JP6189278B2 - Main machine load distribution calculation device and main machine load distribution calculation method - Google Patents

Description

  The present invention relates to a main machine load distribution calculation device and a main machine load distribution calculation method.

  For example, a ship navigating a long distance is required to create an optimal ship speed plan for the purpose of both energy saving operation and scheduled operation that arrives at the arrival point on time in consideration of the energy demand of the ship.

  In US Pat. No. 6,057,056, one or more optimizations from a computer simulation model depend on sensor signals received from a sensor network as a way to optimize ship fuel efficiency by optimizing the use of energy sources. Generating optimized parameters and communicating the optimized parameters to a controller that controls a ship's system, including a system that consumes energy.

Japanese Patent No. 5336188

  However, the optimization method described in Patent Document 1 is not an optimization that assumes a load (energy demand) based on the ship speed or the power demand used in the ship. Further, in the computer simulation model described in Patent Document 1, the time axis is optimized only at one specific point, and optimization in a certain time zone such as ship speed distribution from the departure point to the arrival point is performed. Not.

Furthermore, some ships have a plurality of main engines. In such a ship, even on the same route, the fuel consumption also varies depending on the combination of main engines to be operated and the load allocated to the main engines. The load varies depending on the ship speed and the power demand used in the ship.
However, simultaneously optimizing the number of main machines to be operated and the load allocated to each main machine is called “combination optimization”, and it takes a long calculation time, so it is difficult to calculate an optimal solution.

  The present invention has been made in view of such circumstances, and a main engine load distribution calculating apparatus capable of calculating an optimal solution for ship speed distribution and a load distributed to the main engine without requiring a long calculation time, and An object is to provide a main engine load distribution calculation method.

  In order to solve the above problems, the main unit load distribution calculating apparatus and the main unit load distribution calculating method of the present invention employ the following means.

  A main engine load distribution calculating apparatus according to a first aspect of the present invention is a main apparatus load distribution calculating apparatus that calculates a ship speed from a departure point to an arrival point and a load distribution to the main engine in a ship having a plurality of main engines. For each combination of the main engines determined by the determining means, the ship speed at which the fuel consumption from the starting point to the arrival point is minimized is calculated. Calculating a total amount of the main engine load based on the ship speed, calculating a load distribution for each main engine that minimizes the fuel consumption, and calculating a result of the calculation from the calculation means to minimize the fuel consumption. Selection means for selecting load distribution and ship speed for each main engine.

  The main engine load distribution calculating apparatus according to the present configuration calculates the ship speed and the load distributed to each of the plurality of main engines.

  The computing means first calculates the optimum boat speed from the departure point to the arrival point. This ship speed calculation is, for example, a method for obtaining an optimal solution (control variable) that minimizes or maximizes the objective function while satisfying the constraint conditions.

Further, a ship having a plurality of main engines does not always operate all the main engines but operates the optimum main engine according to the load. However, the calculation for simultaneously optimizing the number of main machines to be operated and the load allocated to each main machine requires a long calculation time, and it is difficult to calculate an optimal solution.
Therefore, the combination of main machines to be operated is determined by the determining means. For example, in the case where four main engines are provided, there are a total of 15 combinations of 4 units for 1 unit operation, 6 units for 2 unit operation, 4 units for 3 unit operation, and 1 unit for 4 unit operation.

  Then, the calculation means calculates the total amount of main engine load based on the calculated ship speed for each determined combination of main engines, and calculates the load distribution for each main engine that minimizes fuel consumption.

  As a result, the ship speed and the load distribution for each main engine are calculated for each combination of main engines, so the number of main engines is not included in the optimization calculation. That is, the number of main engines is not a variable for optimization calculation. For this reason, since the optimization calculation does not become complicated, this configuration can calculate the optimal solution for the ship speed distribution and the load distributed to the main engine without requiring a long calculation time.

  In the first aspect, the calculation means may calculate the total amount of the main engine load based on a ship speed and a predicted value of electric power used in the ship.

  According to this configuration, it is possible to calculate the optimum solution of the number of main machines to be operated and the load distributed to the main machines with higher accuracy.

