JP6820619B2 - Ship allocation plan formulation support method and ship allocation plan formulation support system - Google Patents

Description

The present invention relates to a ship allocation plan support method and a ship allocation plan formulation support system for formulating a ship allocation plan for a fleet consisting of a plurality of ships on an irregular route.

The shipper assigns which vessel from the controlling fleet, for example, based on the cargo transport plan (transportation section and type / quantity of cargo, etc.) up to one month ahead, considering the type of vessel and the status of empty vessels. Formulate a ship allocation plan and request transportation from a domestic shipping company.
Here, in Patent Document 1, the fuel consumption when the regular route is operated on a predetermined schedule is calculated for each ship based on the fuel consumption fluctuation information, and based on the calculation result, among a plurality of ships. Proposes to select a vessel suitable for launching on a regular route.
Further, in Patent Document 2, the baseline voyage solution generated for the completed voyage is compared with the actual voyage solution used for the completed voyage, and the hull is washed or a propeller is added based on the result. It is proposed to improve the voyage efficiency by doing so.
Further, in Patent Document 3, when planning a route for a vessel that sails in the ocean, such as a container ship, the sea condition, the fuel consumption standard value, and the planned route are input, and the calculation is performed based on the ship speed in consideration of the sea condition. I'm proposing to do it.
Further, Patent Document 4 describes a means for calculating an estimated arrival date based on a demand price forecast database, an LNG demand area database, a power generation information database, meteorological data, etc., a means for determining an optimum demand area, and the like. The LNG carrier optimal ship allocation planning system is described for the purpose of effectively utilizing the LNG carrier and maximizing the profit.

Japanese Patent No. 5433117 Special Table 2012-515395 Japanese Unexamined Patent Publication No. 2-138815 Japanese Unexamined Patent Publication No. 2006-260155

By the way, despite the demand for an efficient and stable ship allocation plan, ships are easily affected by the weather and sea conditions, so changes in the ship allocation plan are likely to occur, and as a result, operational efficiency. There was a problem that the sex had to be reduced.
Here, Patent Document 1 does not relate to a ship allocation plan for irregular routes, and does not take into consideration the location of each ship. In addition, the effects of weather and sea conditions on ship propulsion performance are not taken into consideration.
Patent Document 2 does not relate to a ship allocation plan for irregular routes, and does not take into consideration the location of each ship. In addition, the effects of weather and sea conditions on ship propulsion performance are not taken into consideration.
Patent Document 3 is intended to plan a route for a vessel that sails in the ocean, such as a container ship, and is not related to a dispatch plan for an irregular route.
Patent Document 4 does not relate to a ship allocation plan for irregular routes. In addition, the effects of weather and sea conditions on ship propulsion performance are not taken into consideration.

Therefore, the present invention provides a ship allocation plan formulation support method and a ship allocation plan formulation support system that can formulate an optimum ship allocation plan in consideration of the influence of weather and sea conditions on the ship propulsion performance, and irregularly. The purpose is to realize stable and efficient operation of vessels on the route, reduce fuel consumption and reduce environmental load.

In the ship allocation plan formulation support method according to the present invention according to claim 1, a step 1 in which a computer acquires ship information including the locations of a plurality of ships and a step in which a transportation request input by an input means is acquired. 2, step 3 to acquire weather / sea condition prediction information, step 4 to set propulsion performance as ship information of multiple ships, and can be assigned to transportation requests based on the location and operation schedule as acquired ship information. Obtained the fuel consumption or CO ₂ emission amount for navigating between the location of the ship and the departure port as a transportation request for the assignable ship in step 5-1 of determining a suitable ship. Step 5-2, which is calculated based on the weather / sea condition prediction information and the set propulsion performance, and Step 5-3, which compares multiple fuel consumption or CO ₂ emissions and formulates the optimum ship allocation plan, and the optimum It is characterized by executing step 6 and step 6 in which the ship allocation plan is output by the output means. According to the present embodiment, it is possible to formulate a ship allocation plan in consideration of the influence of weather and sea conditions on the propulsion performance based on the propulsion performance of a plurality of ships, so that the stability and efficiency of the ship allocation plan can be formulated. Improves sex.

According to the second aspect of the present invention, the formulation of the optimum ship allocation plan in steps 5-1 to 5-3 is to optimize the ship allocation plan by using a mathematical optimization method using a spatiotemporal network. It is a feature. According to this embodiment, the problem of ship allocation can be mathematically expressed and the ship allocation plan can be optimized efficiently.

The present invention according to claim 3 is characterized in that a spatio-temporal network in which the operation schedule, the required time, and the fuel consumption are changed is generated based on the weather / sea condition prediction information. According to this embodiment, it is possible to generate a spatiotemporal network in which meteorological / sea condition prediction information is taken into consideration.

