WO2019004445A1

WO2019004445A1 - Device for computing optimal operation plan and method for computing optimal operation plan

Info

Publication number: WO2019004445A1
Application number: PCT/JP2018/024874
Authority: WO
Inventors: 政樹大嶺; 直子森田; 久之輔河田; 成子大橋; 恭平石上
Original assignee: 川崎重工業株式会社
Priority date: 2017-06-30
Filing date: 2018-06-29
Publication date: 2019-01-03
Also published as: JP2019012044A; JP6913537B2

Abstract

The present invention is provided with an optimal-operation-plan-computing unit that computes an optimal operation plan including an optimal course on the basis of information inputted from an information-input-receiving unit, capability data pertaining to a vessel, and meteorological data pertaining to a course region through which the vessel navigates. The optimal-operation-plan-computing unit is provided with: a determination unit for determining, on the basis of the meteorological data, whether or not a nearby region close to a point of departure or a point of arrival is in a bad-weather state through which the vessel cannot navigate; and a constraint-condition-setting unit that, when it is determined that the nearby region close to the point of departure or the point of arrival is in a bad-weather state through which the vessel cannot navigate, sets as a constraint condition either that the vessel stops at a prescribed site for a prescribed period of time or that the vessel passes through the nearby region before the nearby region enters the bad-weather state. When the constraint condition is set, the optimal-operation-plan-computing unit computes an optimal course on the basis of the constraint condition.

Description

Optimal flight plan computing device and optimal flight plan computing method

The present invention relates to an optimal operation plan computing device for a ship and an optimal operation plan computing method.

With the rising cost of fuel, reduced operating costs, greenhouse gas (GHG) emission reduction issues, and increased needs for safe operation and maintenance and improvement of transport quality, optimal route calculation on ships is an effective means for ship operation management. It is regarded as important.

The conventional optimal route calculation is operated at a fixed ship speed or a fixed main engine speed under the planned departure time and arrival time restriction conditions for one ocean with high fuel efficiency reduction effect. The route (latitude and longitude) is optimized and calculated on the assumption that

As a technique for further optimizing the calculation of such an optimal route, for example, a configuration for weighting grid points (nodes) for optimal route search has been proposed as in Patent Document 1 below. Further, for example, as described in Patent Document 2 below, it has been proposed to set an essential passage point midway along the route and to calculate the optimum route so as to surely pass the essential passage point.

Patent No. 4247497 Patent No. 4934756

However, in actual operation, in order to arrive at the arrival site safely and with low fuel consumption, it is possible not only to change the route only as described above, but also to suspend the vessel without excessively changing the route. It has been done. The optimal route calculation taking into consideration the influence of such a temporary stop of the vessel has not been realized.

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

According to an aspect of the present invention, there is provided an optimum operation plan computing device including: an information input receiving unit that receives an input of information including a departure place, an arrival place, and a departure time of a ship; the input information; And an optimal operation plan computing unit for computing an optimal operation plan including an optimal route based on weather data of a route area where the ship navigates, and the optimal operation plan computing unit is based on the weather data. A determination unit that determines whether or not the ship is unable to navigate and the weather is in a poor condition; and the vicinity area of the departure place or the arrival place is the ship. When it is determined that the weather is incapacitated, the vessel stops at a predetermined point for a predetermined time, or the vessel passes through the vicinity before the vicinity becomes the weather. And a constraint condition setting unit that sets the constraint condition as the constraint condition, and the optimal operation plan calculation unit is configured to calculate the optimal route based on the constraint condition when the constraint condition is set. .

According to the above configuration, when the area near the departure place or the arrival place is in a poor weather condition, the ship is stopped at a predetermined point on the optimum route, or the near area passes the nearby area before the bad weather condition occurs. It is possible to calculate the optimal operation plan that is considered. For this reason, by stopping the ship at a predetermined point, as well as a route to avoid a bad weather condition, waiting for the recovery of the weather in an area where the weather is bad, or passing the area before the bad weather occurs. It is possible to calculate the optimal flight plan, including the conventional route. That is, according to the above configuration, it is possible to automatically calculate an optimal operation plan in which the concept of time is considered in the optimal route. Therefore, it is possible to automatically determine a suitable route more in line with the actual situation.

The optimal operation plan calculation unit changes the departure time or the arrival time when it is determined that the area near the departure place or the arrival place is in the bad weather condition, and changes the departure time or arrival after the change. The optimal route may be calculated based on the time of day. As a result, if the weather near the departure place or arrival place is in poor weather, the departure time or arrival time is automatically changed even if the user does not change the departure time or arrival time. An optimal flight plan is calculated that takes into account the modified departure time or arrival time. Therefore, it is possible to automatically obtain the calculation result of the preferred route along the more actual operation.

