JP6251842B2 - Ship operation support system and ship operation support method - Google Patents

Description

  The present disclosure relates to a ship operation support system and a ship operation support method.

  Patent Document 1 discloses a voyage planning support system for a ship that navigates a route from port A to port B. Such a voyage planning support system includes a route selection means for selecting a route by setting a large number of passing points so as to avoid a risky area of grounding for the route, and a current position and time in the route selected by the route selection means. And a ship speed rudder angle setting means for sequentially setting the ship passage scheduled time, the nautical speed and the rudder angle for each passing point so as to match the estimated arrival time at port B.

  According to such a voyage planning support system, the route from port A to port B is selected so as to avoid the dangerous sea area, and a number of passing points are selected in advance along the route, and B is determined from the current position and time. The ship's scheduled passage time, voyage speed, and rudder angle are set automatically in order for each passing point in consideration of marine state information to match the arrival time at the port.

  Patent Document 2 discloses a ship navigation system that achieves both on-time navigation and energy-saving navigation. Such a ship navigation system includes an ETA calculator that calculates a scheduled arrival time of a ship based on a ship speed, and a ship speed calculation that calculates a control ship speed of a finite number of sections between a finite number of position points on a route. And an actuator that controls the physical state of the main engine based on the control ship speed, the control ship speed is defined on the earth coordinate system, and the control ship speed is set to the scheduled arrival time. It is calculated so as to agree within the allowable range, and the control boat speed is a constant value.

  According to such a ship operating system, it is preferable in terms of fuel consumption reduction that the control ship speed is the same value as the tidal current in a plurality of sections or a plurality of sections among all sections.

JP 2005-162117 A JP 2004-25914 A

  However, in the voyage planning support system disclosed in Patent Document 1, it is not clear how to reduce fuel consumption from arrival at Port A to Port B.

  Further, in the ship navigation system disclosed in Patent Document 2, the ship speed is not allocated to each section so that the fuel consumption amount from the first point to the second point is minimized.

  In view of the above circumstances, at least one embodiment of the present invention is a ship operation in which the ship speed is distributed for each section so that the fuel consumption from the first point to the second point is minimized. An object is to provide a support system and a ship operation support method.

(1) A ship operation support system according to at least one embodiment of the present invention includes:
A ship navigation support system that divides a route from a first point to a second point into a plurality of sections and calculates a ship speed for each section,
A constraint condition setting unit for setting the maximum ship speed for each section as a constraint condition;
The ship speed for each section is used as a control variable, the fuel consumption from the first point to the second point is used as an objective function, and the ship speed for each section that minimizes the objective function is obtained as a solution. An arithmetic unit for performing optimization calculation;
With
The calculation unit is configured to use a constant anti-water vessel speed condition where the anti-water vessel speed is constant in at least two of the zones excluding the vessel speed restriction zone where the maximum boat speed is limited as an initial condition for the optimization calculation. Configured to use.

  According to the configuration of (1) above, a constant anti-water vessel speed condition where the anti-water vessel speed is constant in at least two of the zones excluding the vessel speed restriction zone where the maximum vessel speed is restricted is optimized. Since it is used as the initial condition, the convergence of the optimization calculation solution is improved, and the ship speed that minimizes the fuel consumption from the first point to the second point can be obtained for each section. Accordingly, it is possible to provide a ship operation support system in which the ship speed is allocated to each section so that the fuel consumption amount from the first point to the second point is minimized.

(2) In some embodiments, in the configuration of (1) above,
The computing unit is
Performing the optimization calculation using a plurality of types of initial conditions including the constant water speed, and obtaining the solution for each of the initial conditions,
Of the solutions obtained for each of the initial conditions, the boat speed at which the fuel consumption is minimized is output as an optimal solution.

  According to the configuration of (2) above, the optimization calculation is performed using a plurality of types of initial conditions including a constant condition for the speed of the watercraft, and a solution is obtained for each initial condition. Among these, since the boat speed at which the fuel consumption is minimum is output as the optimal solution, the possibility of outputting the optimal solution with the minimum fuel consumption can be increased without falling into the local solution. This makes it possible to optimize the boat speed allocated to each section so that the fuel consumption from the first point to the second point is minimized.

(3) In some embodiments, in the configuration of (2) above,
The plurality of types of initial conditions include a maximum boat speed condition in which the water speed of each section is the maximum ship speed, a minimum ship speed condition in which the water speed of each section is the minimum speed of the section, and each section The actual ship speed condition that the ship speed of each section is based on the past operation results or the ship speed of the ground or the speed of the ground, or the ship speed of each section is based on the result of the previous optimization calculation. Or at least one of the optimization calculation result conditions which are ground speeds is included.

  According to the configuration of (3) above, the constant ship speed against water, the maximum ship speed condition where the ship speed for each section is the maximum ship speed, and the ship speed against each section is the minimum ship speed for the section. The minimum ship speed condition, the actual ship speed condition that the ship speed of each section is the water speed or the ship speed of each section based on the past operation record, or the ship speed of each section is the past optimization By using multiple types of initial conditions including the optimization calculation result condition that is the speed of the ship against the water or the speed of the ground based on the calculation result, the optimal solution that minimizes the fuel consumption without falling into a local solution is obtained. The possibility of output can be effectively increased. That is, even if an optimization calculation using any initial condition causes a local solution, it can be compensated by an optimization calculation using another initial condition, and the possibility of reaching the optimal solution is increased. This makes it possible to optimize the boat speed allocated to each section so that the fuel consumption from the first point to the second point is minimized.

(4) In some embodiments, in any one of the above configurations (1) to (3),
The calculation unit performs the optimization calculation for each of a plurality of candidate routes from the first point to the second point, and selects an optimum route that minimizes the objective function from the plurality of candidate routes. Configured as follows.

  According to the configuration of (4) above, the optimization calculation described in (1) above is performed for each of a plurality of candidate routes, and the optimum route with the minimum objective function is selected from the plurality of routes, When there is a degree of freedom in route selection, fuel consumption can be further reduced.

(5) In some embodiments, in any one of the above configurations (1) to (4),
The computing unit is
Based on the ship speed of each section, calculate the passing time of multiple points belonging to each section,
Estimating the meteorological conditions at the time of passage of each of the points;
Applying the ship speed and the meteorological sea condition to the propulsion model showing the correlation between the ship speed and the weather and sea conditions and the propulsion load, estimating the propulsion load at each of the points,
The fuel consumption amount as the whole of the plurality of sections is calculated based on at least the estimated value of the propulsion load.
When calculating the fuel consumption, in addition to the propulsion load, at least one of cabin power, air conditioning power, or auxiliary power may be considered.

