WO2016136297A1 - 船舶の運航支援システム及び船舶の運航支援方法 - Google Patents
船舶の運航支援システム及び船舶の運航支援方法 Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B49/00—Arrangements of nautical instruments or navigational aids
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G3/00—Traffic control systems for marine craft
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
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- This disclosure relates to a ship operation support system and a ship operation support method.
- Patent Document 2 discloses a ship navigation system that achieves both scheduled and energy-saving navigation.
- a ship navigation system includes an ETA calculator that calculates a scheduled arrival time of a ship based on a ship speed, and a ship speed calculation that calculates a control ship speed of a finite number of sections between a finite number of position points on a route.
- an actuator that controls the physical state of the main engine based on the control ship speed, the control ship speed is defined on the earth coordinate system, and the control ship speed is set to the scheduled arrival time. It is calculated so as to agree within the allowable range, and the control boat speed is a constant value.
- control ship speed is the same value for the tidal current in a plurality of sections or a plurality of sections among all sections.
- the ship speed is not allocated to each section so that the fuel consumption from the first point to the second point is minimized.
- a ship operation support system includes: A ship navigation support system that divides a route from a first point to a second point into a plurality of sections and calculates a ship speed for each section, A constraint condition setting unit for setting the maximum ship speed for each section as a constraint condition; The ship speed for each section is used as a control variable, the fuel consumption from the first point to the second point is used as an objective function, and the ship speed for each section that minimizes the objective function is obtained as a solution.
- the constant ship speed against water, the maximum ship speed condition where the ship speed for each section is the maximum ship speed, and the ship speed against each section is the minimum ship speed for the section.
- the minimum ship speed condition, the actual ship speed condition that the ship speed of each section is the water speed or the ship speed of each section based on the past operation record, or the ship speed of each section is the past optimization
- the calculation unit performs the optimization calculation for each of a plurality of candidate routes from the first point to the second point, and selects an optimum route that minimizes the objective function from the plurality of candidate routes. Configured as follows.
- each section is subdivided into a plurality of points (waypoints), the weather sea conditions are estimated for each point, and the propulsive load at each point is estimated using this. Therefore, the fuel consumption in all the sections from the first point to the second point can be calculated with high accuracy. Thereby, ship speed distribution which makes fuel consumption the minimum can be performed appropriately.
- the initial water speed is set for the sections other than the ship speed limit section, the estimated arrival time at the second point when the ship sails at the initial water speed, and the arrival time is determined. Since the initial anti-ship speed is corrected so that the difference between the scheduled time and the target arrival time is within the allowable range, the constant anti-water speed is obtained, so the arrival at the second point is within the allowable range. It is possible to obtain the constant condition of the speed of the watercraft by correcting the initial speed of the watercraft so as to arrive at the scheduled time.
- the ship speed in the ship speed restricted section is the maximum ship speed in the ship speed restricted section.
- the ship speed in the ship speed limit section is the maximum ship speed of the ship speed limit section
- the water speed is reduced in the sections other than the ship speed limit section.
- the difference in ship speed between the ship speed limited section and the other sections can be reduced.
- the constant ship speed against water is that the ship speed in the ship speed restriction section is an average value of the maximum ship speed and the minimum ship speed in the ship speed restriction section.
- the ship speed in the ship speed restriction section is an average value of the maximum ship speed and the minimum ship speed in the ship speed restriction section.
- the speed of the section can be set to an appropriate value.
- the computing unit is Performing the optimization calculation in advance before passing the first point, calculating the boat speed for each section between the first point and the second point, After passing through the first point, the optimization calculation is performed again for a section between the intermediate point and the second point located between the first point and the second point. It is comprised so that the said ship speed may be recalculated about each area between 2nd points.
- the optimization calculation is performed in advance before the passage of the first point, the ship speed is calculated for each section between the first point and the second point, and the first After passing through the point, the optimization calculation is performed again for the section between the intermediate point located between the first point and the second point and the second point, and between the intermediate point and the second point Since the ship speed is recalculated for each section, the ship speed that minimizes the fuel consumption until it reaches the second point from the intermediate point even after passing through the first point can be obtained for each section.
- a calculation process for performing optimization calculation uses, as an initial condition for the optimization calculation, a constant condition for the speed of the watercraft in which the speed of the watercraft is constant in at least two of the sections excluding the speed limit section where the maximum speed is limited. Use.
- the calculation step includes Performing the optimization calculation using a plurality of types of initial conditions including the constant water speed, and obtaining the solution for each of the initial conditions, Of the solutions obtained for each initial condition, the boat speed at which the fuel consumption is minimized is output as an optimal solution.
- the optimization calculation is performed using a plurality of types of initial conditions including a constant speed for the watercraft, a solution is obtained for each initial condition, and a solution obtained for each initial condition is obtained.
- a boat speed at which the fuel consumption is minimum is output as the optimal solution, the possibility that the optimal solution with the minimum fuel consumption can be output without falling into the local solution is increased.
- the boat speed allocated to each section can be optimized so that the fuel consumption until reaching the route from the first point to the second point is minimized.
- the minimum ship speed condition, the actual ship speed condition that the ship speed of each section is the water speed or the ship speed of each section based on the past operation record, or the ship speed of each section is the past optimization
- the optimal solution that minimizes the fuel consumption without falling into a local solution is obtained.
- the possibility of output can be effectively increased. This makes it possible to optimize the boat speed allocated to each section so that the fuel consumption from the first point to the second point is minimized.
- the initial condition setting step calculates a constant speed of the watercraft in the at least two sections so that a difference between an arrival time at the second point and an arrival target time is within an allowable range. Find the condition of constant watercraft speed.
- a constant watercraft speed in at least two sections is calculated so that the difference between the estimated arrival time at the second point and the arrival target time is within the allowable range, Since the constant ship speed condition is obtained, it is possible to avoid a situation where the vehicle arrives at the second point at a time significantly deviating from the arrival time.