When it is determined that the vicinity area of the arrival site is in the poor weather condition, the optimal operation plan calculation unit intersects the vicinity area and a predetermined route from the departure site to the arrival site. A reference position setting unit for setting a position as a reference position, the optimal operation plan calculation unit, a first navigation area between the departure point and the reference point, and a distance between the reference point and the arrival point The second navigation region is divided to calculate the optimum navigation route, and the optimum operation plan calculation unit uses the reference position departure time obtained by adding a predetermined time to the arrival time to the reference position in the first navigation region. The optimal route in the second route region may be calculated. As a result, when the area near the arrival site is in a poor weather condition, an optimal operation plan is calculated that takes into consideration the drifting to stop the vessel immediately before the region in the bad weather condition on the optimum route. Therefore, it is possible to automatically obtain the calculation result of the preferred route along the more actual operation.

The optimal operation plan calculation unit includes a shortest distance route calculation unit that calculates a shortest distance route connecting the shortest distance between the departure place and the arrival location as the predetermined route for setting the reference position. The reference position setting unit sets a position on the shortest distance route as the reference position, and the optimal operation plan calculation unit uses the arrival time to the reference position in the shortest distance route to the first position. The optimal navigation route in the navigation region is computed, and the determination unit determines whether the region near the arrival site is in the bad weather condition at the reference position departure time, and the optimal operation plan computation unit is: When it is determined that the area near the arrival site is in the bad weather condition at the reference position departure time, the time at which the predetermined time is added to the reference position departure time is a new reference position departure time It may be set as. According to this, the position on the shortest distance route is set as the reference position, and the arrival time to the reference position on the shortest distance route is used to calculate the optimum route in the first and second routes. Therefore, the setting of the arrival time to the reference position and the departure time from the reference position can be set easily and practically. In addition, when the area near the arrival site is in poor weather condition even at the set reference position departure time, calculation of a suitable route including the stop time of the ship can be performed by lengthening the time for stopping the ship at the reference position. It can be done easily and automatically.

When it is determined that the vicinity area of the arrival site is in the poor weather condition, the determination unit determines the navigable time obtained by subtracting the predetermined time from the time from the departure time to the arrival time. It is determined whether or not the required navigation time required for navigation from the above to the arrival site is shorter than the minimum required navigation time, and the optimal operation plan calculation unit determines that the navigable time is shorter than the required navigation time. The arrival time may be changed, and the optimum route on 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 it is difficult to arrive at the input arrival time, and it is determined that it is difficult to arrive automatically. The time is changed. Therefore, more realistic route calculation results can be obtained automatically.

According to another aspect of the present invention, there is provided an optimal operation plan calculation method comprising: an information input receiving step of receiving an input of information including a departure place, an arrival place, and a departure time of a ship; the input information; And an optimal operation plan calculating step of calculating an optimal operation plan including an optimal route based on weather data of a route area where the vessel navigates, and the optimal operation plan calculating step includes A determination step of determining whether or not the vessel is in an uncontrollable weather condition based on the departure place or the arrival place, and the vessel near the departure place or the arrival place is the ship A restraint condition setting step of setting the vessel as a restraint condition at a predetermined point for a predetermined time when it is determined that the weather condition is incapable of navigating. Serial optimum flight plan calculation step, when the constraint condition is set, computing the optimal route based on the constraint conditions.

According to the above method, when the area near the departure place or the arrival place is in a poor weather condition, the ship is stopped at a predetermined point on the optimum route, or the near area passes the nearby area before the bad weather condition occurs. It is possible to calculate the optimal operation plan that is considered. For this reason, by stopping the ship at a predetermined point, as well as a route to avoid a bad weather condition, waiting for the recovery of the weather in an area where the weather is bad, or passing the area before the bad weather occurs. It is possible to calculate the optimal flight plan, including the conventional route. That is, according to the above-mentioned method, it is possible to automatically calculate an optimal operation plan in which the concept of time is taken into consideration in the optimal route. Therefore, it is possible to automatically determine a suitable route more in line with the actual situation.

According to the present invention, it is possible to automatically determine a suitable route more in line with the actual situation.

FIG. 1 is a block diagram showing a schematic configuration of an optimum flight plan computing device according to an embodiment of the present invention. FIG. 2 is a diagram showing a navigation route area in a 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 optimal route calculation by the DP method. FIG. 5 is a diagram showing a route area in a second example of the present embodiment. FIG. 6 is a flow chart showing the flow of arithmetic processing in the second example of FIG. FIG. 7 is a flow chart showing the flow of arithmetic processing in the modification of the second example of FIG. FIG. 8 is a diagram showing a navigation route area in a third example of the present embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding elements are denoted by the same reference numerals throughout all the drawings, and redundant description will be omitted.

FIG. 1 is a block diagram showing a schematic configuration of an optimum flight plan computing device according to an embodiment of the present invention. The optimal operation plan computing device 1 shown in FIG. 1 includes an input unit 2, a storage unit 3, a computing unit 4, and an output unit 5. The configurations 2 to 5 of the optimal flight plan computing device 1 mutually transmit data via the bus 6. The optimal operation plan computing device 1 may be configured by a computer at a land facility, or may be configured as a computer or a controller installed on a ship. In addition, the computer installed on the ship exerts some of the functions constituting the optimal operation plan computing device 1, the computer installed on the land exerts other functions, and mutual communication means such as inter-land communication Data may be configured to communicate with each other.

