JP6913537B2 - Optimal flight plan arithmetic unit and optimal flight plan calculation method - Google Patents

Description

The present invention relates to an optimum operation plan calculation device for a ship and an optimum operation plan calculation method.

Due to growing needs such as reduction of operating costs due to soaring fuel prices, greenhouse gas (GHG) emission reduction problems, safe operation, maintenance and improvement of transportation quality, optimal route calculation for ships is an effective means for ship operation management. It is regarded as important as.

The conventional optimum route calculation operates at a constant ship speed or a constant main engine rotation speed for a large ocean such as the North Pacific Ocean, which has a high fuel efficiency reduction effect, under the constraint conditions of the planned departure time and arrival time. Only the route (latitude and longitude) is optimized on the assumption that it will be done.

As a technique for further optimizing the calculation of such an optimum route, for example, as in Patent Document 1 below, a configuration in which grid points (nodes) for searching for an optimum route are weighted has been proposed. Further, for example, as in Patent Document 2 below, it has been proposed to set an essential passage point in the middle of a route and calculate the optimum route so as to always pass through the essential passage point.

Japanese Patent No. 4247497 Japanese Patent No. 4934756

However, in actual operation, in order to arrive at the destination safely and with low fuel consumption, it is possible not only to change the route as described above, but also to suspend the vessel without excessively changing the route. It is done. Optimal route calculation considering the influence of such a temporary suspension of a ship has not been realized.

The present invention has been made in view of the above, and an object of the present invention is to provide an optimum flight plan calculation device and an optimum flight plan calculation method capable of automatically formulating a suitable route according to the actual situation.

The optimum operation plan calculation device according to one aspect of the present invention includes an information input receiving unit that accepts input of information including the departure place, arrival place, and departure time of the ship, the input information, and the performance data of the ship. , The optimum operation plan calculation unit for calculating the optimum operation plan including the optimum route based on the meteorological data of the route area in which the ship navigates, and the optimum operation plan calculation unit is based on the weather data. Therefore, the determination unit for determining whether or not the area near the departure point or the arrival point is in a bad weather condition in which the ship cannot navigate, and the area near the departure point or the arrival point are the areas near the departure point or the arrival point. When it is determined that the ship is in a bad weather condition that cannot be navigated, the ship stops at a predetermined point for a predetermined time, or the ship passes through the nearby area before the nearby area becomes the bad weather state. The optimal operation plan calculation unit is configured to calculate the optimum route based on the constraint condition when the constraint condition is set.

According to the above configuration, when the area near the departure point or the arrival point is in a bad weather condition, the vessel is stopped at a predetermined point on the optimum route, or the vessel passes through the vicinity area before the near area becomes a bad weather condition. It is possible to calculate the optimal flight plan that takes into consideration the fact that the aircraft will be operated. For this reason, in addition to a route that avoids bad weather conditions, by stopping the vessel at a predetermined point, the ship may wait for the weather to recover in the bad weather condition, or pass through the area before the bad weather conditions. It is possible to calculate the optimum flight plan including the routes that may occur. That is, according to the above configuration, it is possible to automatically calculate the optimum operation plan in which the concept of time is taken into consideration for the optimum route. Therefore, it is possible to automatically formulate a suitable route that is more suitable for the actual situation.

When the optimum flight planning calculation unit determines that the departure point or the area near the arrival point is in a bad weather state, the optimum flight planning calculation unit changes the departure time or the arrival time, and the changed departure time or arrival. The optimum route may be calculated based on the time. As a result, if the area near the departure point or arrival point is in bad weather, the departure time or arrival time is automatically changed without the user changing the departure time or arrival time, and the optimum route is selected. The optimum flight plan that takes into account the changed departure time or arrival time is calculated. Therefore, it is possible to automatically obtain the calculation result of a more suitable route according to the actual operation.

When it is determined that the area near the arrival point is in a bad weather condition, the optimum operation planning calculation unit intersects the vicinity area with a predetermined route from the departure point to the arrival point. The optimum flight planning calculation unit includes a reference position setting unit that sets a position as a reference position, and the optimum flight planning calculation unit is between the first route area between the departure point and the reference position and the reference position to the arrival point. The optimum route is calculated by dividing the second route area, and the optimum operation plan calculation unit uses the reference position departure time obtained by adding a predetermined time to the arrival time at the reference position in the first route area. , The optimum route in the second route region may be calculated. As a result, when the area near the arrival point is in a bad weather condition, the optimum operation plan is calculated in consideration of drifting in which the vessel is stopped immediately before the area in the bad weather condition on the optimum route. Therefore, it is possible to automatically obtain the calculation result of a more suitable route according to the actual operation.

The optimum flight planning calculation unit includes a shortest distance route calculation unit that calculates the shortest distance route connecting the shortest distance between the departure point and the arrival point as the predetermined route for setting the reference position. The reference position setting unit sets the position on the shortest distance route as the reference position, and the optimum operation planning calculation unit uses the arrival time at the reference position on the shortest distance route to use the first The optimum route in the route area is calculated, the determination unit determines whether or not the area near the arrival place is in the bad weather state at the reference position departure time, and the optimum operation plan calculation unit determines whether or not the region is in a bad weather state. When it is determined that the area near the arrival place is in the bad weather condition at the reference position departure time, the time obtained by adding the predetermined time to the reference position departure time is set as the new reference position departure time. You may. According to this, the position on the shortest distance route is set as the reference position, and the optimum route in the first route and the second route is calculated by using the arrival time at the reference position in the shortest distance route. Therefore, the arrival time to the reference position and the departure time from the reference position can be set easily and realistically. In addition, if the area near the arrival point is in a bad weather condition even at the set reference position departure time, the time for stopping the ship at the reference position is lengthened to calculate a suitable route including the stop time of the ship. It can be done easily and automatically.

When the determination unit determines that the area near the arrival point is in the bad weather condition, the navigable time obtained by subtracting the predetermined time from the time from the departure time to the arrival time is the departure point. Determines whether or not it is shorter than the minimum required navigation time for navigation from to the destination, and when the optimum operation planning calculation unit determines that the available navigation time is shorter than the required navigation time, the said The arrival time may be changed, and the optimum route in the first route may be calculated based on the changed arrival time. According to this, when the ship is stopped at the reference position, it is determined whether or not it is difficult to arrive at the input arrival time, and if it is determined that it is difficult, the ship arrives automatically. The time is changed. Therefore, a more realistic route calculation result can be automatically obtained.

