System for estimating quality of cargo in hold

Abstract

Provided is a means for estimating the future quality of cargo stored in a hold. An acquisition means (1102) of a management device (11) according to one embodiment of the present invention acquires, from a weather information distribution server device (8), predicted values for the temperature and humidity of outside air encountered by a ship sailing on a prescribed sailing route in accordance with a prescribed sailing schedule. A first estimation means (1106) estimates the temperature and humidity of the interior of the cabin during the sailing period on the basis of the predicted values of the temperature and humidity of the outside air acquired by the acquisition means (1102). A second estimation means (1107) estimates the future quality of the cargo contained in the hold on the basis of the temperature and humidity inside the hold estimated by the first estimation means (1106).

Description

Technical Field

[0001] The present invention relates to a technology for estimating the quality of cargo in a ship's hold. Background Art

[0002] During the period of transporting cargo by a ship, the quality of the cargo in the hold may change. For example, if the cargo is a product that is prone to rust, such as a steel coil, condensation may occur in the hold and water droplets may adhere to the product, causing the product to rust and deteriorate in quality.

[0003] For example, a device for preventing condensation in a cabin is described in Patent Document 1. The device described in Patent Document 1 measures the temperature and humidity in the cabin, starts and stops the operation of a dehumidifier and a heater according to the measured temperature and humidity, and maintains the temperature and humidity in the cabin within a specified range, thereby preventing condensation in the cabin.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Publication No. 2003-307336 Summary of the invention

[0007] Problems to be solved by the invention

[0008] According to the device described in Patent Document 1, the quality of the cargo is maintained by maintaining the environment in the hold within a predetermined range. However, the operation of the device described in Patent Document 1 involves dehumidification and heating, which costs money.

[0009] As a method of changing the humidity and temperature in the cabin without dehumidification and heating, there is ventilation of the cabin. For example, when the absolute humidity of the outside air is lower than that of the air in the cabin, the ventilation window of the cabin is opened, and after the cabin is fully ventilated, the ventilation window is closed, thereby reducing the absolute humidity of the air in the cabin. As a result, the probability of condensation in the cabin is reduced. Generally, the cost associated with opening and closing the ventilation window is cheaper than the cost associated with dehumidification and heating.

[0010] If the future humidity and temperature outside the cabin and the humidity and temperature inside the cabin can be estimated, and the period when condensation will occur in the cabin can be estimated based on these humidity and temperatures, the crew can carry out planned ventilation based on the understanding of the risks to prevent condensation.

[0011] In addition, if the cargo is a product that is prone to rust, such as steel coils, rust occurs due to condensation, and its quality is reduced. On the other hand, if the cargo is wood, for example, if the relative humidity in the cabin is low, the wood dries and its quality generally improves. This is because dry wood is generally more valuable than wood containing a large amount of moisture. Therefore, what kind of environmental parameters (physical properties of the surroundings of the cargo) have what kind of impact on the quality of the cargo will vary depending on the type of cargo.

[0012] Therefore, if it is possible to know in advance how the quality of the cargo in the hold changes due to the changing environmental parameters in the hold during the voyage of the ship, it is possible to take actions to prevent the quality of the cargo from being reduced or to improve the quality of the cargo.

[0013] In view of the above background, the present invention provides a means for estimating the future quality of cargo stored in a ship's hold.

[0014] Means for solving problems

[0015] In order to solve the above-mentioned problems, the present invention provides a system comprising: an acquisition unit, which acquires predicted values ​​of environmental parameters outside the cabin, which are predicted values ​​of future environmental parameters outside the cabin of a ship; a first estimating unit, which generates estimated values ​​of environmental parameters inside the cabin based on the predicted values ​​of environmental parameters outside the cabin, which are estimated values ​​of future environmental parameters inside the cabin; and a second estimating unit, which generates estimated values ​​of cargo quality based on the estimated values ​​of environmental parameters inside the cabin, which are estimated values ​​of future quality of cargo stored in the cabin.

[0016] In addition, the present invention provides a program for causing a computer to perform the following processing: obtaining predicted values ​​of environmental parameters outside the cabin, which are predicted values ​​of future environmental parameters outside the cabin of a ship; generating estimated values ​​of environmental parameters inside the cabin based on the predicted values ​​of environmental parameters outside the cabin, which are estimated values ​​of future environmental parameters inside the cabin; and generating estimated values ​​of cargo quality based on the estimated values ​​of environmental parameters inside the cabin, which are estimated values ​​of future quality of cargo stored in the cabin.

[0017] Effects of the Invention

[0018] According to the present invention, the future quality of cargo stored in a ship's hold is estimated, and as a result, for example, a crew member can perform an action to prevent the quality of the cargo from being degraded or to improve the quality. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1It is a diagram showing the overall configuration of a system according to one embodiment of the present invention.

[0020] Figure 2 This is a diagram showing the configuration of a computer used as hardware of a management device according to one embodiment of the present invention.

[0021] Figure 3 It is a diagram showing the functional configuration of a management device according to one embodiment of the present invention.

[0022] Figure 4 This is a diagram for explaining candidate navigation route data according to one embodiment of the present invention.

[0023] Figure 5 This is a diagram showing the structure of the flight schedule data according to one embodiment of the present invention.

[0024] Figure 6 This is a diagram showing the data structure of a weather forecast value table according to one embodiment of the present invention.

[0025] Figure 7 It is a diagram showing the structure of the in-cabin monitoring schedule data according to one embodiment of the present invention.

[0026] Fig. 8A It is a diagram showing the data structure of the cabin temperature estimation value table according to one embodiment of the present invention.

[0027] Figure 8B This is a diagram showing the data structure of the saturated water vapor amount estimated value table according to one embodiment of the present invention.

[0028] Fig. 9 It is a diagram showing the data structure of the cabin humidity estimation value table according to one embodiment of the present invention.

[0029] Fig.10 This is a diagram showing the data structure of a cargo quality estimated value table according to one embodiment of the present invention.

[0030] Fig.11 This is a graph for explaining a method for determining a ventilation period by a management device according to one embodiment of the present invention.

[0031] Fig.12 This is a diagram showing the structure of ventilation schedule data according to one embodiment of the present invention.

[0032] Fig.13 This is a graph for explaining a method for determining a dehumidification period by a management device according to one embodiment of the present invention.

[0033] Fig.14 This is a diagram showing the structure of dehumidification schedule data according to one embodiment of the present invention.

[0034] Fig.15 This is a diagram showing the flow of processing performed by the management device according to one embodiment of the present invention.

[0035] Fig.16 This is a diagram showing the flow of processing performed by the management device according to one embodiment of the present invention.

[0036] Fig.17 This is a diagram showing the flow of processing performed by the management device according to one embodiment of the present invention.

[0037] Fig.18 This is a diagram showing the flow of processing performed by the management device according to one embodiment of the present invention.

[0038] Fig.19 This is a diagram showing the flow of processing performed by the management device according to one embodiment of the present invention. DETAILED DESCRIPTION

[0039] [Implementation Method]

[0040] Figure 1 1 is a diagram showing the overall structure of a system 1 according to an embodiment of the present invention. The system 1 is a system that proposes a ship's navigation route, a navigation schedule, a cabin ventilation schedule, and an operation schedule of a device for forcibly changing the values ​​of environmental parameters in the cabin, preferably from the viewpoint of preventing the quality of cargo transported by a ship from being degraded or improving the quality.

[0041] The type of cargo transported by the ship using the system 1 is not limited. However, in the following description, the type of cargo transported by the ship (hereinafter referred to as "cargo L") is steel coils as an example. In addition, the steel coils are mainly rusted by the adhesion of water caused by condensation in the cabin, thereby reducing the quality. Therefore, the system 1 described below proposes a navigation route that minimizes the estimated condensation generation time in the cabin.

[0042] The system 1 has a management device 11 arranged on the bridge of the ship 9 , a plurality of thermometers 12 arranged outside and inside the cabin 91 , a plurality of hygrometers 13 arranged outside and inside the cabin 91 , and a dehumidifier 14 for dehumidifying the air in the cabin 91 .

[0043] In the present application, the outside of the cabin refers to the outer surface of the structure constituting the cabin and the space outside the cabin. In addition, in the present application, the inside of the cabin refers to the inner surface of the structure constituting the cabin and the space inside the cabin.

[0044] In the following description, for simplicity, it is assumed that the ship 9 has only one cabin 91. However, the ship 9 generally has a plurality of cabins 91. In this case, the system 1 has thermometers 12 (thermometers 12B to 12G), hygrometers 13 (hygrometers 13B to 13G), and dehumidifiers 14 corresponding to the plurality of cabins 91, respectively.

[0045] The management device 11 is a device that serves as the core of the system 1 and is a computer that proposes a navigation route and the like described below by executing a program of the present embodiment.

[0046] Figure 2 1 is a diagram showing an example of the configuration of a computer 10 used as hardware of the management device 11. The computer 10 includes a computer body 101, a display 102 connected to the computer body 101, and an input device 103 (keyboard, mouse, etc.).

[0047] The computer body 101 has: a memory 1011, which stores various data including programs; a processor 1012, which performs various data processing according to the programs; an input / output interface 1013, which is an interface for inputting and outputting data with external devices without going through a network; and a communication interface 1014, which is an interface for data communication with external devices via a network.

[0048] The display 102 and the input device 103 are connected to the input / output interface 1013. The communication interface 1014 performs data communication with the thermometer 12, the hygrometer 13, the dehumidifier 14, and the weather information distribution server device 8.

[0049] The thermometer 12 is a device for measuring temperature. The thermometer 12 has a communication function, and transmits the temperature actual value data indicating the temperature measured continuously to the management device 11 in sequence. One or more thermometers 12 are arranged outside the cabin 91, and one or more thermometers are arranged inside the cabin 91. In this embodiment, as an example, the system 1 has a thermometer 12A arranged outside the cabin 91 and thermometers 12B to 12G arranged inside the cabin 91.

[0050] The temperatures measured by the thermometers 12A to 12G are as follows.

[0051] The thermometer 12A measures the temperature of the air in the space outside the cabin 91 (outside air).

[0052] The thermometer 12B measures the temperature of the air in the space inside the cabin 91 (inside air).

[0053] The thermometer 12C measures the temperature of the inner surface of the hatch cover portion of the cabin 91 .

[0054] The thermometer 12D measures the temperature of the inner surface of the cross-deck portion of the cabin 91 .

[0055] The thermometer 12E measures the temperature of the inner surface of the upper wall portion of the cabin 91 .

[0056] The thermometer 12F measures the temperature of the inner surface of the side wall portion of the cabin 91 .

[0057] The thermometer 12G measures the temperature of the surface of the cargo L.

[0058] The hygrometer 13 is a device for measuring the absolute humidity of the air. Hereinafter, when simply referred to as "humidity", it means absolute humidity.

[0059] The hygrometer 13 has a communication function, and sequentially transmits humidity actual measurement value data indicating humidity that is continuously measured to the management device 11 .

[0060] One or more hygrometers 13 are arranged outside the cabin 91, and one or more hygrometers 13 are arranged inside the cabin 91. In the present embodiment, the system 1 includes a hygrometer 13A arranged outside the cabin 91, and hygrometers 13B to 13G arranged inside the cabin 91, as an example.

[0061] The humidity measured by the hygrometers 13A to 13G is as follows.

