficiency calculated in step S304. In the third embodiment, the calculation unit 202 uses the ΔNe-ΔCe correlation model stored in the storage unit 205 to calculate the amount of change ΔNe in the target rotational speed corresponding to the amount of change ΔCe in the discharge efficiency. The ΔNe-ΔCe correlation model between the discharge efficiency Ce and the rotation speed Ne is, for example, a two-dimensional map showing the relationship between the discharge efficiency and the rotation speed shown in step S305 of FIG. 8. The ΔNe-ΔCe correlation model is not limited to a two-dimensional map, but may be a multivariate map or even a response model identified by machine learning.

In step S306, the reduction unit 203 reduces the target rotational speed Ne_t by subtracting the rotational speed change amount ΔNe obtained in step S305 from the target rotational speed Ne_t (Ne_t=Ne_t−ΔNe). This reduces the target propulsion force.

In step S307, the propulsion control unit 204 controls the rotation speed of the main engine 74. Here, if Ce≦Ce_t (Y in step S303), in step S307, the propulsion control unit 204 controls the rotation speed of the main engine 74 based on the target rotation speed Ne_t acquired in step S301. Therefore, if the target emission efficiency Ce_t can be achieved with the target rotation speed Ne_t in step S301, the target rotation speed Ne_t in step S301 will be used as is. On the other hand, if Ce≦Ce_t is not satisfied (N in step S303), in step S307, the propulsion control unit 204 controls the rotation speed of the main engine 74 based on the target rotation speed Ne_t reduced in step S306. Therefore, if the target emission efficiency Ce_t cannot be achieved with the target rotational speed Ne_t in step S301, the emission efficiency is improved by reducing the target rotational speed Ne_t, and thereby the target rotational speed Ne_t at which the target emission efficiency Ce_t can be achieved. The main engine 74 will be controlled using this.

After step S307, the process S300 ends. Note that if the current emission efficiency Ce is smaller than the target emission efficiency Ce_t in step S303, the target rotation speed Ne_t may be increased through steps S304 and S305. When Ce<Ce_t, the amount of change ΔCe in discharge efficiency and the amount of change ΔNe in rotation speed become negative values, and as a result, target rotation speed Ne_t increases.

In the third embodiment, the propulsion control unit 204 controls the propulsion mechanism 70 based on the target emission efficiency Ce_t. According to this configuration, it is possible to appropriately control the propulsion mechanism 70 from the viewpoint of achieving both reduction in CO ₂ emissions in the ship 20 and transportation of objects to be transported.

In the third embodiment, when the current emission efficiency Ce is worse than the target emission efficiency Ce_t, the propulsion control unit 204 controls the propulsion mechanism 70 so that the emission efficiency is equal to or better than the target emission efficiency Ce_t. control. According to this configuration, it is possible to appropriately control the propulsion mechanism 70 so that the discharge efficiency is equal to or better than the target discharge efficiency Ce_t.

In the third embodiment, the reduction unit 203 reduces the target propulsive force when the current emission efficiency Ce is worse than the target emission efficiency Ce_t, and the propulsion control unit 204 reduces the target propulsive force based on the reduced target propulsive force. to control the propulsion mechanism 70. According to this configuration, it is possible to appropriately control the propulsion mechanism 70 so that the discharge efficiency is equal to or better than the target discharge efficiency Ce_t.

In the third embodiment, the reduction unit 203 reduces the target propulsive force by reducing the target rotation speed of the main engine 74. It becomes possible to easily control the propulsion mechanism 70 so that the discharge efficiency is the same as or better than the target discharge efficiency Ce_t.

In the third embodiment, the calculation unit 202 calculates the current CO 2 emissions C based on the current fuel consumption F, and calculates the current CO ₂ emissions C based on the current weight F of the object to be transported and the current ship speed Vs. Calculate the power W of According to this configuration, it is possible to appropriately estimate the discharge efficiency.

Hereinafter, a modification of the third embodiment will be described.

In the third embodiment, the acquisition unit 201 acquires the target rotation speed Ne_t, but the invention is not limited to this. For example, the acquisition unit 201 may acquire the target ship speed V_t, and the reduction unit 203 reduces the target ship speed V_t. The target propulsion force may be reduced by doing so. For example, when acquiring the target ship speed V_t instead of the target rotation speed Ne_t, the propulsion control unit 204 controls the rotation speed of the main engine 74 so that the target ship speed in the command signal matches the actual ship speed in the actual signal. do. Further, a Ce-Vs correlation model between the emission efficiency Ce and the ship speed Vs is stored in the storage unit 205, and in step S305, the target ship speed corresponding to the amount of change ΔCe in the emission efficiency is determined based on the ΔCe-ΔVs correlation model. What is necessary is to calculate the amount of change ΔVs and find the amount of change ΔNe in the rotational speed corresponding to the amount of change ΔVs.