The input unit 2 is configured as an input device that allows a user to input information such as a departure place, an arrival place, a departure time, and an arrival time of a ship. The storage unit 3 stores the information input from the input unit 2. In addition, the storage unit 3 stores in advance performance data of the ship, weather data of at least a channel area where the ship travels, and an optimal operation plan calculation program.

The performance data of a ship is data relating to the performance each ship has individually. Weather data is provided from, for example, an external organization. The weather data is, for example, data on weather (sea weather) in a channel area or the like one week after the present. The weather 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 an optimum operation plan calculation process for calculating an optimum operation plan including the optimum route of the ship based on various types of information stored in the storage unit 3. To this end, the calculation unit 4 executes the optimum flight plan calculation program to exhibit the functions of the information input reception unit 41 and the optimum flight plan calculation unit 42.

The information input reception unit 41 receives an input of information including a departure place, an arrival place, a departure time, and an arrival time of the ship. The optimum flight plan calculation unit 42 calculates an optimum flight plan including the optimum route calculated by the optimum route calculation unit 47 described later. The optimal operation plan includes the concept of time suitable for the optimum route (departure time, arrival time, time at a given position on the route, preferred value such as stop time at a given position on the route) .

To this end, the optimum flight plan calculation unit 42 exerts the functions of the determination unit 43, the restraint 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. The determination unit 43 determines, based on the weather data, whether or not the area near the departure place or the arrival place is in a bad weather condition in which the ship can not be navigated. The restraint condition setting unit 44 causes the ship to stop at a predetermined point for a predetermined time, when it is determined by the determination unit 43 that the area near the departure point or the arrival point is in a poor weather condition in which the ship can not navigate. It is set as a restraint condition that the ship passes through the near area before the near area becomes the bad weather condition. When a constraint condition is set, the optimal flight plan computation unit 42 computes an optimal route based on the constraint condition. The reference position setting unit 45 and the shortest distance route calculation unit 46 perform calculation 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 where the ship navigates.

The output unit 5 outputs the calculation result in the calculation unit 4. For example, the output unit 5 causes the display (not shown) connected to the optimal flight plan computing device 1 to display the optimal flight plan computed by the computing unit 4 on a map (nautical chart).

Hereinafter, a specific example of the optimal operation plan calculation process will be described.

[Automatic change of departure time]
FIG. 2 is a diagram showing a navigation route area in a first example of the present embodiment. As shown in FIG. 2, in this example, a route departing from a departure point S located on the west side of the ocean toward the east and arriving at an 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 reception unit 41 receives information input including the departure point S, the arrival point G, the departure time T _S , and the 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 the present example, the determination unit 43 determines whether the area near the departure point S is in a bad weather condition. 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 It reads from the data and calculates the limit wave height that the ship can navigate 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 is not limited thereto. For example, the traveling direction side of the ship from the departure point S (arrival point G The region may be biased to the side), and the shape may be variously adopted such as a circle or an ellipse.

In the period T _S to T _S + X, when the wave height in the surrounding area A _S is lower than the limit wave height (Yes in step SA2), the determining unit 43 determines that the area near the departure place S is not in 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, if the wave height in the peripheral area A _S is equal to or higher than the limit wave height in the period T _S to T _S + X (No in step SA2), the determination unit 43 determines that the area near the departure point S has a bad weather condition. It is determined that 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). If the wave height in the surrounding area A _S in the new period T _S to T _S + X is lower than the limit wave height (Yes in step SA2), the optimal operation plan computation unit 42 is optimal based on the departure time T _S after change. The route is calculated (step SA3). In this way, after delaying the departure time T _S until the vessel becomes ready for departure, the optimal route calculation is performed based on the departure time T _S at which the vessel can depart.

That is, in the present example, the restraint condition setting unit 44 determines that the ship is at the departure point S when it is determined that the area near the departure point S (peripheral area A _S ) is a weather defect that the ship can not navigate. Set a time stop as a constraint condition. Then, when the restraint condition is set, the optimal operation plan calculation unit 42 calculates the optimum route based on the restraint condition.

According to the above aspect, when the area (surrounding area A _S ) in the vicinity of the place of departure S is in a poor weather condition, the optimal operation plan is calculated in which stopping the ship at the place of departure S is considered. 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 optimal operation plan is calculated including not only the route that avoids the bad weather condition, but also the route that waits for the recovery of the weather in the bad weather condition by stopping the ship at a predetermined point. be able to. That is, according to the above aspect, it is possible to automatically calculate an optimal operation plan in which the concept of time is considered in the optimal route. Therefore, it is possible to automatically obtain the calculation result of the preferred route along the more actual operation.