[0062] The hygrometer 13A measures the humidity of the air in the space outside the cabin 91 (outside air).

[0063] The hygrometer 13B measures the humidity of the air in the space inside the cabin 91 (inside air).

[0064] The hygrometer 13C measures the humidity of the air that comes into contact with the inner surface of the hatch cover portion of the cabin 91 .

[0065] The hygrometer 13D measures the humidity of the air in contact with the inner surface of the cross-deck portion of the cabin 91 .

[0066] The hygrometer 13E measures the humidity of the air that comes into contact with the inner surface of the upper wall portion of the cabin 91 .

[0067] The hygrometer 13F measures the humidity of the air that comes into contact with the inner surface of the side wall portion of the cabin 91 .

[0068] The hygrometer 13G measures the humidity of the air in contact with the surface of the cargo L.

[0069] The dehumidifier 14 is a device that dehumidifies the air in the cabin 91. The dehumidifier 14 takes in air into a main body, cools the taken-in air to condense water vapor in the air, and stores the condensed water in a tank, thereby reducing the humidity of the air.

[0070] The dehumidifier 14 has a communication function, and starts or stops the operation according to the control data transmitted from the management device 11 .

[0071] The management device 11 of the system 1 communicates data with the weather information distribution server device 8. During the navigation of the ship 9, the management device 11 communicates data with the weather information distribution server device 8 via, for example, a satellite communication network. While the ship 9 is anchored at a port, the management device 11 communicates data with the weather information distribution server device 8 via, for example, a wireless communication access point based on a communication standard such as WiFi (registered trademark) installed at the port where the ship is anchored.

[0072] The weather information distribution server device 8 is a device that transmits data indicating predicted values ​​of weather parameters such as temperature in response to a request from an external device (hereinafter referred to as "weather prediction value data"). The management device 11 transmits a request including a location (latitude and longitude) on the earth where the ship 9 passes or arrives during navigation and the date and time of passing the location to the weather information distribution server device 8, and receives the weather prediction value data indicating predicted values ​​of weather parameters of the location and date and time included in the request, which is transmitted from the weather information distribution server device 8 in response to the request. In the present embodiment, as an example, the weather prediction value data received by the management device 11 from the weather information distribution server device 8 are temperature prediction value data indicating predicted values ​​of temperature (air temperature), humidity prediction value data indicating predicted values ​​of humidity of air, seawater temperature prediction value data indicating predicted values ​​of seawater temperature, wind direction prediction value data indicating predicted values ​​of wind direction, wind speed prediction value data indicating predicted values ​​of wind speed, tide direction prediction value data indicating predicted values ​​of tide direction, and tide speed prediction value data indicating predicted values ​​of tide speed.

[0073] In addition, the temperature and humidity in this embodiment are examples of environmental parameters in the present invention. In addition, the predicted value of temperature represented by the predicted value data of air temperature and predicted value data of seawater temperature and the predicted value of humidity represented by predicted value data of humidity in this embodiment are examples of predicted values ​​of external environmental parameters of the cabin as predicted values ​​of future environmental parameters outside the cabin.

[0074] Figure 3 1 is a diagram showing the functional structure of the management device 11. When the processor 1012 of the computer 10 performs various data processing according to the program of this embodiment, Figure 3 The device of the structure shown in the figure functions. Figure 3 The functions of the components of the management device 11 shown will be described below.

[0075] The storage unit 1101 stores various data.

[0076] The acquisition unit 1102 acquires various data from an external device. The data acquired by the acquisition unit 1102 is stored in the storage unit 1101. The data acquired by the acquisition unit 1102 includes the following data.

[0077] (1) Constraint data input from the input device 103 in response to an operation by a user of the management apparatus 11 .

[0078] (2) Weather forecast value data transmitted from the weather information distribution server device 8 in response to a request transmitted to the weather information distribution server device 8 .

[0079] (3) Temperature measurement value data transmitted sequentially from each thermometer 12.

[0080] (4) Humidity measured value data sent sequentially from each hygrometer 13

[0081] In this embodiment, there are the following constraints as examples.

[0082] (A) The port for loading (hereinafter referred to as "loading port") and the date and time when the ship 9 departs from the loading port (hereinafter referred to as "loading port departure date and time") are designated by the user. They are not changed by the management device 11.

[0083] (B) The port for unloading (hereinafter referred to as "unloading port") and the date and time when the ship 9 enters the unloading port (hereinafter referred to as "unloading port entry date and time") are designated by the user. They are not changed by the management device 11.

[0084] The constraint data of (1) above is data indicating the constraint conditions related to the above constraints (A) and (B), namely, the loading port, the departure date and time at the loading port, the unloading port, and the arrival date and time at the unloading port.

[0085] The navigation route generating unit 1103 generates candidate navigation route data indicating candidates of a plurality of navigation routes from the loading port to the unloading port indicated by the constraint data (hereinafter referred to as "candidate navigation routes").

[0086] Figure 4 FIG. 1 is a diagram for explaining candidate navigation route data generated by the navigation route generating unit 1103. Figure 4 In , Port X is the loading port and Port Y is the unloading port. Figure 4In FIG. 1 , as candidates for the sailing route from port X to port Y, a sailing route R1 with points A and B as the via points and a sailing route R2 with points C and D as the via points are illustrated. Sailing route R1 is the sailing route with the shortest sailing distance, and sailing route R2 is the sailing route with the second shortest sailing distance. In addition, the selection of the via points is determined based on the distance that the ship 9 can sail without refueling, etc. The sailing route generation unit 1103 generates candidate sailing route data that represents sailing route R1 as the first candidate sailing route and sailing route R2 as the second candidate sailing route. In addition, in Figure 4 In the example of , two candidate navigation routes are set, but the number of candidate navigation routes may be three or more.

[0087] Sailing schedule generating unit 1104 ( Figure 3 ) generates sailing schedule data indicating a sailing schedule of the ship 9 sailing along a candidate sailing route selected in accordance with the order of the candidate sailing routes from among a plurality of candidate sailing routes indicated by the candidate sailing route data generated by the sailing route generating unit 1103.

[0088] In this embodiment, the management of the sailing schedule is performed by dividing the sailing route into a plurality of sections (hereinafter referred to as "segments") at each predetermined distance. In this embodiment, the length of a segment is the length of the degree that the ship 9 can sail in a few minutes to about ten minutes. Figure 5 : is a diagram showing the structure of the flight schedule data. The flight schedule data is a table consisting of a plurality of records, and each record stores data related to a flight segment. Each record of the flight schedule data is composed of the following fields.

[0089] "Segment Number" field: stores data indicating the sequence of the flight segments.

[0090] "Original location" field: stores data indicating the latitude and longitude of the starting point of the flight segment.

[0091] "Starting point departure date and time" field: stores data indicating the date and time when the vessel 9 departs from the starting point of the route segment.

[0092] "Speed ​​over ground" field: stores data indicating the speed over ground at which the vessel 9 navigates in the route segment.

[0093] "Water navigation speed" field: stores data indicating the water navigation speed of the vessel 9 during navigation in the segment.

[0094] "Destination location" field: stores data indicating the latitude and longitude of the destination of the flight segment.

[0095] "Destination Arrival Date and Time" field: stores data indicating the date and time when the vessel 9 arrives at the destination of the route segment.

[0096] In addition, the data stored in the "starting point position" field of each record is the same as the data stored in the "end point position" field of the record before the record.

[0097] The sailing schedule generating unit 1104 first generates a tentative sailing schedule (hereinafter referred to as "tentative sailing schedule") for the ship 9 to depart from the loading port at the departure date and time of the loading port, sail at a constant ground sailing speed according to the sailing route, and enter the unloading port at the arrival date and time of the unloading port.

[0098] However, the ship 9 sometimes stops at a passing point for refueling or the like while sailing on the route. In order to manage the temperature in the cabin 91 of the ship 9 when it is anchored, a special segment called a virtual segment is used in the present embodiment. A virtual segment is a segment in which the starting position and the end position both represent the same position where the ship 9 is anchored, the land speed and the water speed are both 0 (knots) (or blank), and the time from the departure date and time of the starting point to the arrival date and time of the end point is a specified time (for example, 10 minutes). One or more continuous virtual segments included in the navigation schedule data indicate that the ship 9 is anchored at the position indicated by the starting position (or end position) of these virtual segments during the period from the departure date and time of the starting point recorded at the first time to the arrival time of the end point recorded at the last time.

[0099] Next, the sailing schedule generating unit 1104 sends a request including data indicating the starting point position and starting point departure date and time of each segment indicated in the tentative sailing schedule to the weather information distribution server device 8 via the acquiring unit 1102, and acquires the weather forecast value data sent from the weather information distribution server device 8 as a response via the acquiring unit 1102. The sailing schedule generating unit 1104 determines the water navigation speed when the ship 9 navigates at the land navigation speed of each segment (excluding the virtual segment) indicated in the tentative sailing schedule, based on the wind direction, wind speed, tide direction, tide speed, etc. indicated in the weather forecast value data acquired from the weather information distribution server device 8.

[0100] Next, the navigation schedule generating unit 1104 changes the ground navigation speed of the tentative navigation schedule so that the determined water navigation speed is close to a constant value for all segments except the virtual segment. Along with this change, the navigation schedule generating unit 1104 also changes the starting point departure date and the destination arrival date of each segment of the tentative navigation schedule.

[0101] The sailing schedule generating unit 1104 repeats the above-mentioned process of acquiring the predicted values ​​of wind direction and the like from the weather information distribution server device 8 and the process of changing the tentative sailing schedule according to the acquired predicted values ​​until the deviation of the water sailing speed of each segment becomes less than the threshold value. The sailing schedule generating unit 1104 determines the tentative sailing schedule in which the deviation of the water sailing speed of each segment (except the virtual segment) becomes less than the threshold value as the sailing schedule proposed to the user, and generates the sailing schedule data ( Figure 5 ).

[0102] In addition to the above-mentioned processing of generating the sailing schedule data, the sailing schedule generating unit 1104 also performs processing for adjusting the sailing schedule to prevent condensation and processing for adjusting the sailing schedule for the remaining voyage based on information sequentially obtained during the voyage of the ship 9. These processing will be described later. In addition, the sailing schedule data is sequentially updated in these adjustment processings.

[0103] The weather forecast value data received by the acquisition unit 1102 from the weather information distribution server device 8 is stored in the storage unit 1101 in association with the flight segments. Figure 6 1 is a diagram showing the data structure of a weather forecast value table which is a table for storing weather forecast value data stored in the storage unit 1101. The weather forecast value table is a collection of records corresponding to flight segments. Each record of the weather forecast value table is composed of the following fields.

[0104] "Segment Number" field: stores data indicating the sequence of the flight segments.

[0105] "Air temperature" field: stores air temperature prediction value data indicating a prediction value of the temperature of the outside air at the starting point location and the starting point departure date and time of the flight segment.

[0106] "Humidity" field: stores humidity prediction value data indicating a predicted value of humidity of the outside air at the start point location and start point departure date and time of the flight segment.

[0107] "Sea water temperature" field: sea water temperature prediction value data indicating the predicted value of the temperature of the sea water at the starting point position and the starting point departure date and time of the flight segment is stored.

[0108] "Wind direction" field: stores wind direction prediction value data indicating the predicted value of the wind direction at the starting point location and starting point departure date and time of the flight segment.