- the initial condition setting step includes: Set the initial anti-ship speed for the sections excluding the speed limit section, Obtain the estimated time of arrival at the second point when sailing at the initial speed against water, The initial watercraft speed is corrected so that the difference between the estimated arrival time and the arrival target time is within an allowable range, and the constant watercraft speed condition is obtained.
- the initial water speed is set for the sections other than the speed limit section, the estimated arrival time at the second point when the ship sails at the initial water speed, and the arrival time is determined. Since the initial anti-ship speed is corrected so that the difference between the scheduled time and the target arrival time is within the allowable range, the constant anti-water speed is obtained, so the arrival at the second point is within the allowable range. It is possible to obtain the constant condition of the speed of the watercraft by correcting the initial speed of the watercraft so as to arrive at the scheduled time.
- a ship operation support system in which ship speed is allocated to each section so that fuel consumption is minimized until arrival on the route from the first point to the second point. And a ship operation support method.
- expressions representing shapes such as quadrangular shapes and cylindrical shapes not only represent shapes such as quadrangular shapes and cylindrical shapes in a strict geometric sense, but also within the range where the same effect can be obtained. A shape including a chamfered portion or the like is also expressed.
- the expressions “comprising”, “comprising”, “comprising”, “including”, or “having” one constituent element are not exclusive expressions for excluding the existence of the other constituent elements.
- FIG. 1 is a block diagram showing an outline of a ship operation support system according to an embodiment of the present invention.
- FIG. 2 is a diagram showing the ship speed allocated to each section so that the fuel consumption amount from the first point P1 to the second point P2 is minimized.
- FIG. 3 is a diagram illustrating a relationship between a section and a ship speed when sailing at a ship speed allocated to each section.
- the ship operation support system supports ship operation based on a navigation plan, weather / sea state forecast information, and initial conditions (for example, ship speed distribution).
- the ship operation support system 1 includes a constraint condition setting unit 4 and a calculation unit 5.
- Constraint condition setting unit 4 is for setting the maximum ship speed for each section as a constraint condition.
- the maximum boat speed for each section is set as a constraint condition via an operation input unit or the like (not shown).
- the voyage plan includes at least one information of departure time, arrival time, ship speed limit section, draft, trim, or depth, and meteorological / sea state forecast information includes wind direction, wind speed, tidal current (velocity and direction), wave height or wave Contains at least one piece of information.
- the weather / sea state forecast information is from the departure time of each point on the route to the next point arrival time, and may be obtained over the entire route.
- the calculation unit 5 uses the constant condition of the speed of the watercraft as the initial condition for the optimization calculation in which the speed of the watercraft is constant in at least two of the sections excluding the speed limit section where the maximum speed is restricted. Configured.
- the calculation conditions are, for example, the passing time of each point (way point WP shown in FIG. 3), the longitude and latitude when each point passes, and the weather / sea state information (meteorological sea state condition) when each point passes.
- the weather / sea state information at the time of passing each point varies depending on the ship speed distribution.
- the calculation unit 5 calculates the passing time of a plurality of points (way points WP shown in FIG. 3) belonging to each section based on the boat speed of each section, and each of the points (way points WP) is calculated. You may estimate the meteorological conditions at the passing time of the position (longitude and latitude) and the point (waypoint WP).
- the calculation unit 5 when calculating the fuel consumption using the fuel consumption calculation model, performs each of the propulsion models that indicate the correlation between the ship speed and the weather condition and the propulsion load.
- the propulsive load at each point (way point WP) is estimated by applying the ship speed at the point (way point WP) and the weather and sea conditions.
- the fuel consumption calculation model may be configured to estimate the fuel consumption in consideration of at least one of cabin power, air conditioning power, or auxiliary power in addition to the propulsion load.
- the propulsion load required based on the propulsion model varies depending on the ship speed, weather and sea conditions.
- the cabin power and the air conditioning power are fixed, and the auxiliary power is switched on and off depending on the main engine load condition.
- the first section to the third section, the fifth section and the sixth section, and the eighth section to the tenth section excluding the fourth section and the seventh section where the maximum boat speed is limited is used as the initial condition for the optimization calculation.
- FIG. 4 is a flowchart for explaining optimization calculation according to an embodiment.
- the calculation unit 5 performs optimization calculation using a plurality of types of initial conditions including a constant ship speed versus water condition to obtain a solution for each initial condition.
- the boat speed at which the fuel consumption is minimum is output as the optimum solution.
- the initial value when the initial condition is the maximum boat speed condition, the initial value is 25 knots in the first section and the second section, and from the third section, the fifth section, the sixth section, and the eighth section.
- the initial value in the 10th section is 24.5 knots.
- the initial value is 12.5 knots in the fourth interval, and the initial value is 10 knots in the seventh interval.
- the initial value when the initial condition is the minimum boat speed condition, the initial value is 20 knots from the first section to the third section, the fifth section, the sixth section, and the eighth section, and the fourth section.
- the initial value is 7.5 knots, the initial value is 5 knots in the seventh zone, and the initial value is 15 knots in the ninth and 10th zones.
- the calculation condition for example, navigation time, ship speed limit section, draft, trim, or water depth
- the calculation condition for example, navigation time, ship speed limit section, draft, trim, or water depth
- Operational conditions including at least one, wind direction, wind speed, tidal velocity, tidal current direction, weather / sea conditions including at least one of wave height or direction), etc.
- the initial value of the boat speed of each section may be determined. Or you may determine the initial value of the boat speed of each area according to the optimization calculation result which the calculating part 5 performed in the past about the route which shares the whole or a part with this voyage.
- the optimization calculation result condition is an effective initial value when the change in the calculation condition is small compared to the time when the optimization calculation is executed in the past.
- the fuel consumption is Since the minimum ship speed is output as an optimal solution, the optimal solution with the minimum fuel consumption can be output without falling into a local solution. This makes it possible to optimize the boat speed allocated to each section so that the fuel consumption amount from the first point P1 to the second point P2 is minimized.