  In the first aspect, the calculation means divides the route from the departure point to the arrival point in a pseudo manner into a plurality of sections, and the calculation means uses the fuel consumption amount from the departure point to the arrival point as an objective function. The section in which the target voyage time from the departure point to the arrival point and the maximum and minimum ship speeds for each section are set as constraints, the ship speed for each section is a control variable, and the objective function is minimized. Ship speed optimization calculating means for calculating the ship speed for each ship as an optimum solution, and total main engine load calculation for calculating the total amount of the main engine load based on the ship speed for each section calculated by the ship speed optimization calculating means Means, and the fuel consumption amount as an objective function, the total amount of the main machine load and the maximum load and the minimum load for each main machine as a constraint, the load distribution for each main machine based on the total amount of the main machine load as a control variable, Previous A main engine load optimization calculation means for calculating the load distribution of each of the main machine for the objective function and the minimum as the optimum solution may be provided.

  According to this configuration, it is possible to calculate the optimum solution of the number of main machines to be operated and the load distributed to the main machines with higher accuracy.

  In the first aspect, the calculation means may distribute more load to the main engine having a relatively low combustion consumption than the main engine having a relatively high fuel consumption.

  According to this configuration, the optimum solution of the number of main machines to be operated and the load distributed to the main machines can be calculated simply and with higher accuracy.

The main engine load distribution calculating method according to the second aspect of the present invention is a main engine load distribution calculating method for calculating a ship speed from a departure point to an arrival point and a load distribution to the main engine in a ship having a plurality of main engines. The first step of determining the combination of the main engines to be operated and the boat speed at which the fuel consumption from the starting point to the arrival point is minimized for each combination of the main units determined in the first step. A second step of calculating a total load of the main engine based on the ship speed, and calculating a load distribution for each of the main engines that minimizes the fuel consumption, and from the calculation result of the second step, the fuel And a third step of selecting a load distribution and a ship speed for each main engine that consumes a minimum amount.

  According to the present invention, there is an excellent effect that it is possible to calculate the optimal solution for the ship speed distribution and the load distributed to the main engine without requiring a long calculation time.

It is a schematic diagram which shows the optimization calculation which concerns on embodiment of this invention. It is a schematic diagram which shows an example of the area input at the input step which concerns on embodiment of this invention, the ship speed limit value for every area, and ship speed distribution. It is a block diagram which shows the electric constitution of the main machine load distribution calculation apparatus which concerns on embodiment of this invention. It is a functional block diagram of a main engine load distribution calculating device according to an embodiment of the present invention. It is a flowchart which shows the flow of the optimization calculation process which concerns on embodiment of this invention. It is the flowchart which showed the processing content in step 104 of the optimization calculation process which concerns on embodiment of this invention. It is the model which showed the calculation model which calculates fuel consumption from the ship speed which concerns on embodiment of this invention. It is a schematic diagram which shows the method of the main machine load distribution by the main machine load optimization calculation which concerns on embodiment of this invention.

Hereinafter, an embodiment of a main machine load distribution calculating apparatus and a main machine load distribution calculating method according to the present invention will be described with reference to the drawings.
The main engine load distribution calculating device according to the present embodiment calculates the ship speed and the load distributed for each of the plurality of main engines. The main engine load distribution calculating device performs, for example, optimization calculation for obtaining an optimal solution (control variable) that minimizes or maximizes the objective function while satisfying the constraint condition. As the optimization calculation algorithm, a known interior point method, sequential quadratic programming, or the like is used.

  The ship speed calculation according to the present embodiment calculates the optimum ship speed of the ship. The route from the departure point to the arrival point is divided into a plurality of sections, and the optimum ship for each section is calculated. The ship speed distribution optimization for calculating the speed (hereinafter also referred to as “ship speed optimization calculation”) is performed.

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

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

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

In the fuel consumption calculation step, the movement of the route, in other words, the fuel consumption of the ship in all sections is calculated.
In the fuel consumption calculation step, a propulsion model is used in which the propulsion load of the ship fluctuates depending on the ship speed and weather conditions. In this propulsion model, fuel consumption is calculated from the propulsion load, and fuel consumption is calculated from the fuel consumption and the distance of each section. Is calculated. Details of the fuel consumption calculation step will be described later with reference to FIG.