[0109] "Wind Speed" field: stores wind speed prediction value data indicating the predicted value of the wind speed at the starting point location and starting point departure date and time of the flight segment.

[0110] "Tide Direction" field: stores tide direction prediction value data indicating the predicted value of the tide direction at the starting point position and starting point departure date and time of the flight segment.

[0111] "Tidal speed" field: stores tidal speed prediction value data indicating the predicted value of the tidal speed at the starting point position and the starting point departure date and time of the route segment.

[0112] The data stored in the weather forecast value table is sequentially updated according to changes in the flight schedule, acquisition of new weather forecast value data, and the like.

[0113] The cabin monitoring schedule generating unit 1105 ( Figure 3 ) During the period when the ship 9 is sailing on the sailing route according to the sailing schedule, the period (hereinafter referred to as "in-cabin monitoring period") during which the crew enters the cabin 91 and observes (monitors) the state of the cargo L by visual inspection is determined, and in-cabin monitoring schedule data representing the determined in-cabin monitoring period is generated. Usually, the frequency of in-cabin monitoring is determined according to the agreement between the cargo L owner and the shipping company of the ship. The in-cabin monitoring schedule generating unit 1105 determines the in-cabin monitoring schedule according to the content of the agreement. The in-cabin monitoring schedule data generated by the in-cabin monitoring schedule generating unit 1105 is stored in the storage unit 1101.

[0114] Figure 7 1 is a diagram showing the structure of the cabin monitoring schedule data. The cabin monitoring is scheduled according to the condition that, for example, one hour of monitoring (including the ventilation time before the crew actually enters the cabin 91) is performed every 8 hours (including 3 times a day). In this embodiment, in order to obtain other parameters (such as the sailing schedule data ( Figure 5 ) contains the ground navigation speed, weather forecast data ( Figure 6 ) on the time axis, and the presence or absence of cabin monitoring scheduled in this way is managed in units of segments. Therefore, the cabin monitoring schedule data is composed of a collection of records identified by segment numbers, and a "presence or absence of cabin monitoring" field is provided in each record. In the "presence or absence of cabin monitoring" field, "yes" is stored if the period of navigation in the segment is included in the cabin monitoring period, and "no" is stored if it is not included. That is, the period of navigation in the segment corresponding to multiple consecutive records in which "yes" is stored in the "presence or absence of cabin monitoring" field of the ship 9 is the cabin monitoring period.

[0115] In addition, the cabin monitoring period refers to the period during which the access door for the crew to enter and exit the cabin 91 is open in order to observe the state of the cargo L. Sometimes the cargo in the cabin 91 produces carbon dioxide or other gases or absorbs oxygen, resulting in insufficient oxygen in the cabin 91. Therefore, generally speaking, before the crew enters the cabin 91, the access door is opened for a predetermined time or more for ventilation. The cabin monitoring period in this embodiment includes not only the period during which the crew actually enters the cabin 91, but also the period of ventilation based on the opening of the access door before that.

[0116] The first estimation unit 1106 ( Figure 3 ) generates estimated values ​​of future temperature and humidity inside the cabin 91 based on the predicted values ​​of temperature and humidity shown in the weather forecast value data. The estimated values ​​of temperature and humidity generated by the first estimating unit 1106 are examples of estimated values ​​of cabin environment parameters in the present invention.

[0117] More specifically, the first estimation unit 1106 estimates the weather forecast value table ( Figure 6 ) and cabin monitoring schedule data ( Figure 7 ), for example, by using a simulation of a known physical model, the temperature inside the cabin 91 at the starting departure date and time of each segment is estimated, and temperature estimation value data representing the value of the estimated temperature is generated.

[0118] In this embodiment, the temperature inside the cabin 91 estimated by the first estimating unit 1106 corresponds to the temperature measured by the thermometers 12B to 12G. That is, the first estimating unit 1106 estimates the temperature of the air (internal air) in the space inside the cabin 91, the temperature of the inner surface of the hatch cover portion of the cabin 91, the temperature of the inner surface of the cross deck portion of the cabin 91, the temperature of the inner surface of the upper side wall portion of the cabin 91, the temperature of the inner surface of the side wall portion of the cabin 91, and the temperature of the surface of the cargo L.

[0119] In the simulation of the temperature of the internal air of the cabin 91 performed by the first estimating means 1106 using the physical model, the thermal conductivity of the wall body (hatch cover part, cross deck part, etc.) constituting the cabin 91 is used.

[0120] In addition, in the simulation of the temperature of the internal air of the cabin 91 performed by the first estimation unit 1106, based on the temperature of the air on the outside of the entrance door of the cabin 91 and the temperature of the air on the inside of the entrance door (i.e., the inside of the cabin 91) before the entrance door of the cabin 91 is opened according to the cabin monitoring schedule, the direction and amount of air movement through the entrance door during the opening period of the entrance door are estimated, and the temperature of the air on the inside of the cabin 91 that changes momentarily with the estimated movement of the air is estimated.

[0121] In addition, the first estimation unit 1106 estimates the weather forecast value table ( Figure 6 ) and cabin monitoring schedule data ( Figure 7 ), for example, by using a simulation of a known physical model, the humidity inside the cabin 91 at the starting departure date and time of each segment is estimated, and humidity estimation value data representing the estimated humidity value is generated.

[0122] In this embodiment, the humidity inside the cabin 91 estimated by the first estimating unit 1106 corresponds to the humidity measured by the hygrometers 13B to 13G. That is, the first estimating unit 1106 estimates the humidity of the air (internal air) inside the cabin 91, the humidity of the air in contact with the inner surface of the hatch cover portion of the cabin 91, the humidity of the air in contact with the inner surface of the cross deck portion of the cabin 91, the humidity of the air in contact with the inner surface of the upper side wall portion of the cabin 91, the humidity of the air in contact with the inner surface of the side wall portion of the cabin 91, and the humidity of the air in contact with the surface of the cargo L.

[0123] In the simulation of the humidity inside the cabin 91 performed by the first estimation unit 1106 using the physical model, the direction and amount of movement of the air passing through the entrance and exit door as estimated as described above are estimated based on the humidity of the air on the outside of the entrance and exit door and the humidity of the air on the inside of the entrance and exit door (i.e., the inside of the cabin 91) before the entrance and exit door of the cabin 91 is opened according to the cabin monitoring schedule, and the humidity of the air at each measuring position inside the cabin 91 that changes momentarily with the estimated movement of the air is estimated.

[0124] The temperature estimated value data and humidity estimated value data generated by the first estimating unit 1106 are stored in the storage unit 1101 . Fig. 8A 2 is a diagram showing the data structure of an estimated temperature value table for storing estimated temperature value data. The estimated temperature value table for a cabin is a collection of records corresponding to flight segments.

[0125] Each record of the cabin temperature estimation value table consists of the following fields.

[0126] "Segment Number" field: stores data indicating the sequence of the flight segments.

[0127] "Inside air temperature" field: stores estimated temperature value data indicating an estimated value of the temperature of the inside air at the start point position and start point departure date and time of the flight segment.

[0128] "Hatch cover temperature" field: stores estimated temperature value data indicating an estimated value of the temperature of the inner surface of the hatch cover portion of the cabin 91 at the starting point position and starting point departure date and time of the segment.

[0129] "Cross deck temperature" field: stores temperature estimated value data indicating an estimated value of the temperature of the inner surface of the cross deck portion of the cabin 91 at the starting point position and starting point departure date and time of the segment.

[0130] "Upper side wall temperature" field: stores temperature estimated value data indicating an estimated value of the temperature of the inner surface of the upper side wall portion of the cabin 91 at the starting point position and starting point departure date and time of the segment.

[0131] "Side wall temperature" field: stores temperature estimated value data indicating an estimated value of the temperature of the inner surface of the side wall portion of the cabin 91 at the starting point position and starting point departure date and time of the segment.

[0132] "Cargo temperature" field: stores estimated temperature value data indicating an estimated value of the temperature of the surface of the cargo L at the starting point position and the starting point departure date and time of the flight segment.

[0133] Figure 8B 1 is a diagram showing a data structure of a saturated water vapor amount estimated value table for storing saturated water vapor amount estimated value data indicating the saturated water vapor amount estimated value stored in the cabin temperature estimated value table ( Fig. 8A ) indicates the saturated water vapor amount corresponding to the temperature (estimated value) of the hatch cover, etc. shown in the temperature estimated value data in the table. The saturated water vapor amount estimated value table is a collection of records corresponding to the flight segments.

[0134] Each record of the saturated water vapor amount estimated value table is composed of the following fields.

[0135] "Segment Number" field: stores data indicating the sequence of the flight segments.

[0136] "Inside air saturated water vapor amount" field: stores saturated water vapor amount estimated value data indicating the saturated water vapor amount corresponding to the temperature (estimated value) of the inside air at the starting point position and starting point departure date and time of the flight segment.

[0137] "Hatch Cover Saturated Water Vapor Amount" field stores saturated water vapor amount estimated value data indicating the saturated water vapor amount corresponding to the temperature (estimated value) of the inner surface of the hatch cover portion of the cabin 91 at the starting point position and starting point departure date and time of the segment.

[0138] "Cross deck temperature" field: stores saturated water vapor amount estimated value data indicating the saturated water vapor amount corresponding to the temperature (estimated value) of the inner surface of the cross deck portion of the cabin 91 at the starting point position of the segment and the starting departure date and time.

[0139] "Upper side wall temperature" field: stores saturated water vapor amount estimated value data indicating the saturated water vapor amount corresponding to the temperature (estimated value) of the inner surface of the upper side wall portion of the cabin 91 at the starting point position and starting departure date and time of the segment.

[0140] "Side wall temperature" field: stores saturated water vapor amount estimated value data indicating the saturated water vapor amount corresponding to the temperature (estimated value) of the inner surface of the side wall portion of the cabin 91 at the starting point position and starting departure date and time of the segment.

[0141] "Cargo temperature" field: saturated water vapor amount estimated value data indicating the saturated water vapor amount corresponding to the temperature (estimated value) of the surface of the cargo L at the starting point position and starting point departure date and time of the flight segment is stored.

[0142] In addition, the saturated water vapor amount estimated value data stored in the saturated water vapor amount estimated value table is determined by, for example, the first estimating unit 1106 according to a known calculation formula or conversion table based on the corresponding temperature estimated value data stored in the cabin temperature estimated value table.

[0143] Fig. 9 1 is a diagram showing the data structure of the cabin humidity estimation value table used for storing the humidity estimation value data in the storage unit 1101. The cabin humidity estimation value table is a collection of records corresponding to the flight segments. Each record of the cabin humidity estimation value table is composed of the following fields.

[0144] "Segment Number" field: stores data indicating the sequence of the flight segments.

[0145] "Internal air humidity" field: stores humidity estimation value data indicating an estimated value of the humidity of the internal air at the starting point position and the starting point departure date and time of the flight segment.

[0146] "Hatch cover surrounding humidity" field: stores humidity estimated value data indicating an estimated value of the humidity of the air in contact with the inner surface of the hatch cover portion of the cabin 91, indicating the starting point position and starting point departure date and time of the segment.

[0147] "Cross deck surrounding humidity" field: stores humidity estimation value data indicating an estimated value of the humidity of the air in contact with the inner surface of the cross deck portion of the cabin 91, indicating the starting point position and starting departure date and time of the segment.