The optimum operation plan calculation method according to another aspect of the present invention includes an information input reception step that accepts input of information including the departure place, arrival place, and departure time of the ship, the input information, and the performance data of the ship. And the optimum operation plan calculation step for calculating the optimum operation plan including the optimum route based on the meteorological data of the route area in which the ship navigates, and the optimum operation plan calculation step includes the weather data. Based on this, the determination step of determining whether or not the area near the departure point or the arrival point is in a bad weather condition in which the ship cannot navigate, and the area near the departure point or the arrival point are the ship. The optimum operation plan calculation step includes the restraint condition setting step of setting the vessel to stop at a predetermined point for a predetermined time as a restraint condition when it is determined that the ship is in an unnavigable bad weather condition. When the restraint condition is set, the optimum route is calculated based on the restraint condition.

According to the above method, when the area near the departure point or the arrival point is in a bad weather condition, the vessel is stopped at a predetermined point on the optimum route, or the vessel passes through the vicinity area before the near area becomes a bad weather condition. It is possible to calculate the optimal flight plan that takes into consideration the fact that the aircraft will be operated. For this reason, in addition to a route that avoids bad weather conditions, by stopping the vessel at a predetermined point, the ship may wait for the weather to recover in the bad weather condition, or pass through the area before the bad weather conditions. It is possible to calculate the optimum flight plan including the routes that may occur. That is, according to the above method, it is possible to automatically calculate the optimum flight plan in which the concept of time is taken into consideration for the optimum route. Therefore, it is possible to automatically formulate a suitable route that is more suitable for the actual situation.

According to the present invention, it is possible to automatically formulate a suitable route more suitable for the actual situation.

FIG. 1 is a block diagram showing a schematic configuration of an optimal operation plan arithmetic unit according to an embodiment of the present invention. FIG. 2 is a diagram showing a route region in the first example of the present embodiment. FIG. 3 is a flowchart showing the flow of arithmetic processing in the first example of FIG. FIG. 4 is a diagram for explaining the optimum route calculation by the DP method. FIG. 5 is a diagram showing a route region in the second example of the present embodiment. FIG. 6 is a flowchart showing the flow of arithmetic processing in the second example of FIG. FIG. 7 is a flowchart showing the flow of arithmetic processing in the modified example of the second example of FIG. FIG. 8 is a diagram showing a route region in the third example of the present embodiment.

Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding elements will be designated by the same reference numerals throughout all the figures, and duplicate description thereof will be omitted.

FIG. 1 is a block diagram showing a schematic configuration of an optimal operation plan arithmetic unit according to an embodiment of the present invention. The optimum operation plan calculation device 1 shown in FIG. 1 includes an input unit 2, a storage unit 3, a calculation unit 4, and an output unit 5. Each configuration 2 to 5 of the optimum operation plan arithmetic unit 1 transmits data to each other by the bus 6. The optimum operation plan calculation device 1 may be configured by a computer in a facility on land, or may be configured as a computer or a control device installed on a ship. In addition, some of the functions that make up the optimal operation plan arithmetic unit 1 are exerted by the computer installed on the ship, and other functions are exerted by the computer installed on land. The data may be configured to communicate with each other.

The input unit 2 is configured as an input device that allows the user to input information such as the departure place, arrival place, departure time, and arrival time of the ship. The storage unit 3 stores the information input from the input unit 2. Further, the storage unit 3 stores in advance the performance data of the ship, at least the weather data of the route area in which the ship navigates, and the optimum operation plan calculation program.

Ship performance data is data related to the performance that each ship has individually. Meteorological data is provided by, for example, an external organization. The meteorological data is, for example, data related to the meteorology (sea meteorology) in the navigation area, etc., one week from the present. The meteorological data may be configured to be sequentially transmitted from the outside through the network and automatically stored in the storage unit 3.

The calculation unit 4 executes the optimum operation plan calculation process for calculating the optimum operation plan including the optimum route of the ship based on various information stored in the storage unit 3. Therefore, the calculation unit 4 exerts the functions of the information input reception unit 41 and the optimum operation plan calculation unit 42 by executing the optimum operation plan calculation program.

The information input reception unit 41 accepts input of information including the departure place, arrival place, departure time and arrival time of the ship. The optimum operation plan calculation unit 42 calculates the optimum operation plan including the optimum route calculated by the optimum route calculation unit 47, which will be described later. The optimum operation plan includes the concept of time suitable for the optimum route (appropriate values such as departure time, arrival time, time at a predetermined position on the route, stop time at a predetermined position on the route, etc.). ..

For this purpose, the optimum flight plan calculation unit 42 exerts the functions of the determination unit 43, the constraint condition setting unit 44, the reference position setting unit 45, the shortest distance route calculation unit 46, the optimum route calculation unit 47, and the like. Based on the weather data, the determination unit 43 determines whether or not the region near the departure point or the arrival point is in a bad weather condition in which the ship cannot navigate. When the determination unit 43 determines that the area near the departure point or the arrival point is in a bad weather condition in which the ship cannot navigate, the restraint condition setting unit 44 stops the ship at a predetermined point for a predetermined time, or It is set as a restraint condition that the ship passes through the vicinity area before the vicinity area becomes the bad weather condition. When the constraint condition is set, the optimum flight plan calculation unit 42 calculates the optimum route based on the constraint condition. The reference position setting unit 45 and the shortest distance route calculation unit 46 perform calculations and processing for setting a point at which the ship stops for a predetermined time as a reference position. The optimum route calculation unit 47 calculates the optimum route based on the input information, the performance data of the ship stored in the storage unit 3, and the weather data of the route area in which the ship navigates.

The output unit 5 outputs the calculation result of the calculation unit 4. For example, the output unit 5 displays the optimum operation plan calculated by the calculation unit 4 on a map (nautical chart) on a display device (not shown) connected to the optimum operation plan calculation device 1.