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

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

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

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

  Here, the ship which is the object of the optimization calculation according to the present embodiment generates power with a plurality of main engines, and uses the electric power for power demand such as rotation of a propeller connected to the motor, lighting, and air conditioning. That is, the optimization calculation according to the present embodiment targets an electric propulsion ship as an example.

A ship including a plurality of main engines as described above does not always operate all main engines but operates an optimum main engine according to the magnitude of the load. However, the calculation for simultaneously optimizing the number of main machines to be operated and the load distributed to the main machines requires a long calculation time, and it is difficult to calculate an optimal solution.
Therefore, the main machine load distribution calculating apparatus according to the present embodiment determines in advance a combination of main machines to be operated. For example, in the case where four main engines are provided, there are a total of 15 combinations of 4 units for 1 unit operation, 6 units for 2 unit operation, 4 units for 3 unit operation, and 1 unit for 4 unit operation.

The main engine load distribution calculating apparatus according to the present embodiment calculates the ship speed for each section where the fuel consumption from the departure point to the arrival point is minimized by ship speed optimization calculation for each determined combination of main engines. Then, the total amount of the main engine load (hereinafter referred to as “total main engine load”) is calculated based on the calculated ship speed.
Then, the main machine load distribution calculating device performs main machine load optimization calculation for calculating the load distribution for each main machine that minimizes the fuel consumption for each combination of the main machines (hereinafter referred to as “main machine load distribution”).

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

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

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

FIG. 4 is a functional block diagram of the main engine load distribution calculating apparatus 10.
The main machine load distribution calculating apparatus 10 includes a combination determining unit 30, an optimization calculating unit 32, and a selecting unit 34.

  The combination determining unit 30 determines a combination of main machines to be operated (hereinafter referred to as “number pattern”) among a plurality of main machines provided in the ship. In addition, each main machine with which a ship is equipped may have the same characteristics, such as fuel consumption with respect to a load (horsepower), and may differ.

The optimization calculation unit 32 sets the ship speed for each section where the fuel consumption amount from the departure point to the arrival point is minimized for each unit number pattern determined by the combination determination unit 30 (hereinafter referred to as “section ship speed”). ) And the total main engine load is calculated based on the section ship speed, and the main engine load distribution that minimizes the fuel consumption is calculated.
That is, the optimization calculation unit 32 performs optimization calculation for each number pattern, and calculates load distribution and section ship speed of the main engine. For example, when there are 15 patterns, the optimization calculation unit 32 performs 15 optimization calculations to calculate 15 main engine load distributions and section ship speeds.

  The selection unit 34 selects the main engine load distribution and the section ship speed at which the fuel consumption is minimized from the calculation result by the optimization calculation unit 32.

As described above, the main engine load distribution calculating apparatus 10 calculates the main apparatus load distribution and the section ship speed for each determined unit number pattern, so the number of main engines is not included in the optimization calculation. That is, the number of main engines is not a variable for optimization calculation. For this reason, since the optimization calculation does not become complicated, the main machine load distribution calculation device 10 calculates the optimum solution of the number of main machines to be operated and the load distributed to the main machine without requiring a long calculation time. be able to.
Since the number of main units is generally several (for example, four units), even if the optimization calculation is performed for all possible combinations of the number of main units, the calculation time will be enormous. And can be handled with realistic calculation time.

Next, details of the optimization calculation unit 32 will be described.
The optimization calculation unit 32 includes a ship speed optimization calculation unit 40, a total main engine load calculation unit 42, and a main machine load optimization calculation unit 44.

  The ship speed optimization calculation unit 40 uses the fuel consumption from the departure point to the arrival point as an objective function, and calculates the target voyage time from the departure point to the arrival point and the maximum and minimum ship speeds for each section. As a constraint, the section ship speed is set as a control variable, and the section ship speed that minimizes the objective function is calculated as an optimal solution.