In the third embodiment, the amount of change ΔNe in the rotation speed is calculated based on the ΔNe-ΔCe correlation model in steps S305 and S306, but for example, the output or fuel consumption of the main engine 74 per unit time exceeds its upper limit. The amount of change ΔNe in the rotational speed may be calculated after limiting the ship speed and rotational speed of the main engine 74 so as not to exceed the speed and rotational speed. The same applies when using the ΔCe-ΔVs correlation model described above in the modified example.

In the third embodiment, the rotation speed of the main engine 74 is controlled, but the propulsive force of the ship 20 may be controlled by controlling the blade angle of the variable pitch propeller 72. According to this configuration, it is possible to effectively reduce the fuel consumption of the main engine 74 and effectively reduce the exhaust efficiency. The same applies to the fourth and fifth embodiments described later.

In the third embodiment, the fuel consumption amount F is calculated based on the measured value of the fuel meter (fuel flow rate), but is not limited to this, and may be calculated based on the amount of fuel input to the main engine 74, for example. Good too. In this case, for example, the amount of fuel input can be obtained from the speed governor 77. The speed governor 77 in this example includes a rack and pinion (not shown), and is configured to supply fuel in an amount corresponding to the rack position to the main engine 74. Input amount can be specified. The same applies to the fourth and fifth embodiments described later.

In the third embodiment, the weight L of the transport object determined from the measured value of the draft, etc. is used, but a fixed value such as the above-mentioned DWT may also be used. The same applies to the fourth and fifth embodiments described later.

If the navigation state of the vessel 20 described above does not meet the predetermined safe navigation standards, the control device 200 does not need to execute the process of controlling the propulsion mechanism 70 based on the emission efficiency Ce and the target emission efficiency Ce_t. For example, the process S300 may proceed to step S307 after step S301 without executing the processes of steps S302 to S306 in FIG. According to this configuration, it becomes possible to appropriately control the propulsion mechanism 70 from the viewpoint of the emission efficiency Ce while ensuring the safety of navigation. The same applies to the fourth and fifth embodiments described later.

In the third embodiment, the target rotational speed Ne_t is reduced, but the target ship speed V_t may be reduced. The same applies to the fourth and fifth embodiments described later.

Fourth Embodiment A fourth embodiment of the present invention will be described below. In the drawings and description of the fourth embodiment, components and members that are the same or equivalent to those of the third embodiment are given the same reference numerals. Descriptions that overlap with those of the third embodiment will be omitted as appropriate, and configurations that are different from the third embodiment will be mainly described.

In the third embodiment, the rotation speed of the main engine 74 is reduced when the current emission efficiency Ce is worse than the target emission efficiency Ce_t, but in the fourth embodiment, the target fuel consumption F_t satisfies the target emission efficiency Ce_t. is less than the required fuel consumption amount Fc that satisfies the target ship speed V_t, the rotation speed of the main engine 74 is reduced.

In the fourth embodiment, the storage unit 205 stores an Fc-Vs correlation model (Fc=f(Vs)) indicating the correlation between the required fuel consumption amount Fc and the ship speed Vs, which will be described later, and the amount of change ΔNe in the rotation speed. A ΔNe-ΔVs correlation model (ΔNe=g(ΔVs)) indicating the correlation with the amount of change ΔVs in ship speed is stored in advance. The Fc-Vs correlation model of the fourth embodiment is an example of a required fuel consumption calculation model.

FIG. 10 is a block diagram schematically showing a control device 200 according to a fourth embodiment of the present invention. The control device 200 includes an acquisition section 201, a calculation section 202, a reduction section 203, a propulsion control section 204, a storage section 205, and a model update section 206.