Hereinafter, a specific example of the optimum flight plan calculation process will be described.

[Automatic change of departure time]
FIG. 2 is a diagram showing a route region in the first example of the present embodiment. As shown in FIG. 2, in this example, a route starting from the departure point S located on the west side of the ocean toward the east and arriving at the arrival point G located on the east side of the ocean will be described.

FIG. 3 is a flowchart showing the flow of arithmetic processing in the first example of FIG. As shown in FIG. 3, the information input accepting unit 41 accepts departure S, arrival G, departure time _{T S,} the information input including an arrival time _{T G} (step SA1). Note that in such case of sailing vessels from departure time T _S at a constant rotational speed, it may be unnecessary information input arrival time T _G.

In this example, the determination unit 43 determines whether or not the region near the departure point S is in a bad weather state. For example, the determination unit 43, the period from the starting time _{T S} that is input until the predetermined time X elapses _{(T S ~T S + X)} , the wave height in the peripheral area _{A S} relative to the departure point S, weather While reading from the data, the limit wave height that the ship can navigate is calculated from the performance data. Then, the determination unit 43, in the period _T S _~T S + X, determines the wave height in the peripheral area _{A S} is whether the limit height (step SA2).

In the example of FIG. 2, the peripheral area AS is set as a rectangular area centered on the departure point S, but the present invention is not limited to this, and for example, the ship travel direction side (arrival place G) from the departure point S. The region may be biased toward the side), and various shapes such as a circle and an ellipse can be adopted.

In the period _T S _{through T} S + X, if the wave height in the peripheral area _{A S} is lower than the limit height (Yes in step SA2), the determination unit 43, the region near the departure point S is determined not to be a bad weather condition .. In this case, the optimum flight plan calculation unit 42 calculates the optimum route based on the departure time T _S that is input (step SA3). The optimum route calculation unit 47 calculates a specific optimum route based on a known method as described later.

On the other hand, in the period _T S _{through T} S + X, if the wave height in the peripheral area _{A S} is not less than the limit height (No at step SA2), the determination unit 43, the region near the departure point S is the bad weather conditions Is determined. Incidentally, at least part of the duration of the period T _S ~T _S + _X, wave height of at least a portion of the area of the peripheral region A _S is not less than the limit height, is determined No in step SA2. In the example of FIG. 2, bad weather area A _H is present in some areas of the peripheral region A _S.

In this case, the optimum flight plan calculation unit 42 changes the departure time _{T S} (step SA4). For example, the optimum flight plan calculation unit 42 sets the time T _{S +} Y obtained by adding a predetermined time Y in the starting time T _S as a new departure time T _S.

Then, again, the determination unit 43, between the new departure time T _S until the predetermined time X elapses _{(T S ~T S + X)} , determination wave height in the peripheral area A _S is whether the limit height (Step SA2). The case height in the peripheral area _{A S} of the new period _T S _~T S + X is lower than the limit height (Yes in step SA2), the optimum flight plan calculation unit 42, based on the starting time _{T S} the changed optimum Calculate the route (step SA3). Thus, on a ship is delayed departure time T _S until ready starting, the optimum route calculation is performed ship based on the departure time T _S possible departure.

That is, in this example, when the restraint condition setting unit 44 determines that the area near the departure point S (peripheral area _AS ) is in a bad weather state in which the ship cannot navigate, the ship is determined at the departure point S. Set the time stop as a constraint condition. Then, when the constraint condition is set, the optimum flight plan calculation unit 42 calculates the optimum route based on the constraint condition.

According to the above aspect, when the area near the departure point S (peripheral area _AS ) is in a bad weather state, the optimum operation plan considering stopping the ship at the departure point S is calculated on the optimum route. Will be done. Thus, the user is automatically changed departure time T _S is not changed departure time T _S, the optimum route is calculated based on the departure time T _S of the changed. For this reason, the optimum operation plan is calculated including not only the route that avoids the bad weather condition but also the route that waits for the weather to recover in the area where the weather condition is bad by stopping the vessel at a predetermined point. be able to. That is, according to the above aspect, it is possible to automatically calculate the optimum operation plan in which the concept of time is taken into consideration for the optimum route. Therefore, it is possible to automatically obtain the calculation result of a more suitable route according to the actual operation.

[Example of optimal route calculation]
It should be noted that a general optimum route calculation can be applied to the optimum route calculation itself. For example, the following dynamic programming (DP) method can be adopted. FIG. 4 is a diagram for explaining the optimum route calculation by the DP method.

In the DP method, first, the shortest distance route calculation unit 46 calculates the shortest distance route (great circle route) R _{0 connecting the shortest distance between the departure point S and the arrival point G.} Then, the optimum route calculation unit 47 _{divides the shortest distance route R 0} into N equal parts, and sets a virtual line segment (great circle) M orthogonal to each other at each equal division point. Further, the optimum route calculation unit 47 arranges grid points L at equal intervals on each virtual line segment M. _{Let L (k, ik} ) be the i-th lattice point on the kth virtual line segment M from the departure point S. The optimum route calculation unit 47 selects one of the grid points L on each virtual line segment M one by one, and connects the departure point S and the arrival point G in order to the route (optimal route) _RS. Calculate as. In other words, the optimal route _{R S} is the starting point S, lattice points _L (1.i 1), lattice points _{L (2, i 2),} ..., L (k, i k), ..., in turn connects the arrival G It will be.

The vessel departs from the grid point L (k, _{ik ) on the kth virtual line segment M at time t k} , and at the time t at the grid point L (k + 1, _{ik + 1} ) on the k + 1th virtual line segment M. It shall arrive at _{k + 1.} Grid point L _{(k, i} k) of the time grid point from _{L (k + 1, i k} + 1) until the evaluation value _{J (L (k, i k} ), L (k + 1, i k + 1), t k, n k) fuel consumption _{F (L (k, i k} ), L (k + 1, i k + 1), t k, n k) penalty _P (L (k for the flight limit, i k), L (k + 1, i k + 1) , T _k , n _k ), expressed as the sum (J = F + P). Here, n _k indicates the propeller rotation speed of the ship while sailing from the grid point L (k, _ik ) to the grid point L (k + 1, _{ik + 1).} Further, the penalty P for the operation limit indicates, for example, the wave height encountered between the grid points and the sway (roll angle, pitch angle) of the hull.