The present invention according to claim 4 is characterized in that the formulation of the optimum ship allocation plan in steps 5-1 to 5-3 is to optimize the ship allocation plan by using the dynamic programming method. According to this embodiment, a ship allocation plan can be efficiently formulated by the dynamic programming method.

The present invention according to claim 5 is characterized in that the transportation request further includes a departure time, a transportation cargo, and an arrival time. According to the present embodiment, by using this information in the formulation of the ship allocation plan, it is possible to formulate the optimum ship allocation plan while observing the transportation schedule.

The present invention according to claim 6 is characterized in that the weather / sea condition prediction information is prediction information from 3 days to 1 week ahead. According to this embodiment, it is possible to formulate a highly accurate ship allocation plan by using the forecast of changes in weather and sea conditions from 3 days to 1 week ahead, which is relatively difficult to miss. In addition, for example, if highly accurate forecast information up to 3 days is also used, a more accurate ship allocation plan can be formulated.

The present invention according to claim 7 is characterized in that, when a part of the weather / sea condition prediction information is missing, the average value of the other part is substituted. According to this embodiment, even if there is a region or period in which a part of the weather / sea condition prediction information is missing, the average value of another area or period is substituted for that part. Can formulate a ship plan.

The present invention according to claim 8 is characterized in that, when the propulsion performance of a specific ship among a plurality of ships under the weather and sea conditions is not available, the average value of a ship other than the specific ship is substituted. And. According to this embodiment, even if there is a ship in the fleet whose propulsion performance under specific weather and sea conditions cannot be used, a ship allocation plan is formulated by substituting the average value of other ships. be able to.

The present invention according to claim 9 is characterized in that the output of the ship allocation plan is the allocation of ships belonging to the fleet to the transportation request. According to the present embodiment, a ship can be assigned to the transportation request 20 based on the optimum ship allocation plan 50.

The present invention according to claim 10 includes a ship allocation plan in which steps 1 to 6 are executed including the number of rented vessels other than the vessels of the fleet, and steps 1 to 6 in which the rented vessels are not included. It is characterized by outputting the ship allocation plan. According to this embodiment, a more economical ship allocation plan is output by outputting a ship allocation plan formulated only for vessels belonging to the fleet and a vessel allocation plan formulated assuming that vessels other than the fleet are rented. Can be obtained.

The ship allocation plan formulation support system according to the present invention according to claim 11, includes a computer, an input means for inputting to the computer, and an output means for outputting from the computer, according to claims 1 to 10. It is characterized in that the computer executes the ship allocation plan formulation support method described in any of the above. According to the present embodiment, it is possible to provide a system capable of formulating a ship allocation plan in consideration of the influence of weather and sea conditions on the propulsion performance based on the propulsion performance of a plurality of ships.

According to the ship allocation plan formulation support method of the present invention, it is possible to formulate a ship allocation plan in consideration of the influence of weather and sea conditions on the propulsion performance based on the propulsion performance of a plurality of ships. Improves stability and efficiency.

In addition, when the formulation of the optimal ship allocation plan in steps 5-1 to 5-3 is to optimize the ship allocation plan by using the mathematical optimization method by the spatiotemporal network, the problem of ship allocation is solved. It can be expressed mathematically and the ship allocation plan can be optimized efficiently.

In addition, when a spatio-temporal network in which the flight schedule, required time, and fuel consumption are changed is generated based on the meteorological / sea condition prediction information, a spatio-temporal network that takes into account the meteorological / sea condition prediction information should be generated. Can be done.

Further, in the formulation of the optimum ship allocation plan in steps 5-1 to 5-3, when the ship allocation plan is optimized by using the dynamic programming method, the dynamic planning method is used for efficient allocation. Can formulate a ship plan.

In addition, when the transportation request further includes the departure time, the cargo to be transported, and the arrival time, this information is used in the formulation of the ship allocation plan to formulate the optimum ship allocation plan while observing the transportation schedule. be able to.

In addition, when the weather / sea condition prediction information is forecast information from 3 days to 1 week ahead, it is possible to use the weather / sea condition change prediction from 3 days to 1 week ahead, which is relatively difficult to miss. It is possible to formulate a highly accurate ship allocation plan. In addition, for example, if highly accurate forecast information up to 3 days ahead is also used, a more accurate ship allocation plan can be formulated.

In addition, when a part of the meteorological / sea condition prediction information is missing and the average value of other parts is substituted, there is a region or period where a part of the meteorological / sea condition prediction information is missing. However, a ship allocation plan can be formulated by substituting the average values of other areas and periods for that part.

In addition, when the propulsion performance of a specific ship among multiple ships under the weather and sea conditions is not available, and the average value of a ship other than the specific ship is substituted, the specific weather and sea conditions Even if there is a vessel in the fleet for which the propulsion performance of the vessel is not available, a vessel allocation plan can be formulated by substituting the average value of other vessels.

Further, when the output of the ship allocation plan is the allocation of ships belonging to the fleet to the transportation request, the ship can be assigned to the transportation request 20 based on the optimum ship allocation plan 50.