  The total main engine load calculation unit 42 calculates the total main engine load based on the section ship speed calculated by the ship speed optimization calculation unit 40 and the predicted value of power consumption in the ship (hereinafter referred to as “inboard power predicted value”). calculate. That is, the total main engine load calculation unit 42 calculates the ship speed load from the section ship speed, calculates the ship power load from the predicted ship power, and the ship needs the sum of the ship speed load and the ship power load. The total main engine load, which is the total load.

  Note that the predicted ship power is calculated based on weather conditions and sea conditions obtained from weather and sea forecast information separately obtained from an external network or the like. For example, the power consumption of the air conditioning equipment is predicted based on the outside air temperature, and the power consumption of lighting is predicted based on the amount of sunlight.

  The main engine load optimization calculation unit 44 uses the fuel consumption as an objective function, sets the total main machine load and the maximum and minimum loads for each main machine as constraints, sets the main machine load distribution based on the total main machine load as a control variable, The main engine load distribution that minimizes the function is calculated as the optimal solution. Since the main machine load distribution is the size of the load distributed to each main machine, it is also referred to as “individual main machine load” in the following description.

Table 1 below is a list of calculation conditions (ship speed optimization calculation conditions) by the ship speed optimization calculation unit 40 and calculation conditions (main machine load optimization calculation conditions) by the total main engine load calculation unit 42.

That is, the ship speed optimization calculation unit 40 calculates the section ship speed at which the fuel consumption is minimum within the range of the maximum ship speed and the minimum ship speed for each section so as to satisfy the target voyage time. The main engine load optimization calculation unit 44 also has a main engine load that minimizes fuel consumption within the range of the maximum load and the minimum load for each main unit so as to satisfy the total main unit load calculated by the total main unit load calculation unit 42. The allocation is calculated.
Then, the optimization calculation unit 32 performs calculations by the ship speed optimization calculation unit 40, the total main engine load calculation unit 42, and the main unit load optimization calculation unit 44 for each number pattern, and the main unit load optimization calculation unit 44 performs the calculation. The calculation result is output to the selection unit 34.

  FIG. 5 is a flowchart showing the flow of optimization calculation processing according to this embodiment.

  First, in step 100, the combination number determining unit 30 determines the number pattern.

  In step 102, an inboard power prediction value is calculated based on weather conditions and sea conditions obtained from the weather and sea forecast information.

  In the next step 104, ship speed optimization calculation and main engine load optimization calculation are performed for each number pattern determined in step 100. In this optimization calculation, the predicted ship power value calculated in step 102 is used.

  In the next step 106, the main machine load distribution and the fuel consumption calculated by the optimization calculation in step 104 are stored in the HDD 18 for each number pattern.

  In the next step 108, it is determined whether or not the optimization calculation has been completed for all the number patterns. If the determination is affirmative, the process proceeds to step 110. In the case of negative determination, the process returns to step 104, and the optimization calculation is repeated until completion for all the number patterns.

  In step 110, among all the unit number patterns, the unit number pattern with the smallest fuel consumption is read from the HDD 18, the main engine load distribution in the unit number pattern is determined as the optimal solution, and the optimization calculation process is terminated.

  FIG. 6 is a flowchart showing the processing contents in step 104.

  First, in step 200, the section ship speed is calculated by ship speed optimization calculation.

In step 202, fuel consumption consumption focusing calculation is performed. The main engine horsepower is calculated using the section ship speed calculated in step 200, and the fuel consumption corresponding to the section ship speed is calculated based on the horsepower / fuel consumption information stored in the HDD 18 in advance. The horsepower / fuel consumption information is information (for example, a function) indicating a correlation between main engine horsepower (main engine load) and fuel consumption (hereinafter also referred to as “fuel consumption”).
In the process of calculating the fuel consumption in step 202, the total main engine load is also calculated by using the predicted inboard power calculated in step 102.