[0148] "Upper side wall surrounding humidity" field: stores humidity estimation value data indicating an estimated value of the humidity of the air in contact with the inner surface of the upper side wall portion of the cabin 91, indicating the starting point position and starting point departure date and time of the flight segment.

[0149] "Side wall peripheral humidity" field: stores humidity estimation value data indicating an estimated value of the humidity of the air in contact with the inner surface of the side wall portion of the cabin 91, indicating the starting point position and starting point departure date and time of the flight segment.

[0150] "Cargo surrounding humidity" field: stores humidity estimated value data indicating an estimated value of the humidity of the air in contact with the surface of the cargo L at the starting point position and the starting point departure date and time of the flight segment.

[0151] The first estimation unit 1106 re-estimates the temperature and humidity of the interior air reflecting the results of ventilation and dehumidification shown in the schedules, based on the ventilation schedule generated by the ventilation schedule generation unit 1108 described later and the dehumidification schedule generated by the dehumidifier operation schedule generation unit 1109 described later, and updates the cabin temperature estimation value table ( Fig. 8A )、Saturated water vapor estimation value table ( Figure 8B ) and the estimated humidity value table in the cabin ( Fig. 9 In addition, during the voyage of the ship 9, the first estimation unit 1106 re-estimates the temperature and humidity of the internal air for the remaining voyage based on the temperature measured value data obtained by the acquisition unit 1102 from the thermometer 12, the humidity measured value data obtained from the hygrometer 13, the meteorological estimated value data obtained from the meteorological information distribution server device 8, etc., and updates the cabin temperature estimated value table ( Fig. 8A )、Saturated water vapor estimation value table ( Figure 8B ) and the estimated humidity value table in the cabin ( Fig. 9 ).

[0152] Second estimation unit 1107 ( Figure 3 ) is based on the future saturated water vapor amount and humidity values ​​(cabin environment parameter estimation values) estimated by the first estimation unit 1106, that is, the saturated water vapor amount estimation value table ( Figure 8B ) and the estimated value data of saturated water vapor volume stored in the cabin humidity estimation table ( Fig. 9 ) generates an estimated value of the future quality of the cargo L stored in the hold 91. The estimated value of the future quality of the cargo L generated by the second estimating unit 1107 is an example of the cargo quality estimated value in the present invention.

[0153] The quality of the steel coil, which is the cargo L in the present embodiment, is reduced mainly due to rust. Moreover, the greatest influence on the probability of rust is the condensation generation condition in the cabin 91 (for example, the length of the condensation generation period, the amount of water droplets generated by condensation, etc.). Therefore, in the present embodiment, the second estimation unit 1107 estimates the condensation generation condition in the cabin 91 for each segment, and determines which of the following levels 1 to 3 the estimated generation condition conforms to. The numerical value of the level thus determined (hereinafter referred to as the "condensation generation level") becomes an indicator value indicating the risk of reduction in the quality of the cargo L. In this case, the larger the numerical value of the condensation generation level, the higher the risk of reduction in the quality of the cargo L (that is, the lower the quality of the cargo L).

[0154] The condensation generation level is defined, for example, as follows.

[0155] Level 1: It is estimated that no condensation will occur.

[0156] Level 2: Condensation is presumed to have occurred on any of the hatch covers, cross decks, upper side walls, and side walls.

[0157] Level 3: Condensation is presumed to have occurred at any two or more of the hatch covers, cross decks, upper side walls, and side walls.

[0158] Fig.10 1 is a diagram showing the data structure of the cargo quality estimation value table, which is a table in which the second estimation unit 1107 stores the condensation generation level (the index value of the quality of the cargo L) and data for determining the condensation generation level. The cargo quality estimation value table is a collection of records corresponding to the flight segments. Each record of the cargo quality estimation value table is composed of the following fields.

[0159] "Segment Number" field: stores data indicating the sequence of the flight segments.

[0160] "Whether or not condensation occurs on the hatch cover" field stores flag data indicating whether condensation occurs on the inner surface of the hatch cover portion of the cabin 91. The flag data is, for example, "yes" if condensation occurs and "no" if condensation does not occur.

[0161] “Whether or not cross-deck condensation occurs” field: stores flag data indicating whether or not condensation occurs on the inner surface of the cross-deck portion of the cabin 91.

[0162] "Whether condensation occurs on the upper side wall" field: stores flag data indicating whether condensation occurs on the inner surface of the upper side wall portion of the cabin 91.

[0163] “Whether or not condensation has occurred on the side wall” field: stores flag data indicating whether or not condensation has occurred on the inner surface of the side wall portion of the cabin 91.

[0164] "Whether condensation occurs on the cargo" field: flag data indicating whether condensation occurs on the surface of the cargo L is stored.

[0165] The "condensation generation level" field stores the condensation generation level determined based on the flag data stored in the "presence of condensation on the hatch cover" field to the "presence of condensation on the cargo" field.

[0166] For each of the inner surface of the hatch cover portion of the cabin 91, the inner surface of the cross deck portion of the cabin 91, the inner surface of the upper side wall portion of the cabin 91, the inner surface of the side wall portion of the cabin 91, and the surface of the cargo L, if the estimated humidity value table stored in the cabin is Fig. 9 ) and the absolute humidity indicated by the humidity estimation value data corresponding to them is stored in the saturated water vapor amount estimation value table ( Figure 8B) is greater than the saturated water vapor amount indicated by the saturated water vapor amount estimated value data corresponding to them, the second estimating unit 1107 determines that condensation has occurred, and Fig.10 ) stores flag data: "Yes" in the corresponding field ("Whether condensation on the hatch cover occurs" field, etc.) of the cargo quality estimation value table. On the other hand, if the absolute humidity is less than the saturated water vapor amount, the second estimation unit 1107 determines that condensation has not occurred, and stores flag data: "No" in the corresponding field ("Whether condensation on the hatch cover occurs" field, etc.) of the cargo quality estimation value table.

[0167] Then, as described above, the second estimation unit 1107 determines the condensation generation level of the flight segment based on the number of "Yes" indicated by the flag data stored in the "Is there condensation on the hatch cover" field to the "Is there condensation on the cargo" field, and stores a numerical value (any one of 1 to 3) representing the determined condensation generation level in the "Condensation Generation Level" field of the cargo quality estimation value table.

[0168] The cabin temperature estimation value table ( Fig. 8A )、Saturated water vapor estimation value table ( Figure 8B ) or the estimated humidity value table in the cabin ( Fig. 9 ), the second estimation unit 1107 uses the data of the updated saturated water vapor amount estimation value table and the updated cabin humidity estimation value table to re-determine whether there is any difference with the cargo quality estimation value table ( Fig.10 ) and updates the cargo quality estimation value table. In addition, during the voyage of the ship 9, the first estimation unit 1106 updates the cabin temperature estimation value table ( Fig. 8A )、Saturated water vapor estimation value table ( Figure 8B ) or the estimated humidity value table in the cabin ( Fig. 9 ), the second estimation unit 1107 uses the data of the updated saturated water vapor amount estimation value table and the updated cabin humidity estimation value table to re-determine whether there is any difference with the cargo quality estimation value table ( Fig.10 ) and update the cargo quality estimation value table.

[0169] Ventilation schedule generating unit 1108 ( Figure 3) When the ship 9 is sailing on the sailing route according to the sailing schedule, when it is estimated that condensation will occur during the sailing period, in order to prevent the occurrence of condensation, it is determined that the ventilation windows set in the cabin 91 will be opened for a period of time (hereinafter referred to as the "ventilation period"), and ventilation schedule data representing the determined ventilation period is generated.

[0170] In this embodiment, the ventilation schedule generating unit 1108 generates a ventilation schedule based on, for example, the weather forecast value table ( Figure 6 ) and the predicted value of the humidity of the outside air indicated by the humidity predicted value data in the "humidity" field of the cabin humidity estimation value table ( Fig. 9 ) determines the ventilation period by the estimated value of the humidity of the internal air shown in the humidity estimated value data in the "internal air humidity" field.

[0171] Fig.11 This is a graph for explaining an example of a method in which the ventilation schedule generating unit 1108 determines the ventilation period. Fig.11 The horizontal axis of represents the date and time, and the vertical axis represents the humidity. The graph G1 represents the temporal change of the predicted value of the humidity of the outside air, and the graph G2 represents the temporal change of the estimated value of the humidity of the inside air.

[0172] in addition, Fig.11 The graph shown is an example graph related to the period when the access door is not opened according to the monitoring schedule in the cabin. Since the cabin 91 is sealed, the humidity of the internal air shown in the graph G2 is approximately constant. However, this is because the cargo L in this embodiment is a steel coil that hardly evaporates or absorbs water. For example, if the cargo L is a type that evaporates and absorbs water like wood, the humidity of the internal air will change greatly even when the cabin 91 is sealed.

[0173] The ventilation schedule generating unit 1108 first determines a period that satisfies the following conditions.

[0174] (1) The state in which the humidity of the outside air shown in the graph G1 is lower than the humidity of the inside air shown in the graph G2 continues for a predetermined period of time (for example, 2 hours) or longer.

[0175] (2) During the period of (1), the maximum value of the difference between the humidity shown in the graph G1 and the humidity shown in the graph G2 is equal to or greater than a predetermined threshold value (eg, 10%).

[0176] (3) When there are two or more periods satisfying the above-mentioned (1) and (2), the earliest period among them.

[0177] The ventilation schedule generating unit 1108 is, for example, Fig.11In the period corresponding to the horizontal axis of the graph shown, the period T1 is determined as a period satisfying the above-mentioned conditions (1) to (3).

[0178] Next, the ventilation schedule generating unit 1108 sets the time period determined as described above to a period of a predetermined length (e.g., 1 hour) with the date and time when the difference between the humidity shown in the graph G1 and the humidity shown in the graph G2 is the maximum as the center on the time axis (e.g., Fig.11 The ventilation schedule data generated by the ventilation schedule generating unit 1108 is stored in the storage unit 1101.

[0179] Fig.12 : is a diagram showing the structure of the ventilation schedule data. The ventilation schedule data is composed of a set of records identified by the segment number, and a "Ventilation" field is provided in each record. In the "Ventilation" field, "Yes" is stored if ventilation is performed on the segment during navigation, and "No" is stored if ventilation is not performed. That is, the period during which the ship 9 navigates in the segment corresponding to a plurality of consecutive records in which "Yes" is stored in the "Ventilation" field is the ventilation period.

[0180] In this embodiment, the crew opens the ventilation window during the ventilation period determined as described above. Alternatively, the system 1 may also include an opening and closing device for opening and closing the ventilation window according to control data sent from the management device 11, and the opening and closing device opens and closes the ventilation window according to the control data sent by the management device 11 according to the ventilation schedule.

[0181] As described above, when the ventilation schedule data is generated by the ventilation schedule generating unit 1108, the first estimating unit 1106 re-estimates the temperature, saturated water vapor content, and humidity of the interior air when ventilation is performed according to the ventilation schedule indicated by the generated ventilation schedule data, and updates the cabin temperature estimation value table ( Fig. 8A )、Saturated water vapor estimation value table ( Figure 8B ) and the estimated humidity value table in the cabin ( Fig. 9 ).