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

In the DP method, first, the shortest distance route calculation unit 46 calculates a shortest distance route (great zone route) R ₀ connecting the shortest distance between the departure point S and the arrival point G. Then, the optimum path calculation unit 47 equally divides the shortest path _R0 into N, and sets virtual line segments (great circles) M orthogonal to each other at each division point. Furthermore, the optimal path calculation unit 47 arranges grid points L on each virtual line segment M at equal intervals. The i-th grid point on the k-th virtual line segment M from the departure point S is L (k, i _k ). The optimal route calculation unit 47 selects one grid point L on each virtual line segment M one by one and sequentially connects between the departure point S and the arrival point G as a route (optimum route) R _S Calculate as That is, the optimal route R _S connects the departure point S, lattice point L (1.i ₁ ), lattice point L (2, i ₂ ), ..., L (k, i _k ), ..., arrival point G in order It becomes a thing.

The ship leaves grid point L (k, _ik ) on the k-th virtual line segment M at time t _k , and time t on the grid point L (k + 1, i _{k + 1} ) on the _{k + 1-} th virtual line segment M _We shall arrive at _{k + 1} . Evaluation value J (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ) from lattice point L (k, _ik ) to lattice point L (k + 1, _{ik + 1} ) at this time 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 ) (J = F + P). Here, _nk indicates the propeller rotational speed of the ship while traveling from the lattice point L (k, _ik ) to the lattice point L (k + 1, _{ik + 1} ). Further, the penalty P for the operation limit indicates, for example, a wave height encountered between the grid points, a motion of the hull (roll angle, pitch angle) and the like.

The arrival time t _{k + 1} to the lattice point L (k + 1, i _{k + 1} ) can be expressed as t _{k + 1} = t _k + T (L (k, i _k ), L (k + 1, i _{k + 1} ), t _k , n _k ). Here, T (L (k, _ik ), L (k + 1, _{ik + 1} ), t _k , n _k ) is from lattice point L (k, _ik ) to lattice point L (k + 1, _{ik + 1} ) Indicates the sailing time.

The optimal route calculation unit 47 calculates the minimum evaluation value J _min (L (k.i _k ), from the grid point L (k, i _k ) to the arrival place G at time t _k to the arrival place G. 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 In this case, the sum with the minimum evaluation value up to the arrival place G is obtained by minimizing i _{K + 1} and n _k as parameters.

That is, the optimal 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)
Calculate Here, Min (i _{k + 1} , n _k ) {J} means to minimize the inside of J with i _{k + 1} and n _k as parameters. The lattice point L (0, i ₀ ) when k = 0 is equal to the departure point S.

In addition, the optimal route calculation unit 47 calculates the minimum evaluation value J _min (L ( _d ) while traveling from the grid point L (N−1, i _N−1 ) on the _N− 1th imaginary line segment M to the arrival location G. N−1, i _N−1 ), t _N−1 ) are calculated using the following equation.
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 optimal route calculation unit 47 uses the above equations (1) and (2) as a function recursion equation in the DP method to trace back one virtual line segment M from the N-1th virtual line segment M to the departure point S The minimum evaluation value from each lattice point L to the arrival point G is calculated, and the minimum evaluation value from the departure point S to the arrival point G is finally determined. The optimum path calculation unit 47 outputs a set of grid points L from which the minimum evaluation value can be obtained as an optimum path _RS .

The optimal route computation unit 47 may perform the optimal route computation by the variational method, the Dijkstra method, the A ^* method, the equal time curve method, etc., instead of the above-described optimal route calculation using the DP method. . In the above example, although an example of optimization calculation in which the operation limit is added to the evaluation value as the penalty P is shown, the optimum route calculation may be performed with the selection of the route which is below the operation limit as a constraint condition. .

[Drifting]
FIG. 5 is a diagram showing a route area in a second example of the present embodiment. As shown in FIG. 5, also in this example, as in the example of FIG. 2, the route departing from the departure place S located on the west side of the ocean toward the east and arriving at the arrival place G located on the east side of the ocean Will be explained.

FIG. 6 is a flow chart showing the flow of arithmetic processing in the second example of FIG. As shown in FIG. 6, the information input reception unit 41 receives information input including the departure point S, the arrival point G, the departure time T _S , and the arrival time T _G (step SB1).

In the present example, the determination unit 43 determines whether the area near the arrival place G is in a bad weather condition. For example, the determination unit 43 determines the period from the time that is a predetermined time Z before the input arrival time _TG to the time that is a predetermined time Z after the arrival time _TG (T _G -Z to T _G + Z), the arrival place G The wave height in the surrounding area _AG with reference to is read out 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 area _AG in the relevant period T _G -Z to T _G + Z is within the limit wave height (step SB2).

If the wave height in the peripheral area _AG in the period _TG- Z to _TG + Z is lower than the limit wave height (Yes in step SB2), the determining unit 43 determines that the area near the arrival place G is not a bad weather condition. 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 area _AG in the period T _G -Z to T _G + Z is equal to or higher than the limit wave height (No in step SB2), the determination unit 43 determines that the area near the arrival place G is bad weather. Determine that there is. In this case, the restraint condition setting unit 44 sets that the vessel stops at a predetermined point for a predetermined time as a restraint condition. Based on this restraint condition, the optimal operation plan calculation unit 42, after leaving from the place of departure S, optimizes a navigation route that causes the vessel to stop for a predetermined stop time T _{D in} an intermediate sea area (reference position D described later). Calculate as Therefore, the optimal operation plan calculation unit 42 sets a predetermined stop time T _D (step SB4).