  According to the configuration of (5) above, each section is subdivided into a plurality of points (waypoints), the weather sea conditions are estimated for each point, and the propulsive load at each point is estimated using this. Therefore, the fuel consumption in all the sections from the first point to the second point can be calculated with high accuracy. Thereby, ship speed distribution which makes fuel consumption the minimum can be performed appropriately.

(6) In some embodiments, in any one of the configurations (1) to (5) above,
An initial condition setting unit for setting the initial condition of the optimization calculation;
The initial condition setting unit calculates a constant speed of the watercraft in the at least two sections so that a difference between an estimated arrival time at the second point and an arrival target time is within an allowable range. It is configured to obtain a constant condition of watercraft speed.

  According to the configuration of (6) above, a constant water speed in at least two sections is calculated so that the difference between the arrival time at the second point and the arrival time is within an allowable range, Since the constant ship speed condition is obtained, it is possible to avoid a situation where the vehicle arrives at the second point at a time significantly deviating from the arrival time.

(7) In some embodiments, in the configuration of (6) above,
The initial condition setting unit includes:
Set the initial anti-ship speed for the sections excluding the speed limit section,
Obtain the estimated time of arrival at the second point when sailing at the initial speed against water,
The initial anti-water vessel speed is corrected so that the difference between the estimated arrival time and the arrival target time is within an allowable range, and the constant anti-water vessel speed condition is obtained.

  According to the configuration of (7) above, the initial water speed is set for the sections other than the ship speed limit section, the estimated arrival time at the second point when the ship sails at the initial water speed, and the arrival time is determined. Since the initial anti-ship speed is corrected so that the difference between the scheduled time and the target arrival time is within the allowable range, the constant anti-water speed is obtained, so the arrival at the second point is within the allowable range. It is possible to obtain the constant condition of the speed of the watercraft by correcting the initial speed of the watercraft so as to arrive at the scheduled time.

(8) In some embodiments, in any one of the configurations (1) to (7) above,
In the constant water vessel speed condition, the ship speed in the ship speed restricted section is the maximum ship speed in the ship speed restricted section.

  According to the configuration of (8) above, since the ship speed in the ship speed limit section is the maximum ship speed of the ship speed limit section, the water speed is reduced in the sections other than the ship speed limit section. Under a constant speed condition, the difference in ship speed between the ship speed limited section and the other sections can be reduced.

(9) In some embodiments, in any one of the configurations (1) to (7) above,
The constant ship speed against water is that the ship speed in the ship speed restriction section is an average value of the maximum ship speed and the minimum ship speed in the ship speed restriction section.

  According to the configuration of (9) above, the ship speed in the ship speed restriction section is an average value of the maximum ship speed and the minimum ship speed in the ship speed restriction section. The speed of the section can be set to an appropriate value.

(10) In some embodiments, in any one of the configurations (1) to (9),
The computing unit is
Performing the optimization calculation in advance before passing the first point, calculating the boat speed for each section between the first point and the second point,
After passing through the first point, the optimization calculation is performed again for a section between the intermediate point and the second point located between the first point and the second point. It is comprised so that the said ship speed may be recalculated about each area between 2nd points.

  According to the configuration of (10) above, the optimization calculation is performed in advance before the passage of the first point, the ship speed is calculated for each section between the first point and the second point, and the first After passing through the point, the optimization calculation is performed again for the section between the intermediate point located between the first point and the second point and the second point, and between the intermediate point and the second point Since the ship speed is recalculated for each section, the ship speed that minimizes the fuel consumption until it reaches the second point from the intermediate point even after passing through the first point can be obtained for each section.

(11) A ship operation support method according to at least one embodiment of the present invention includes:
A ship navigation support method for dividing a route from a first point to a second point into a plurality of sections and calculating a ship speed for each section,
A constraint condition setting step for setting the maximum boat speed for each section as a constraint condition;
The ship speed for each section is used as a control variable, the fuel consumption from the first point to the second point is used as an objective function, and the ship speed for each section that minimizes the objective function is obtained as a solution. A calculation process for performing optimization calculation;
With
The calculation step uses, as an initial condition for the optimization calculation, a constant condition for the speed of the watercraft in which the speed of the watercraft is constant in at least two of the sections excluding the speed limit section where the maximum speed is limited. Use.

  According to the method of (11) above, the constant calculation of the anti-water vessel speed condition where the anti-water vessel speed is constant in at least two of the zones excluding the vessel speed restriction zone where the maximum boat speed is restricted is performed. Since it is used as the initial condition, the convergence of the optimization calculation solution is improved, and the ship speed that minimizes the fuel consumption from the first point to the second point can be obtained for each section. Accordingly, it is possible to provide a ship operation support method in which the ship speed is allocated to each section so that the fuel consumption amount until the arrival at the route from the first point to the second point is minimized.

(12) In some embodiments, in the method of (11) above,
The calculation step includes
Performing the optimization calculation using a plurality of types of initial conditions including the constant water speed, and obtaining the solution for each of the initial conditions,
Of the solutions obtained for each initial condition, the boat speed at which the fuel consumption is minimized is output as an optimal solution.

  According to the method of (12) above, the optimization calculation is performed using a plurality of types of initial conditions including a constant speed for the watercraft, a solution is obtained for each initial condition, and a solution obtained for each initial condition is obtained. Among these, since the boat speed at which the fuel consumption is minimum is output as the optimal solution, the possibility that the optimal solution with the minimum fuel consumption can be output without falling into the local solution is increased. As a result, the boat speed allocated to each section can be optimized so that the fuel consumption until reaching the route from the first point to the second point is minimized.

(13) In some embodiments, in the method of (12) above,
The plurality of types of initial conditions include a maximum boat speed condition in which the water speed of each section is the maximum ship speed, a minimum ship speed condition in which the water speed of each section is the minimum speed of the section, and each section The actual ship speed condition that the ship speed of each section is based on the past operation results or the ship speed of the ground or the speed of the ground, or the ship speed of each section is based on the result of the previous optimization calculation. Or at least one of the optimization calculation result conditions which are ground speeds is included.