[0182] Furthermore, even if ventilation is performed during the ventilation period determined by the ventilation schedule generating unit 1108, when condensation is estimated to occur in the cabin 91 during the voyage, a new ventilation period is determined from a period later than the ventilation period already determined by the ventilation schedule generating unit 1108 (the latest period when there are multiple ventilation periods) during the voyage. In this case, the ventilation schedule generating unit 1108 updates the ventilation schedule data ( Fig.12) to indicate the newly determined ventilation period. In addition, the first estimation unit 1106 re-estimates the temperature and humidity of the internal air when ventilation is performed according to the ventilation schedule shown in the ventilation schedule data updated in this way, and updates the cabin temperature estimation value table ( Fig. 8A )、Saturated water vapor estimation value table ( Figure 8B ) and the estimated humidity value table in the cabin ( Fig. 9 ).

[0183] Dehumidifier operation schedule generating unit 1109 ( Figure 3 ) When the ship 9 is sailing on the navigation route according to the navigation schedule, when it is estimated that condensation will occur during the navigation period, in order to prevent the occurrence of condensation, the period for operating the dehumidifier 14 (hereinafter referred to as the "dehumidification period") is determined, and dehumidification schedule data representing the determined dehumidification period is generated.

[0184] Fig.13 This is a graph for explaining an example of a method in which the dehumidifier operation schedule generating unit 1109 determines a dehumidification period. Fig.13 The horizontal axis of the graph represents date and time, and the vertical axis represents the amount of water vapor. Fig.13 The graph G3 shown is, for example, a graph showing the estimated humidity value table stored in the cabin ( Fig. 9 ) is a graph showing the time-dependent changes in the humidity (absolute humidity) of the air in contact with the inner surface of the cross-deck part, that is, the amount of water vapor contained in the air in contact with the inner surface of the cross-deck part (per unit air), as shown in the humidity estimated value data in the "Cross-deck surrounding humidity" field of the image.

[0185] Fig.13 The graph G4 shown is a graph showing the estimated value of the saturated water vapor amount stored in the table ( Figure 8B ) is a graph of the time-dependent changes in the saturated water vapor amount of the air in contact with the inner surface of the cross-deck part of the cabin 91, as shown in the saturated water vapor amount estimated value data in the "cross-deck saturated water vapor amount" field of the ship.

[0186] Fig.13 The graph of indicates that condensation is estimated to occur on the inner surface of the cross-deck portion of the cabin 91 during the period T3 from date time t1 to date time t2. Fig.13 The graph shows that in order to prevent the occurrence of condensation, it is necessary to remove water vapor in an amount shown by H1 from the air in contact with the inner surface of the cross deck portion.

[0187] The dehumidifier operation schedule generating means 1109 estimates the period during which condensation occurs and the amount of water vapor to be dehumidified for each of the hatch cover, the upper side wall, the side wall, and the cargo by the same method as the above method for the cross deck.

[0188] The dehumidifier operation schedule generating unit 1109 determines the period during which the dehumidifier 14 should be operated as the dehumidification period so that the largest amount of water vapor estimated to be dehumidified is removed from the air before the earliest period of the period during which condensation is estimated to occur for the hatch cover, the cross deck, the upper side wall, the side wall, and the cargo. In addition, the dehumidifier operation schedule generating unit 1109 considers the temperature and humidity of the air inside the cabin 91 during this period when determining the dehumidification period. The dehumidification schedule data generated by the dehumidifier operation schedule generating unit 1109 is stored in the storage unit 1101.

[0189] Fig.14 : is a diagram showing the structure of the dehumidification schedule data. The dehumidification schedule data is composed of a set of records identified by the segment number, and a "dehumidification" field is provided in each record. In the "dehumidification" field, "yes" is stored if dehumidification is performed during navigation in the segment, and "no" is stored if dehumidification is not performed. That is, the period during which the ship 9 navigates in the segment corresponding to a plurality of consecutive records in which "yes" is stored in the "dehumidification" field is the dehumidification period.

[0190] As described above, when the dehumidification schedule data is generated by the dehumidifier operation schedule generating unit 1109, the first estimating unit 1106 re-estimates the temperature, saturated water vapor amount and humidity of the interior air when dehumidification is performed according to the dehumidification schedule shown in the generated dehumidification schedule data, and updates the cabin temperature estimation value table ( Fig. 8A )、Saturated water vapor estimation value table ( Figure 8B ) and the estimated humidity value table in the cabin ( Fig. 9 ).

[0191] Furthermore, even if dehumidification is performed during the dehumidification period determined by the dehumidifier operation schedule generating unit 1109, when condensation is estimated to occur in the cabin 91 during the voyage, a new dehumidification period is determined from a period later than the dehumidification period already determined by the dehumidifier operation schedule generating unit 1109 (the latest period if there are multiple dehumidification periods). In this case, the dehumidifier operation schedule generating unit 1109 updates the dehumidification schedule data ( Fig.14 ) to indicate the newly determined dehumidification period. In addition, the first estimation unit 1106 re-estimates the temperature, saturated water vapor volume, and humidity of the interior air when dehumidification is performed according to the ventilation schedule shown in the updated dehumidification schedule data, and updates the cabin temperature estimation value table ( Fig. 8A )、Saturated water vapor estimation value table ( Figure 8B ) and the estimated humidity value table in the cabin ( Fig. 9 ).

[0192] For each combination of the navigation route, the navigation schedule, and the dehumidification schedule, the evaluation unit 1110 ( Figure 3 ) When the cabin 91 sails on the sailing route according to the sailing schedule and dehumidifies according to the dehumidification schedule during the sailing, a monetary evaluation value related to the sailing is generated.

[0193] The monetary evaluation value generated by the evaluation unit 1110 is a value indicating how much the cost associated with the voyage increases or decreases when the voyage route, voyage schedule, or dehumidification schedule changes. For example, the evaluation unit 1110 determines the total value of the fuel cost required for the voyage of the ship 9, the increase in the crew's labor cost associated with the ventilation operation (opening and closing the ventilation window of the cabin 91), the fuel cost required for the operation of the dehumidifier 14, and the decrease in the price of the goods associated with the deterioration of the quality of the goods as the monetary evaluation value.

[0194] The notification unit 1111 notifies the user of the management device 11 of various information. In the present embodiment, the notification to the user is performed by displaying the information on the display 102. That is, the notification unit 1111 notifies the crew of the information by instructing the display 102 to display the information.

[0195] For example, the notification unit 1111 notifies the user when the estimated value of the cabin environment parameter satisfies the specified condition. Specifically, the notification unit 1111 notifies the user when the estimated value of the cabin humidity table ( Fig. 9 ) is updated and the humidity estimated value shown in the data of each record stored in the cabin humidity estimated value table increases to above the threshold value, the user is notified.

[0196] In addition, the notification unit 1111 notifies the user when the estimated value of the cargo quality satisfies the prescribed condition. Specifically, the notification unit 1111 notifies the user when the estimated value of the cargo quality table ( Fig.10 ), the user is notified when the value of the "Condensation Level" field of the last record (the record related to the last flight segment) stored in the cargo quality estimation value table increases from the value of the previous record due to an update of the cargo quality estimation value table, or when the "Condensation Level" of a specified number of records from the end of the cargo quality estimation value table are all "2" or "3" (that is, it is estimated that condensation continues to occur for a specified period of time).

[0197] The above is Figure 3 The functions of the components of the management device 11 shown are described below.

[0198] Next, a description will be given of the processing performed by the management device 11. The management device 11 performs processing for proposing a sailing route and a sailing schedule before the ship 9 starts sailing. Fig.15 It is a diagram showing the flow of this process.

[0199] First, the acquisition unit 1102 acquires constraint data indicating the loading port, the loading port departure date and time, the unloading port, and the unloading port arrival date and time (step S101).

[0200] Next, the navigation route generation unit 1103 generates navigation route data indicating a navigation route that satisfies the constraints indicated by the constraint data acquired in step S101 and has the shortest navigation distance (step S102 ).

[0201] Next, the navigation schedule generating unit 1104 generates navigation schedule data indicating a navigation schedule for sailing on the navigation route indicated by the navigation route data generated in step S102 at a constant water navigation speed (step S103). The storage unit 1101 stores the navigation route data generated in step S102 ( Figure 5 ).

[0202] In the process of step S103, the acquisition unit 1102 acquires the weather forecast value data required for the flight schedule generation unit 1104 to generate the flight schedule data from the weather information distribution server device 8. The storage unit 1101 stores the weather forecast value data acquired by the acquisition unit 1102 in the weather forecast value table ( Figure 6 ).

[0203] Next, the cabin monitoring schedule generating unit 1105 generates cabin monitoring schedule data indicating the cabin monitoring schedule corresponding to the sailing schedule indicated by the sailing schedule data generated in step S103 (step S104). The storage unit 1101 stores the cabin monitoring schedule data generated in step S104 ( Figure 7 ).

[0204] Next, the first estimation unit 1106 estimates the temperature and humidity in the cabin 91 based on the navigation schedule data generated in step S103, the weather forecast value data acquired in step S103, and the cabin monitoring schedule data generated in step S104, and generates temperature estimation value data indicating the estimated temperature, saturated water vapor amount estimation value data indicating the saturated water vapor amount corresponding to the temperature, and humidity estimation value data indicating the estimated humidity (step S105). The storage unit 1101 stores the temperature estimation value data generated in step S105 in the cabin temperature and humidity estimation value table ( Fig. 8A ), the saturated water vapor amount estimated value data generated in step S105 is stored in the saturated water vapor amount estimated value table ( Figure 8B ), and in addition, the humidity estimation value data generated in step S105 is stored in the cabin humidity estimation value table ( Fig. 9 )middle.

[0205] Next, the second estimation unit 1107 estimates the quality of the cargo L based on the saturated water vapor amount estimation value data and the humidity estimation value data generated in step S105, and generates cargo quality estimation value data indicating the estimated quality of the cargo L (cargo quality estimation value) (step S106). More specifically, the second estimation unit 1107 determines whether condensation has occurred on each hatch cover, etc. for each flight segment, and determines the condensation generation level (an example of cargo quality estimation value data) as an indicator value of the quality of the cargo L based on the amount of condensation determined to have occurred. The storage unit 1101 stores the data generated in step S106 in the cargo quality estimation value table ( Fig.10 )middle.

[0206] Next, the second estimation unit 1107 determines whether the product quality estimation value table ( Fig.10 ) in the "Condensation Level" field of any segment, that is, whether condensation occurs (step S107).

[0207] In step S107, when it is determined that condensation does not occur (step S107; No), there is no particular problem in following the navigation route generated in step S102, the navigation schedule generated in step S103, and the cabin monitoring schedule generated in step S104 from the viewpoint of the quality of the cargo L. Therefore, in this embodiment, no other alternative schedule is generated, and the user is prompted with these schedules and the monetary evaluation values ​​when sailing according to these schedules. Therefore, the evaluation unit 1110 calculates the monetary evaluation value when the ship 9 sails on the navigation route shown in the navigation route data generated in step S102 according to the navigation schedule shown in the navigation schedule data generated in step S103 (step S108). Next, the notification unit 1111 instructs the display 102 to display the navigation route shown in the navigation route data generated in step S102, the navigation schedule shown in the navigation schedule data generated in step S103, and the monetary evaluation value calculated in step S108, thereby notifying the user of these information (step S109). Thereafter, the management device 11 ends the processing.