The model update unit 206 updates the Fc-Vs correlation model and the ΔNe-ΔVs correlation model. The Fc-Vs correlation model and the ΔNe-ΔVs correlation model stored in the storage unit 205 are updated based on a predetermined algorithm. The algorithm used in the model updating process by the model updating unit 206 can be appropriately designed, for example, with the goal of outputting the output data (required fuel consumption amount Fc and rotation speed change amount ΔNe) with high accuracy. The model update unit 206 can update each correlation model using a known machine learning method such as a support vector machine, a neural network (including deep learning), or a random forest. The Fc-Vs correlation model is based on rotational speed Ne, fuel consumption F, weather information (wind speed, wind direction, etc.), oceanographic information (wave height, tidal current speed, tidal current direction, etc.), output of the main engine 74, and draft of the ship 20. and the ship speed Vs of the ship 20 as input data, and outputs the required fuel consumption amount Fc based on this input data. The ΔNe-ΔVs correlation model uses ship speed Vs, rotational speed Ne, fuel consumption F, weather information (wind speed, wind direction, etc.), oceanographic information (wave height, tidal current speed, tidal current direction), the output of the main engine 74, and the output of the ship 20. Using at least one of the drafts and the amount of change ΔVs in ship speed as input data, the amount of change ΔNe in rotational speed is output based on this input data. The Fc-Vs correlation model and ΔNe-ΔVs correlation model are constantly identified and updated by machine learning, including the ever-changing weather and sea conditions. For example, the model updating unit 206 performs machine learning based on the required fuel consumption amount Fc output based on the input data of the Fc-Vs correlation model and the actual required fuel consumption amount Fc as the correct data. Update the Fc-Vs correlation model. Further, for example, the model updating unit 206 stores the amount of change ΔNe in the rotational speed output based on the input data of the ΔNe-ΔVs correlation model in the storage unit 205, and performs unsupervised machine learning to update the ΔNe -Update the ΔVs correlation model.

FIG. 11 is a flowchart showing processing S400 of the control device 200 of the fourth embodiment. Process S400 is executed at predetermined time intervals (for example, several milliseconds).

In step 401, the acquisition unit 201 acquires the target ship speed V_t, the target discharge efficiency Ce_t, the current weight L of the object to be transported, and the current ship speed Vs. The target ship speed V_t is set based on the handle position P of the operating handle 51 of the remote controller 50. By obtaining the current weight L of the object to be transported and the current ship speed Vs, the power W is substantially obtained. In the fourth embodiment, the command signal includes the target ship speed V_t, and the target ship speed V_t represents the target propulsive force.

In step 402, the calculation unit 202 calculates a target fuel consumption to make the emission efficiency Ce the same as the target emission efficiency Ce_t, based on the target emission efficiency Ce_t, the current weight L of the object to be transported, and the current ship speed Vs. Calculate the quantity F_t. The target fuel consumption amount F_t is calculated based on the following equation (2).
F_t＝Ce_t÷C1×(L×Vs) Formula (2)

According to the above formula (2), the target fuel consumption amount F_t is calculated in step S402 so that the emission efficiency Ce is the same as the target emission efficiency Ce_t. However, for example, if the emission efficiency Ce is equal to the target emission efficiency Ce_t, The target fuel consumption F_t may be calculated to have the same or better efficiency.

In step S403, the calculation unit 202 calculates the required fuel consumption amount Fc=f(V_t), which is the fuel consumption amount required to achieve the acquired target ship speed V_t. In the fourth embodiment, the calculation unit 202 uses the Fc-Vs correlation model stored in the storage unit 205 to calculate the required fuel consumption amount Fc.

In step S404, the calculation unit 202 determines whether the required fuel consumption amount Fc is less than or equal to the target fuel consumption amount F_t (Fc≦F_t). If Fc≦F_t (Y in step S404), processing S400 proceeds to step S409. If Fc≦F_t is not satisfied (N in step S404), processing S400 proceeds to step S405.

In step S405, the calculation unit 202 calculates the ship speed when the required fuel consumption amount Fc for the target ship speed V_t obtained based on the Fc-Vs correlation model becomes equal to the target fuel consumption amount F_t, that is, Ce_t÷C1×( The ship speed that satisfies L×V_t)=f(V_t) is calculated, and this ship speed is set as the target ship speed V_t. Here, if Fc≦F_t is not satisfied (N in step S404), the target fuel consumption becomes large because the current target ship speed V_t is too large, and as a result, the emission efficiency Ce becomes worse than the target emission efficiency Ce_t. Conceivable. Therefore, here, the target ship speed V_t is reduced so that an emission efficiency Ce comparable to the target emission efficiency Ce_t can be achieved.

In step S406, the calculation unit 202 calculates the amount of change ΔVs (=V_t-Vs) between the target ship speed V_t calculated in step S405 and the current ship speed Vs.

In step S407, the calculation unit 103 calculates the target rotation speed change amount ΔNe for achieving the target emission efficiency Ce_t based on the ship speed change amount ΔVs calculated in step S406. In the third embodiment, the calculation unit 202 uses the ΔNe-ΔVs correlation model stored in the storage unit 205 to calculate the target rotational speed change amount ΔNe (=g (ΔVs)) corresponding to the ship speed change amount ΔVs. Calculate.