  According to the method of (13) above, the constant ship speed against water, the maximum ship speed condition where the ship speed in each section is the maximum ship speed, and the ship speed in each section is the minimum ship speed in that section. The minimum ship speed condition, the actual ship speed condition that the ship speed of each section is the water speed or the ship speed of each section based on the past operation record, or the ship speed of each section is the past optimization By using multiple types of initial conditions including the optimization calculation result condition that is the speed of the ship against the water or the speed of the ground based on the calculation result, the optimal solution that minimizes the fuel consumption without falling into a local solution is obtained. The possibility of output can be effectively increased. This makes it possible to optimize the boat speed allocated to each section so that the fuel consumption from the first point to the second point is minimized.

(14) In some embodiments, in any one of the methods (11) to (13),
Further comprising an initial condition setting step for setting the initial condition of the optimization calculation;
The initial condition setting step calculates a constant speed of the watercraft in the at least two sections so that a difference between an arrival time at the second point and an arrival target time is within an allowable range. Find the condition of constant watercraft speed.

  According to the method of (14) above, a constant watercraft speed in at least two sections is calculated so that the difference between the estimated arrival time at the second point and the arrival target time is within the allowable range, Since the constant ship speed condition is obtained, it is possible to avoid a situation where the vehicle arrives at the second point at a time significantly deviating from the arrival time.

(15) In some embodiments, in the method of (14) above,
The initial condition setting step includes:
Set the initial anti-ship speed for the sections excluding the speed limit section,
Obtain the estimated time of arrival at the second point when sailing at the initial speed against water,
The initial watercraft speed is corrected so that the difference between the estimated arrival time and the arrival target time is within an allowable range, and the constant watercraft speed condition is obtained.

  According to the method of (15), the initial water speed is set for the sections other than the speed limit section, the estimated arrival time at the second point when the ship sails at the initial water speed, and the arrival time is determined. Since the initial anti-ship speed is corrected so that the difference between the scheduled time and the target arrival time is within the allowable range, the constant anti-water speed is obtained, so the arrival at the second point is within the allowable range. It is possible to obtain the constant condition of the speed of the watercraft by correcting the initial speed of the watercraft so as to arrive at the scheduled time.

(16) In some embodiments, in any one of the methods (11) to (15),
The calculation step includes
Performing the optimization calculation in advance before passing the first point, calculating the boat speed for each section between the first point and the second point,
After passing through the first point, the optimization calculation is performed again for a section between the intermediate point and the second point located between the first point and the second point. The ship speed is recalculated for each section between the second point.

  According to the method of (16) above, the optimization calculation is performed in advance before the passage of the first point, and the boat speed is calculated for each section between the first point and the second point. After passing through the point, the optimization calculation is performed again for the section between the intermediate point located between the first point and the second point and the second point, and between the intermediate point and the second point Since the ship speed is recalculated for each section, the ship speed that minimizes the fuel consumption until it reaches the second point from the intermediate point even after passing through the first point can be obtained for each section.

  According to at least one embodiment of the present invention, a ship operation support system in which ship speed is allocated to each section so that fuel consumption is minimized until arrival on the route from the first point to the second point. And a ship operation support method.

It is a block diagram which shows the outline | summary of the ship operation assistance system which concerns on one Embodiment of this invention. It is a figure which shows the ship speed allocated for every area so that the fuel consumption until it arrives at the 2nd point from the 1st point may become the minimum. It is a figure which shows the relationship between the area when navigating with the ship speed allocated for every area, and a ship speed. It is a flowchart for demonstrating the optimization calculation which concerns on one Embodiment. It is a flowchart for demonstrating the initial condition setting which concerns on one Embodiment. It is a conceptual diagram which shows the area which performs optimization calculation before 1st point passage, and the area which performs optimization calculation after 1st point passage. It is a flowchart which shows the outline | summary of the ship operation assistance method which concerns on one Embodiment. It is a flowchart which shows the outline | summary of the ship operation assistance method which concerns on one Embodiment. It is a figure showing a plurality of candidate courses concerning one embodiment. It is a flowchart which shows the selection method of the optimal route which concerns on one Embodiment.

Hereinafter, some embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc. of the components described in the embodiments or shown in the drawings are not intended to limit the scope of the present invention, but are merely illustrative examples. Absent.
For example, expressions expressing relative or absolute arrangements such as “in a certain direction”, “along a certain direction”, “parallel”, “orthogonal”, “center”, “concentric” or “coaxial” are strictly In addition to such an arrangement, it is also possible to represent a state of relative displacement with an angle or a distance such that tolerance or the same function can be obtained.
In addition, for example, expressions representing shapes such as quadrangular shapes and cylindrical shapes not only represent shapes such as quadrangular shapes and cylindrical shapes in a strict geometric sense, but also within the range where the same effect can be obtained. A shape including a chamfered portion or the like is also expressed.
On the other hand, the expressions “comprising”, “comprising”, “comprising”, “including”, or “having” one constituent element are not exclusive expressions for excluding the existence of the other constituent elements.

  FIG. 1 is a block diagram showing an outline of a ship operation support system according to an embodiment of the present invention. FIG. 2 is a diagram showing the ship speed allocated to each section so that the fuel consumption amount from the first point P1 to the second point P2 is minimized. FIG. 3 is a diagram illustrating a relationship between a section and a ship speed when sailing at a ship speed allocated to each section.

  As illustrated in FIG. 1, the ship operation support system supports ship operation based on a voyage plan, weather / sea state forecast information, and initial conditions (for example, ship speed distribution).

  The ship operation support system 1 according to at least one embodiment of the present invention divides the route from the first point P1 to the second point P2 into a plurality of sections, and calculates the ship speed (see FIG. 2) for each section. To do.

  As shown in FIG. 1, the ship operation support system 1 includes a constraint condition setting unit 4 and a calculation unit 5.

  The constraint condition setting unit 4 is for setting the maximum ship speed for each section as a constraint condition. In the constraint condition setting unit 4, the maximum boat speed for each section is set as a constraint condition via an operation input unit or the like (not shown).

  In the form illustrated in FIG. 1, the navigation plan, weather / sea state forecast information, and initial conditions (for example, ship speed distribution) are input to the constraint condition setting unit 4 from an operation input unit (not shown).

  The voyage plan includes at least one information of departure time, arrival time, ship speed limit section, draft, trim, or depth, and meteorological / sea state forecast information includes wind direction, wind speed, tidal current (velocity and direction), wave height or wave Contains at least one piece of information. The weather / sea state forecast information is from the departure time of each point on the route to the next point arrival time, and may be obtained over the entire route.