The reference position setting unit 45 sets, as a reference position D, a position where the vicinity area of the arrival place G and a predetermined route from the departure place S to the arrival place G intersect (steps SB5 and SB6). When setting the reference position D, the shortest distance route computation unit 46 sets the shortest distance route connecting the starting location S and the arrival location G as a predetermined route for setting the reference location D ) Is calculated (step SB5). At this time, the shortest distance route calculation unit 46 obtains the minimum required navigation time T _N when the vehicle travels from the departure point S to the arrival point G at the maximum ship speed on the shortest distance route.

The reference position setting unit 45 sets the position on the shortest distance course 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 required navigation time T _N, which is the minimum required for the navigation of the above, is equal to or greater than (step SB7).

When it is determined that the navigable time is shorter than the required navigation time T _N (No in step SB7), the optimal operation plan computation unit 42 changes the arrival time T _G (step SB8). For example, the optimal operation plan calculation unit 42 sets T _G + W obtained by adding the time W to the arrival time T _G as a new arrival time.

When it is determined that the navigable time is equal to or more than the necessary navigation time T _N (Yes in step SB7), the optimal operation plan calculation unit 42 sets the arrival time T _S1 to the reference position D1 in the first navigation area A1 to a predetermined time The time obtained by adding (stop time T _D ) is set as the departure time (reference position departure time) T _S2 from the reference position D in the second channel area (step SB9).

The determination unit 43 determines whether or not the vicinity area (surrounding area A _G ) of the arrival place G is in a bad weather condition at the reference position departure time T _S2 . 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 determines whether or not the wave height in the peripheral area _AG in the relevant period _TS2- Z to _TS2 + Z is within the limit wave height (step SB10).

When the wave height in the peripheral area _AG in the period _TS2- Z to _TS2 + Z is lower than the limit wave height (Yes in step SB10), the determination unit 43 determines the vicinity area of the arrival point G at the reference position departure time _TS2 . Determines that the weather is not bad. In this case, the optimal operation plan calculation unit 42 sets the reference position departure time _TS2 as the departure time from the reference position D in the second navigation area A2.

The optimal operation plan calculation unit 42 divides the first navigation area A1 from the departure point S to the reference position D and the second navigation area A2 from the reference position D to the arrival point G, respectively. Calculate the optimal route for. First, the optimum flight plan calculation unit 42 calculates the optimum route of 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 optimal route in the region 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 based on the above-described method for each of step SB11 and step SB12.

On the other hand, when the wave height in the peripheral area _AG in the period _TS2- Z to _TS2 + Z is equal to or higher than the limit wave height (No in step SB10), the determination unit 43 determines that the arrival position G is the reference position departure time _TS2 . It is determined that the near area of is bad weather condition. In this case, the optimum flight plan calculation unit 42 adds a predetermined time V to stop time _{T D} at the reference position D of the vessel (step SB13).

Then, steps SB7 to SB10 are performed using the updated stop time T _D. In step SB7, the predetermined time V is subtracted from the previous navigable time, and when it is determined that the new navigable time is shorter than the required navigation time T _N , the arrival time T _G 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. If it is determined by the determination unit 43 that the optimum area near the arrival point G is not in the poor weather condition at the reference position departure time _TS2 , the optimum operation plan calculation unit 42 determines that the new reference position departure time _TS2 is The optimum route of the first route region A1 and the optimum route of the second route region A2 are calculated using the departure time from the reference position D in the two route regions (steps SB11 and SB12).

The optimal operation plan calculation unit 42 finally connects the optimum route in the first route region A1, the stop time at the reference position D, and the optimum route in the second route region A2, and Output an optimal operation plan showing the optimal route up to and the time at each point.

According to the above aspect, when the area near the arrival place G is in a bad weather condition, it is possible to calculate an optimal operation plan in which stopping the ship at the predetermined reference position D on the optimal route is considered. For this reason, it is optimal not only for routes that avoid bad weather conditions, but also for routes that wait for the recovery of the weather in the bad weather conditions by performing drifting to stop the ship at reference position D. The operation plan can be calculated. Therefore, it is possible to automatically determine a suitable route more in line with the actual situation.

Further, in the present embodiment, the reference position is set as the position on the shortest distance route, and using the arrival time to the reference position D in the shortest distance route, the optimum route in the first route region A1 and the second route region A2 Is calculated. Therefore, the setting of the arrival time to the reference position D and the departure time _TS2 from the reference position can be set easily and practically. In addition, when the weather in the area near the arrival point G is not recovered even at the set reference position departure time _TS2 , the time TD for stopping the ship at the reference position _D is increased to stop the ship on the optimum route. It is possible to easily and automatically calculate the time-optimized optimal operation plan.

Furthermore, in the present embodiment, when the ship is stopped at the reference position D, it is determined whether it is difficult to arrive at the input arrival time _TG, and it is determined that it is difficult. Automatically, the arrival time _TG is changed. Therefore, more realistic route calculation results can be obtained automatically.