In step S408, the reduction unit 203 reduces the target rotational speed Ne_t by subtracting the amount of change ΔNe in the rotational speed obtained in step S407 from the target rotational speed Ne_t (Ne_t=Ne_t−ΔNe). This reduces the target propulsion force.

In step S409, the propulsion control unit 204 controls the rotation speed of the main engine 74. Here, if Fc≦F_t (Y in step S404), in step S409, the propulsion control unit 204 controls the rotation of the main engine 74 based on the rotation speed converted from the target ship speed V_t acquired in step S401. Control numbers. Therefore, if the target discharge efficiency Ce_t can be achieved with the target ship speed V_t in step S401, the rotation speed based on the target ship speed V_t in step S401 is used as is. On the other hand, if Fc≦F_t is not satisfied (N in step S404), in step S409, the propulsion control unit 204 controls the rotation speed of the main engine 74 based on the target ship speed V_t reduced in step S405. Therefore, if the target discharge efficiency Ce_t cannot be achieved with the target ship speed V_t in step S401, the discharge efficiency is improved by reducing the target ship speed V_t, and thereby the rotation speed Ne_t at which the target discharge efficiency Ce_t can be achieved is set. The main engine 74 will be controlled using this.

After step S409, the process S400 ends.

In the fourth embodiment, the propulsion control unit 204 uses target fuel calculated such that the required fuel consumption and exhaust efficiency required to achieve the target propulsive force are equal to or better than the target exhaust efficiency. The propulsion mechanism 70 is controlled based on the consumption amount. According to this configuration, it is possible to appropriately control the propulsion mechanism 70 from the viewpoint of achieving both reduction in CO ₂ emissions in the ship 20 and transportation of objects to be transported.

In the fourth embodiment, the reduction unit 203 reduces the target ship speed when the required fuel consumption is larger than the target fuel consumption, and the propulsion control unit 204 controls the propulsion mechanism 70 based on the reduced target ship speed. do. According to this configuration, it is possible to appropriately control the propulsion mechanism 70 so that the discharge efficiency is equal to or better than the target discharge efficiency Ce_t.

In the fourth embodiment, the calculation unit 202 calculates the required fuel consumption amount Fc based on the Fc-Vs correlation model. According to this configuration, it becomes possible to calculate the required fuel consumption amount Fc with high accuracy.

In the fourth embodiment, the calculation unit 202 calculates the ship speed when the required fuel consumption amount Fc is equal to or less than the target fuel consumption amount based on the Fc-Vs correlation model, and the reduction unit 203 calculates the ship speed based on the calculated ship speed. The target propulsive force is reduced by reducing the target rotational speed. According to this configuration, the target propulsive force can be reduced with higher accuracy.

Modifications will be described below.

In the fourth embodiment, the rotation speed change amount ΔNe is calculated based on the ΔNe-ΔVs correlation model in step S407, but for example, the output or fuel consumption of the main engine 74 per unit time does not exceed the upper limit value. The rotational speed change amount ΔNe may be calculated after limiting the ship speed and rotational speed of the main engine 74 as shown in FIG.

In the fourth embodiment, the ship speed when the required fuel consumption amount Fc for the target ship speed V_t acquired in step S405 is equal to the target fuel consumption amount F_t is calculated, but the required fuel consumption amount is not limited to this. The ship speed when the amount Fc becomes equal to or less than the target fuel consumption amount F_t may be calculated.

Fifth Embodiment A fifth embodiment of the present invention will be described below. In the drawings and description of the fifth embodiment, components and members that are the same or equivalent to those of the fourth embodiment are given the same reference numerals. Descriptions that overlap with those of the fourth embodiment will be omitted as appropriate, and configurations that are different from the fourth embodiment will be mainly described.

In the fifth embodiment, the rotation speed of the main engine 74 is reduced when the target fuel consumption amount F_t that satisfies the target exhaust efficiency Ce_t is less than or equal to the required fuel consumption amount Fc that satisfies the target rotation speed Ne_t.

In the fifth embodiment, the storage unit 205 stores an Fc-Ne correlation model (Fc=f'(Ne)) indicating the correlation between the required fuel consumption amount Fc and the rotational speed Ne, and the amount of change ΔNe in the rotational speed and the A ΔNe-ΔVs correlation model (ΔNe=g(ΔVs)) indicating the correlation with the speed change amount ΔVs is stored in advance. The Fc-Ne correlation model of the fifth embodiment is an example of a required fuel consumption calculation model.