- FIG. 5 is a flowchart for explaining initial condition setting according to an embodiment.
- the initial condition setting unit 6 sets a constant anti-watercraft speed in at least two sections so that the difference between the estimated arrival time at the second point P2 and the arrival target time is within an allowable range. It is configured to calculate and obtain a condition for a constant ship speed.
- the initial condition setting unit 6 sets an initial water speed for a section other than the speed limit section, and sets the initial speed when the ship sails at the initial water speed.
- the estimated arrival time at the two points P2 is obtained, the initial anti-ship speed is corrected so that the difference between the estimated arrival time and the arrival target time is within an allowable range, and the constant anti-water ship speed condition is obtained. Composed.
- the initial water speed is set for the sections other than the speed limit section, and the estimated arrival time at the second point P2 when the ship sails at the initial water speed is obtained.
- the initial watercraft speed is corrected so that the difference between the target arrival time and the target arrival time is within the allowable range, and the constant watercraft speed is determined, so the arrival schedule within the allowable range from the arrival time at the second point P2 It is possible to obtain the constant condition of the speed of the watercraft by correcting the initial speed of the watercraft so as to arrive at the time.
- the constant ship speed against water condition is that the ship speed in the ship speed limit section is the maximum ship speed in the ship speed limit section.
- the ship speed in the fourth section where the maximum ship speed is limited is 12.5 knots
- the ship speed in the seventh section is 10 knots.
- the ship speed in the ship speed restriction section is the maximum ship speed in the ship speed restriction section, the speed of the ship against water can be reduced in the sections other than the ship speed restriction section.
- the constant ship speed against water is that the ship speed in the ship speed limit section is an average value of the maximum ship speed and the minimum ship speed in the ship speed limit section.
- the ship speed in the fourth section where the maximum ship speed is limited is 10 knots
- the ship speed in the seventh section is 7.5 knots.
- the ship speed in the ship speed limit section is an average value of the maximum ship speed and the minimum ship speed in the ship speed limit section, it is not too early and not too late in the ship speed limit section. Can sail.
- FIG. 6 is a conceptual diagram illustrating a section in which optimization calculation is performed before passing through the first point P1 and a section in which optimization calculation is performed after passing through the first point P1.
- optimization calculation is performed in advance before the passage of the first point P1, the ship speed is calculated for each section between the first point P1 and the second point P2, and the first point P1. After passing, the optimization calculation is performed again for the section between the intermediate point P3 and the second point P2 located between the first point P1 and the second point P2, and the intermediate point P3 and the second point P2 Since the ship speed is recalculated for each section between, the ship speed that minimizes the fuel consumption until it reaches the second point P2 from the intermediate point P3 even after passing the first point P1 is obtained for each section. Can do.
- FIG.7 and FIG.8 is a flowchart which shows the outline
- a ship operation support method divides a route from a first point P1 to a second point P2 into a plurality of sections and calculates a ship speed for each section. It is.
- the ship operation support methods include a constraint condition setting step (step S2) and a calculation step (step S3).
- the constraint condition setting step (step S2) the maximum ship speed for each section is set as a constraint condition.
- the calculation step (step S3) uses the ship speed for each section as a control variable, the fuel consumption amount from the first point P1 to the second point P2 as an objective function, and the ship for each section that minimizes the objective function. It is an optimization calculation that obtains the speed as a solution.
- the initial condition for the optimization calculation is the constant condition for anti-water ship speed in which the anti-water ship speed is constant in at least two of the sections excluding the ship speed limit section where the maximum ship speed is limited. Used as
- the constant condition of the speed of the watercraft in which the speed of the watercraft is constant in at least two of the sections other than the speed limit section where the maximum speed is restricted is set as the initial condition for the optimization calculation. Therefore, the convergence of the solution is improved, and the boat speed that minimizes the fuel consumption amount from the first point P1 to the second point P2 can be obtained for each section. Thereby, it is possible to provide a ship operation support method in which the ship speed is allocated to each section so that the fuel consumption amount until the arrival at the route from the first point P1 to the second point P2 is minimized. .
- optimization calculation is performed using a plurality of types of initial conditions including a constant speed for watercraft, and a solution is obtained for each initial condition.
- a solution is obtained for each initial condition.
- the optimal solution with the minimum fuel consumption can be output without falling into a local solution.
- the boat speed allocated to each section can be optimized so that the fuel consumption amount until reaching the route from the first point P1 to the second point P2 is minimized.
- step S3 in the calculation step (step S3), first, conditions are set from the maximum ship speed condition, the minimum ship speed condition, the measured ship speed condition, and the anti-water ship speed condition (step S31).
- the condition is set, an initial value is calculated for each section, and an initial value is set for each section (steps S41, S51, S61, S71).
- optimization calculation is executed for each condition (steps S42, S52, S62, S72), and a solution that minimizes the fuel consumption is calculated for each condition (steps S43, S53, S63, S73).
- step S34 a condition that minimizes the fuel consumption is extracted (step S34), and a solution (ship speed for each section) obtained under the extracted calculation condition is set as an optimum solution (step S35).
- some embodiments further include an initial condition setting step (step S1).
- the initial condition setting step (step S1) is for setting initial conditions for optimization calculation.
- the constant water resistance in at least two sections is set so that the difference between the scheduled arrival time and the target arrival time at the second point P2 is within the allowable range. Calculate the ship speed and obtain the constant condition of the ship speed against water.
- the constant watercraft speed in at least two sections is calculated so that the difference between the scheduled arrival time and the target arrival time at the second point P2 is within the allowable range, Since a certain condition is obtained, it is possible to arrive at the second point P2 from the target arrival time at the second point P2 to the scheduled arrival time within the allowable range.
- the initial water speed is set for the sections other than the speed limit section, and the voyage is performed at the initial water speed.
- the estimated arrival time at the second point P2 is obtained, and the initial anti-water vessel speed is corrected so that the difference between the estimated arrival time and the arrival target time is within the allowable range.