  The calculation unit 5 uses the ship speed for each section as a control variable, sets the fuel consumption from the first point P1 to the second point P2 as an objective function, and calculates the ship speed for each section that minimizes the objective function. Is to perform the optimization calculation obtained as

  The calculation unit 5 uses the constant condition of the speed of the watercraft as the initial condition for the optimization calculation in which the speed of the watercraft is constant in at least two of the sections excluding the speed limit section where the maximum speed is restricted. Configured.

  In the form illustrated in FIG. 1, calculation conditions are determined based on the navigation plan, weather / sea state forecast information, and initial conditions, a fuel consumption calculation model is created, and fuel consumption is calculated.

The calculation conditions are, for example, the passing time of each point (way point WP shown in FIG. 3), the longitude and latitude when each point passes, and the weather / sea state information (meteorological sea state condition) when each point passes.
In addition, the weather / sea state information at the time of passing each point varies depending on the ship speed distribution. For this reason, the calculation unit 5 calculates the passing time of a plurality of points (way points WP shown in FIG. 3) belonging to each section based on the boat speed of each section, and each of the points (way points WP) is calculated. You may estimate the meteorological conditions at the passing time of the position (longitude and latitude) and the point (waypoint WP).

In some embodiments, when calculating the fuel consumption using the fuel consumption calculation model, the calculation unit 5 performs each of the propulsion models that indicate the correlation between the ship speed and the weather condition and the propulsion load. The propulsive load at each point (way point WP) is estimated by applying the ship speed at the point (way point WP) and the weather and sea conditions.
The fuel consumption calculation model may be configured to estimate the fuel consumption in consideration of at least one of cabin power, air conditioning power, or auxiliary power in addition to the propulsion load. The propulsion load required based on the propulsion model varies depending on the ship speed, weather and sea conditions. On the other hand, the cabin power and the air conditioning power are fixed, and the auxiliary power is switched on and off depending on the main engine load condition.

The calculation unit 5 calculates the fuel consumption amount in all the sections for the ship speed (ship speed initial value) defined in the initial conditions by the above-described method, and changes the ship speed distribution to calculate the fuel consumption amount. By repeating the above, a ship that satisfies the constraints (for example, the target arrival time (target voyage time) at the second point, the maximum ship speed limit and the minimum ship speed limit for each section, etc.) and the fuel consumption is minimized. Calculate the speed distribution.
As the optimization calculation algorithm, a known algorithm such as an interior point method or a sequential quadratic programming method is employed.

  For example, in the example shown in FIG. 2, in the first section to the third section, the fifth section and the sixth section, and the eighth section to the tenth section excluding the fourth section and the seventh section where the maximum boat speed is limited. The constant ship speed condition, where the ship speed is constant, is used as the initial condition for the optimization calculation.

In this way, the convergence of the optimization calculation solution is improved, and the boat speed at which the fuel consumption from the first point P1 to the second point P2 is minimized can be obtained for each section.
FIG. 3 shows an example of a condition for a constant ship speed, and the first section, the third section, the fifth section, and the sixth section excluding the fourth section and the seventh section where the maximum ship speed is limited. It is constant in the section and in the eighth section to the tenth section. Even when sailing at a constant water speed, the ship speed is affected by the tidal current in each section, so the ground speed is not constant in most cases.

  According to the above configuration, the constant condition of the speed of the watercraft in which the speed of the watercraft is constant in at least two of the sections other than the speed limit section where the maximum speed is restricted is set as the initial condition for the optimization calculation. Therefore, the convergence of the optimization calculation solution is improved, and the ship speed that minimizes the fuel consumption amount from the first point P1 to the second point P2 can be obtained for each section. Accordingly, it is possible to provide the ship operation support system 1 in which the boat speed is distributed for each section so that the fuel consumption amount from the first point P1 to the second point P2 is minimized.

FIG. 4 is a flowchart for explaining optimization calculation according to an embodiment.
As shown in FIG. 4, in some embodiments, the calculation unit 5 performs optimization calculation using a plurality of types of initial conditions including a constant ship speed versus water condition to obtain a solution for each initial condition. Of the solutions obtained for each initial condition, the boat speed at which the fuel consumption is minimum is output as the optimum solution.

  According to the above configuration, optimization calculation is performed using a plurality of types of initial conditions including a constant speed for watercraft, and a solution is obtained for each initial condition, and among the solutions obtained for each initial condition, Since the ship speed at which the fuel consumption is minimized is output as an optimal solution, the optimal solution with the minimum fuel consumption can be output without falling into a local solution. This makes it possible to optimize the boat speed allocated to each section so that the fuel consumption amount from the first point P1 to the second point P2 is minimized.

  As shown in FIG. 4, in some embodiments, the plurality of types of initial conditions include at least one of a maximum ship speed condition, a minimum ship speed condition, an actual ship speed condition, or an optimization calculation result condition.

  The maximum ship speed condition is that the speed of water in each section is the maximum ship speed, and the minimum ship speed condition is that the speed of water in each section is the minimum speed of the section. This is a condition. In addition, the actual ship speed condition is that the ship speed of each section is a water speed or a ground speed of each section based on the past operation results. The optimization calculation result condition is that the ship speed in each section is a water speed or a ground speed based on the results of past optimization calculations.

  In the example shown in FIG. 2, when the initial condition is the maximum boat speed condition, the initial value is 25 knots in the first section and the second section, and from the third section, the fifth section, the sixth section, and the eighth section. The initial value in the 10th section is 24.5 knots. The initial value is 12.5 knots in the fourth interval, and the initial value is 10 knots in the seventh interval.

  In the example shown in FIG. 2, when the initial condition is the minimum boat speed condition, the initial value is 20 knots from the first section to the third section, the fifth section, the sixth section, and the eighth section, and the fourth section The initial value is 7.5 knots, the initial value is 5 knots in the seventh zone, and the initial value is 15 knots in the ninth and 10th zones.

  Although not illustrated in the figure, when the initial condition is the actual ship speed condition, the actual ship speed is an initial value. The actual ship speed condition is effective when there is little change in weather and sea conditions and there is no significant change in ship speed distribution in each voyage.

In addition, when the initial condition is the optimization calculation result condition, the calculation condition (for example, navigation time, ship speed limit section, draft, trim, or water depth) among the results of the optimization calculation performed by the calculation unit 5 in the past. Operational conditions including at least one, wind direction, wind speed, tidal velocity, tidal current direction, weather / sea conditions including at least one of wave height or direction), etc. Accordingly, the initial value of the boat speed of each section may be determined. Or you may determine the initial value of the boat speed of each area according to the optimization calculation result which the calculating part 5 performed in the past about the route which shares the whole or a part with this voyage.
The optimization calculation result condition is an effective initial value when the change in the calculation condition is small compared to the time when the optimization calculation is executed in the past.