In addition, since water becomes resistance during navigation, it is actually necessary to consider the resistance of water against the section ship speed calculated by the ship speed optimization calculation. For this reason, in step 202, highly accurate fuel consumption considering water resistance and the like is calculated. And the correction which considered the resistance of water is performed with respect to the section ship speed calculated by ship speed optimization calculation. This corrected ship speed (hereinafter referred to as “corrected ship speed”) is used as a control variable for ship speed optimization calculation.
In the ship speed optimization calculation, the section ship speed is calculated again based on the corrected ship speed, and the fuel consumption amount and the corrected ship speed are calculated in step 202. Then, Step 200 and Step 202 are repeated until the section ship speed obtained by the ship speed optimization calculation and the ship repair speed substantially coincide, that is, until convergence.

  In step 204, main machine load optimization calculation based on the total main machine load calculated in step 202 and the number pattern is performed.

  In step 206, calculation of the fuel consumption based on the load distribution for each main engine determined by the main engine load optimization calculation is performed using the horsepower / fuel consumption information.

  FIG. 7 is a schematic diagram showing a calculation model 50 for calculating the fuel consumption from the ship speed. That is, the calculation model 50 shown in FIG. 7 corresponds to step 202 described above.

First, the ship speed, which is a control variable, is input to the propulsive force calculation model 52.
The propulsive force calculation model 52 calculates the propulsion horsepower for realizing the input ship speed based on the ship specifications such as the ship shape and the propeller shape, and also serves as a reference propeller for realizing the input ship speed. The operating point such as the number of rotations and the blade angle of the propeller is calculated.

  The total required power calculation unit 54 adds the required power for realizing the calculated propulsion horsepower and the predicted power value in the ship, and calculates the total required power that is the total value of the power required by the ship.

  The operating point adjustment unit 56 adjusts (corrects) the operating point calculated by the propulsive force calculation model 52 based on the resistance of water acting on the propeller, etc. "Adjustment operating point").

  The fuel consumption calculation model 58 is based on the total required power input from the total required power calculation unit 54 and the adjustment power point input from the operating point adjustment unit 56. Load) and the fuel consumption of the ship is calculated based on the horsepower / fuel consumption information stored in advance. The fuel consumption amount is calculated by multiplying the time for driving the main engine by the fuel consumption.

  Further, the ship speed recalculation unit 60 calculates a ship speed based on the adjustment operating point and sets it as a corrected ship speed. The corrected ship speed calculated by the ship speed recalculation unit 60 is used as a control variable for the ship speed optimization calculation.

  As described above, the optimization calculation according to the present embodiment obtains the fuel consumption of the ship with high accuracy by considering the power consumption in the ship and the resistance of water acting on the ship, as shown in FIG. be able to.

  FIG. 8 is a schematic diagram showing a main machine load distribution method by main machine load optimization calculation.

  As shown in FIG. 8, in the main engine load optimization calculation, more load is distributed to the main engine having a relatively low combustion consumption than the main engine having a relatively high fuel consumption.

In the example of FIG. 8, main machine 1, main machine 2, and main machine 3 have different correlations between load (horsepower) and fuel consumption.
In the main engine 1, the fuel consumption is large even if the load is small, but if the load exceeds a certain level, the fuel consumption becomes almost constant regardless of the magnitude of the load. In the main engine 2, fuel consumption is small even when the load is large. In the main engine 3, the fuel consumption increases in proportion to the increase in load.
Note that the graph showing the correlation between the load (horsepower) and the fuel consumption as shown in FIG. 8 corresponds to the horsepower / fuel consumption information described above.

  Therefore, in the example of FIG. 8, the most load is allocated to the main unit 2, and then the large load is allocated in the order of the main unit 3 and the main unit 1. In addition, the position of the black dot in the graph showing the correlation shown in FIG. 8 is the load allocated to each main engine and the fuel consumption corresponding to the load.

  Thereby, the main machine load optimization calculation can calculate the optimum solution of the number of main machines to be operated and the load distributed to the main machines in a simple and more accurate manner.