- the initial water speed is set for the sections other than the speed limit section, the estimated arrival time at the second point P2 when the ship sails at the initial water speed, the estimated arrival time
- the initial watercraft speed is corrected so that the difference between the target arrival time and the target arrival time is within the allowable range, and the constant watercraft speed is determined, so the arrival schedule within the allowable range from the arrival time at the second point P2 It is possible to obtain the constant condition of the speed of the watercraft by correcting the initial speed of the watercraft so as to arrive at the time.
- step S ⁇ b> 1 In the form illustrated in FIG. 5, in the initial condition setting step (step S ⁇ b> 1), first, an initial water speed is set for a section excluding the ship speed restriction section (step S ⁇ b> 11). Next, the arrival time at the second point P2 when the ship sails at the set initial water speed is obtained (step S12). If the difference between the calculated estimated arrival time and the target arrival time is within the allowable range (step S13: YES), the set initial watercraft speed is set as the watercraft speed (step S14). On the other hand, when the difference between the calculated estimated arrival time and the target arrival time is not within the allowable range (step S13: NO), the initial anti-watercraft speed is corrected so as to be within the allowable range (step S15). Then, when the difference between the estimated arrival time at the second point P2 and the target arrival time is within an allowable range when sailing at the corrected initial anti-watercraft speed, the corrected initial anti-watercraft speed is set to the anti-watercraft Speed (step S14).
- the constant ship speed against water condition is that the ship speed in the ship speed limit section is the maximum ship speed in the ship speed limit section.
- the ship speed in the ship speed restriction section is the maximum ship speed of the ship speed restriction section, the speed of the ship against water can be reduced in the sections other than the ship speed restriction section.
- the constant ship speed against water is that the ship speed in the ship speed limit section is an average value of the maximum ship speed and the minimum ship speed in the ship speed limit section.
- the calculation step (step S3) performs an optimization calculation in advance before passing the first point P1, and between the first point P1 and the second point P2.
- the boat speed is calculated for each of the sections, and after passing through the first point P1, the section between the intermediate point P3 and the second point P2 located between the first point P1 and the second point P2 is optimal. Calculation is performed again, and the boat speed is recalculated for each section between the intermediate point P3 and the second point P2.
- the optimization calculation is performed in advance before the passage of the first point P1, the ship speed is calculated for each section between the first point P1 and the second point P2, and the first point P1. After passing, the optimization calculation is performed again for the section between the intermediate point P3 and the second point P2 located between the first point P1 and the second point P2, and the intermediate point P3 and the second point P2 Since the ship speed is recalculated for each section between, the ship speed that minimizes the fuel consumption until it reaches the second point P2 from the intermediate point P3 even after passing the first point P1 is obtained for each section. Can do.
- the present invention is not limited to the above-described embodiments, and includes forms obtained by modifying the above-described embodiments and forms obtained by appropriately combining these forms.
- the ship speed distribution to each section of a predetermined route is optimized, but when the degree of freedom of route selection is relatively high, the calculation unit 5 includes a plurality of candidates. An optimum route that minimizes fuel consumption may be selected from the route.
- the plurality of candidate routes A to C may be set in consideration of the traffic jam prediction result, seasonal factors, or sudden factors (typhoons, accidents, etc.).
- the setting of the candidate route may be performed by the calculation unit 5, or the candidate route set in the external device may be input to the calculation unit 5 via an arbitrary interface.
- FIG. 9 is a diagram showing an example of a plurality of candidate routes.
- the plurality of candidate routes A to C are each divided into a plurality of sections 10, and a plurality of waypoints WP are set in each section 10.
- the waypoints WP are equally allocated within each section 10 such that the distance between the waypoints WP is constant.
- the waypoint WP is set to a point where meteorological sea state data can be acquired in each section 10.
- the setting of the waypoint WP may be performed by the calculation unit 5, or the waypoint WP set in the external device may be input to the calculation unit 5 via an arbitrary interface.
- the calculation unit 5 performs an optimization calculation of the ship speed distribution for each candidate route A to C, and selects the optimum route that minimizes the objective function (fuel consumption) from the candidate routes A to C. Composed. That is, for each of the candidate routes A to C, the calculation unit 5 calculates the fuel consumption in all the sections 10 for the ship speed (ship speed initial value) of each section 10 defined by the initial conditions, and distributes the ship speed. By changing and repeatedly calculating the fuel consumption, the constraint conditions (for example, target arrival time (target voyage time) to the second point, maximum ship speed limit and minimum ship speed limit of each section, etc.) are satisfied and Ship speed distribution that minimizes fuel consumption is calculated for each of candidate routes A to C. The minimum value of the fuel consumption obtained for each of the candidate routes A to C is compared by such optimization calculation, and the one with the smallest fuel consumption is selected as the optimum route.
- the constraint conditions for example, target arrival time (target voyage time) to the second point, maximum ship speed limit and minimum ship speed limit of each section, etc.
- the calculation calculation of the ship speed distribution performed for each candidate route A to C in the calculation unit 5 is as described above, but will be briefly described with reference to FIG.
- the calculation unit 5 calculates the passage time of each waypoint WP, the longitude and latitude of each waypoint, and the weather / sea state information at the time of passage of each waypoint. Specifically, the calculation unit 5 calculates the passage time of a plurality of points (way points WP shown in FIG. 9) belonging to each section based on the ship speed of each section, and each point (way point WP) ) Position (longitude and latitude) and meteorological sea conditions at the passing time of the point (waypoint WP).
- a plurality of initial conditions including the constant condition of the anti-water vessel speed for example, the maximum vessel (A combination with other initial conditions including at least one of speed condition, minimum ship speed condition, actual ship speed condition or optimization calculation result condition) may be used.
- FIG. 10 is a diagram showing a processing flow for selecting an optimum route from a plurality of candidate routes.
- a plurality of candidate routes A to C are set.