  According to the above configuration, the water speed constant condition, the maximum water speed condition where the water speed of each section is the maximum speed, the minimum speed where the water speed of each section is the minimum speed of the section Of the solutions obtained from the ship speed condition or at least one of the actual ship speed conditions in which the ship speed of each section is the water speed of each section or the speed of the ground based on the past operation results, the fuel consumption is Since the minimum ship speed is output as an optimal solution, the optimal solution with the minimum fuel consumption can be output without falling into a local solution. This makes it possible to optimize the boat speed allocated to each section so that the fuel consumption amount from the first point P1 to the second point P2 is minimized.

As shown in FIG. 1, some embodiments further include an initial condition setting unit 6.
The initial condition setting unit 6 is for setting initial conditions for optimization calculation.

FIG. 5 is a flowchart for explaining initial condition setting according to an embodiment.
As shown in FIG. 5, the initial condition setting unit 6 sets a constant anti-watercraft speed in at least two sections so that the difference between the estimated arrival time at the second point P2 and the arrival target time is within an allowable range. It is configured to calculate and obtain a condition for a constant ship speed.

  According to the above configuration, the constant anti-watercraft speed in at least two sections is calculated so that the difference between the scheduled arrival time and the target arrival time at the second point P2 is within the allowable range, Since a certain condition is obtained, it is possible to arrive at the second point P2 from the target arrival time at the second point P2 to the scheduled arrival time within the allowable range.

  As shown in FIG. 5, in some embodiments, the initial condition setting unit 6 sets an initial water speed for a section other than the speed limit section, and sets the initial speed when the ship sails at the initial water speed. The estimated arrival time at the two points P2 is obtained, the initial anti-ship speed is corrected so that the difference between the estimated arrival time and the arrival target time is within an allowable range, and the constant anti-water ship speed condition is obtained. Composed.

  According to the above configuration, the initial water speed is set for the sections other than the speed limit section, and the estimated arrival time at the second point P2 when the ship sails at the initial water speed is obtained. The initial watercraft speed is corrected so that the difference between the target arrival time and the target arrival time is within the allowable range, and the constant watercraft speed is determined, so the arrival schedule within the allowable range from the arrival time at the second point P2 It is possible to obtain the constant condition of the speed of the watercraft by correcting the initial speed of the watercraft so as to arrive at the time.

  In some embodiments, the constant ship speed against water is that the ship speed in the ship speed limit section is the maximum ship speed in the ship speed limit section.

  In the condition of the constant watercraft speed illustrated in FIG. 2, the ship speed in the fourth section where the maximum ship speed is limited is 12.5 knots, and the ship speed in the seventh section is 10 knots.

  According to said structure, since the ship speed in a ship speed restriction | limiting area is the maximum ship speed of this ship speed restriction | limiting area, the ship speed to water can be made slow about the area except a ship speed restriction | limiting area.

  In some embodiments, the constant ship speed against water condition is that the ship speed in the ship speed limit section is an average value of the maximum ship speed and the minimum ship speed in the ship speed limit section.

  Under the condition of constant ship speed against water illustrated in FIG. 2, the ship speed in the fourth section where the maximum ship speed is limited is 10 knots, and the ship speed in the seventh section is 7.5 knots.

  According to the above configuration, since the ship speed in the ship speed limit section is an average value of the maximum ship speed and the minimum ship speed in the ship speed limit section, it is not too early and not too late in the ship speed limit section. Can sail.

  FIG. 6 is a conceptual diagram illustrating a section in which optimization calculation is performed before passing through the first point P1 and a section in which optimization calculation is performed after passing through the first point P1.

  As shown in FIG. 6, in some embodiments, the calculation unit 5 performs optimization calculation in advance before passing through the first point P1, and each section between the first point P1 and the second point P2. (See FIG. 6A), and after passing through the first point P1, the intermediate point P3 and the second point P2 located between the first point P1 and the second point P2 The optimization calculation is performed again for the section between, and the boat speed is calculated again for each section between the intermediate point P3 and the second point P2 (see FIG. 6B).

  According to the above configuration, optimization calculation is performed in advance before the passage of the first point P1, the ship speed is calculated for each section between the first point P1 and the second point P2, and the first point P1. After passing, the optimization calculation is performed again for the section between the intermediate point P3 and the second point P2 located between the first point P1 and the second point P2, and the intermediate point P3 and the second point P2 Since the ship speed is recalculated for each section between, the ship speed that minimizes the fuel consumption until it reaches the second point P2 from the intermediate point P3 even after passing the first point P1 is obtained for each section. Can do.

FIG.7 and FIG.8 is a flowchart which shows the outline | summary of the ship operation assistance method which concerns on one Embodiment.
A ship operation support method according to at least one embodiment of the present invention divides a route from a first point P1 to a second point P2 into a plurality of sections and calculates a ship speed for each section. It is.

As shown in FIGS. 7 and 8, the ship operation support methods according to some embodiments include a constraint condition setting step (step S2) and a calculation step (step S3).
In the constraint condition setting step (step S2), the maximum ship speed for each section is set as a constraint condition.
The calculation step (step S3) uses the ship speed for each section as a control variable, the fuel consumption amount from the first point P1 to the second point P2 as an objective function, and the ship for each section that minimizes the objective function. It is an optimization calculation that obtains the speed as a solution.
In the calculation step (step S3), the initial condition for the optimization calculation is the constant condition for anti-water ship speed in which the anti-water ship speed is constant in at least two of the sections excluding the ship speed limit section where the maximum ship speed is limited. Used as

  According to the above method, the constant condition of the speed of the watercraft in which the speed of the watercraft is constant in at least two of the sections other than the speed limit section where the maximum speed is restricted is set as the initial condition for the optimization calculation. Therefore, the convergence of the solution is improved, and the boat speed that minimizes the fuel consumption amount from the first point P1 to the second point P2 can be obtained for each section. Thereby, it is possible to provide a ship operation support method in which the ship speed is allocated to each section so that the fuel consumption amount until the arrival at the route from the first point P1 to the second point P2 is minimized. .

  As shown in FIG. 4, in some embodiments, the calculation step (step S <b> 3) performs an optimization calculation using a plurality of types of initial conditions including a constant ship speed condition, and for each initial condition. A solution is obtained, and among the solutions obtained for each initial condition, the ship speed at which the fuel consumption is minimized is output as the optimum solution.