[Arrival time change process 1]
As in the second example, when the area near the arrival place G is in a bad weather condition, the arrival time may be automatically changed prior to the drifting process. FIG. 7 is a flow chart showing the flow of arithmetic processing in the modification of the second example of FIG. Steps SC1 to SC3 in the present modification are the same as steps SB1 to SB3 in the drifting process shown in FIG.

In this modification, when it is determined that the area near the arrival point G is in poor weather, that is, the wave height in the surrounding area _AG in the period T _G -Z to T _G + Z based on the arrival time T _G is limited If it is the wave height or more (No in step SC2), the determination unit 43 determines whether the time (T _G −T _S ) from the departure time T _S to the arrival time T _G is longer than the navigation required time T _N (Step SC4).

If it is determined that the time from departure time T _S to arrival time T _G (T _G -T _S ) is longer than required navigation time T _N (Yes in step SC4), optimal flight plan computation unit 42 determines arrival time T _A change is made to accelerate _G (step SC5). For example, the optimal operation plan computation unit 42 sets T _G -U obtained by subtracting the time U to the arrival time T _G as a new arrival time.

Then, the determination unit 43 determines again whether the wave height in the peripheral area _AG in the period T _G -Z to T _G + Z based on the new arrival time T _G is lower than the limit wave 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.}

When it is determined that the wave height in the peripheral area _AG in the period T _G -Z to T _G + Z based on the new arrival time T _G is lower than the limit wave height (Yes in step SC2), the optimal flight plan computation 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, the constraint condition setting unit 44, the region near the arrival G (peripheral region A _G) If the ship is determined to be navigable non bad weather conditions, the peripheral region A _G is It is set as a constraint condition that the vessel passes the surrounding area _AG before the weather becomes poor. Then, when the restraint condition is set, the optimal operation plan calculation unit 42 calculates the optimum route based on the restraint condition.

If it is determined that the time from departure time T _S to arrival time T _G (T _G -T _S ) is less than required navigation time T _N (No in step SC4), the arrival time T _G is advanced if it is further advanced 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, in the case where the area near the arrival place G (peripheral area A _G ) is in a poor weather condition, the optimum route is considered as taking into consideration that the ship arrives at the arrival place G as soon as possible. An operation 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 for detouring to avoid a bad weather condition or stopping a ship in the middle of navigation, but also an arrival place G arrives at an arrival place G before a bad weather condition occurs. The optimal operation plan can be calculated including the route. That is, according to the above aspect, it is possible to automatically calculate an optimal operation plan in which the concept of time is considered in the optimal route. Therefore, it is possible to automatically obtain the calculation result of the preferred route along the more actual operation.

[Arrival time automatic change processing 2]
In the said modification, when it determines with the area | region of the arrival place G being a bad weather condition, if time has an allowance, the example which carries out the calculation which raises arrival time was shown. In addition to or in place of this, when it is determined that the area near the arrival place G is in a bad weather condition, an operation may be performed to delay the arrival time _TG .

In this case, the optimal operation plan calculation unit 42 adds the predetermined time Q to the arrival time _TG to delay the arrival time. The determination unit 43 determines again whether the wave height in the peripheral area _AG in the period T _G -Z to T _G + Z based on the new arrival time T _G (= T _G + 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 Departure from the site S and calculate an optimal route to arrive at the arrival site G at the new arrival time _TG . That is, in this modification, the constraint condition setting unit 44, the region near the arrival G (peripheral region A _G) If the ship is determined to be navigable non bad weather conditions, the peripheral region A _G is The restraint condition is set such that the vessel passes through the surrounding area _AG after recovery from the bad weather condition. Then, when the restraint condition is set, the optimal operation plan calculation unit 42 calculates the optimum route based on the restraint condition.

In the optimum route calculation in the present modification, the optimum operation plan calculation unit 42 may perform the optimum calculation by making the speed of the ship slower (in whole or in part) than before delaying the arrival time _TG . In the optimal route calculation, the ship's speed is to be reduced if the distance between the departure point S and the arrival point G (the surrounding area A _G ) is less than or equal to a predetermined reference distance, or arrival from the departure time T _S It may be limited to the case where the time to time _TG is equal to or less than a predetermined reference time. Since it is determined based on the weather prediction based on the weather data, the weather prediction becomes inaccurate as a long time elapses from the predicted time, because the determination of the bad weather condition is made.

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 the time to the arrival time _TG is less than or equal to a predetermined reference time. Then, when it is determined that the distance is less than or equal to the reference distance, or when it is determined that the time is less than or equal to the reference time, the optimal operation plan calculation unit 42 slows the speed of the ship to optimize the route. May be calculated.

According to the above aspect, when the area near the arrival place G (peripheral area A _G ) is in a poor weather condition, the speed of the ship is reduced and the vicinity area of the arrival place G is weathered in the optimum route. An optimal flight plan is calculated that is considered to wait for recovery from the failure 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 for detouring in order to avoid a bad weather condition, or stopping a ship in the middle of navigation, an arrival place G arrives at an arrival place G after recovery from a bad weather condition. The optimal operation plan can be calculated including the route. That is, according to the above configuration, it is possible to automatically calculate an optimal operation plan in which the concept of time is considered in the optimal route. Therefore, it is possible to automatically obtain the calculation result of the preferred route along the more actual operation.