Arrival time _{t k + 1} to the lattice points _{L (k + 1, i k} + 1) _{is, t k + 1 = t k} + T (L (k, i k), L (k + 1, i k + 1), t k, n k) can be expressed as. _{Here, T (L (k, i} k), L (k + 1, i k + 1), t k, n k) is the grid point L _{(k, i} k) from up to the grid point _{L (k + 1, i k} + 1) Indicates the sailing time.

Optimum route calculation unit 47, the time _t lattice points _k L _{(k, i k)} the minimum evaluation value to arrival G in the case of sailing direction from the arrival _{G J min (L (k.i k} ), a t _k), towards grid points L (k, from the lattice point from _{i k) L (k, i} k + 1) lattice point in the evaluation value and the time _{t k + 1} up to _{L (k + 1, i k} + 1) on arrival G navigation The sum with the minimum evaluation value up to the destination G in the case of the above is obtained by minimizing i _{K + 1} and _nk as parameters.

That is, the optimum route calculation unit 47
J _min (L (ki _k ), t _k )
= Min (i _{k + 1} , n _k ) {J (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ) + J _min (L (k + 1,) i _{k + 1} ), t _k + T (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ))}
(K = N-2, ..., 1,0) ... (1)
Is calculated. Here, Min ( _{ik + 1} , _nk ) {J} means that the inside of J is _{minimized with ik + 1} , _nk as parameters. The grid point L (0, i ₀ ) when k = 0 is equal to the starting point S.

Further, the optimum route calculation unit 47 has a minimum evaluation value J _min (L (L (L)) during navigation from the grid point L (N-1, i _{N-1) on the N-1th virtual line segment M to the destination G.} N-1, i _N-1 ), t _N-1 ) are calculated using the following equations.
J _min (L (N-1, i _N-1 ), t _N-1 ) = Min (n _N-1 ) {J (L (N-1, i _N-1 ), G, t _N-1 , n _N-1 )}… (2)

The optimum route calculation unit 47 uses the above equations (1) and (2) as the function recursion equation in the DP method, and traces the virtual line segment M from the N-1th virtual line segment M to the departure point S one by one. However, the minimum evaluation value from each grid point L to the arrival point G is calculated, and finally the minimum evaluation value from the departure point S to the arrival point G is obtained. The optimum route calculation unit 47 outputs a set of grid points L from which the minimum evaluation value can be obtained as the optimum route _RS.

The optimum route calculation unit 47 may perform the optimum route calculation by the variational method, the Dijkstra method, the A ^* method, the isochronous curve method, or the like, instead of the optimum route calculation using the DP method as described above. .. Further, in the above example, an example of optimization calculation in which the operation limit is added to the evaluation value as a penalty P is shown, but the optimum route calculation may be performed on the condition that a route that is equal to or less than the operation limit is selected as a constraint condition. ..

[Drifting]
FIG. 5 is a diagram showing a route region in the second example of the present embodiment. As shown in FIG. 5, in this example as well, as in the example of FIG. 2, the route departs eastward from the departure point S located on the west side of the ocean and arrives at the arrival point G located on the east side of the ocean. Will be described.

FIG. 6 is a flowchart showing the flow of arithmetic processing in the second example of FIG. As shown in FIG. 6, the information input accepting unit 41 accepts departure S, arrival G, departure time _{T S,} the information input including an arrival time _{T G} (step SB1).

In this example, the determination unit 43 determines whether or not the region near the arrival point G is in a bad weather state. For example, the determination unit 43 determines _{the period (TG} −Z to _{TG + Z) from the time before the input arrival time TG} to the time after the arrival time _TG by the predetermined time Z, and the arrival place G. The wave height in the peripheral region _AG with reference to is read from the meteorological data, and the limit wave height that the ship can navigate is calculated from the performance data. Then, the determination unit 43 determines whether or not the wave height in the peripheral region _{AG in the period TG} −Z to _TG + Z is within the limit wave height (step SB2).

When the wave height in the peripheral region _{AG in the period TG} −Z to _TG + Z is lower than the limit wave height (Yes in step SB2), the determination unit 43 determines that the region near the arrival point G is not in a bad weather state. do. In this case, the optimum flight plan calculation unit 42 calculates the optimum route based on _{the input arrival time TG (step SB3).}

On the other hand, when the wave height in the peripheral region _{AG in the period TG} −Z to _TG + Z is equal to or higher than the limit wave height (No in step SB2), the determination unit 43 indicates that the region near the arrival destination G is in a bad weather state. Judge that there is. In this case, the constraint condition setting unit 44 sets that the ship stops at a predetermined point for a predetermined time as a constraint condition. Based on this constraint condition, the optimum operation plan calculation unit 42 optimally operates a route that stops the vessel with a _{predetermined stop time T D in} the sea area (reference position D described later) in the middle of the departure from the departure point S. Calculate as. Therefore, the optimum operation plan calculation unit 42 sets a predetermined stop time T _D (step SB4).

The reference position setting unit 45 sets the position where the region near the arrival point G and the predetermined route between the departure point S and the arrival point G intersect as the reference position D (steps SB5 and SB6). When setting the reference position D, the shortest distance route calculation unit 46 sets the shortest distance route (great circle route) connecting the shortest distance between the departure point S and the arrival point G as a predetermined route for setting the reference position D. ) Is calculated (step SB5). _{At this time, the shortest distance route calculation unit 46 obtains the minimum required navigation time TN} when navigating from the departure point S to the arrival point G at the maximum ship speed in the shortest distance route.

The reference position setting unit 45 sets the position on the shortest distance route as the reference position D (step SB6). That is, the reference position setting unit 45, of the point where the boundary portion of the shortest distance route and bad weather area A _H intersect, set a point on the most minimum distance close to the departure point S side route as a reference position D ..