In addition, the ship allocation plan in which steps 1 to 6 are executed including the number of rented vessels other than the vessels of the fleet and the vessel allocation plan in which steps 1 to 6 are executed without including the rented vessels are output. In that case, a more economical ship allocation plan can be obtained by outputting the ship allocation plan formulated only for the vessels belonging to the fleet and the vessel allocation plan formulated for renting vessels other than the fleet. Can be done.

According to the ship allocation plan formulation support system of the present invention, it is possible to provide a system capable of formulating a ship allocation plan in consideration of the influence of weather and sea conditions on the propulsion performance based on the propulsion performance of a plurality of ships. Can be done.

A flowchart showing a procedure of a ship allocation plan formulation support method according to an embodiment of the present invention. The figure which shows the spatiotemporal network example of one ship by the same embodiment Schematic configuration diagram of the ship allocation plan formulation support system using the same ship allocation plan formulation support method Diagram explaining the ship allocation plan Diagram showing an example of the ship allocation plan Schematic configuration diagram of a ship allocation plan formulation support system using the ship allocation plan formulation support method according to another embodiment of the present invention. The figure which shows the spatiotemporal network example of one ship by the same embodiment Image diagram showing an example of the same set cover calculation Flow chart showing the procedure of the ship allocation plan

A ship allocation plan formulation support method and a ship allocation plan formulation support system according to an embodiment of the present invention will be described.

FIG. 1 is a flowchart showing a procedure of a ship allocation plan formulation support method according to the present embodiment.
The present embodiment basically supports the formulation of a ship allocation plan for a fleet consisting of a plurality of ships on irregular routes.
First, the ship information 10 including the locations of a plurality of ships is acquired (step 1). The location of each ship is grasped, for example, by mounting a GPS (Global Positioning System) and a communication device on each ship and receiving GPS acquisition information transmitted from the communication device by a land receiving device. In addition, the ship information 10 includes basic information of each ship, an operation schedule already assigned to each ship, and propulsion performance data of each ship during past operation.

Next, the transportation request 20 from the shipper or the like is acquired (step 2). The transportation request 20 includes the departure port for loading, the departure time which is the departure date and time, the transportation cargo (type and amount of cargo), the destination port for unloading, and the arrival deadline date and time for arrival at the destination port. Contains information about the time. By using this information in the formulation of a ship allocation plan, it is possible to formulate an optimal ship allocation plan while observing the transportation schedule.

Next, the weather / sea condition prediction information 30 is acquired (step 3). The weather / sea condition prediction information 30 includes information on weather, wave height, wave direction, wave period, wind direction, wind speed, tide level, tidal current, ocean current, and the like. The meteorological / sea condition forecast information 30 is highly accurate forecast information up to 3 days and forecast information 3 days to 1 week ahead. By using forecast information up to 3 days, which is relatively difficult to miss, and forecasts of changes in weather and sea conditions from 3 days to 1 week ahead, it is possible to formulate a highly accurate ship allocation plan.
If a part of the meteorological / sea condition forecast information is missing, such as a certain area, period or time zone, the average value of another part (other area, period or time zone) may be substituted. .. In this way, even if there is an area or period where part or all of the weather / sea condition forecast information is missing, the ship allocation plan should be formulated by substituting the average value of other parts for that part. Can be done.

Next, the propulsion performance 40 of a plurality of ships under the weather and sea conditions is acquired (step 4). Since the influence of waves and wind differs depending on the bow shape and the like, information on the propulsion performance 40 of each ship under the predicted weather and sea conditions is acquired. The propulsion performance 40 can be calculated from the basic performance based on the drawings such as the design drawings of each ship, but the propulsion performance is higher than that of the new ship due to aging deterioration of the main engine and propellers and adhesion of shellfish to the hull. Therefore, it is possible to obtain a more accurate ship allocation plan by estimating the current propulsion performance from the actual flight data using the flight monitoring data analysis base or the like. That is, in addition to the propulsion performance 40 of each ship under the predicted weather and sea conditions, the accuracy of the ship allocation plan can be improved by considering the change of the propulsion performance 40 over time. In addition, the propulsion performance 40 in consideration of weather / sea conditions and changes over time can be set by various methods such as simulation, model test, and flight monitoring based on drawings such as design drawings of each ship.
If some of the vessels belonging to the fleet cannot grasp the propulsion performance under specific weather and sea conditions, the average value of the vessels other than that vessel will be substituted. In this way, even when there is a ship in the fleet whose propulsion performance under specific weather and sea conditions cannot be used, a ship allocation plan can be formulated by substituting the average value of other ships.