[0208] When it is determined in step S107 that condensation has occurred (step S107 ; Yes), the management device 11 executes a process for proposing an alternative navigation plan (step S110 ).

[0209] In the present embodiment, the alternative navigation plan refers to any of the following plans.

[0210] (1) A sailing plan is proposed that includes a sailing route with the shortest sailing distance, a sailing schedule with a constant sailing speed on water, and a ventilation schedule for preventing condensation (hereinafter referred to as a "sailing plan with ventilation").

[0211] (2) Propose a sailing plan that includes a sailing route with the shortest sailing distance, a sailing schedule with a constant sailing speed on water, and a dehumidification schedule for preventing condensation (hereinafter referred to as a "sailing plan with dehumidification").

[0212] (3) Propose a sailing plan that includes a sailing route with the shortest sailing distance and a sailing schedule with the sailing speed adjusted to prevent condensation (hereinafter referred to as a "ship speed adjusted sailing plan").

[0213] (4) Proposing a navigation plan that does not use the shortest navigation route or a navigation schedule that maintains a constant speed over water (hereinafter referred to as an "alternative route navigation plan").

[0214] Fig.16 This is a diagram showing the flow of processing performed by the management device 11 to propose a navigation plan with ventilation.

[0215] First, the ventilation schedule generating unit 1108 generates a ventilation schedule based on the weather forecast value table ( Figure 6 ) and the estimated humidity value table in the cabin ( Fig. 9 ) and searches for the ventilation period in the time direction from the start period toward the end period of the voyage (step S201).

[0216] When a ventilation period is found in step S201 (step S202; Yes), the ventilation schedule generating unit 1108 generates ventilation schedule data indicating the ventilation period found in step S202 ( Fig.12 )(Step S203). In addition, the processing of step S201 is repeated according to the result of the determination in step S206 described later. When a new ventilation period is found in addition to the ventilation period that has already been found, the ventilation schedule generation unit 1108 updates the existing ventilation schedule data in step S203 so as to show the ventilation period that has already been found and the newly found ventilation period.

[0217] Next, the first estimation unit 1106 determines the Fig.15 The navigation schedule data generated in step S103 of Fig.15 The weather forecast value data obtained in step S103, Fig.15 The temperature and humidity in the cabin 91 are estimated based on the cabin monitoring schedule data generated in step S104 and the ventilation schedule data generated or updated in step S203, and temperature estimated value data indicating the estimated temperature, saturated water vapor amount estimated value data indicating the saturated water vapor amount corresponding to the estimated temperature, and humidity estimated value data indicating the estimated humidity are generated (step S204). The storage unit 1101 stores the temperature estimated value data generated in step S204 in the cabin temperature estimated value table ( Fig. 8A), the saturated water vapor amount estimated value data generated in step S204 is stored in the saturated water vapor amount estimated value table ( Figure 8B ), and in addition, the humidity estimation value data generated in step S204 is stored in the cabin humidity estimation value table ( Fig. 9 )middle.

[0218] Next, the second estimating unit 1107 calculates the saturated water vapor amount estimated value data and the humidity estimated value data generated in step S204. Figure 5 The quality of the goods L is estimated in the same manner as in step S106, and cargo quality estimation value data indicating the estimated quality of the goods L (cargo quality estimation value) is generated (step S205). The storage unit 1101 stores the data generated in step S205 in the cargo quality estimation value table ( Fig.10 )middle.

[0219] Next, the second estimating unit 1107 determines whether the condensation occurrence level of any flight segment is "2" or "3", that is, whether condensation has occurred (step S206).

[0220] If it is determined in step S206 that condensation does not occur (step S206; No), the evaluation unit 1110 calculates the ship 9 in Fig.15 The navigation route shown in the navigation route data generated in step S102 is Fig.15 The monetary evaluation value when the crew member sails according to the sailing schedule shown in the sailing schedule data generated in step S103 and breathes during the breathing period shown in the breathing schedule data generated or updated in step S203 (step S207). Next, the notification unit 1111 indicates to the display 102 that Fig.15 The navigation route shown in the navigation route data generated in step S102, Fig.15 The navigation schedule shown in the navigation schedule data generated in step S103, the ventilation schedule shown in the ventilation schedule data generated or updated in step S203, and the monetary evaluation value calculated in step S207 are displayed, thereby notifying the user of these information (step S208). Thereafter, the management device 11 ends the processing.

[0221] If it is determined in step S206 that condensation has occurred (step S206; Yes), the management device 11 repeats the process after step S201. In the second and subsequent processes of step S201, the ventilation schedule generating unit 1108 searches for a ventilation period from the navigation period after the last ventilation period found.

[0222] If no ventilation period is found in step S202 (step S202; No), the management device 11 performs the processing from step S207 onwards. However, if no ventilation period is found in the first executed step S202, step S203 is not executed and the ventilation schedule data is not generated. Therefore, in step S208, the notification unit 1111 instructs the display 102 not to include the ventilation schedule in the information displayed.

[0223] In addition, when the ventilation period is not found in step S202 (step S202; No), this means that the ventilation cannot sufficiently suppress the quality degradation of the cargo L. Therefore, in this case, the notification unit 1111 causes the display 102 to display a warning message indicating that the quality of the cargo L is likely to deteriorate during the voyage in addition to the navigation route in step S208.

[0224] Fig.17 This is a diagram showing the flow of processing performed by the management device 11 to propose a navigation plan with dehumidification.

[0225] First, the dehumidifier operation schedule generating unit 1109 generates a dehumidifier operation schedule according to the Fig.15 The cargo quality estimation value table generated in step S106 ( Fig.10 ) data, determine the earliest period in the period when the condensation generation level is "2" or "3" (hereinafter referred to as "condensation generation period"), thereby determining the dehumidification period for preventing the generation of condensation during the condensation generation period, and generating dehumidification schedule data representing the dehumidification period ( Fig.14 )(Step S301). In addition, the processing of step S301 is repeated according to the judgment result in step S304 described later. When a new dehumidification period is determined in addition to the already determined dehumidification period, the dehumidifier operation schedule generation unit 1109 updates the existing dehumidification schedule data in step S301 to show the already determined dehumidification period and the newly determined dehumidification period.

[0226] Next, the first estimation unit 1106 determines the Fig.15 The navigation schedule data generated in step S103 of Fig.15 The weather forecast value data obtained in step S103, Fig.15 The temperature and humidity in the cabin 91 are estimated based on the cabin monitoring schedule data generated in step S104 and the dehumidification schedule data generated or updated in step S301, and temperature estimated value data indicating the estimated temperature, saturated water vapor amount estimated value data indicating the saturated water vapor amount corresponding to the estimated temperature, and humidity estimated value data indicating the estimated humidity are generated (step S302). The storage unit 1101 stores the temperature estimated value data generated in step S302 in the cabin temperature estimated value table ( Fig. 8A ), the saturated water vapor amount estimated value data generated in step S302 is stored in the saturated water vapor amount estimated value table ( Figure 8B ), and in addition, the humidity estimation value data generated in step S302 is stored in the cabin humidity estimation value table ( Fig. 9 )middle.

[0227] Next, the second estimating unit 1107 calculates the saturated water vapor amount estimated value data and the humidity estimated value data generated in step S302 and calculates the humidity estimated value data. Figure 5 The storage unit 1101 similarly estimates the quality of the goods L in step S106 and generates cargo quality estimation value data indicating the estimated quality of the goods L (cargo quality estimation value) (step S303). The storage unit 1101 stores the data generated in step S303 in the cargo quality estimation value table ( Fig.10 )middle.

[0228] Next, the second estimating unit 1107 determines whether the condensation occurrence level of an arbitrary flight segment is "2" or "3", that is, whether condensation has occurred (step S304).

[0229] If it is determined in step S304 that condensation does not occur (step S304; No), the evaluation unit 1110 calculates the ship 9 in Fig.15 The navigation route shown in the navigation route data generated in step S102 is Fig.15 The monetary evaluation value when the dehumidifier 14 performs dehumidification during the dehumidification period shown in the dehumidification schedule data generated or updated in step S301 is displayed to the display 102 (step S305). Fig.15 The navigation route shown in the navigation route data generated in step S102, Fig.15 The navigation schedule shown in the navigation schedule data generated in step S103, the dehumidification schedule shown in the dehumidification schedule data generated or updated in step S301, and the monetary evaluation value calculated in step S305 are displayed, thereby notifying the user of these information (step S306). Thereafter, the management device 11 ends the processing.

[0230] When it is determined in step S304 that condensation has occurred (step S304 ; Yes), the management device 11 repeats the processing from step S301 onwards.

[0231] Fig.18 This is a diagram showing the flow of processing performed by the management device 11 to propose a ship speed adjustment navigation plan.

[0232] First, the sailing schedule generating unit 1104 generates a sailing schedule according to Fig.15The cargo quality estimation value table generated in step S106 ( Fig.10 ) data, determined in Fig.15 The navigation interval (hereinafter referred to as "condensation generation navigation interval") in the navigation route shown in the navigation route data generated in step S102 includes the segment corresponding to the condensation generation period (step S401). In addition, in this embodiment, the navigation interval refers to the interval between two adjacent ports or via points on the navigation route.

[0233] Next, the navigation schedule generating unit 1104 obtains various positions on the navigation interval where condensation occurs determined in step S401 and the navigation schedule generated in step S402 through the obtaining unit 1102. Fig.15 The navigation schedule data generated in step S103 is used to generate weather forecast value data related to various combinations of dates and times during the navigation period when the navigation is performed in the condensation-generating navigation section (step S402).

[0234] Next, the navigation schedule generating unit 1104 adjusts the navigation speed in such a manner that the navigation speed of the segments with low outside air temperature in the navigation interval where condensation occurs becomes relatively faster and the navigation speed of the segments with high outside air temperature becomes relatively slower, based on the weather forecast value data acquired in step S402, without changing the start and end times of the navigation period in the navigation interval where condensation occurs, and updates the navigation schedule data stored in the storage unit 1101 to indicate the adjusted navigation speed (step S403).

[0235] Next, the first estimation unit 1106 estimates the flight schedule data updated in step S403, the weather forecast data acquired in step S402, and the Fig.15 The temperature and humidity in the cabin 91 are estimated based on the cabin monitoring schedule data generated in step S104, and temperature estimated value data indicating the estimated temperature, saturated water vapor amount estimated value data indicating the saturated water vapor amount corresponding to the estimated temperature, and humidity estimated value data indicating the estimated humidity are generated (step S404). The storage unit 1101 stores the temperature estimated value data generated in step S404 in the cabin temperature estimated value table ( Fig. 8A ), the saturated water vapor amount estimated value data generated in step S404 is stored in the saturated water vapor amount estimated value table ( Figure 8B ), and in addition, the humidity estimation value data generated in step S404 is stored in the cabin humidity estimation value table ( Fig. 9 )middle.

[0236] Next, the second estimating unit 1107 calculates the saturated water vapor amount estimated value data and the humidity estimated value data generated in step S404. Figure 5The quality of the goods L is estimated in the same manner as in step S106, and the goods quality estimation value data indicating the estimated quality of the goods L (goods quality estimation value) is generated (step S405). The storage unit 1101 stores the data generated in step S405 in the goods quality estimation value table ( Fig.10 )middle.

[0237] Next, the evaluation unit 1110 calculates the ship 9 Fig.15 The monetary evaluation value when sailing is performed on the sailing route shown in the sailing route data generated in step S102 according to the sailing schedule shown in the sailing schedule data updated in step S403 (step S406).