Furthermore, the determination unit 43, the starting time _{T S} from the arrival time _{T G} stop from time to time _{T D} a navigable time minus _(T G _-T D _{-T S)} is, until arrival G from the departure point S It is determined whether or not the minimum required navigation time _{TN or more is required for navigation (step SB7).}

When it is determined that the navigable time is _{shorter than the required navigation time TN} (No in step SB7), the _{optimal flight planning calculation unit 42 changes the arrival time TG} (step SB8). For example, the optimum flight planning calculation unit 42 sets _TG + W, which is obtained by adding the time W to the _{arrival time TG} , as the new arrival time.

If navigable time is determined to be navigable required time T _N or more (Yes at step SB7), the optimum flight plan calculation unit 42, a predetermined time arrival time T _S1 to the reference position D1 in the first route region A1 The time to which (stop time T _D ) is added is set to the departure time (reference position departure time) TS ₂ from the reference position D in the second route region (step SB9).

Determining unit 43 determines, at the reference position departure time T _S2, the region near the arrival G (peripheral region A _G) is, whether the bad weather conditions. For example, the determination unit 43, the period of the reference position departure time _{T S2} of a predetermined time Z before time to time after a predetermined time Z from the reference position departure time _{T S2 (T S2 -Z~T S2 +} Z), arrival place the wave height in the peripheral region a _G relative to the G, reads from meteorological data, ship calculates the limit height navigable from the performance data. Then, the determination unit 43, the wave height in the peripheral area _{A G} of the period _{T S2 -Z~T} S2 + Z determines whether the limit height (Step SB 10).

If the wave height of the peripheral region _{A G} for the period _{T S2 -Z~T} S2 + Z is less than the limit height (Yes in step SB 10), the determination unit 43, the reference position departure time _{T S2,} the region near the arrival G Determines that the weather is not bad. In this case, the optimum flight planning calculation unit 42 sets the reference position departure time _TS2 as the departure time from the reference position D in the second route area A2.

The optimum flight planning calculation unit 42 divides the first route area A1 between the departure point S and the reference position D and the second route area A2 between the reference position D and the arrival point G, and each of them is divided. Calculate the optimum route for. First, the optimum operation plan calculation unit 42 calculates the optimum route in the first route area A1 (step SB11). At this time, the optimum flight plan calculation unit 42, the arrival time at the reference position D in the shortest distance route (passage time), using as the arrival time T _S1 to the reference position D in the first route region A1, the first route The optimum route in the area A1 is calculated.

Furthermore, the optimum flight plan calculation unit 43 calculates the optimum route in the second route region A2 using the reference position departure time T _S2, which is set as described above as the starting time (step SB12). The optimum route calculation unit 47 calculates a specific optimum route for each of step SB11 and step SB12 based on the method as described above.

On the other hand, if the height of the peripheral region _{A G} for the period _{T S2 -Z~T} S2 + Z is equal to or greater than the limit height (No in step SB 10), the determination unit 43, the reference position departure time _{T S2,} arrival G It is determined that the area in the vicinity of is in a bad weather condition. In this case, the optimum operation plan calculation unit 42 adds a predetermined time V to the _{stop time T D at the reference position D of the ship (step SB13).}

Then, steps SB7 to SB10 are performed using the updated stop time T _D. In step SB7, when a predetermined time V is subtracted from the previous navigable time and it is determined that the new navigable time is _{shorter than the required navigable time TN} , the arrival time _TG is changed.

In step SB19, the optimum flight plan calculation unit 42 sets the time obtained by adding a predetermined time V to the reference position departure time T _S2 as a new reference position departure time T _S2. In step SB11, in the new reference position departure time T _S2, the region near the arrival G is whether bad weather condition is determined. When the determination unit 43 determines that the region near the arrival point G is not in a bad weather state in _{the reference position departure time TS2 , the optimum flight planning calculation unit 42 sets a new reference position departure time TS2} . The optimum route in the first route area A1 and the optimum route in the second route area A2 are calculated by using it as the departure time from the reference position D in the two route regions (steps SB11 and SB12).

Finally, the optimum flight planning calculation unit 42 connects the optimum route in the first route area A1, the stop time in the reference position D, and the optimum route in the second route area A2, and connects the optimum route from the departure point S to the arrival point G. Outputs the optimum flight plan showing the optimum route up to and the time at each point.

According to the above aspect, when the region near the arrival place G is in a bad weather state, it is possible to calculate an optimum operation plan in consideration of stopping the ship at a predetermined reference position D on the optimum route. For this reason, it is optimal not only for routes that avoid bad weather conditions, but also for routes that wait for the weather to recover in areas with bad weather conditions by drifting to stop the vessel at the reference position D. Flight plans can be calculated. Therefore, it is possible to automatically formulate a suitable route that is more suitable for the actual situation.

Further, in the present embodiment, the reference position is set as the position on the shortest distance route, and the optimum route in the first route region A1 and the second route region A2 is used by using the arrival time at the reference position D in the shortest distance route. Is calculated. Therefore, the arrival time at the reference position D and the departure time _TS2 from the reference position can be set easily and realistically. In addition, if the weather in the vicinity of the arrival point G does not recover even at the set reference position departure time _TS2 , the ship is stopped at the optimum route by lengthening the _{time T D at which the ship is stopped at the reference position D.} It is possible to easily and automatically calculate the optimum flight plan in consideration of time.

Further, in the present embodiment, when the ship is stopped at the reference position D, it is determined whether or not it is difficult to arrive _{at the input arrival time TG, and it is determined that it is difficult.} The arrival time _TG is automatically changed. Therefore, a more realistic route calculation result can be automatically obtained.

[Automatic arrival time change process 1]
As in the second example, when the area near the arrival place G is in a bad weather state, the arrival time may be automatically changed prior to the drifting process. FIG. 7 is a flowchart showing the flow of arithmetic processing in the modified example of the second example of FIG. Since steps SC1 to SC3 in this modification are the same as steps SB1 to SB3 in the drifting process shown in FIG. 6, description thereof will be omitted.

In this modified example, if the region near the arrival G is determined to be bad weather conditions, i.e., the wave height in the peripheral area A _G of the period T _G -Z~T _G + _Z based on arrival time T _G is a limit If it is height above (No at step SC2), the determination unit 43 determines whether the time from the starting time _{T S} to the arrival time _{T G (T G} -T _S) is longer than the navigation requires the time _{T N} (Step SC4).