Next, the optimum ship allocation plan 50 is formulated based on the acquired ship information 10, the transportation request 20, the weather / sea condition prediction information 30, and the propulsion performance 40 under the weather / sea condition (step 5). In this embodiment, the ship allocation plan 50 is optimized by using a mathematical optimization method using a spatiotemporal network. The mathematical optimization method includes a mixed integer programming method, a set covering method, and the like. By using the propulsion performance 40 of each ship based on the weather / sea condition prediction information 30, the influence of the weather / sea condition on each ship is incorporated into the spatiotemporal network, and as a result, as shown in the spatiotemporal network example of one ship in FIG. In addition, a spatiotemporal network is created in which the feasibility (presence or absence of edges on the network), the required time (connection relationship between edges and vertices), and fuel consumption (costs associated with edges) have changed. The ship allocation plan 50 is drafted at. In FIG. 2, the horizontal axis represents ports A to D, and the vertical axis represents the passage of time.
In this way, by optimizing the ship allocation plan 50 by using the mathematical optimization method using the spatiotemporal network, the ship allocation plan 50 can be optimized efficiently.
Even when using dynamic programming, allocating the closest ships in chronological order, or repeating partial recombination of ship allocation without using a spatiotemporal network, the effects of weather and sea conditions It is possible to capture changes in operational feasibility, required time, and fuel consumption by incorporating. As the dynamic programming method, Dijkstra's algorithm, which is an algorithm in graph theory that efficiently solves the shortest path problem, topological sort, which is an algorithm for ordering each node (job), and the like can be used. By optimizing the ship allocation plan 50 using the dynamic programming method, the ship allocation plan 50 can be efficiently formulated.

Next, the formulated optimal ship allocation plan 50 is output as a display on a printed matter, a monitor, or the like (step 6). By assigning the ship belonging to the fleet to the transportation request 20 as the output of the ship allocation plan 50, the ship can be assigned to the transportation request 20 based on the optimum ship allocation plan 50.
As described above, according to the present embodiment, the ship allocation plan 50 can be formulated in consideration of the influence of the weather and sea conditions such as stormy weather on the propulsion performance, so that the stability and efficiency of the ship allocation plan 50 can be formulated. Is improved.