The model update unit 206 of the fifth embodiment updates the Fc-Ne correlation model and the ΔNe-ΔVs correlation model. The Fc-Ne correlation model uses at least one of ship speed Vs, fuel consumption F, weather information, sea state information, the output of the main engine 74, and the draft of the ship 20, and the rotational speed Ne of the main engine 74 as input data. , outputs the required fuel consumption amount Fc based on this input data. The ΔVs-ΔNe correlation model uses ship speed Vs, rotational speed Ne, fuel consumption F, weather information (wind speed, wind direction, etc.), oceanographic information (wave height, tidal speed, direction of current), the output of the main engine 74, and the output of the ship 20. At least one of the drafts and the amount of change ΔNe in the number of revolutions are used as input data, and the amount of change ΔVs in ship speed is output based on this input data. The Fc-Ne correlation model and ΔVs-ΔNe correlation model are constantly identified and updated by machine learning, including the ever-changing weather and sea conditions. For example, the model updating unit 206 performs machine learning based on the required fuel consumption amount Fc output based on the input data of the Fc-Ne correlation model and the actual required fuel consumption amount Fc as the correct data. Update the Fc-Vs correlation model. In addition, the model updating unit 206 stores the amount of change ΔVs in ship speed output based on the input data of the ΔVs-ΔNe correlation model in the storage unit 205, and performs unsupervised machine learning to update the ΔVs-ΔNe correlation model. Update the correlation model.

FIG. 12 is a flowchart showing processing S500 of the control device 200 of the fifth embodiment. Process S500 is executed at predetermined time intervals (for example, several milliseconds).

In step 501, the acquisition unit 201 acquires the target rotation speed Ne_t, the target discharge efficiency Ce_t, the current weight L of the object to be transported, and the current ship speed Vs.

In step 502, the calculation unit 202 calculates a target fuel consumption amount to make the emission efficiency the same as the target emission efficiency Ce_t, based on the target emission efficiency Ce_t, the current weight L of the object to be transported, and the current ship speed Vs. Calculate F_t. Step S502 is basically the same as step S402, so its explanation will be omitted.

In step S503, the calculation unit 202 calculates the required fuel consumption amount Fc=f'(Ne_t), which is the fuel consumption amount required to achieve the acquired target rotation speed Ne_t. In the fifth embodiment, the calculation unit 202 uses the Fc-Ne correlation model stored in the storage unit 205 to calculate the required fuel consumption amount Fc.

In step S504, the calculation unit 202 determines whether the required fuel consumption amount Fc is equal to or less than the target fuel consumption amount≦F_t (Fc≦F_t). If Fc≦F_t (Y in step S504), processing S500 proceeds to step S507. If Fc≦F_t is not satisfied (N in step S504), processing S500 proceeds to step S505.

In step S505, the calculation unit 202 calculates the rotational speed change amount ΔNe when the target fuel consumption amount F_t becomes equal to the required fuel consumption amount Fc of the acquired target rotational speed Ne_t, that is, Ce_t÷C1×(L×(Vs- h(ΔNe)) = f'(Ne_t-ΔNe). In the fifth embodiment, the calculation unit 202 calculates the amount of change ΔNe in the rotation speed that satisfies h(ΔNe))=f'(Ne_t-ΔNe). - Calculate the amount of change ΔNe in rotation speed using the ΔNe correlation model.

In step S506, the reduction unit 203 reduces the target rotational speed Ne_t by subtracting the amount of change ΔNe in the rotational speed obtained in step S505 from the target rotational speed Ne_t (Ne_t=Ne_t−ΔNe). This reduces the target propulsion force.

In step S507, the propulsion control unit 204 controls the rotation speed of the main engine 74. Here, if Fc≦F_t (Y in step S504), in step S507, the propulsion control unit 204 controls the rotation speed of the main engine 74 based on the target rotation speed Ne_t acquired in step S501. Therefore, if the target emission efficiency Ce_t can be achieved with the target rotational speed Ne_t in step S501, the target rotational speed Ne_t in step S501 will be used as is. On the other hand, if Fc≦F_t is not satisfied (N in step S504), in step S507, the propulsion control unit 204 controls the rotation speed of the main engine 74 based on the target rotation speed Ne_t reduced in step S506. Therefore, if the target emission efficiency Ce_t cannot be achieved with the target rotational speed Ne_t in step S501, the emission efficiency is improved by reducing the target rotational speed Ne_t, and thereby the target rotational speed Ne_t at which the target emission efficiency Ce_t can be achieved. The main engine 74 will be controlled using this.

After step S507, the process S500 ends.

The fifth embodiment can also produce the same effects as the fourth embodiment.