If the time from the starting time _{T S} to the arrival time _{T G (T G} -T _S) is determined to be longer than the navigation requires the time _{T N} (Yes in step SC4), the optimum flight plan calculation unit 42, arrival time T Make a change to speed up _{G (step SC5).} For example, the optimum flight plan calculation unit 42, a T _G -U obtained by subtracting the time U to the arrival time T _G and the new arrival time.

Then, the determination unit 43, again, the wave height in the peripheral area _{A G} of the period _{T G -Z~T} G + Z based on a new arrival time _{T G} is determined whether less than the limit height (step SC2). That is, the ship by arriving earlier than the arrival time T _G appointment when arriving at arrival G, whether the vicinity region of the arrival G can be prevented from becoming bad weather condition is determined. Such advance the arrival time _{T G} treatment, time from departure time _{T S} to the arrival time _{T G (T G} -T _S) is carried out as far longer than the sailing time required _{T N.}

If the wave height in the peripheral area _{A G} of the period _{T G -Z~T} G + Z based on a new arrival time _{T G} is determined to be lower than the limit height (Yes in step SC2), the optimum flight plan calculation unit 42, the optimal route, starting with the departure point S to the departure time T _S, it is to calculate the optimum flight plan that has been taken into account to arrive at the arrival G to the new arrival time T _G. That is, in this modification, when the constraint condition setting unit 44 determines that the area near the arrival place G (peripheral area _AG ) is in a bad weather state in which the ship cannot navigate, the peripheral area _AG is changed. It is set as a constraint condition _{that the ship passes through the surrounding area AG} before the bad weather condition. Then, when the constraint condition is set, the optimum flight plan calculation unit 42 calculates the optimum route based on the constraint condition.

If departure time _T time from _S to arrival time _{T G (T} G -T _S) is less than or equal to navigation required time _{T N} (No at step SC4), more hasten the arrival time _{T G} when the arrival time since is impossible to arrive at the arrival G in T _G, processor 4 executes the drifting process (step SC6). Specifically, steps SB4 to SB13 in FIG. 6 are executed.

According to the above aspect, when the area near the arrival place G (peripheral area _AG ) is in a bad weather condition, it is considered that the ship arrives at the arrival place G as soon as possible on the optimum route. The flight plan is calculated. Thus, even without the user to change the arrival time T _G, is arrival time T _G is changed automatically, the optimum route is calculated based on the arrival time T _G of the changed. For this reason, not only a route such as detouring to avoid a bad weather condition or stopping a ship in the middle of navigation, but also a destination G arrives at the destination G before the bad weather condition. It is possible to calculate the optimum flight plan including the route. That is, according to the above aspect, it is possible to automatically calculate the optimum operation plan in which the concept of time is taken into consideration for the optimum route. Therefore, it is possible to automatically obtain the calculation result of a more suitable route according to the actual operation.

[Automatic arrival time change process 2]
In the above modified example, when it is determined that the area near the arrival place G is in a bad weather state, an example is shown in which an operation of advancing the arrival time is performed if there is time to spare. In addition to or instead of this, when it is determined that the area near the arrival place G is in a bad weather state, an operation for delaying the _{arrival time TG may be performed.}

In this case, the optimal flight planning calculation unit 42 delays the arrival time by adding a predetermined time Q to the arrival time _TG. The determination unit 43 again determines whether or not the wave height in the peripheral region _{AG in the period TG} −Z to _{TG + Z based on the new arrival time TG} (= _TG + Q) is lower than the limit wave height. That is, the ship by arriving later than the arrival time T _G appointment when arriving at arrival G, whether the vicinity region of the arrival G can be prevented from becoming bad weather condition is determined.

If the wave height in the peripheral area _{A G} of the period _{T G -Z~T} G + Z based on a new arrival time _{T G} is determined to be lower than the limit height, the optimum flight plan calculation unit 42, starting the departure time _{T S} The optimum route is calculated so as to depart from the land S and _{arrive at the destination G at the new arrival time TG.} That is, in this modification, when the constraint condition setting unit 44 determines that the area near the arrival place G (peripheral area _AG ) is in a bad weather state in which the ship cannot navigate, the peripheral area _AG is changed. It is set as a constraint _{that the ship passes through the surrounding area AG} after recovering from the bad weather condition. Then, when the constraint condition is set, the optimum flight plan calculation unit 42 calculates the optimum route based on the constraint condition.

In the optimum route calculation in this modification, the optimum operation plan calculation unit 42 may perform the optimum calculation by making the speed of the ship slower (totally or partially) than before delaying the _{arrival time TG.} The optimum in route calculation to slow the ship, arriving from when the distance is less than a predetermined reference distance or departure time T _S between the departure point S and end points G (peripheral region A _{G in)} It may be limited to the case where the time until the time _{TG is equal to or less than the predetermined reference time.} Since the determination of whether or not the weather is bad is made based on the weather prediction based on the weather data, the weather prediction becomes inaccurate as a long time elapses from the prediction time.

Accordingly, the determination unit 43, when obtained by delaying the arrival time T _G, the distance between the departure point S and end points G is equal to or reference distance or less, or, from a starting time T _S It may be determined whether or not the time until the arrival time _TG is equal to or less than the predetermined reference time. Then, when it is determined that the distance is less than or equal to the reference distance or the time is determined to be less than or equal to the reference time, the optimum operation planning calculation unit 42 slows down the speed of the ship and sets the optimum route. May be calculated.

According to the above aspect, when the area near the arrival place G (peripheral area _AG ) is in a bad weather state, the weather is set in the area near the arrival place G on the optimum route by slowing down the speed of the ship or the like. An optimal flight plan is calculated that takes into account waiting for recovery from a defective condition. Thus, even without the user to change the arrival time T _G, is arrival time T _G is changed automatically, the optimum route is calculated based on the arrival time T _G of the changed. For this reason, not only a route such as detouring to avoid a bad weather condition or stopping a ship in the middle of navigation, but also a destination G arrives at the destination G after recovering from the bad weather condition. It is possible to calculate the optimum flight plan including the route. That is, according to the above configuration, it is possible to automatically calculate the optimum operation plan in which the concept of time is taken into consideration for the optimum route. Therefore, it is possible to automatically obtain the calculation result of a more suitable route according to the actual operation.