Next, a ship allocation plan formulation support system using the ship allocation plan formulation support method according to this embodiment will be described. FIG. 3 is a schematic configuration diagram of a ship allocation plan formulation support system using the ship allocation plan formulation support method according to the present embodiment, FIG. 4 is a diagram explaining a ship allocation plan according to the present embodiment, and FIG. 5 is a diagram generated by the present embodiment. This is an example of a ship allocation plan.
The ship allocation plan formulation support system according to the present embodiment includes a computer 100, an input means 110 such as a keyboard and a mouse for inputting to the computer 100, and an output means 120 such as a printing machine and a screen for outputting from the computer 100. .. Further, the computer 100 has a calculation unit 101, a storage unit 102, a discrimination unit 103, a ship allocation plan creation unit 104, and an information acquisition unit 105.
Among the transportation requests 20 from the shipper, for example, there is a transportation request 20A in which the cargo to be transported is 2000 kiloliters of heavy oil, the departure port is A, the departure time is t _A , the destination port is B, and the arrival time is t _B. A case where a plurality of ships belonging to the fleet are assigned to the transportation request 20A will be described.
The transportation request 20 including the transportation request 20A is input to the computer 100 from the input means 110.
When the transportation request 20 is input to the computer 100, the storage unit 102 stores the transportation request 20. In addition, the ship information acquisition unit 105a includes the locations of a plurality of ships belonging to the fleet, basic information of each ship, the operation schedule already assigned to each ship, and propulsion performance data of each ship during past operation. Get information 10. The ship information 10 may be acquired in advance and stored in the storage unit 102.
Next, the meteorological / sea condition information acquisition unit 105b provides highly accurate forecast information up to 3 days and weather, wave height, wave direction, wave period, wind direction, wind speed, tide level, tidal current, and ocean current from 3 days to 1 week ahead. Acquires meteorological / oceanographic prediction information 30 including. The weather / sea condition prediction information 30 may be periodically acquired and stored in the storage unit 102.
Next, the propulsion performance calculation unit 101a determines that each ship reaches the departure port A from its respective location based on the ship information 10 read from the storage unit 102, the transportation request 20A, and the weather / sea condition prediction information 30. The propulsion performance 40 under the weather and sea conditions predicted in is calculated.
Then, starting harbor arrival time limit calculation unit 101b, based on the departure time t _A and the required time it takes to loading cargo 2000 kiloliters of heavy oil, the ship is a time limit should be arrived at the departure port A arrival The deadline date and time t _A2 is calculated.
Next, the equipment discrimination unit 103a discriminates a ship having equipment capable of carrying heavy oil based on the basic information of each ship included in the transportation information 10.
Next, the departure port shortest arrival date calculation unit 101c determines the location and operation schedule included in the ship information 10 and the propulsion performance under weather and sea conditions 40 for the ship capable of carrying the heavy oil determined by the equipment determination unit 103a. Based on the above, the shortest date and time when each vessel can enter the departure port A in the empty state or in the loaded state where 2000 kiloliters of heavy oil can be loaded is calculated. That is, the distance from the location where the vehicle can head to the departure port A to the departure port A is calculated, and the time required for navigating the distance under the predicted weather and sea conditions is calculated, and the departure port is calculated. The shortest date and time when the departure port A can be entered is calculated based on the date and time when the vehicle can head to A and the required time.
Next, the date and time determination unit 103b compares the shortest arrival date and time calculated by the departure port shortest arrival date calculation unit 101c with the arrival deadline date and time t _A2 calculated by the departure port arrival deadline calculation unit 101b, and the shortest arrival date and time arrives. Determine the vessels before the deadline date t _A2 . Next, the schedule determination unit 103c schedules until the arrival time t _B at the destination port B among the vessels whose shortest arrival date and time is earlier than the arrival deadline date t _A2 , based on the operation schedule included in the ship information 10. Determine which vessels are not in. As a result, it is possible to arrive at the departure port A by the arrival deadline t _A2 , load 2000 kiloliters of heavy oil at the departure port A, depart as scheduled at the departure time t _A , and arrive at the destination port B at the arrival time t _B. It is possible to identify the vessels that can arrive by, that is, the vessels that can be assigned to the transportation request 20A. Here, as shown in FIG. 4, it is assumed that the discrimination unit 103 determines that a total of three ships, ship α, ship β, and ship γ, can be assigned among the plurality of ships belonging to the fleet. In addition, by operating scheduled to be included in the ship information 10, a ship α is expected to be a possible departure towards from X port to the starting port A to the result date and time t _α sky ship in the X port, the ship β is empty ship Y harbor It is planned that the vessel will be able to depart from Y port to departure port A at the date and time t _β , and the vessel γ will be empty at Z port and will be able to depart from Z port to departure port A at date and time t _γ. It is assumed that there is.
Next, the fuel efficiency calculation unit 101d includes the ship information 10, the transportation request 20A, the departure date and time t _{α of} the ship _α , the departure date and time t _{β of} the ship _β , the departure date and time t _{γ of the} ship γ, and the arrival deadline. based on the date and time t _A2, for each ship, the arrival deadline t within the load not less than the minimum load speed range and within organizations in time for _A2 (varies by vessel, about 50% to 85%) and most fuel consumption Vessel α has fuel efficiency α1 from point X to departure port A, vessel β has fuel efficiency β1 from point Y to departure port A, and vessel γ has fuel efficiency β1 from point Z when sailing at a good speed. The fuel consumption γ1 up to the departure port A is calculated and sent to the fuel consumption determination unit 103d.
Next, the fuel consumption determination unit 103d compares the fuel consumption α1 received from the fuel consumption calculation unit 101d, the fuel consumption β1 and the fuel consumption γ1, determines the ship with the highest fuel consumption as the ship to be assigned to the transportation request 20, and determines the discrimination result as the ship allocation plan. It is sent to the creation unit 104.
The ship allocation plan creation unit 104 creates ship allocation plan table data based on the determination result received from the fuel consumption determination unit 103d, and sends it to the output means 120.
The output means 120 outputs a ship allocation plan table in which, for example, the ship allocation plan 50 as shown in FIG. 5 is described, based on the ship allocation plan table data received from the ship allocation plan creation unit 104. In FIG. 5, the upper part shows the ship allocation plan 50 according to the present embodiment, and the lower part shows the ship allocation plan devised by a person as a comparative example. In addition, A to K are types of ports.
In this way, if fuel efficiency is used as the criterion for the ship allocation plan 50 and there is time to reach the arrival deadline t _A2 , the ship will sail at the voyage speed and arrive at the departure port A early to wait for loading. Instead, fuel efficiency can be improved by decelerating the airship while considering the effects of weather and sea conditions.

When sailing at a reduced ship speed of 10%, CO ₂ emissions can be reduced by about 20%. Therefore, the lower the ship speed within the available output range of the main engine, the more CO ₂ emissions can be reduced. Therefore, if the reduction of CO ₂ emissions is more important than the fuel consumption, the fuel consumption calculation unit 101d should be used instead. A CO ₂ emission calculation unit 201d is provided, and a CO ₂ determination unit 203d is provided instead of the fuel consumption determination unit 103d. The CO ₂ emission calculation unit 201d uses the ship information 10, the transportation request 20A, the departure date and time t _{α of} the ship _α , the departure date and time t _{β of} the ship _β , the departure date and time t _{γ of the} ship γ, and the arrival deadline. based on the date and time t _A2, for each ship, in the range of not less than the minimum load of the arrival time limit time for the time t _A2 speed range and within the engine load (varies by vessel, about 50% to 85%), most The CO ₂ emission amount α2 from the point X to the departure port A by the ship α and the CO ₂ emission amount β2 from the point Y to the departure port A by the ship β when navigating at a reduced speed. The CO ₂ emission amount γ2 from the point Z to the departure port A of the ship γ is calculated and sent to the CO ₂ discrimination unit 203d.
Next, the CO ₂ discriminating unit 203d compares the CO ₂ emission amount α2, the CO ₂ emission amount β2, and the CO ₂ emission amount γ2 received from the CO ₂ emission amount calculation unit 201d, and selects the ship having the lowest CO ₂ emission amount. It is determined as a ship to be assigned to the transportation request 20, and the determination result is sent to the ship allocation plan creation unit 104. In this way, the vessel with the lowest CO ₂ emissions can be assigned to transport request 20A. Therefore, the criterion for the ship allocation plan 50 is CO ₂ emissions, and if there is time to reach the arrival deadline t _A2 , sail at the voyage speed and arrive at the departure port A early to wait for loading. Instead, CO ₂ emissions can be reduced by decelerating the aircraft while considering the effects of weather and sea conditions.