[Avoiding stormy weather in the ocean]
In the first and second examples and their modifications described above, the optimum route calculation processing in the case where the area near the departure point S and / or the arrival point G is in a bad weather condition has been described. The route computation device 1 is not limited to this, and when the region other than the region near the departure point S or the arrival location G (for example, the region on the shortest distance course) is in poor weather condition, such as in the ocean. It may be possible to calculate an optimal operation plan in which it is considered to stop the vehicle before the area in the bad weather condition.

FIG. 8 is a diagram showing a navigation route area in a third example of the present embodiment. As shown in FIG. 8, also in this example, as in the example of FIG. 2, the route departing 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 explained.

In the present example, the shortest distance route calculation unit 46 calculates the shortest distance route (great zone route) Ro connecting the shortest distance between the departure place S and the arrival place G. The determination unit 43 determines whether there is an area in the poor weather condition on the shortest distance route Ro. For example, the determination unit 43, when allowed to navigate at a predetermined speed the ship F according shortest route Ro, simulation whether there is bad weather area A _H in a predetermined area A _F relative to the position of the vessel F Determined by Specifically, as in the case of the drifting process, for example, the wave height in the predetermined area _AF in the predetermined period based on the predicted arrival time of the ship F at the position on the shortest distance route Ro is within the limit wave height. It is determined whether or not.

If there is bad weather area A _H within the predetermined region A _F, the reference position setting unit 45 sets the position on the shortest distance route Ro as a 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 on the most minimum distance close to the departure point S side route as a reference position D Do. The reference position D and the predicted arrival time of the ship F at this time are temporarily stored in the storage unit 3.

In this case, the restraint condition setting unit 44 sets that the boat F stops at the reference position D for a predetermined time as a restraint condition. Based on this restraint condition, the optimal operation plan calculation unit 42 is an optimal operation plan in which it is considered that a predetermined stop time T _D is stopped at the reference position D in the middle after leaving the departure point S on the optimal route. Calculate as R1. Also in this example, the optimal operation plan calculation unit 42 divides the first navigation area A1 from the departure point S to the reference position D and the second navigation area A2 from the reference position D to the arrival point G Then, the optimal route is calculated for each of the areas A1 and A2. The details of the calculation are the same as steps SB7 to SB13 of FIG. 6 in the drifting process.

The optimal flight plan computing unit 42 finally connects the optimal route in the first route region A1, the stop time T _{D at the} reference position _D , and the optimal route in the second route region A2, and arrives from the departure point S Output an optimal operation plan R1 indicating the optimum route to the place G and the time at each point.

According to the above aspect, even if there is a bad weather condition on the route other than the place of departure S and the place of arrival G, the optimal operation plan in consideration of stopping the ship at the predetermined reference position D on the optimal 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 recovery of the weather in the bad weather conditions by performing drifting to stop the ship at reference position D. The operation plan can be calculated. That is, according to the above aspect, it is possible to automatically calculate an optimal operation plan in which the concept of time is considered in the optimal route. Therefore, it is possible to automatically determine a suitable route more in line with the actual situation.

Also in this example, the optimal route is calculated individually for the first navigation area A1 from the departure point S to the reference position D and the second navigation area A2 from the reference position D to the arrival point G. Therefore, in addition to or instead of stopping at the reference position D, it is also possible to adopt an aspect of accelerating from the reference position D after deceleration to the reference position D. In this case, the optimal operation plan calculation unit 42 may calculate the optimal operation plan R1 by dynamically changing the parameter related to the speed at the time of the optimal operation.

For example, the optimal flight plan computing unit 42 computes an optimal route that makes the first navigation range A1 between the departure point S and the reference position D slower than usual or slows down as the reference position D is approached. The second channel area A2 between the reference position D and the arrival point G is optimized to have a higher speed or accelerate so that the speed increases as the distance from the reference position D to the predetermined distance increases. The route may be calculated. As a result, it is possible to carry out calculations for various aspects such as eliminating or shortening the time for stopping the ship F at the reference position D.

Furthermore, in the present example, the optimal operation plan calculation unit 42 calculates the operation plan R1 based on the route in the case of performing the drifting as described above, and the operation plan R2 that bypasses the bad weather condition as usual. 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, the optimum flight plan calculation unit 42, when it is determined that the bad weather area A _H on the shortest distance route Ro is present, the optimal route, bad weather area A _H of the departure point S and the shortest distance route on Ro A first operation plan R1 in which it is considered that the ship F is decelerated or stopped at the reference position D with the reference position D in front of it, and the poor weather region 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 optimal flight plan calculation unit 42 compares the first flight plan R1 with the second flight plan R2 and outputs a more suitable flight plan as the optimal flight plan.

For example, the optimal operation plan calculation unit 42 outputs an operation plan based on a route with a lower minimum evaluation value J _min calculated for each of the first operation plan R1 and the second operation plan R2 as an optimal operation plan.