[0238] Next, the notification unit 1111 indicates to the display 102 that Fig.15 The navigation route shown in the navigation route data generated in step S102, the navigation schedule shown in the navigation schedule data updated in step S403, and the monetary evaluation value calculated in step S406 are displayed, thereby notifying the user of these information (step S407). In addition, when the condensation generation level of any segment is "2" or "3" (that is, condensation occurs), in step S407, the notification unit 1111 causes the display 102 to display a warning message indicating that the quality of the cargo L is likely to deteriorate during the voyage in addition to the navigation route. Thereafter, the management device 11 ends the processing.

[0239] Fig.19 1 is a diagram showing the flow of processing performed by the management device 11 to propose an alternative route navigation plan.

[0240] First, the navigation route generation unit 1103 generates a navigation route that satisfies Fig.15 The navigation route data of the navigation route having the constraint conditions shown in the constraint condition data acquired in step S101 and having the second shortest navigation distance (hereinafter referred to as “alternative navigation route”) is obtained (step S501).

[0241] Next, the management device 11 performs a comparison with the alternative navigation route indicated by the navigation route data generated in step S501. Fig.15 The same processing as steps S103 to S106 and S108 (steps S502 to S506) is performed.

[0242] Next, the notification unit 1111 instructs the display 102 to display the alternative navigation route indicated by the navigation route data generated in step S501, the navigation schedule indicated by the navigation schedule data generated in step S502, and the monetary evaluation value calculated in step S506, thereby notifying the user of these information (step S507). In addition, when the condensation generation level of any segment is "2" or "3" (i.e., condensation occurs), in step S507, the notification unit 1111 causes the display 102 to display a warning message indicating that the quality of the cargo L is likely to deteriorate during the voyage in addition to the navigation route, etc. Thereafter, the management device 11 ends the processing.

[0243] The above is a description of the processing performed by the management device 11 before starting the voyage of the ship 9. The user determines the adopted voyage plan (voyage route, voyage schedule, ventilation schedule, dehumidification schedule) based on the information displayed on the display 102. The voyage plan adopted by the user is registered in the management device 11.

[0244] Then, the navigation of the ship 9 starts according to the navigation plan adopted by the user. During the navigation of the ship 9, the management device 11 obtains the temperature measurement value data sent from the thermometer 12 and the humidity measurement value data sent from the hygrometer 13, for example, every time a predetermined time passes. The management device 11 stores these temperature measurement value data and humidity measurement value data.

[0245] In addition, during the voyage of the ship 9, the management device 11 obtains weather forecast value data related to the remaining voyage from the weather information distribution server device 8, for example, every time a predetermined time has passed. The management device 11 updates the weather forecast value table ( Figure 6 ).

[0246] Furthermore, during the navigation of the ship 9, the management device 11, for example, calculates the temperature of the ship 9 based on the latest temperature measured value data, the latest humidity measured value data, and the weather forecast value table ( Figure 6 ) for the remaining voyage. Fig.15 However, in this embodiment, after the ship 9 starts sailing, the sailing route is not changed. Therefore, in this case, the processing performed in step S110 is limited to the processing for proposing a sailing plan with ventilation ( Fig.16 ), processing for proposing a voyage plan with dehumidification ( Fig.17 ), used to propose the processing of the ship speed adjustment sailing plan ( Fig.18 ), the process for proposing an alternative route navigation plan is not executed ( Fig.19 ).

[0247] In addition, the remaining voyage Fig.15 In the processing after step S105, the first estimating unit 1106 uses the actual values ​​measured by the thermometer 12 and the hygrometer 13 instead of the predicted values ​​received from the weather information distribution server device 8 as the current temperature and humidity (initial values ​​of temperature and humidity) for estimating the future temperature and humidity.

[0248] In addition, the remaining voyage Fig.15 In the processing after step S105, the user is notified whether the navigation plan proposed by the management device 11 is the same as the navigation plan adopted at that time. For example, when it is desired to continue the navigation according to the current navigation plan for the remaining navigation, the notification unit 1111 causes the display 102 to display the current navigation plan in blue. On the other hand, when there is an alternative navigation plan that is more desirable than the current navigation plan for the remaining navigation, the notification unit 1111 causes the display 102 to display the current navigation plan in blue and the alternative navigation plan in red in a manner that the user can easily compare (for example, display them simultaneously on the same screen), and displays a button for accepting a selection operation of the navigation plan adopted for the remaining navigation.

[0249] During the voyage of the ship 9, the user determines whether to change the navigation plan (navigation schedule, ventilation schedule, dehumidification schedule) for the remaining voyage based on the information displayed on the display 102. When the user determines that the navigation plan should be changed for the remaining voyage and performs an operation to select a navigation plan to be adopted, the selected navigation plan related to the remaining voyage is registered in the management device 11. The navigation plan registered in this way is displayed in blue in the subsequent display of the navigation plan related to the remaining voyage.

[0250] [Modifications]

[0251] The above-mentioned embodiment can be modified in various ways. The modification examples thereof are shown below. In addition, the above-mentioned embodiment and the modification examples shown below can also be appropriately combined.

[0252] (1) In the above-described embodiment, the management device 11 is a system composed of a single device. However, the management device 11 may be a system composed of a plurality of devices that operate in cooperation.

[0253] (2) In the above-mentioned embodiment, the management device 11 is arranged on the ship 9, but the management device 11 may be arranged at a location other than the ship 9. In addition, when the management device 11 is a system composed of a plurality of devices, some of the plurality of devices may be arranged on the ship 9, and the other parts may be arranged at a location other than the ship 9.

[0254] For example, the management device 11 may be composed of a terminal device on board used by the crew of the ship 9, a land terminal device used by the staff of the shipping management company of the ship 9 (not the crew), and a server device arranged on the ship 9 or at a place other than the ship 9. In this case, for example, before the start of the voyage, the staff of the shipping management company may access the server device using the land terminal device, and decide the adopted voyage plan based on the information prompted from the server device, and the crew may access the server device using the terminal device on board to confirm the content of the voyage plan adopted by the staff of the shipping management company. In addition, for example, during the voyage, the crew may access the server device using the terminal device on board to decide the adopted voyage plan for the remaining voyage based on the information prompted from the server device, and the staff of the shipping management company may access the server device using the land terminal device to confirm the content of the voyage plan adopted by the crew related to the remaining voyage.

[0255] (3) In the above-mentioned embodiment, the navigation of the ship 9 according to the navigation plan proposed by the management device 11 is carried out by the crew's operation, but as long as the ship 9 is a ship capable of autonomous navigation, the ship 9 can also navigate autonomously according to the navigation plan proposed by the management device 11.

[0256] (4) In the above-mentioned embodiment, the type of cargo L is a steel coil, but the type of cargo L is not limited thereto.

[0257] For example, when the cargo L is wood, the moisture content of the cargo L (wood) changes according to the relative humidity in the hold 91. That is, if the relative humidity in the hold 91 is lower than the moisture content of the cargo L (wood), the cargo L (wood) dries, and the absolute humidity of the air (inside air) in the hold 91 rises due to the water vapor released from the cargo L (wood). On the other hand, if the relative humidity in the hold 91 is higher than the moisture content of the cargo L (wood), the cargo L (wood) absorbs moisture in the air, and the absolute humidity of the air (inside air) in the hold decreases. Therefore, in this case, it is preferable that the first estimating unit considers the moisture content of the cargo L in estimating the temperature and humidity.

[0258] In addition, for example, the lower the moisture content of wood, the higher its value. In such a case, it is preferable that the second estimating means estimates the moisture content of wood based on the temperature and humidity in the cabin 91 to estimate the future quality of the cargo L.

[0259] (5) In the above embodiment, the management device 11 notifies the user by displaying information on the display 102. However, the method by which the management device 11 notifies the user is not limited to display. For example, the management device 11 may have a speaker and notify the user by emitting sound from the speaker.

[0260] (6) In the above-mentioned embodiment, the types of parameters used by the first estimating unit 1106 to estimate the environmental parameters (temperature and humidity) inside the cabin 91 are not limited to the types exemplified in the above-mentioned embodiment. For example, in the case where tanks for ballast water, etc. are arranged on the outside of the upper side wall or the lower side wall, the temperature of the contents (ballast water, etc.) of these tanks, etc., can also be used for the estimation by the first estimating unit 1106. In addition, the measured value of the temperature of seawater can also be used for the estimation by the first estimating unit 1106. In addition, for example, the temperature of the side wall varies greatly depending on whether there is seawater in contact with the outside. Moreover, which part of the side wall is in contact with the seawater will change depending on the size of the draft of the ship 9. Therefore, the draft of the ship 9 can also be used for the estimation by the first estimating unit 1106.

[0261] (7) In the above-mentioned embodiment, the decrease in the price of the goods accompanying the deterioration of the quality of the goods is added to the monetary evaluation value, but the increase in the price of the goods accompanying the improvement of the quality of the goods may be subtracted instead. For example, when the goods L are wood, if the wood is dried during transportation, the price of the wood generally increases. In this case, by presenting the user with the monetary evaluation value obtained by subtracting the increase in the price of the wood from the cost such as fuel cost, the user can easily determine which sailing plan has a greater advantage from a monetary point of view.

[0262] (8) In the above-mentioned embodiment, the dehumidifier 14 is used as a device for forcibly changing the value of the environmental parameter in the cabin 91, but the type of the device for forcibly changing the value of the environmental parameter in the cabin 91 is not limited to the dehumidifier. For example, in addition to or instead of the dehumidifier 14, the ship 9 may have a heater for increasing the temperature of the cross deck, and the temperature in the cabin 91 (in this case, the inner surface of the cross deck and the air in contact with it) may be forcibly changed by the operation of the heater. In addition, in addition to or instead of the dehumidifier 14, the ship 9 may have an air conditioner other than a dehumidifier, such as a heater, for heating the air in the cabin 91, and the temperature in the cabin 91 may be forcibly changed by the operation of the air conditioner.

[0263] In addition, the ship 9 may not even have a device for forcibly changing the value of the environmental parameter in the cabin 91.

[0264] (9) In the above-mentioned embodiment, temperature and humidity are used as environmental parameters that affect the quality of the cargo L, but the types of environmental parameters are not limited to temperature and humidity. For example, in the case where the quality of the cargo L is affected by the oxygen concentration and carbon dioxide concentration in the cabin 91, the oxygen concentration and carbon dioxide concentration in the cabin 91 may also be used as environmental parameters. In this case, the system 1 has an oxygen concentration meter and a carbon dioxide concentration meter instead of the thermometer 12 and the hygrometer 13.

[0265] (10) In the above-mentioned embodiment, the first estimating unit 1106 uses a physical model to estimate the cabin environment parameters based on the predicted values ​​of the cabin environment parameters. However, the method by which the first estimating unit 1106 estimates the cabin environment parameters based on the predicted values ​​of the cabin environment parameters is not limited to this.

[0266] For example, instead of or in addition to the physical model, the first estimating unit 1106 may estimate the cabin environment parameter using an estimation formula based on a multiple regression formula or the like, or artificial intelligence such as a machine learning model, which uses the value of the environment parameter outside the cabin 91 as an explanatory variable and the value of the environment parameter inside the cabin 91 as a target variable. For example, a configuration may be adopted in which the first estimating unit 1106 corrects the value of the environment parameter inside the cabin 91 estimated by the physical model using artificial intelligence such as a machine learning model.