[Stormy weather avoidance processing in the ocean]
In the first example, the second example, and the modified example thereof, the optimum route calculation processing when the region near the departure point S and / or the arrival point G is in a bad weather state has been described, but the optimum route calculation processing in the present embodiment has been described. The route calculation device 1 is not limited to this, and when the area other than the area near the departure point S or the arrival point G (for example, the area on the shortest distance route) is in a bad weather condition, such as in the ocean, the ship is set to the optimum route. It may be possible to calculate an optimum flight plan in consideration of stopping the aircraft in front of the area in bad weather.

FIG. 8 is a diagram showing a route region in the third example of the present embodiment. As shown in FIG. 8, in this example as well, as in the example of FIG. 2, the route departs eastward from the departure point S located on the west side of the ocean and arrives at the arrival point G located on the east side of the ocean. Will be described.

In this example, the shortest distance route calculation unit 46 calculates the shortest distance route (great circle route) Ro connecting the shortest distance between the departure point S and the arrival point G. The determination unit 43 determines whether or not there is an area in a bad weather condition on the shortest distance route Ro. For example, the determination unit 43 simulates whether or not there is a bad weather area A _{H in the predetermined area A F based on} the position of the ship F when the ship F is navigated at a predetermined speed according to the shortest distance route Ro. Judgment by. _{As in the case of the drifting process, the specific determination is that, for example, the wave height in the predetermined region AF} in the predetermined period based on the estimated arrival time of the ship F at the position on the shortest distance route Ro is within the limit wave height. Judge whether or not.

When there is a bad weather area A _H in the predetermined area A _F , the reference position setting unit 45 sets the position on the shortest distance route Ro as the reference position D. That is, the reference position setting unit 45 setting, among the point where the boundary portion of the shortest distance route Ro and bad weather area A _H intersect, the point of the most minimum distance close to the departure point S side route as a reference position D do. The reference position D and the estimated arrival time of the ship F at this time are temporarily stored in the storage unit 3.

In this case, the constraint condition setting unit 44 sets that the vessel F stops at the reference position D for a predetermined time as a constraint condition. Based on this constraint condition, the optimum operation plan calculation unit 42 considers to stop the ship with a _{predetermined stop time T D} at the reference position D on the way after departing from the departure point S on the optimum route. Calculated as R1. In this example as well, the optimum flight planning calculation unit 42 divides the first route area A1 between the departure point S and the reference position D and the second route area A2 between the reference position D and the arrival point G. Then, the optimum route is calculated for each of the areas A1 and A2. The detailed calculation contents are the same as in steps SB7 to SB13 of FIG. 6 in the drifting process.

The optimum flight planning calculation unit 42 finally arrives from the departure point S by connecting the optimum route in the first route area A1, the stop time T _{D in the reference position D, and the optimum route in the second route area A2.} The optimum operation plan R1 indicating the optimum route to the ground G and the time at each point is output.

According to the above aspect, even if there is a bad weather condition on the route in the area other than the departure point S and the arrival point G, the optimum operation plan considering stopping the ship at the predetermined reference position D on the optimum route. R1 can be calculated. For this reason, it is optimal not only for routes that avoid bad weather conditions, but also for routes that wait for the weather to recover in areas with bad weather conditions by drifting to stop the vessel at the reference position D. Flight plans can be calculated. That is, according to the above aspect, it is possible to automatically calculate the optimum operation plan in which the concept of time is taken into consideration for the optimum route. Therefore, it is possible to automatically formulate a suitable route that is more suitable for the actual situation.

Further, also in this example, the optimum route is calculated individually for the first route area A1 from the departure point S to the reference position D and the second route area A2 from the reference position D to the arrival point G. Therefore, in addition to or instead of the mode of stopping at the reference position D, a mode of decelerating to the reference position D and then accelerating from the reference position D can be adopted. In this case, the optimum operation plan calculation unit 42 may calculate the optimum operation plan R1 by dynamically changing the parameters related to the speed at the time of the optimum calculation.

For example, the optimum operation plan calculation unit 42 calculates an optimum route that makes the first route area A1 from the departure point S to the reference position D slower than usual or decelerates as it approaches the reference position D. , The second route area A2 between the reference position D and the destination G is optimized to have a faster speed than before, or to accelerate so that the speed becomes faster as the distance from the reference position D to a predetermined distance increases. You may calculate the route. This makes it possible to perform calculations in various aspects such as eliminating or shortening the time for stopping the ship F at the reference position D.

Further, in this example, the optimum operation plan calculation unit 42 calculates the operation plan R1 based on the route when drifting as described above and the operation plan R2 that bypasses the bad weather condition as before. The two operation plans R1 and R2 may be compared and a more suitable operation plan may be output as the optimum operation plan.

_{In this case, when the optimum flight planning calculation unit 42 determines that the bad weather region A H} exists on the shortest distance route Ro, the optimum flight plan calculation unit 42 determines that the departure point S and the bad weather region A _{H on the shortest distance route Ro exist in the optimum route.} The first operation plan R1 in which the vessel F is considered to be decelerated from the reference position D in front of the vessel or the vessel F is stopped at the reference position D, and the bad weather area A _{H on the shortest distance route Ro.} there If it is determined to be present, to produce a second flight plan R2 based on the optimum route at the time of bypassing the bad weather area a _H. Then, the optimum operation plan calculation unit 42 compares the first operation plan R1 and the second operation plan R2, and outputs a more suitable operation plan as the optimum operation plan.

For example, the optimum operation plan calculation unit 42 outputs an operation plan based on a route having a lower _{minimum evaluation value J min} calculated for each of the first operation plan R1 and the second operation plan R2 as the optimum operation plan.

Further, when the optimum flight plan calculation unit 42 must first calculate the first flight plan R1 and _{change the arrival time TG} from the first input value (when No in step SB5 in FIG. 6), the first The second operation plan R2 may be calculated instead of the first operation plan R1, and the second operation plan R2 may be output as the optimum operation plan.