A modified example will be explained below.

In the fifth embodiment, the amount of change in ship speed ΔVs is calculated based on the ΔVs-ΔNe correlation model in step S505, but for example, the output or fuel consumption of the main engine 74 per unit time does not exceed the upper limit. The amount of change ΔVs in the ship speed may be calculated after limiting the ship speed and rotational speed of the main engine 74 as shown in FIG.

In the fifth embodiment, the amount of change ΔNe in the rotational speed when the required fuel consumption amount Fc for the target rotational speed Ne_t obtained in step S505 becomes equal to the target fuel consumption amount F_t is calculated, but it is not limited to this. , the amount of change ΔNe in the rotational speed when the required fuel consumption amount Fc becomes equal to or less than the target fuel consumption amount F_t may be calculated.

Information Processing Apparatus FIG. 13 is a block diagram schematically showing an information processing apparatus of the present invention. To summarize the first to fifth embodiments described above, the information processing device 300 of the present invention calculates the amount of CO ₂ emitted from the ship 20 per power rate when the ship 20 transports objects during a voyage. an acquisition unit 301 that acquires a CO ₂ target emission efficiency Ce_t that is a target value of the CO ₂ emission efficiency shown; and a voyage plan that includes at least a route between departure and arrival points of the vessel 20 based on the target CO 2 emission efficiency Ce_t. and an information processing unit 302 that performs at least one of controlling the propulsion mechanism 70 that propels the ship. The voyage plan creation device 100 and the control device 200 of the above embodiment are examples of the information processing device 300, and these may be configured separately as the information processing device 300, or may be configured integrally. The acquisition units 101 and 102 of the embodiment described above are examples of the acquisition unit 301, and the voyage plan creation unit 102 and the propulsion control unit 204 of the embodiment described above are examples of the information processing unit 302, respectively. According to this configuration, it is possible to operate the ship 20 efficiently from the viewpoint of reducing CO ₂ emissions and transporting objects to be transported.

The present invention has been described above based on the embodiments. Those skilled in the art will understand that the embodiments are merely illustrative, and that various modifications can be made to the combinations of the constituent elements and processing processes, and that such modifications are also within the scope of the present invention. Any combination of the embodiments and modifications described above is also useful as an embodiment of the present invention. A new embodiment resulting from a combination has the effects of each of the combined embodiments and modified examples.

Among the embodiments disclosed in this specification, those that are composed of a plurality of objects may be integrated, and conversely, those that are composed of one object may be divided into multiple objects. be able to. Regardless of whether they are integrated or not, it is sufficient that the structure is such that the object of the invention can be achieved.

Among the embodiments disclosed in this specification, in those in which a plurality of functions are provided in a distributed manner, some or all of the plurality of functions may be provided in an integrated manner, or conversely, a plurality of functions may be provided in an integrated manner. However, some or all of the plurality of functions can be distributed. Regardless of whether the functions are centralized or distributed, it is sufficient that the configuration is such that the purpose of the invention can be achieved.

1 Voyage planning system, 20 Ship, 21 Hull, 50 Remote control, 51 Operation handle, 70 Propulsion mechanism, 71 Wing angle setting section, 72 Variable pitch propeller, 73 Flow meter, 74 Main engine, 75 Propeller, 77 Speed governor, 78 shaft, 100 voyage plan creation device, 101 acquisition unit, 102 voyage plan creation unit, 103 calculation unit, 104 output unit, 105 alert generation unit, 106 storage unit, 107 model update unit, control device, 201 acquisition unit, 202 calculation unit , 203 reduction unit, 204 propulsion control unit, 205 storage unit, 206 model update unit.

Claims (27)