  According to the above method, optimization calculation is performed using a plurality of types of initial conditions including a constant speed for watercraft, and a solution is obtained for each initial condition. Among the solutions obtained for each initial condition, Since the ship speed at which the fuel consumption is minimized is output as an optimal solution, the optimal solution with the minimum fuel consumption can be output without falling into a local solution. As a result, the boat speed allocated to each section can be optimized so that the fuel consumption amount until reaching the route from the first point P1 to the second point P2 is minimized.

  As shown in FIG. 4, in some embodiments, the plurality of types of initial conditions are the maximum ship speed condition in which the speed of water in each section is the maximum ship speed, and the speed of water in each section is in the section. It includes at least one of a minimum ship speed condition that is the minimum ship speed, or an actual ship speed condition in which the ship speed of each section is a water speed or a ground speed of each section based on the past operation results.

  According to the above method, the water speed constant condition, the maximum ship speed condition where the water speed of each section is the maximum ship speed, the minimum speed where the water speed of each section is the minimum ship speed of the section Of the solutions obtained from the ship speed condition or at least one of the actual ship speed conditions in which the ship speed of each section is the water speed of each section or the speed of the ground based on the past operation results, the fuel consumption is Since the minimum ship speed is output as an optimal solution, the optimal solution with the minimum fuel consumption can be output without falling into a local solution. As a result, the boat speed allocated to each section can be optimized so that the fuel consumption amount until reaching the route from the first point P1 to the second point P2 is minimized.

  In the embodiment illustrated in FIG. 4, in the calculation step (step S3), first, conditions are set from the maximum ship speed condition, the minimum ship speed condition, the measured ship speed condition, and the anti-water ship speed condition (step S31). ). When the condition is set, an initial value is calculated for each section, and an initial value is set for each section (steps S41, S51, S61, S71). Next, optimization calculation is executed for each condition (steps S42, S52, S62, S72), and a solution that minimizes the fuel consumption is calculated for each condition (steps S43, S53, S63, S73). Next, a condition that minimizes the fuel consumption is extracted (step S34), and a solution (ship speed for each section) obtained under the extracted calculation condition is set as an optimum solution (step S35).

As shown in FIG. 8, some embodiments further include an initial condition setting step (step S1).
The initial condition setting step (step S1) is for setting initial conditions for optimization calculation.
As shown in FIG. 5, in the initial condition setting step (step S1), the constant water resistance in at least two sections is set so that the difference between the scheduled arrival time and the target arrival time at the second point P2 is within the allowable range. Calculate the ship speed and obtain the constant condition of the ship speed against water.

  According to the above method, the constant watercraft speed in at least two sections is calculated so that the difference between the scheduled arrival time and the target arrival time at the second point P2 is within the allowable range, Since a certain condition is obtained, it is possible to arrive at the second point P2 from the target arrival time at the second point P2 to the scheduled arrival time within the allowable range.

  As shown in FIG. 5, in some embodiments, in the initial condition setting step (step S1), the initial water speed is set for the sections other than the speed limit section, and the voyage is performed at the initial water speed. In this case, the estimated arrival time at the second point P2 is obtained, and the initial anti-water vessel speed is corrected so that the difference between the estimated arrival time and the arrival target time is within the allowable range. Ask.

  According to the above method, the initial water speed is set for the sections other than the speed limit section, the estimated arrival time at the second point P2 when the ship sails at the initial water speed, the estimated arrival time The initial watercraft speed is corrected so that the difference between the target arrival time and the target arrival time is within the allowable range, and the constant watercraft speed is determined, so the arrival schedule within the allowable range from the arrival time at the second point P2 It is possible to obtain the constant condition of the speed of the watercraft by correcting the initial speed of the watercraft so as to arrive at the time.

  In the form illustrated in FIG. 5, in the initial condition setting step (step S <b> 1), first, an initial water speed is set for a section excluding the ship speed restriction section (step S <b> 11). Next, the arrival time at the second point P2 when the ship sails at the set initial water speed is obtained (step S12). If the difference between the calculated estimated arrival time and the target arrival time is within the allowable range (step S13: YES), the set initial watercraft speed is set as the watercraft speed (step S14). On the other hand, when the difference between the calculated estimated arrival time and the target arrival time is not within the allowable range (step S13: NO), the initial anti-watercraft speed is corrected so as to be within the allowable range (step S15). Then, when the difference between the estimated arrival time at the second point P2 and the target arrival time is within an allowable range when sailing at the corrected initial anti-watercraft speed, the corrected initial anti-watercraft speed is set to the anti-watercraft Speed (step S14).

  In some embodiments, the constant ship speed against water is that the ship speed in the ship speed limit section is the maximum ship speed in the ship speed limit section.

  According to the above method, since the boat speed in the boat speed limiting section is the maximum boat speed in the boat speed limiting section, it is possible to reduce the speed against water in the sections other than the boat speed limiting section.

  In some embodiments, the constant ship speed against water condition is that the ship speed in the ship speed limit section is an average value of the maximum ship speed and the minimum ship speed in the ship speed limit section.

  According to the above method, since the ship speed in the speed limit section is an average value of the maximum speed and the minimum speed in the speed limit section, it is not too early and not too late in the speed limit section. Can sail.

  As shown in FIG. 6, in some embodiments, the calculation step (step S3) performs an optimization calculation in advance before passing the first point P1, and between the first point P1 and the second point P2. The boat speed is calculated for each of the sections, and after passing through the first point P1, the section between the intermediate point P3 and the second point P2 located between the first point P1 and the second point P2 is optimal. Calculation is performed again, and the boat speed is recalculated for each section between the intermediate point P3 and the second point P2.

  According to the above method, the optimization calculation is performed in advance before the passage of the first point P1, the ship speed is calculated for each section between the first point P1 and the second point P2, and the first point P1. After passing, the optimization calculation is performed again for the section between the intermediate point P3 and the second point P2 located between the first point P1 and the second point P2, and the intermediate point P3 and the second point P2 Since the ship speed is recalculated for each section between, the ship speed that minimizes the fuel consumption until it reaches the second point P2 from the intermediate point P3 even after passing the first point P1 is obtained for each section. Can do.

  The present invention is not limited to the above-described embodiments, and includes forms obtained by modifying the above-described embodiments and forms obtained by appropriately combining these forms.