- the candidate route may be set in consideration of the predicted result of traffic jam of the ship, seasonal factors, or sudden factors (typhoon, accident, etc.).
- optimization calculation of ship speed distribution is performed for each candidate route A to C, and constraints (for example, target arrival time to the second point (target voyage time), maximum ship speed limit for each section and minimum ship)
- constraints for example, target arrival time to the second point (target voyage time), maximum ship speed limit for each section and minimum ship
- the ship speed distribution that satisfies the speed limit and the like and minimizes the fuel consumption is calculated for each of the candidate routes A to C.
- the passage time of a plurality of points (way points WP shown in FIG. 9) belonging to each section is calculated based on the boat speed of each section, and the position (longitude) of each point (way point WP) is calculated. And latitude) and the meteorological conditions at the passing time of the point (way point WP).
- the propulsion load at each waypoint WP is estimated by applying the ship speed at each waypoint WP to the propulsion model showing the correlation between the ship speed and meteorological sea condition and the propulsion load.
- the fuel consumption is calculated using the fuel consumption calculation model.
- the fuel consumption calculation model includes not only the propulsion load but also other factors such as cabin power, air conditioning power, and auxiliary power, the fuel consumption is calculated in consideration of these other factors.
- the fuel consumption is calculated repeatedly by changing the ship speed distribution. Calculate the ship speed distribution (optimum value) that minimizes the quantity.
- optimization calculation is performed for each initial condition, and the ship speed distribution (optimum value) that minimizes fuel consumption is calculated for each initial condition.
- the optimum value is compared and the one with the smallest fuel consumption is selected.
- the constraint conditions for example, the target arrival time (target voyage time) to the second point, the maximum ship speed limit and the minimum ship speed limit of each section, etc.
- the minimum ship speed distribution is calculated.
- step S130 the route with the minimum fuel consumption is selected as the optimum route.
- a route that minimizes fuel consumption (optimum route) and a result of optimization calculation of ship speed distribution for the optimum route are obtained from the plurality of candidate routes.
- the optimization calculation described in steps S121 to S123 of FIG. 10 is performed for each of the plurality of candidate routes A to C using the latest weather and sea state prediction data at that time, and the subsequent step S130 is performed.
- the optimum route is selected, and the port departs from the first point P1 according to the optimum route and the ship speed distribution result corresponding to the optimum route.
- the intermediate point P3 and the second point P2 of the optimum route are The optimization calculation may be performed again for the remaining interval.