Thus, the first flight plan R1 to avoid bad weather area A _H by changing the course of the ship F, second flight plan to avoid bad weather area A _H by changing the speed of the vessel F R2 By comparing with, a more suitable flight plan can be obtained.

[Other variants]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various improvements, changes, and modifications can be made without departing from the spirit of the present invention.

For example, in the above embodiment, the automatic departure time change process, the drifting process, the automatic arrival time change process, and the stormy weather avoidance process in the ocean have been described separately. The two processes may be configured to be executed as a series of arithmetic processes.

Further, in the above embodiment, the optimum operation plan calculation is performed in advance before the departure of the ship, but the above embodiment may be carried out not only before the departure of the ship but also after the departure of the ship. It is possible. In this case, the current position or the future of the position of the ship (sailing schedule position) is the departure point S next to, the estimated time of arrival to the current time or navigation scheduled position is input as a starting time T _S.

Further, in the above embodiment, an automatic changing process of the starting time, since the ship is to constraints optimum route computation to stop a predetermined time departure point S (predetermined point), delaying the departure time T _S However, the present invention is not limited to this. For example, the optimum flight plan calculation unit 42, as an automatic changing process of the starting time may be performing an operation for optimum route by advancing the starting time T _S. In this case, it is set as a restraint condition for the optimum route calculation that the ship passes through the vicinity region before the region near the departure point S becomes in a bad weather state.

INDUSTRIAL APPLICABILITY The present invention is useful for providing an optimum flight plan calculation device and an optimum flight plan calculation method capable of automatically formulating a suitable route according to the actual situation.

1 Optimal flight plan arithmetic unit 41 Information input reception unit 42 Optimal flight plan arithmetic unit 43 Judgment unit 44 Constraint condition setting unit 45 Reference position setting unit 46 Shortest distance route calculation unit 47 Optimal route calculation unit D Reference position G Arrival point S Departure point

Claims (5)

An information input reception unit that accepts input of information including the departure place, arrival place and departure time of a ship,
The optimum operation plan calculation unit for calculating the optimum operation plan including the optimum route based on the input information, the performance data of the ship, and the weather data of the route area in which the ship navigates is provided.
The optimal flight planning calculation unit
Based on the meteorological data, a determination unit for determining whether or not the region near the departure point or the arrival point is in a bad weather condition in which the ship cannot navigate.
When it is determined that the area near the departure point or the arrival point is in a bad weather condition in which the ship cannot navigate, the ship stops at a predetermined point for a predetermined time, or the nearby area is in the bad weather. It is provided with a restraint condition setting unit that sets as a restraint condition that the ship passes through the vicinity area before the state is reached.
When the constraint condition is set, the optimum flight plan calculation unit calculates the optimum route based on the constraint condition .
When it is determined that the area near the arrival point is in a bad weather condition, the optimum operation planning calculation unit intersects the vicinity area with a predetermined route from the departure point to the arrival point. Equipped with a reference position setting unit that sets the position as the reference position
The optimum flight planning calculation unit calculates the optimum route by dividing the first route area between the departure point and the reference position and the second route area between the reference position and the arrival point. death,
The optimum operation plan calculation unit calculates the optimum route in the second route area by using the reference position departure time obtained by adding a predetermined time to the arrival time at the reference position in the first route area. Arithmetic logic unit. When the optimum flight planning calculation unit determines that the departure point or the area near the arrival point is in a bad weather state, the optimum flight planning calculation unit changes the departure time or the arrival time, and the changed departure time or arrival. The optimum flight plan calculation device according to claim 1, which calculates the optimum route based on the time. The optimum flight plan calculation unit includes a shortest distance route calculation unit that calculates the shortest distance route connecting the shortest distance between the departure point and the arrival point as the predetermined route for setting the reference position. ,
The reference position setting unit sets the position on the shortest distance route as the reference position, and sets the reference position.
The optimum flight plan calculation unit calculates the optimum route in the first route region by using the arrival time at the reference position in the shortest distance route.
The determination unit determines whether or not the region near the arrival place is in the bad weather state at the departure time of the reference position.
When it is determined that the region near the arrival place is in the bad weather condition at the reference position departure time, the optimum flight planning calculation unit sets the time obtained by adding the predetermined time to the reference position departure time. The optimal flight planning calculation device according to claim 1 or 2 , which is set as a new reference position departure time. When the determination unit determines that the area near the arrival point is in the bad weather condition, the navigable time obtained by subtracting the predetermined time from the time from the departure time to the arrival time is the departure point. Judging whether it is shorter than the minimum required navigation time for navigation from to the destination,
When it is determined that the navigation possible time is shorter than the navigation required time, the optimum flight plan calculation unit changes the arrival time and calculates the optimum route in the first route based on the changed arrival time. , The optimum operation plan calculation device according to any one of claims 1 to 3. An information input reception step that accepts input of information including the departure place, arrival place and departure time of the ship, and
Includes the optimum operation plan calculation step for calculating the optimum operation plan including the optimum route based on the input information, the performance data of the ship, and the weather data of the route area in which the ship navigates.
The optimum flight plan calculation step is
Based on the meteorological data, a determination step of determining whether or not the region near the departure point or the arrival point is in a bad weather condition in which the ship cannot navigate, and
When it is determined that the area near the departure point or the arrival point is in a bad weather condition in which the ship cannot navigate, the ship stops at a predetermined point for a predetermined time, or the nearby area is in the bad weather. Includes a constraint condition setting step, which sets as a constraint condition that the vessel passes through the vicinity area before the state is reached.
The optimum flight plan calculation step is
When the constraint condition is set, the optimum route is calculated based on the constraint condition .
When it is determined that the area near the arrival point is in a bad weather condition, a position where the vicinity area and a predetermined route between the departure point and the arrival point intersect is set as a reference position.
The optimum route is calculated by dividing the first route region between the departure point and the reference position and the second route region between the reference position and the arrival point.
An optimum operation plan calculation method for calculating an optimum route in the second route area by using a reference position departure time obtained by adding a predetermined time to the arrival time at the reference position in the first route area.

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