  For example, in the above-described embodiment, the ship speed distribution to each section of a predetermined route is optimized, but when the degree of freedom of route selection is relatively high, the calculation unit 5 includes a plurality of candidates. An optimum route that minimizes fuel consumption may be selected from the route.

  The plurality of candidate routes A to C may be set in consideration of the predicted traffic jam of the ship, seasonal factors, or sudden factors (typhoons, accidents, etc.). The setting of the candidate route may be performed by the calculation unit 5, or the candidate route set in the external device may be input to the calculation unit 5 via an arbitrary interface.

  FIG. 9 is a diagram illustrating an example of a plurality of candidate routes. As shown in FIG. 9, the plurality of candidate routes A to C are each divided into a plurality of sections 10, and a plurality of waypoints WP are set in each section 10. In one embodiment, the waypoints WP are equally allocated within each section 10 such that the distance between the waypoints WP is constant. In another embodiment, the waypoint WP is set to a point where meteorological sea state data can be acquired in each section 10. The setting of the waypoint WP may be performed by the calculation unit 5, or the waypoint WP set in the external device may be input to the calculation unit 5 via an arbitrary interface.

The calculation unit 5 performs optimization calculation of ship speed distribution for each candidate route A to C, and selects an optimum route that minimizes the objective function (fuel consumption) from the candidate routes A to C. Composed.
That is, for each of the candidate routes A to C, the calculation unit 5 calculates the fuel consumption in all the sections 10 for the ship speed (ship speed initial value) of each section 10 defined by the initial conditions, and distributes the ship speed. By changing and repeatedly calculating the fuel consumption, the constraint conditions (for example, target arrival time (target voyage time) to the second point, maximum ship speed limit and minimum ship speed limit of each section, etc.) are satisfied and The ship speed distribution that minimizes the fuel consumption is calculated for each of the candidate routes A to C. The minimum value of the fuel consumption obtained for each of the candidate routes A to C by such optimization calculation is compared, and the one with the smallest fuel consumption is selected as the optimum route.

In addition, although the calculation calculation of the ship speed distribution performed about each candidate course A-C in the calculating part 5 is as above-mentioned, it demonstrates easily, referring FIG.
The calculation unit 5 calculates the passage time of each waypoint WP, the longitude and latitude of each waypoint, and the weather / sea state information at the time of passage of each waypoint. Specifically, the calculation unit 5 calculates the passage time of a plurality of points (way points WP shown in FIG. 9) belonging to each section based on the ship speed of each section, and each point (way point WP) ) Position (longitude and latitude) and meteorological sea conditions at the passing time of the point (waypoint WP).
The computing unit 5 applies the ship speed and the weather sea condition at each waypoint WP to the propulsion model showing the correlation between the ship speed and the weather sea condition and the propulsion load, and calculates the propulsion load at each waypoint WP. Based on at least the estimated value of the propulsion load of each waypoint WP, the fuel consumption of each candidate route is calculated (see FIG. 1). When the fuel consumption calculation model (see FIG. 1) for calculating the fuel consumption includes other factors such as cabin power, air conditioning power, auxiliary power, etc. in addition to the propulsion load, the calculation unit 5 Considering these other factors, the fuel consumption of each candidate route is calculated.
In addition, when performing the optimization calculation for each candidate route A to C, as described above, a plurality of initial conditions including a constant condition for the speed of the watercraft (for example, the maximum ship (A combination with other initial conditions including at least one of speed condition, minimum ship speed condition, actual ship speed condition or optimization calculation result condition) may be used.

FIG. 10 is a diagram showing a processing flow for selecting an optimum route from a plurality of candidate routes.
As shown in FIG. 10, first, a plurality of candidate routes A to C are set in step S100. At this time, the candidate route may be set in consideration of the predicted result of traffic jam of the ship, seasonal factors, or sudden factors (typhoon, accident, etc.).

Subsequently, optimization calculation of ship speed distribution is performed for each candidate route A to C, and constraints (for example, target arrival time (target voyage time) to the second point, maximum ship speed limit for each section, and minimum ship) The ship speed distribution that satisfies the speed limit and the like and that minimizes the fuel consumption is calculated for each of the candidate routes A to C.
Specifically, the passage time of a plurality of points (way points WP shown in FIG. 9) belonging to each section is calculated based on the boat speed of each section, and the position (longitude) of each point (way point WP) is calculated. And latitude) and the meteorological conditions at the passing time of the point (way point WP). Then, the propulsion load at each waypoint WP is estimated by applying the ship speed at each waypoint WP to the propulsion model showing the correlation between the ship speed and meteorological sea condition and the propulsion load. Based on the estimation result of the propulsion load obtained in this way, the fuel consumption is calculated using the fuel consumption calculation model. When the fuel consumption calculation model includes not only the propulsion load but also other factors such as cabin power, air conditioning power, and auxiliary power, the fuel consumption is calculated in consideration of these other factors. Thus, after calculating the fuel consumption in all sections for the ship speed (ship speed initial value) of each section specified by the initial conditions, the fuel consumption is calculated repeatedly by changing the ship speed distribution. Calculate the ship speed distribution (optimum value) that minimizes the quantity. If there are multiple types of initial conditions, optimization calculation is performed for each initial condition, and the ship speed distribution (optimum value) that minimizes fuel consumption is calculated for each initial condition. The optimum value is compared and the one with the smallest fuel consumption is selected. Thus, for each candidate route A to C, the constraint conditions (for example, the target arrival time (target voyage time) to the second point, the maximum ship speed limit and the minimum ship speed limit of each section, etc.) are satisfied and the fuel consumption is The minimum ship speed distribution is calculated.

  Next, the optimum calculation results performed for each candidate route A to C are compared, and the route with the smallest fuel consumption is selected as the optimum route (step S130). In this way, a route that minimizes fuel consumption (optimum route) and a result of optimization calculation of ship speed distribution for the optimum route are obtained from the plurality of candidate routes.

In some embodiments, during navigation on the optimum route selected by the method described with reference to FIG. 10, as shown in FIG. 6B, between the first point P1 and the second point P2. It is configured to perform optimization calculation again for the section between the intermediate point P3 and the second point P2, and to recalculate the boat speed for each section between the intermediate point P3 and the second point P2. .
For example, immediately before the departure from the port, the optimization calculation described in steps S121 to S123 of FIG. 10 is performed for each of the plurality of candidate routes A to C using the latest weather and sea state prediction data at that time, and the subsequent step S130 is performed. The optimum route is selected, and the port departs from the first point P1 according to the optimum route and the ship speed distribution result corresponding to the optimum route. At the intermediate point P3 on the optimum route, the intermediate point P3 and the second point P2 of the optimum route are The optimization calculation may be performed again for the remaining interval.