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Abstract
Description
第1地点から第2地点までの航路を複数の区間に分割し、該区間ごとの船速を算出する船舶の運航支援システムであって、
前記区間ごとの最大船速を制約条件として設定するための制約条件設定部と、
前記区間ごとの船速を制御変数とし、前記第1地点から前記第2地点に到着するまでの燃料消費量を目的関数とし、前記目的関数を最小とする前記区間ごとの船速を解として得る最適化計算を行うための演算部と、
を備え、
前記演算部は、前記最大船速が制限される船速制限区間を除く区間のうち少なくとも二つの区間において対水船速が一定である対水船速一定条件を前記最適化計算の初期条件として用いるように構成される。
前記演算部は、
前記対水船速一定条件を含む複数種の初期条件を用いて前記最適化計算を行って、各々の前記初期条件について前記解を求め、
前記初期条件ごとに求められた前記解のうち、前記燃料消費量が最小となる船速を最適解として出力する
ように構成される。
前記複数種の初期条件は、各区間の対水船速が前記最大船速である最大船速条件、各区間の対水船速が該区間の最小船速である最小船速条件、各区間の船速が過去の運航実績に基づく各区間の対水船速又は対地船速である実績船速条件、または、各区間の船速が過去の前記最適化計算の結果に基づく対水船速又は対地船速である最適化計算結果条件の少なくとも一つを含む。
前記演算部は、前記第1地点から前記第2地点までの複数の候補航路のそれぞれについて前記最適化計算を行い、前記複数の候補航路の中から前記目的関数が最小となる最適航路を選定するように構成される。
前記演算部は、
各区間の船速に基づいて、各区間に属する複数のポイントの通過時刻を算出し、
各々の前記ポイントの前記通過時刻における気象海象条件を推定し、
船速及び気象海象条件と推進負荷との相関を示す推進モデルに対して、前記船速及び前記気象海象条件を当てはめて、各々の前記ポイントにおける推進負荷を推定し、
少なくとも前記推進負荷の推定値に基づいて、前記複数の区間全体としての前記燃料消費量を算出する
ように構成される。
なお、燃料消費量を算出する際、推進負荷に加えて、客室電力、空調電力又は補機電力の少なくとも一つを考慮してもよい。
前記最適化計算の前記初期条件を設定するための初期条件設定部をさらに備え、
前記初期条件設定部は、前記第2地点への到着予定時刻と到着目標時刻との差が許容範囲内となるように前記少なくとも二つの区間における一定の前記対水船速を算出し、前記対水船速一定条件を求めるように構成される。
前記初期条件設定部は、
前記船速制限区間を除く区間について初期対水船速を設定し、
該初期対水船速で航海した場合における前記第2地点への到着予定時刻を求め、
該到着予定時刻と到着目標時刻との差が許容範囲内に収まるように前記初期対水船速を補正して、前記対水船速一定条件を求める
ように構成される。
前記対水船速一定条件は、前記船速制限区間における船速が該船速制限区間の前記最大船速である。
前記対水船速一定条件は、前記船速制限区間における船速が該船速制限区間の前記最大船速と最小船速との平均値である。
前記演算部は、
前記第1地点の通過前において予め前記最適化計算を行って、前記第1地点と前記第2地点との間の各区間について前記船速を算出するとともに、
前記第1地点を通過後において、前記第1地点と前記第2地点との間に位置する中間地点と前記第2地点との間の区間について前記最適化計算を再び行い、前記中間地点と前記第2地点との間の各区間について前記船速を算出し直す
ように構成される。
第1地点から第2地点までの航路を複数の区間に分割し、該区間ごとの船速を算出する船舶の運航支援方法であって、
前記区間ごとの最大船速を制約条件として設定する制約条件設定工程と、
前記区間ごとの船速を制御変数とし、前記第1地点から前記第2地点に到着するまでの燃料消費量を目的関数とし、前記目的関数を最小とする前記区間ごとの船速を解として得る最適化計算を行う演算工程と、
を備え、
前記演算工程は、前記最大船速が制限される船速制限区間を除く区間のうち少なくとも二つの区間において対水船速が一定である対水船速一定条件を前記最適化計算の初期条件として用いる。
前記演算工程は、
前記対水船速一定条件を含む複数種の初期条件を用いて前記最適化計算を行って、各々の前記初期条件について前記解を求め、
前記初期条件ごとに求められた前記解のうち、前記燃料消費量が最小となる船速を最適解として出力する。
前記複数種の初期条件は、各区間の対水船速が前記最大船速である最大船速条件、各区間の対水船速が該区間の最小船速である最小船速条件、各区間の船速が過去の運航実績に基づく各区間の対水船速又は対地船速である実績船速条件、または、各区間の船速が過去の前記最適化計算の結果に基づく対水船速又は対地船速である最適化計算結果条件の少なくとも一つを含む。
前記最適化計算の前記初期条件を設定するための初期条件設定工程をさらに備え、
前記初期条件設定工程は、前記第2地点への到着予定時刻と到着目標時刻との差が許容範囲内となるように前記少なくとも二つの区間における一定の前記対水船速を算出し、前記対水船速一定条件を求める。
前記初期条件設定工程は、
前記船速制限区間を除く区間について初期対水船速を設定し、
該初期対水船速で航海した場合における前記第2地点への到着予定時刻を求め、
該到着予定時刻と到着目標時刻との差が許容範囲内に収まるように前記初期対水船速を補正して、前記前記対水船速一定条件を求める。
前記演算工程は、
前記第1地点の通過前において予め前記最適化計算を行って、前記第1地点と前記第2地点との間の各区間について前記船速を算出するとともに、
前記第1地点を通過後において、前記第1地点と前記第2地点との間に位置する中間地点と前記第2地点との間の区間について前記最適化計算を再び行い、前記中間地点と前記第2地点との間の各区間について前記船速を算出し直す。
例えば、「ある方向に」、「ある方向に沿って」、「平行」、「直交」、「中心」、「同心」或いは「同軸」等の相対的或いは絶対的な配置を表す表現は、厳密にそのような配置を表すのみならず、公差、若しくは、同じ機能が得られる程度の角度や距離をもって相対的に変位している状態も表すものとする。
また例えば、四角形状や円筒形状等の形状を表す表現は、幾何学的に厳密な意味での四角形状や円筒形状等の形状を表すのみならず、同じ効果が得られる範囲で、凹凸部や面取り部等を含む形状も表すものとする。
一方、一の構成要素を「備える」、「具える」、「具備する」、「含む」、又は、「有する」という表現は、他の構成要素の存在を除外する排他的な表現ではない。
尚、各ポイント通過時の気象・海象情報は、船速配分により変動する。このため、演算部5は、各区間の船速に基づいて、各区間に属する複数のポイント(図3に示すウェイポイントWP)の通過時刻を算出し、各々の前記ポイント(ウェイポイントWP)の位置(経度及び緯度)および当該ポイント(ウェイポイントWP)の通過時刻における気象海象条件を推定してもよい。