This is the target value for the emission efficiency of environmentally hazardous substances, which indicates the amount of environmentally hazardous substances that are emitted from a ship per work rate when transporting objects during a voyage. an acquisition unit that acquires target emission efficiency;
an information processing unit that performs at least one of creating a voyage plan including at least a route between departure and arrival points of the ship based on the target emission efficiency; and controlling a propulsion mechanism that propels the ship;
Equipped with
Information processing device. a voyage plan creation department that creates the voyage plan;
a calculation unit that calculates an estimated value of the emission efficiency for the created voyage plan based on the emissions per power in the created voyage plan;
an output unit that outputs a voyage plan in which the estimated value of the emission efficiency is the same as or better than the target emission efficiency;
Equipped with
The information processing device according to claim 1. If the estimated value of the emission efficiency is not the same as or better than the target emission efficiency, the voyage plan creation unit adjusts the voyage plan so that the emission efficiency is the same as or better than the target emission efficiency. recreate,
the output unit outputs the re-created voyage plan;
The information processing device according to claim 2. The acquisition unit acquires voyage condition data that includes at least a target arrival time at a destination during the voyage of the ship and an allowable arrival time that is a time set after the target arrival time by an allowable time;
The voyage plan creation unit creates a voyage plan for the ship based on the voyage condition data,
comprising an alert generation unit that generates an alert to the effect that the target arrival time exceeds the allowable arrival time when the target arrival time in the recreated voyage plan exceeds the allowable arrival time;
The information processing device according to claim 3. The voyage plan creation unit creates the voyage plan so that the fuel consumption of the ship is equal to or less than a predetermined value.
The information processing device according to any one of claims 2 to 4. The acquisition unit acquires the actual emission efficiency in the created voyage plan,
the output unit outputs the estimated value of the emission efficiency and the actual emission efficiency;
The information processing device according to any one of claims 2 to 4. The acquisition unit acquires the current power and the current emission amount,
a calculation unit that calculates the current emission efficiency based on the current emission amount per current work rate;
a propulsion control unit that controls the propulsion mechanism so that when the current emission efficiency is worse than the target emission efficiency, the emission efficiency is equal to or better than the target emission efficiency;
Equipped with
The information processing device according to claim 1. The acquisition unit acquires a command signal that instructs the propulsion mechanism to generate a target propulsive force,
a reduction unit that reduces the target propulsive force when the current emission efficiency is worse than the target emission efficiency;
Equipped with
The propulsion control unit controls the propulsion mechanism based on the reduced target propulsive force,
The information processing device according to claim 7. The propulsion mechanism includes a main engine that rotates a propeller,
The reduction unit reduces the target propulsive force by reducing the target rotational speed or target ship speed of the main engine,
The information processing device according to claim 8. The propeller is a variable pitch propeller that can change the blade angle of the propeller blades,
The reduction unit reduces the target propulsive force by changing a target blade angle of the variable pitch propeller.
The information processing device according to claim 9. The propulsion mechanism includes a main engine that rotates a propeller,
The acquisition unit acquires the current fuel consumption of the main engine, the current weight of the object to be transported of the ship, and the current speed of the ship,
The calculation unit calculates the current emissions based on the current fuel consumption, and calculates the current power based on the current weight of the object to be transported and the current ship speed.
The information processing device according to any one of claims 7 to 10. The propulsion mechanism includes a main engine that rotates a propeller,
The acquisition unit acquires a command signal instructing a target propulsive force to be generated in the propulsion mechanism and the current power,
A target fuel consumption amount, which is a target value of the fuel consumption amount of the main engine, is calculated based on the current power so that the emission efficiency is the same as or better than the target emission efficiency, and the target propulsive force is adjusted. a calculation unit that calculates a required fuel consumption amount that is the fuel consumption amount of the main engine that is required to achieve the desired fuel consumption amount;
a propulsion control unit that controls the propulsion mechanism based on the required fuel consumption amount and the target fuel consumption amount;
The information processing device according to claim 1, comprising: comprising a reduction unit that reduces the target propulsive force when the required fuel consumption is larger than the target fuel consumption;
The propulsion control unit controls the propulsion mechanism based on the reduced target propulsive force,
The information processing device according to claim 12, comprising: Calculating the required fuel consumption amount based on at least one of weather information, sea condition information, the output of the main engine, and the draft of the ship, and at least one of the rotation speed of the main engine and the speed of the ship. comprising a storage unit that stores a required fuel consumption calculation model to be calculated;
The calculation unit calculates the required fuel consumption based on the required fuel consumption calculation model,
The information processing device according to claim 12. comprising a reduction unit that reduces the target propulsive force when the required fuel consumption is larger than the target fuel consumption;
The calculation unit calculates at least one of the rotational speed and the ship speed when the required fuel consumption is equal to or less than the target fuel consumption based on the required fuel consumption calculation model,
The reduction unit reduces the target propulsive force based on at least one of the calculated rotational speed and ship speed,
The propulsion control unit controls the propulsion mechanism based on the reduced target propulsive force,