In addition, if a ship belonging to the fleet that can be assigned is far from the departure port A, it is more costly and fuel to rent a ship other than the ship belonging to the fleet at the spot rather than using that ship. Consumption may be reduced. Therefore, the ship allocation plan 50 in which steps 1 to 6 are executed including the number of rented vessels other than the vessels of the fleet, and the ship allocation plan 50 in which steps 1 to 6 are executed without including the rented vessels. If it is determined that renting a ship is the optimum ship allocation plan 50 that consumes less fuel, the ship allocation plan 50 including the rented ship is selected. When selecting a ship allocation plan 50 including rented ships, for example, a ship allocation plan 50 when the number of rented ships is 3 and a ship allocation plan 50 when the number of rented ships is 2. In comparison, it is preferable to select a ship allocation plan 50 having a more advantageous number of rented ships. In this way, by comparing the ship allocation plan 50 formulated only for ships belonging to the fleet with the ship allocation plan 50 formulated assuming that vessels other than the fleet are rented, a more optimal ship allocation plan 50 can be obtained. Obtainable.

A ship allocation plan formulation support method and a ship allocation plan formulation support system according to another embodiment of the present invention will be described with reference to FIGS. 6 to 9. FIG. 6 is a schematic configuration diagram of a ship allocation plan formulation support system using the ship allocation plan formulation support method according to the present embodiment, FIG. 7 is a diagram showing an example of a spatiotemporal network of one ship according to the present embodiment, and FIG. 8 is the present implementation. An image diagram showing an example of collective coating calculation according to a form, and FIG. 9 is a flowchart showing a procedure of a ship allocation plan according to the present embodiment. The same functional members as those in the above embodiment are designated by the same reference numerals, and the description thereof will be omitted.

As shown in FIG. 6, the ship allocation plan formulation support system according to the present embodiment includes a computer 300, an input means 110 such as a keyboard and a mouse for inputting to the computer 300, a printing machine and a screen for outputting from the computer 300, and the like. The output means 120 of the above is provided. The computer 300 has an optimization unit 310, a storage unit 320, a ship allocation plan creation unit 330, and an information acquisition unit 340.
For example, a case where a transport request 20 including orders 1 to 7 is received from the shipper and a plurality of vessels belonging to the fleet are assigned to the transport request 20 will be described. Order 1 is a transportation request to carry transportation cargo from port B to port C from time t1 to time t2, and order 2 is a transportation request to carry transportation cargo from port E to port C from time t2 to time t3. Yes, order 3 is a transportation request to carry transportation cargo from port B to port A from time t4 to time t5, and order 4 is transportation to carry transportation cargo from time t4 to time t5 from port E to port C. Order 5 is a request to carry the cargo from port C to port B from time t6 to time t7, and order 6 is a request to transport the cargo from port D to port C from time t6 to time t7. It is a transportation request to carry, and order 7 is a transportation request to carry transportation cargo from time t7 to time t8 from port E to port F.
The transportation request 20 is input to the computer 300 from the input means 110.

The information acquisition unit 340 has a ship information acquisition unit 341 and a meteorological / sea condition information acquisition unit 342.
When the transportation request 20 is input to the computer 300, the storage unit 320 stores the transportation request 20.
In addition, the ship information acquisition unit 341 acquires ship information 10 including the locations of a plurality of ships belonging to the fleet, basic information of each ship, and propulsion performance data of each ship during past operation. The ship information 10 may be acquired in advance and stored in the storage unit 320.
In addition, the meteorological / sea condition information acquisition unit 342 provides highly accurate forecast information up to 3 days and weather, wave height, wave direction, wave cycle, wind direction, wind speed, tide level, tidal current, and ocean current 3 days to 1 week ahead. Acquires meteorological / oceanographic prediction information 30 including. The weather / sea condition prediction information 30 may be periodically acquired and stored in the storage unit 320.