Further, the optimal flight plan computing unit 42 first computes the first flight plan R1, and if it is necessary to change the arrival time _TG from the initial input value (if No at step SB5 in FIG. 6), (1) A second operation plan R2 may be calculated instead of the operation plan R1, and the second operation plan R2 may be output as an optimal 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 A more suitable operation plan can be obtained by comparing with.

[Other modifications]
As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, A various improvement, change, and correction are possible within the range which does not deviate from the meaning.

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

Further, although the above embodiment has been described on the assumption that the optimal operation plan calculation is performed in advance before the departure of the ship, the above aspect may be implemented 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.

In the above embodiment, the automatic change processing of the departure time delays the departure time T _S to make the vessel stop at the departure point S (predetermined point) for a predetermined time as a constraint condition of the optimal route calculation. But it 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 constraint condition of the optimal route calculation that the ship passes the near area before the near area of the departure point S becomes poor weather condition.

The present invention is useful for providing an optimal operation plan computing device and an optimal operation plan computing method capable of automatically performing development of a suitable route more in line with the actual situation.

1 optimal flight plan computing device 41 information input acceptance unit 42 optimal flight plan computing unit 43 determination unit 44 restraint condition setting unit 45 reference position setting unit 46 shortest distance route computing unit 47 optimal route computing unit D reference position G arrival place S departure place

Claims

An information input reception unit that receives input of information including the departure point, arrival point and departure time of the ship;
And an optimal operation plan calculation unit that calculates an optimal operation plan including an optimal route based on the input information, performance data of the vessel, and weather data of the route area where the vessel navigates,
The optimal operation plan calculation unit
A determination unit that determines, based on the weather data, whether or not the ship is unable to navigate and the weather is in a poor weather condition, or the vicinity area of the departure place or the arrival place;
When it is determined that the ship is not able to navigate the bad weather condition that the ship can not navigate, the ship may stop at a predetermined point for a predetermined time, or the near area may be the bad weather condition. And a constraint condition setting unit that sets the vessel to pass through the near area before it becomes a state, as the constraint condition,
The optimal flight plan computing device, wherein the optimal flight plan computing unit computes the optimal route based on the constraint condition when the constraint condition is set.
The optimal operation plan calculation unit changes the departure time or the arrival time when it is determined that the area near the departure place or the arrival place is in the bad weather condition, and changes the departure time or arrival after the change. The optimal flight plan computing device according to claim 1, wherein the optimal route is computed based on time of day.
When it is determined that the vicinity area of the arrival site is in the poor weather condition, the optimal operation plan calculation unit intersects the vicinity area and a predetermined route from the departure site to the arrival site. A reference position setting unit that sets the position as a reference position;
The optimal operation plan calculation unit calculates an optimal route by dividing a first navigation region between the departure point and the reference position and a second navigation region between the reference position and the arrival point. And
The optimal flight plan in the second navigation area is computed using the reference position departure time obtained by adding a predetermined time to the arrival time to the reference position in the first navigation area, the optimal operation plan calculation unit. The optimal flight plan computing device according to or 2.
The optimal operation plan calculation unit includes a shortest distance route calculation unit that calculates a shortest distance route connecting the shortest distance between the departure place and the arrival location as the predetermined route for setting the reference position. ,
The reference position setting unit sets a position on the shortest distance passage as the reference position.
The optimal operation plan computing unit computes an optimal route in the first route area using an arrival time to the reference position in the shortest distance route;
The determination unit determines whether or not the area near the arrival site is in the bad weather condition at the reference position departure time.
When it is determined that the area near the arrival site is in the bad weather condition at the reference position departure time, the optimal operation plan calculation unit is a time obtained by adding the predetermined time to the reference position departure time. The optimal flight plan computing device according to claim 3, wherein the optimal flight plan departure time is set as a new reference position departure time.
When it is determined that the vicinity area of the arrival site is in the poor weather condition, the determination unit determines the navigable time obtained by subtracting the predetermined time from the time from the departure time to the arrival time. Determine whether it is shorter than the minimum required navigation time for navigation from
When it is determined that the navigable time is shorter than the navigable time, the optimal operation plan calculation unit changes the arrival time, and calculates an optimum route on the first route based on the changed arrival time. The optimal operation plan arithmetic unit according to claim 3 or 4.
An information input accepting step of accepting input of information including a departure point, an arrival point and a departure time of the ship;
An optimal operation plan calculating step of calculating an optimal operation plan including an optimal route based on the input information, the performance data of the vessel, and meteorological data of the route area where the vessel navigates;
The optimal operation plan calculation step is
A determination step of determining whether or not the ship is in a weather failure condition in which the vessel can not navigate, based on the weather data;
When it is determined that the ship is not in the navigable weather condition, the ship may stop at a predetermined point for a predetermined time, or the vicinity area may be the weather defect. And a constraint condition setting step of setting the ship to pass through the near area before becoming a state, as a constraint condition,
The optimal navigation plan computing method, wherein the optimal navigation route computing step computes the optimal navigation route based on the restraint condition when the restraint condition is set.