また、燃料消費量計算モデルは、推進負荷に加えて、客室電力、空調電力又は補機電力の少なくとも一つを考慮して燃料消費量を推定するように構成されていてもよい。推進モデルに基づいて求められる推進負荷は、船速、気象及び海象条件により変動する。これに対し、客室電力及び空調電力は固定され、補機電力は、主機負荷条件によりオンとオフが切り換わる。
最適化計算のアルゴリズムは、内点法、逐次二次計画法等の公知のアルゴリズムが採用される。
なお、図3には、対水船速一定条件の例を示しており、最大船速が制限される第4区間及び第7区間を除く第1区間から第3区間、第5区間及び第6区間、並びに第8区間から第10区間において一定である。尚、対水船速が一定で航海する場合であっても各区間において潮流の影響を受けるので、大部分において対地船速は一定にはならない。
図4に示すように、幾つかの実施形態では、演算部5は、対水船速一定条件を含む複数種の初期条件を用いて最適化計算を行って、各々の初期条件について解を求め、初期条件ごとに求められた解のうち、燃料消費量が最小となる船速を最適解として出力するように構成される。
最適化計算結果条件は、過去に最適化計算実行時に比べて計算条件の変化が少ない場合において有効な初期値である。
初期条件設定部6は、最適化計算の初期条件を設定するためのものである。
図5に示すように、初期条件設定部6は、第2地点P2への到着予定時刻と到着目標時刻との差が許容範囲内となるように少なくとも二つの区間における一定の対水船速を算出し、対水船速一定条件を求めるように構成される。
本発明の少なくとも一実施形態に係る船舶の運航支援方法は、第1地点P1から第2地点P2までの航路を複数の区間に分割し、該区間ごとの船速を算出する船舶の運航支援方法である。
制約条件設定工程(ステップS2)は、区間ごとの最大船速を制約条件として設定するものである。
演算工程(ステップS3)は、区間ごとの船速を制御変数とし、第1地点P1から第2地点P2に到着するまでの燃料消費量を目的関数とし、目的関数を最小とする区間ごとの船速を解として得る最適化計算を行うものである。
演算工程(ステップS3)は、最大船速が制限される船速制限区間を除く区間のうち少なくとも二つの区間において対水船速が一定である対水船速一定条件を最適化計算の初期条件として用いる。
初期条件設定工程(ステップS1)は、最適化計算の初期条件を設定するためのものである。
図5に示すように、初期条件設定工程(ステップS1)は、第2地点P2への到着予定時刻と到着目標時刻との差が許容範囲内となるように少なくとも二つの区間における一定の対水船速を算出し、対水船速一定条件を求める。
すなわち、演算部5は、候補航路A~Cのそれぞれについて、初期条件によって規定される各区間10の船速(船速初期値)について全区間10における燃料消費量を算出し、船速配分を変更して燃料消費量の算出を繰り返し行うことで、制約条件(例えば、第2地点への目標到着時刻(目標航海時間)や各区間の最大船速制限および最小船速制限等)を満たし且つ燃料消費量が最小となる船速配分を候補航路A~C毎に算出する。こうした最適化計算によって候補航路A~C毎に得られた燃料消費量の最小値を比較し、燃料消費量が最小となるものを最適航路として選定するのである。
演算部5は、各ウェイポイントWPの通過時刻、各ウェイポイントの経度及び緯度、並びに各ウェイポイントの通過時における気象・海象情報を算出する。具体的には、演算部5は、各区間の船速に基づいて、各区間に属する複数のポイント(図9に示すウェイポイントWP)の通過時刻を算出し、各々の前記ポイント(ウェイポイントWP)の位置(経度及び緯度)および当該ポイント(ウェイポイントWP)の通過時刻における気象海象条件を推定する。
演算部5は、船速及び気象海象条件と推進負荷との相関を示す推進モデルに対して、各々のウェイポイントWPにおける船速及び前記気象海象条件を当てはめて、各ウェイポイントWPにおける推進負荷を推定し、少なくとも各ウェイポイントWPの推進負荷の推定値に基づいて、各候補航路全体の燃料消費量を算出する(図1参照)。なお、燃料消費量を算出するための燃料消費量計算モデル(図1参照)が、推進負荷に加えて、客室電力、空調電力、補機電力等の他の因子も含む場合、演算部5は、これら他の因子も考慮して、各候補航路の燃料消費量を算出する。
また、各候補航路A~Cについての最適化計算を行うに際して、上述したように、対水船速一定条件を含む複数種の初期条件(例えば、対水船速一定条件に加えて、最大船速条件、最小船速条件、実績船速条件または最適化計算結果条件の少なくとも一つを含む他の初期条件との組合せ)を用いてもよい。
図10に示すように、初めに、ステップS100において複数の候補航路A~Cを設定する。この際、候補航路は、船舶の渋滞予測結果、季節的要因、または、突発的要因(台風、事故等)を考慮して設定してもよい。
具体的には、各区間の船速に基づいて、各区間に属する複数のポイント(図9に示すウェイポイントWP)の通過時刻を算出し、各々の前記ポイント(ウェイポイントWP)の位置(経度及び緯度)および当該ポイント(ウェイポイントWP)の通過時刻における気象海象条件を推定する。そして、船速及び気象海象条件と推進負荷との相関を示す推進モデルに対して、各々のウェイポイントWPにおける船速及び前記気象海象条件を当てはめて、各ウェイポイントWPにおける推進負荷を推定する。こうして得られた推進負荷の推定結果に基づいて、燃料消費量計算モデルを用いて燃料消費量を計算する。なお、燃料消費量計算モデルが、推進負荷だけでなく、客室電力、空調電力、補機電力等の他の因子も含む場合、これら他の因子も考慮して燃料消費量を算出する。こうして、初期条件によって規定される各区間の船速(船速初期値)について全区間における燃料消費量を算出した後、船速配分を変更して燃料消費量の算出を繰り返し行って、燃料消費量が最小となる船速配分(最適値)を算出する。なお、初期条件が複数種存在する場合、各々の初期条件について最適化計算を行って、燃料消費量が最小となる船速配分(最適値)を初期条件ごとに算出し、初期条件ごとに得た最適値を比較して燃料消費量が最も小さいものを選択する。こうして、各候補航路A~Cについて、制約条件(例えば、第2地点への目標到着時刻(目標航海時間)や各区間の最大船速制限および最小船速制限等)を満たし且つ燃料消費量が最小となる船速配分が算出される。
例えば、出港直前において、その時点で最新の気象・海象予測データを用いて複数の候補航路A~Cのそれぞれについて図10のステップS121~S123で述べた最適化計算を行って、続くステップS130にて最適航路を選定し、最適航路およびこれに対応した船速配分結果に従って第1地点P1から出港し、最適航路上の中間地点P3において、最適航路のうち中間地点P3と第2地点P2との間の残りの区間について最適化計算を再び行うようにしてもよい。
4 制約条件設定部
5 演算部
6 初期条件設定部
P1 第1地点
P2 第2地点
P3 中間地点
Claims (16)
- 第1地点から第2地点までの航路を複数の区間に分割し、該区間ごとの船速を算出する船舶の運航支援システムであって、
前記区間ごとの最大船速を制約条件として設定するための制約条件設定部と、