The optimization unit 310 creates a plurality of allocation plans for the transportation request 20, selects the optimum allocation plan from the allocation plans, and formulates a ship allocation plan. The optimization unit 310 has a spatiotemporal network generation unit 311 and a route candidate generation unit 312, and a planning unit 313.
The spatio-temporal network generation unit 311 has a calculation unit 311A and a discrimination unit 311B, and it is possible whether or not it is possible to allocate another order after that when a certain order is started at a certain start time for each ship. If so, create a spatiotemporal network that shows information about when it is possible to start. The calculation unit 311A includes a propulsion performance calculation unit 311Aa, a departure port shortest arrival calculation unit 311Ab, and a fuel consumption calculation unit 311Ac. The discriminating unit 311B has an equipment discriminating unit 311Ba and a date / time discriminating unit 311Bb.
The propulsion performance calculation unit 311Aa predicts each ship from its location to the next departure port based on the ship information 10 read from the storage unit 320, the transportation request 20, and the weather / sea condition prediction information 30. The propulsion performance 40 under the weather and sea conditions to be performed is calculated.
Based on the location included in the ship information 10 and the propulsion performance 40 under the weather and sea conditions, the shortest arrival calculation unit 311Ab at the departure port states that each ship is empty or loaded with cargo. Calculate the shortest date and time when you can enter the departure port of. That is, when the distance from the location (initial position) where the vehicle can head to the next departure port to the next departure port is calculated and the distance is sailed at the ship speed under the predicted weather and sea conditions. Calculate the required time, and calculate the shortest date and time when you can enter the next departure port based on the date and time (start time) and the required time when you can head to the next departure port.
The equipment discriminating unit 311Ba discriminates a vessel having equipment capable of carrying the transported cargo based on the basic information of each vessel included in the transport information 10. Further, the date / time determination unit 311Bb is used for each order based on the shortest arrival date / time calculated by the departure port shortest arrival calculation unit 311Ab, the departure time included in the transportation request 20, and the time required for cargo handling at the port. Determine which vessels can handle the departure time. As a result, it is possible to determine a ship that can load cargo at the departure port, depart as scheduled at the departure time, and arrive at the destination port by the arrival time, that is, a ship that can be assigned to each order. The spatio-temporal network generation unit 311 creates a spatio-temporal network as shown in FIG. 7, for each ship, based on the determination result. When creating a spatio-temporal network, when deceleration is taken into consideration by adding sides in multiple cases when navigating within the range of speed that is in time for the arrival deadline and within the range of load that does not fall below the minimum load of the engine. It is possible to build a spatial network and create a ship allocation plan that takes deceleration into consideration.
In FIG. 7, the initial position (time t0) of the ship is port A. Orders that can be processed continuously (to be exact, vertices) are connected by effective edges. In optimizing the ship allocation plan, "cost" is defined for each side or apex. The problem to be addressed in this embodiment is the amount of fuel oil required for the movement of the ship. Therefore, the fuel consumption calculation unit 311Ac calculates the fuel consumption based on the ship speed based on the propulsion performance 40 under the weather and sea conditions predicted from the location of the ship to the next departure port, and the travel distance. The sum of the costs of passing along the route is the cost of the entire route.

FIG. 8 is an image diagram showing an example of collective cover calculation.
The route candidate generation unit 312 enumerates the feasible routes for each necessary ship based on the space-time network created by the space-time network generation unit 311 in order to make an overall plan. For this calculation, for example, a method called "column generation method" is used. That is, the set cover calculation is performed by linear relaxation to obtain the dual variable value, and the network route calculation using the incurred cost (dual variable value) is performed and added to the cover set.
The planning unit 313 successfully combines the routes generated for each ship by row generation to build the optimum route for the fleet. This assembly is performed by formulating the problem in the form of a set cover problem, for example, and deriving a solution. That is, from the results enumerated by column generation, all orders can be processed as a covered set, and orders carried by each route as a cover set, and all orders can be processed, and the evaluation value is the minimum ( Find the route that becomes (maximum). However, only one route can be selected for each ship. In addition, each order must be processed by one of the ships. If a vessel belonging to the fleet cannot handle it, another vessel will be rented and assigned at the spot. In the example shown in FIG. 8, the combination of ship δ as route 2, ship ε as route 3, and ship ζ as route 2 can process all orders and the total cost is compared to the costs of the other combinations. The smallest. Therefore, this combination is the one that can process all orders with the highest fuel efficiency.

In this way, when the computer 300 acquires the transportation request 20 composed of a plurality of orders, the optimization unit 311 organizes and precalculates the constraint conditions (step 10) as shown in FIG. 9, and constructs a spatiotemporal network. (Step 11). That is, the spatio-temporal network generation unit 311 performs preprocessing such as simplification of time constraints for each vessel belonging to the fleet, taking into consideration the processability of orders and the time required for voyage and cargo handling. In addition, for each ship, a network is constructed in which the set of order and start time is the apex and the possible movements are represented by edges.
Then, the route candidate generation unit 312 performs column generation based on the spatiotemporal network constructed in step 11 to enumerate the routes that can be implemented for each ship (step 12), and the planning unit 313 enumerates them. A ship allocation plan 50 is drafted based on the route (step 13). The drafted ship allocation plan 50 is sent to the ship allocation plan creation unit 330.