As described above, the main engine load distribution calculating device 10 according to this embodiment divides the route from the departure point to the arrival point into a plurality of sections in a pseudo manner, and ships for each section in a ship including a plurality of main engines. Speed and load distribution to the main engine are calculated.
The main machine load distribution calculating apparatus 10 determines a combination of main machines to be operated by the combination determining unit 30. Then, the optimization calculation unit 32 calculates the ship speed for each section in which the fuel consumption amount from the departure point to the arrival point is minimized for each determined combination of the main engine, and the main engine load is calculated based on the ship speed. And the load distribution for each main engine that minimizes the fuel consumption is calculated. And the selection part 34 selects the load distribution for every main engine and the ship speed for every section from which the amount of fuel consumption becomes the minimum from the calculation result by the optimization calculating part 32. FIG.

  Thereby, the main engine load distribution calculating apparatus 10 according to the present embodiment can calculate the optimal solution for the ship speed distribution and the load to be distributed to the main engine without requiring a long calculation time.

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

  For example, in the above-described embodiment, the mode in which the power consumption in the ship is taken into account when calculating the fuel consumption in the ship has been described, but the present invention is not limited to this. In the case of a ship or the like whose power consumption is very small compared to the load required for propulsive force, the total main engine load may be uniquely determined from the ship speed without considering the power consumption in the ship.

  The flow of each process described in the above embodiment is also an example, and unnecessary steps are deleted, new steps are added, or the processing order is changed within a range not departing from the gist of the present invention. Also good.

DESCRIPTION OF SYMBOLS 10 Main machine load distribution calculation apparatus 30 Combination determination part 32 Optimization calculation part 34 Selection part 40 Ship speed optimization calculation part 42 Total main machine load calculation part 44 Main machine load optimization calculation part

Claims (5)

A main machine load distribution calculating device for calculating a ship speed from a departure point to an arrival point in a ship having a plurality of main machines, and load distribution to the main machine,
Determining means for determining a combination of the main machines to be operated;
For each combination of the main engines determined by the determining means, calculate the ship speed at which the fuel consumption from the departure point to the arrival point is minimized, and calculate the total amount of the main engine load based on the ship speed, Computing means for calculating a load distribution for each main engine that minimizes the fuel consumption;
A selection means for selecting a load distribution and a ship speed for each of the main engines from which the fuel consumption is minimized from the calculation result by the calculation means;
A main engine load distribution calculating device.   The main engine load distribution calculating device according to claim 1, wherein the calculation means calculates a total amount of the main engine load based on a ship speed and a predicted value of electric power used in the ship. The arithmetic means divides the route from the departure point to the arrival point in a plurality of sections in a pseudo manner,
The fuel consumption from the departure point to the arrival point is used as an objective function, the target voyage time from the departure point to the arrival point and the maximum and minimum boat speeds for each section are set as constraints. A ship speed optimization calculating means for calculating a ship speed as an optimal solution with a ship speed as a control variable and a ship speed for each section that minimizes the objective function;
Total main engine load calculation means for calculating the total amount of the main engine load based on the ship speed for each section calculated by the ship speed optimization calculation means;
The fuel consumption is an objective function, the total amount of the main engine load and the maximum load and the minimum load for each main machine are set as constraints, the load distribution for each main machine based on the total amount of the main machine load is a control variable, and the objective function Main machine load optimization calculating means for calculating the load distribution for each main machine that minimizes
The main machine load distribution calculation apparatus of Claim 1 or Claim 2 provided with.   The main unit according to any one of claims 1 to 3, wherein the arithmetic unit distributes more load to the main unit that consumes relatively less fuel than the main unit that consumes relatively higher fuel. Load distribution calculation device. A main engine load distribution calculation method for calculating a ship speed from a departure point to an arrival point in a ship having a plurality of main engines, and load distribution to the main engine,
A first step of determining a combination of the main machines to be operated;
For each combination of the main engines determined in the first step, the ship speed at which the fuel consumption from the departure point to the arrival point is minimized is calculated, and the total amount of the main engine load is calculated based on the ship speed. A second step of calculating a load distribution for each main engine that minimizes the fuel consumption;
A third step of selecting a load distribution and a ship speed for each main engine that minimizes the fuel consumption from the calculation result of the second step;
The main engine load distribution calculation method.

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