前記区間ごとの船速を制御変数とし、前記第1地点から前記第2地点に到着するまでの燃料消費量を目的関数とし、前記目的関数を最小とする前記区間ごとの船速を解として得る最適化計算を行うための演算部と、
を備え、
前記演算部は、前記最大船速が制限される船速制限区間を除く区間のうち少なくとも二つの区間において対水船速が一定である対水船速一定条件を前記最適化計算の初期条件として用いるように構成されたこと
を特徴とする船舶の運航支援システム。 - 前記演算部は、
前記対水船速一定条件を含む複数種の初期条件を用いて前記最適化計算を行って、各々の前記初期条件について前記解を求め、
前記初期条件ごとに求められた前記解のうち、前記燃料消費量が最小となる船速を最適解として出力する
ように構成されたこと
を特徴とする請求項1に記載の船舶の運航支援システム。 - 前記複数種の初期条件は、各区間の対水船速が前記最大船速である最大船速条件、各区間の対水船速が該区間の最小船速である最小船速条件、各区間の船速が過去の運航実績に基づく各区間の対水船速又は対地船速である実績船速条件、または、各区間の船速が過去の前記最適化計算の結果に基づく対水船速又は対地船速である最適化計算結果条件の少なくとも一つを含むことを特徴とする請求項2に記載の船舶の運航支援システム。
- 前記演算部は、前記第1地点から前記第2地点までの複数の候補航路のそれぞれについて前記最適化計算を行い、前記複数の候補航路の中から前記目的関数が最小となる最適航路を選定するように構成されたことを特徴とする請求項1乃至3の何れか一項に記載の船舶の運航支援システム。
- 前記演算部は、
各区間の船速に基づいて、各区間に属する複数のポイントの通過時刻を算出し、
各々の前記ポイントの前記通過時刻における気象海象条件を推定し、
船速及び気象海象条件と推進負荷との相関を示す推進モデルに対して、前記船速及び前記気象海象条件を当てはめて、各々の前記ポイントにおける推進負荷を推定し、
少なくとも前記推進負荷の推定値に基づいて、前記複数の区間全体としての前記燃料消費量を算出する
ように構成されたことを特徴とする請求項1乃至4の何れか一項に記載の船舶の運航支援システム。 - 前記最適化計算の前記初期条件を設定するための初期条件設定部をさらに備え、
前記初期条件設定部は、前記第2地点への到着予定時刻と到着目標時刻との差が許容範囲内となるように前記少なくとも二つの区間における一定の前記対水船速を算出し、前記対水船速一定条件を求めるように構成されたことを特徴とする請求項1乃至5のいずれか一項に記載の船舶の運航支援システム。 - 前記初期条件設定部は、
前記船速制限区間を除く区間について初期対水船速を設定し、
該初期対水船速で航海した場合における前記第2地点への到着予定時刻を求め、
該到着予定時刻と到着目標時刻との差が許容範囲内に収まるように前記初期対水船速を補正して、前記対水船速一定条件を求める
ように構成されたことを特徴とする請求項6に記載の船舶の運航支援システム。 - 前記対水船速一定条件は、前記船速制限区間における船速が該船速制限区間の前記最大船速であることを特徴とする請求項1乃至7のいずれか一項に記載の船舶の運航支援システム。
- 前記対水船速一定条件は、前記船速制限区間における船速が該船速制限区間の前記最大船速と最小船速との平均値であることを特徴とする請求項1乃至7のいずれか一項に記載の船舶の運航支援システム。
- 前記演算部は、
前記第1地点の通過前において予め前記最適化計算を行って、前記第1地点と前記第2地点との間の各区間について前記船速を算出するとともに、
前記第1地点を通過後において、前記第1地点と前記第2地点との間に位置する中間地点と前記第2地点との間の区間について前記最適化計算を再び行い、前記中間地点と前記第2地点との間の各区間について前記船速を算出し直す
ように構成されたことを特徴とする請求項1乃至9のいずれか一項に記載の船舶の運航支援システム。 - 第1地点から第2地点までの航路を複数の区間に分割し、該区間ごとの船速を算出する船舶の運航支援方法であって、
前記区間ごとの最大船速を制約条件として設定する制約条件設定工程と、
前記区間ごとの船速を制御変数とし、前記第1地点から前記第2地点に到着するまでの燃料消費量を目的関数とし、前記目的関数を最小とする前記区間ごとの船速を解として得る最適化計算を行う演算工程と、
を備え、
前記演算工程は、前記最大船速が制限される船速制限区間を除く区間のうち少なくとも二つの区間において対水船速が一定である対水船速一定条件を前記最適化計算の初期条件として用いること
を特徴とする船舶の運航支援方法。 - 前記演算工程は、
前記対水船速一定条件を含む複数種の初期条件を用いて前記最適化計算を行って、各々の前記初期条件について前記解を求め、
前記初期条件ごとに求められた前記解のうち、前記燃料消費量が最小となる船速を最適解として出力すること
を特徴とする請求項11に記載の船舶の運航支援方法。 - [規則91に基づく訂正 01.02.2016]
前記複数種の初期条件は、各区間の対水船速が前記最大船速である最大船速条件、各区間の対水船速が該区間の最小船速である最小船速条件、各区間の船速が過去の運航実績に基づく各区間の対水船速又は対地船速である実績船速条件、または、各区間の船速が過去の前記最適化計算の結果に基づく対水船速又は対地船速である最適化計算結果条件の少なくとも一つを含むことを特徴とする請求項12に記載の船舶の運航支援方法。 - [規則91に基づく訂正 01.02.2016]
前記最適化計算の前記初期条件を設定するための初期条件設定工程をさらに備え、
前記初期条件設定工程では、前記第2地点への到着予定時刻と到着目標時刻との差が許容範囲内となるように前記少なくとも二つの区間における一定の前記対水船速を算出し、前記対水船速一定条件を求めることを特徴とする請求項11乃至13のいずれか一項に記載の船舶の運航支援方法。 - 前記初期条件設定工程は、
前記船速制限区間を除く区間について初期対水船速を設定し、
該初期対水船速で航海した場合における前記第2地点への到着予定時刻を求め、
該到着予定時刻と到着目標時刻との差が許容範囲内に収まるように前記初期対水船速を補正して、前記前記対水船速一定条件を求める
ことを特徴とする請求項14に記載の船舶の運航支援方法。 - 前記演算工程は、
前記第1地点の通過前において予め前記最適化計算を行って、前記第1地点と前記第2地点との間の各区間について前記船速を算出するとともに、
前記第1地点を通過後において、前記第1地点と前記第2地点との間に位置する中間地点と前記第2地点との間の区間について前記最適化計算を再び行い、前記中間地点と前記第2地点との間の各区間について前記船速を算出し直す
ことを特徴とする請求項11乃至15の何れか一項に記載の船舶の運航支援方法。
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CN111709579A (zh) * | 2020-06-17 | 2020-09-25 | 上海船舶研究设计院(中国船舶工业集团公司第六0四研究院) | 船舶航速优化方法及装置 |
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