The ship allocation plan creation unit 330 creates the ship allocation plan table data based on the received ship allocation plan 50 and sends it to the output means 120.
The output means 120 outputs a ship allocation plan table in which the ship allocation plan 50 is described, based on the ship allocation plan table data received from the ship allocation plan creation unit 330.
In this way, it is possible to formulate an optimum ship allocation plan 50 using the determination criteria as fuel efficiency.

When the reduction of CO ₂ emissions is more important than the fuel consumption, the CO ₂ emission calculation unit 411Ac is provided instead of the fuel consumption calculation unit 311Ac.
CO ₂ emission calculation unit 411c includes calculating the ship speed based on propulsion performance 40 under weather and sea conditions in which the ship is predicted from the location until the next departure port, the CO ₂ emission amount based on the moving distance To do. The sum of the costs of passing along the route is the cost of the entire route.
Based on this cost, the planning unit 313 determines the optimum ship allocation plan 50 with CO ₂ emissions as the judgment standard by finding the route that can process all orders and the evaluation value is the minimum (maximum). Can be planned.

According to the present invention, a ship allocation plan formulation support method and a ship allocation plan formulation support system capable of formulating an optimum ship allocation plan in consideration of the influence of weather and sea conditions on the propulsion performance of a ship are provided. It is possible to realize stable and efficient operation of vessels on regular routes, reduce fuel consumption and reduce environmental load.

10 Ship information 20 Transport request 30 Meteorological / sea condition prediction information 40 Propulsion performance (under specific weather / sea condition) 40
50 Ship allocation plan 100 Computer 110 Input means 120 Output means

Claims (11)

Formulate a ship allocation plan for a fleet consisting of a plurality of vessels on an irregular route using a computer, an input means for inputting to the computer, and an output means for outputting from the computer. It is a method of supporting the formulation of ship allocation plans.
The computer
Step 1 of acquiring ship information including the locations of a plurality of the ships, and
Step 2 of acquiring the transportation request input by the input means, and
Step 3 to acquire weather / sea condition prediction information,
Step 4 of setting the propulsion performance of the plurality of ships as ship information, and
Step 5-1 to determine the ship that can be assigned to the transportation request based on the location and the operation schedule as the acquired ship information.
With respect to the allottable ship, the weather / sea condition prediction information obtained by acquiring the fuel consumption or CO ₂ emission amount when navigating between the location of the ship as the location and the departure port as the transportation request. Step 5-2 calculated based on the propulsion performance set as
Step 5-3 to formulate the optimum ship allocation plan by comparing a plurality of the fuel consumption or the CO ₂ emission amount, and
A ship allocation plan formulation support method characterized by executing step 6 and step 6 in which the formulated optimal ship allocation plan is output by the output means. The formulation of the optimum ship allocation plan in steps 5-1 to 5-3 is characterized in that the ship allocation plan is optimized by using a mathematical optimization method using a spatiotemporal network. The ship allocation plan formulation support method described in. The ship allocation plan formulation support method according to claim 2, wherein the space-time network in which the operation schedule, the required time, and the fuel consumption are changed is generated based on the weather / sea condition prediction information. The arrangement according to claim 1, wherein the formulation of the optimum ship allocation plan in steps 5-1 to 5-3 is to optimize the ship allocation plan by using a dynamic programming method. Ship planning support method. The ship allocation plan formulation support method according to claim 1, wherein the transport request further includes a departure time, a cargo to be transported, and an arrival time. The ship allocation plan formulation support method according to any one of claims 1 to 5, wherein the weather / sea condition prediction information is forecast information from 3 days to 1 week ahead. The ship allocation plan formulation according to claim 1 to claim 6, wherein when a part of the weather / sea condition prediction information is missing, the average value of the other part is substituted. Support method. Claim 1 is characterized in that, when the propulsion performance of a specific ship among a plurality of the ships cannot be used under the weather and sea conditions, the average value of the ships other than the specific ship is substituted. The ship allocation plan formulation support method according to claim 1 of claim 7. The ship allocation plan formulation support method according to claim 1, wherein the output of the ship allocation plan is the allocation of the ship belonging to the fleet to the transportation request. The ship allocation plan in which the steps 1 to 6 were executed including the number of rented vessels other than the vessels in the fleet, and the steps 1 to 6 were executed without including the rented vessels. The ship allocation plan formulation support method according to one of claims 1 to 9, wherein the ship allocation plan is output. The computer is provided with a computer, an input means for inputting to the computer, and an output means for outputting from the computer, and the computer executes the ship allocation plan formulation support method according to any one of claims 1 to 10. A ship allocation plan formulation support system characterized by this.