DESCRIPTION OF SYMBOLS 1 Ship operation support system 4 Restriction condition setting part 5 Calculation part 6 Initial condition setting part P1 1st point P2 2nd point P3 Intermediate point

Claims (16)

A ship navigation support system that divides a route from a first point to a second point into a plurality of sections and calculates a ship speed for each section,
A constraint condition setting unit for setting the maximum ship speed for each section as a constraint condition;
The ship speed for each section is used as a control variable, the fuel consumption from the first point to the second point is used as an objective function, and the ship speed for each section that minimizes the objective function is obtained as a solution. An arithmetic unit for performing optimization calculation;
With
The calculation unit is configured to use a constant anti-water vessel speed condition where the anti-water vessel speed is constant in at least two of the zones excluding the vessel speed restriction zone where the maximum boat speed is limited as an initial condition for the optimization calculation. A ship operation support system characterized by being configured to be used. The computing unit is
Performing the optimization calculation using a plurality of types of initial conditions including the constant water speed, and obtaining the solution for each of the initial conditions,
The ship operation support system according to claim 1, wherein among the solutions obtained for each of the initial conditions, a ship speed at which the fuel consumption is minimum is output as an optimal solution. .   The plurality of types of initial conditions include a maximum boat speed condition in which the water speed of each section is the maximum ship speed, a minimum ship speed condition in which the water speed of each section is the minimum speed of the section, and each section The actual ship speed condition that the ship speed of each section is based on the past operation results or the ship speed of the ground or the speed of the ground, or the ship speed of each section is based on the result of the previous optimization calculation. The ship operation support system according to claim 2, further comprising at least one of optimization calculation result conditions that are ground speeds.   The calculation unit performs the optimization calculation for each of a plurality of candidate routes from the first point to the second point, and selects an optimum route that minimizes the objective function from the plurality of candidate routes. The ship operation support system according to any one of claims 1 to 3, wherein the ship operation support system is configured as described above. The computing unit is
Based on the ship speed of each section, calculate the passing time of multiple points belonging to each section,
Estimating the meteorological conditions at the time of passage of each of the points;
Applying the ship speed and the meteorological sea condition to the propulsion model showing the correlation between the ship speed and the weather and sea conditions and the propulsion load, estimating the propulsion load at each of the points,
5. The ship according to claim 1, wherein the fuel consumption is calculated as the whole of the plurality of sections based on at least the estimated value of the propulsion load. Flight support system. An initial condition setting unit for setting the initial condition of the optimization calculation;
The initial condition setting unit calculates a constant speed of the watercraft in the at least two sections so that a difference between an estimated arrival time at the second point and an arrival target time is within an allowable range. The ship operation support system according to any one of claims 1 to 5, wherein the ship operation support system is configured to obtain a constant condition of water vessel speed. The initial condition setting unit includes:
Set the initial anti-ship speed for the sections excluding the speed limit section,
Obtain the estimated time of arrival at the second point when sailing at the initial speed against water,
The initial watercraft speed is corrected so that the difference between the estimated arrival time and the target arrival time is within an allowable range, and the constant condition of the watercraft speed is obtained. Item 7. The ship operation support system according to Item 6.   The ship speed according to any one of claims 1 to 7, wherein the constant ship speed against water is that the ship speed in the ship speed restricted section is the maximum ship speed in the ship speed restricted section. Flight support system.   8. The constant water vessel speed condition is characterized in that the ship speed in the ship speed restricted section is an average value of the maximum ship speed and the minimum ship speed in the ship speed restricted section. The ship operation support system according to claim 1. The computing unit is
Performing the optimization calculation in advance before passing the first point, calculating the boat speed for each section between the first point and the second point,
After passing through the first point, the optimization calculation is performed again for a section between the intermediate point and the second point located between the first point and the second point. The ship operation support system according to any one of claims 1 to 9, wherein the ship speed is recalculated for each section between the second point and the second point. A ship navigation support method for dividing a route from a first point to a second point into a plurality of sections and calculating a ship speed for each section,
A constraint condition setting step for setting the maximum boat speed for each section as a constraint condition;
The ship speed for each section is used as a control variable, the fuel consumption from the first point to the second point is used as an objective function, and the ship speed for each section that minimizes the objective function is obtained as a solution. A calculation process for performing optimization calculation;
With
The calculation step uses, as an initial condition for the optimization calculation, a constant condition for the speed of the watercraft in which the speed of the watercraft is constant in at least two of the sections excluding the speed limit section where the maximum speed is limited. A ship operation support method characterized by being used. The calculation step includes
Performing the optimization calculation using a plurality of types of initial conditions including the constant water speed, and obtaining the solution for each of the initial conditions,
The ship operation support method according to claim 11, wherein, among the solutions obtained for each initial condition, a ship speed at which the fuel consumption is minimum is output as an optimal solution.   The plurality of types of initial conditions include a maximum boat speed condition in which the water speed of each section is the maximum ship speed, a minimum ship speed condition in which the water speed of each section is the minimum speed of the section, and each section The actual ship speed condition that the ship speed of each section is based on the past operation results or the ship speed of the ground or the speed of the ground, or the ship speed of each section is based on the result of the previous optimization calculation. The ship operation support method according to claim 12, further comprising at least one of optimization calculation result conditions that are ground speeds. Further comprising an initial condition setting step for setting the initial condition of the optimization calculation;
In the initial condition setting step, a constant speed of the watercraft in the at least two sections is calculated so that a difference between an estimated arrival time at the second point and an arrival target time is within an allowable range, The ship operation support method according to any one of claims 11 to 13, wherein a constant condition of watercraft speed is obtained. The initial condition setting step includes:
Set the initial anti-ship speed for the sections excluding the speed limit section,
Obtain the estimated time of arrival at the second point when sailing at the initial speed against water,
15. The constant condition for the speed of the watercraft is determined by correcting the initial speed of the watercraft so that a difference between the estimated arrival time and the arrival time is within an allowable range. Ship navigation support method. The calculation step includes
Performing the optimization calculation in advance before passing the first point, calculating the boat speed for each section between the first point and the second point,
After passing through the first point, the optimization calculation is performed again for a section between the intermediate point and the second point located between the first point and the second point. The ship operation support method according to any one of claims 11 to 15, wherein the ship speed is recalculated for each section between the second point and the second point.

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