The information processing device according to claim 14. When the navigation state of the ship does not meet predetermined safe navigation standards, the information processing unit at least creates the voyage plan based on the emission efficiency and the target emission efficiency and controls the propulsion mechanism. don't do one
The information processing device according to claim 1. This is the target value for the emission efficiency of environmentally hazardous substances, which indicates the amount of environmentally hazardous substances that are emitted from a ship per work rate when transporting objects during a voyage. a step of obtaining a target emission efficiency;
executing at least one of: creating a voyage plan including at least a route between departure and arrival points of the ship based on the target emission efficiency; and controlling a propulsion mechanism that propels the ship;
Equipped with
Method. to the computer,
This is the target value for the emission efficiency of environmentally hazardous substances, which indicates the amount of environmentally hazardous substances that are emitted from a ship per work rate when transporting objects during a voyage. a step of obtaining a target emission efficiency;
executing at least one of: creating a voyage plan including at least a route between departure and arrival points of the ship based on the target emission efficiency; and controlling a propulsion mechanism that propels the ship;
A program to run. a voyage plan creation unit that creates a voyage plan that includes at least a route between the departure and arrival points of the ship;
The environment for the created voyage plan based on the amount of environmentally hazardous substances emitted from the ship per work rate when transporting objects in the created voyage plan, which is a factor of environmental load. a calculation unit that calculates an estimated value of emission efficiency of load substances;
an output unit that outputs the estimated value of the emission efficiency;
Equipped with
Information processing device. creating a voyage plan including at least a route between the ship's departure and arrival points;
The environment for the created voyage plan based on the amount of environmentally hazardous substances emitted from the ship per work rate when transporting objects in the created voyage plan, which is a factor of environmental load. a step of calculating an estimated value of emission efficiency of the load substance;
outputting the estimated value of the emission efficiency;
Equipped with
Method. to the computer,
creating a voyage plan including at least a route between the ship's departure and arrival points;
The environment for the created voyage plan based on the amount of environmentally hazardous substances emitted from the ship per work rate when transporting objects in the created voyage plan, which is a factor of environmental load. a step of calculating an estimated value of emission efficiency of the load substance;
outputting the estimated value of the emission efficiency;
A program to run. a voyage plan creation unit that creates a voyage plan that includes at least a route between the departure and arrival points of the ship;
The environment for the created voyage plan based on the amount of environmentally hazardous substances emitted from the ship per work rate when transporting objects in the created voyage plan, which is a factor of environmental load. a calculation unit that calculates an estimated value of emission efficiency of load substances;
an acquisition unit that acquires the actual emission efficiency in a voyage plan in which the estimated value of the emission efficiency is the same as or better than the target emission efficiency that is the target value of the emission efficiency;
an output unit that outputs the estimated value of the emission efficiency and the actual emission efficiency for the voyage plan having the same or better efficiency;
Equipped with
Information processing device. creating a voyage plan including at least a route between the ship's departure and arrival points;
The environment for the created voyage plan based on the amount of environmentally hazardous substances emitted from the ship per work rate when transporting objects in the created voyage plan, which is a factor of environmental load. a step of calculating an estimated value of emission efficiency of the load substance;
obtaining the actual emission efficiency in the voyage plan, where the estimated value of the emission efficiency is the same as or better than the target emission efficiency, which is the target value of the emission efficiency;
outputting the estimated emission efficiency and the actual emission efficiency for the voyage plan with the same or better efficiency;
Equipped with
Method. a voyage plan creation unit that creates a voyage plan that includes at least a route between the departure and arrival points of the ship;
The environment for the created voyage plan based on the amount of environmentally hazardous substances emitted from the ship per work rate when transporting objects in the created voyage plan, which is a factor of environmental load. a step of calculating an estimated value of emission efficiency of the load substance;
obtaining the actual emission efficiency in the voyage plan, where the estimated value of the emission efficiency is the same as or better than the target emission efficiency, which is the target value of the emission efficiency;
outputting the estimated emission efficiency and the actual emission efficiency for the voyage plan with the same or better efficiency;
A program to run. This is the target value for the emission efficiency of environmentally hazardous substances, which indicates the amount of environmentally hazardous substances that are emitted from a ship per work rate when transporting objects during a voyage. an acquisition unit that acquires target emission efficiency;
a propulsion control unit that controls a propulsion mechanism that propels the vessel based on the target emission efficiency;
Equipped with
Control device. This is the target value for the emission efficiency of environmentally hazardous substances, which indicates the amount of environmentally hazardous substances that are emitted from a ship per work rate when transporting objects during a voyage. a step of obtaining a target emission efficiency;
controlling a propulsion mechanism that propels the vessel based on the target emission efficiency;
Equipped with
Method. to the computer,
This is the target value for the emission efficiency of environmentally hazardous substances, which indicates the amount of environmentally hazardous substances that are emitted from a ship per work rate when transporting objects during a voyage. a step of obtaining a target emission efficiency;
controlling a propulsion mechanism that propels the vessel based on the target emission efficiency;
A program to run.

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