[0267] (11) In the above-mentioned embodiment, the second estimating unit 1107 determines which of the three stages of condensation generation levels the condensation generation condition corresponds to based on the number of locations estimated to generate condensation among the hatch cover, cross deck, upper side wall, side wall, and cargo (hereinafter referred to as “condensation generation location categories”), thereby estimating the future quality of the cargo L. The method by which the second estimating unit 1107 estimates the future quality of the cargo L based on the estimated value of the cabin environment parameter is not limited to this.

[0268] For example, as the main factors causing the steel coil to rust, the amount of water droplets, the duration of water droplet generation, the temperature of the air in contact with the cargo L or the surface of the cargo L during the period of water droplet generation, the amount or type of dust contained in the air in the cabin 91, the oxygen concentration in the air in the cabin 91, etc. can be considered. Therefore, the future quality of the cargo L can be estimated by the second estimating unit 1107 using the measured values ​​or estimated values ​​of these main factors.

[0269] In addition, for example, the second estimation unit 1107 may also estimate the future quality of the cargo L using an estimation formula based on a multiple regression formula, a machine learning model, or other artificial intelligence, which uses the values ​​of the environmental parameters inside the cabin 91 (the amount of water droplets, the duration of water droplet generation, the temperature, etc.) as explanatory variables and the quality value of the cargo L (for example, the value of the condensation generation level) as the objective variable.

[0270] (12) The management device 11 may include an updating unit as a functional structure, and the updating unit updates the parameters (e.g., parameters of a physical model, artificial intelligence, etc.) used by the first estimating unit 1106 based on the measured values ​​of the external environmental parameters as the measured values ​​of the external environmental parameters of the cabin 91 (e.g., the temperature measured by the thermometer 12A, the humidity measured by the hygrometer 13A) and the measured values ​​of the internal environmental parameters as the measured values ​​of the internal environmental parameters of the cabin 91 (e.g., the temperature measured by the thermometers 12B to 12G, the humidity measured by the hygrometers 13B to 13G). For example, when the first estimating unit 1106 uses a machine learning model, the updating unit may update the machine learning model using teacher data that uses the measured values ​​of the external environmental parameters as explanatory variables and the measured values ​​of the internal environmental parameters as target variables.

[0271] Alternatively, the updating unit may update the parameters used by the second estimation unit 1107 (e.g., parameters of a physical model, artificial intelligence, etc.) based on the measured values ​​of the environmental parameters inside the cabin 91 (e.g., the temperature measured by the thermometers 12B to 12G, the humidity measured by the hygrometers 13B to 13G) and the measured values ​​of the quality of the cargo L, which are the measured values ​​of the quality of the cargo L.

[0272] In this case, the acquisition unit 1102 may also acquire, for example, a value indicating the quality of the cargo L determined by the crew member who enters the cabin 91 according to the cabin monitoring schedule through visual inspection, etc. as the cargo quality actual measurement value. Alternatively, the acquisition unit 1102 may determine the quality of the cargo L based on an image of the cargo L captured by a camera installed in the cabin 91, and acquire a value indicating the quality of the cargo L determined in this way as the cargo quality actual measurement value.

[0273] Moreover, for example, when the second inference unit 1107 uses a machine learning model, the update unit can also update the machine learning model using teacher data that uses the measured values ​​of the environmental parameters in the cabin (for example, the temperature measured by thermometers 12B~12G, and the humidity measured by hygrometers 13B~13G) as explanatory variables and the measured values ​​of the cargo quality as the target variables.

[0274] (13) In the above-mentioned embodiment, the management device 11 generates an alternative navigation plan by adding a ventilation schedule, adding a dehumidification schedule, adjusting the water navigation speed, and adopting an alternative navigation route. However, the management device 11 may generate an alternative navigation plan by combining two or more of them. For example, when there is a high possibility that the quality of the cargo L will be degraded by ventilation alone, the dehumidification schedule may be presented to the user in addition to the ventilation schedule.

[0275] (14) In the above-mentioned embodiment, the management of the flight schedule and the like is performed in units of each section, i.e., flight segments, which are each a navigation route divided into a plurality of sections at each predetermined distance. However, the management of the flight schedule and the like may be performed in units other than flight segments. For example, the management of the flight schedule and the like may be performed in units of each time slot, i.e., each time slot, which is each a navigation period divided into a plurality of sections at each predetermined time length.

[0276] (15) In the above-mentioned embodiment, the management device 11 obtains all the predicted values ​​of the environmental parameters from the weather information distribution server device 8. Alternatively, the management device 11 may obtain all or part of the predicted values ​​of the environmental parameters by generating them. For example, the management device 11 may store in advance the measured values ​​of various environmental parameters in various periods and various areas in the past, perform statistical processing on these measured values, and obtain the values ​​(statistical values) obtained by the statistical processing to be used as the predicted values ​​of the environmental parameters.

[0277] Alternatively, the management device 11 may use the predicted values ​​of the environmental parameters received from the weather information distribution server device 8 for the nearest future after a specified period of time from the present (for example, the period from the present to one week later), and use the above-mentioned statistical values ​​for the future before that.

[0278] (16) In the above-mentioned embodiment, there are the following restrictions.

[0279] The user accurately specifies the departure date and time at the loading port and the arrival date and time at the unloading port, and the management device 11 cannot change the specified departure date and time at the loading port and the arrival date and time at the unloading port.

[0280] The route cannot be changed during navigation.

[0281] The arrival date and time at the stopover point and the departure date and time from the stopover point cannot be changed during the voyage.

[0282] The period of monitoring in the cabin is automatically determined according to the specified time interval and the specified duration and cannot be changed.

[0283] The above-mentioned constraint is an example, and various changes can be made. For example, the following structure can also be adopted: the user specifies at least one of the departure date and time of the loading port and the arrival date and time of the unloading port in a period with a time period (for example, a period of about 1 week), and the management device 11 makes various changes to at least one of the departure date and time of the loading port and the arrival date and time of the unloading port in the specified period to generate multiple sailing schedule data, and prompts the user with, for example, the sailing schedule with the best monetary evaluation value (for example, the sailing schedule with the smallest monetary evaluation value when the monetary evaluation value is a value indicating the cost) among the generated multiple sailing schedules.

[0284] In the above case, the length of the voyage period may differ depending on the voyage schedule. Therefore, in the calculation of the monetary evaluation value, the opportunity loss of resources such as the ship 9 and the crew due to the longer voyage period may be considered.

[0285] In addition, the navigation route may be changed during navigation, for example, within a predetermined distance. In this case, the management device 11 can more flexibly generate the navigation route related to the remaining navigation.

[0286] In addition, at least one of the arrival date and time at the via point and the departure date and time from the via point during the voyage may be changed within a predetermined time range, for example. In this case, the management device 11 can more flexibly generate a voyage schedule related to the remaining voyage.

[0287] In addition, the period of monitoring in the cabin may be changed within a predetermined time range, for example. In this case, the management device 11 can generate a monitoring schedule in the cabin more flexibly.

[0288] (17) In the above-mentioned embodiment, when the management device 11 generates a navigation schedule, the environmental parameters used to determine the speed over land when the navigation speed over water is constant are wind direction, wind speed, tide direction, and tide speed. The types of environmental parameters used by the management device 11 to determine the speed over land based on the navigation speed over water of the vessel 9, or to determine the speed over land based on the navigation speed over land are not limited to these. For example, when the management device 11 generates a navigation schedule, in addition to wind direction, wind speed, tide direction, and tide speed, wave direction and wave height may be used to determine the speed over land when the navigation speed over water is constant.

[0289] (18) In the above-mentioned embodiment, the values ​​of various parameters corresponding to each flight segment are the values ​​of the starting point position and the starting point departure date and time of the flight segment, but are not limited to this. For example, as the values ​​of various parameters corresponding to each flight segment, the value of the middle position of the flight segment (the position of the middle point in space between the starting point position and the end point position) and the date and time when the ship 9 passes through the middle position may be used. In addition, as the values ​​of various parameters corresponding to each flight segment, the value of the middle date and time of the flight segment (the date and time of the middle point on the time axis between the starting point departure date and the end point arrival date) and the value of the position of the ship 9 at the middle date and time may be used.

[0290] (19) Even if the quality of the cargo L does not deteriorate during the voyage, the quality of the cargo L may deteriorate when the hatch cover is opened at the unloading port to unload the cargo L. For example, when the temperature of the surface of the cargo L is low when the ship 9 arrives at the unloading port and the temperature and humidity of the outside air at the unloading port are high, the hatch cover is opened, and the outside air with high temperature and humidity flows into the cabin 91, which may be cooled by the surface of the cargo L and cause condensation.

[0291] In the above-mentioned embodiment, the sailing schedule generated by the management device 11 is a sailing schedule covering the period until the cargo L arrives at the unloading port. In this case, as described above, when the hatch cover is opened at the unloading port, the quality of the cargo L may be degraded. Therefore, the management device 11 may generate a sailing schedule including the period after the cargo L arrives at the unloading port (for example, the period after the cargo L arrives at the unloading port until the unloading is completed), and the sailing schedule may be generated in a manner that also reduces the possibility of the cargo L quality degrading during the period after the cargo L arrives at the unloading port.

[0292] In this case, the management device 11 generates a sailing schedule to arrive at the unloading port on a date and time when the absolute humidity of the outside air at the unloading port is low, or generates a ventilation schedule by ventilating the vessel during a period when the temperature of the outside air is high when the absolute humidity of the outside air remains the same, thereby generating a sailing plan in which condensation is less likely to occur when the hatch cover is opened.

[0293] (20) In the above-mentioned embodiment, the hygrometer 13 measures the absolute humidity. Alternatively, the hygrometer 13 may measure the relative humidity. When the hygrometer 13 measures the relative humidity, for example, the management device 11 can calculate the absolute humidity of the air based on the temperature of the air measured by the thermometer 12 and the relative humidity of the air measured by the hygrometer 13.

[0294] In the above-mentioned embodiment, the humidity prediction value data acquired by the management device 11 from the meteorological information distribution server device 8 indicates absolute humidity, but the management device 11 may acquire humidity prediction value data indicating relative humidity from the meteorological information distribution server device 8 instead. When the humidity prediction value data indicates relative humidity, for example, the management device 11 can calculate the absolute humidity of the air from the relative humidity indicated by the humidity prediction value data based on the temperature of the air indicated by the temperature prediction value data related to the same area at the same time acquired from the meteorological information distribution server device 8.

[0295] (21) In the above-mentioned embodiment, the management device 11 formulates the navigation route, navigation schedule, cabin ventilation schedule, and operation schedule of the device for forcibly changing the value of the environmental parameter in the cabin of the ship so as not to generate condensation. Alternatively, the management device 11 may formulate the navigation route, navigation schedule, cabin ventilation schedule, and operation schedule of the device for forcibly changing the value of the environmental parameter in the cabin of the ship so as to maximize the monetary value.

[0296] (22) In the above-mentioned embodiment, the presence or absence of condensation is determined based on whether the absolute humidity is above the saturated water vapor amount. Alternatively, the presence or absence of condensation may be determined based on whether the temperature of the hatch cover or the like is below the outdoor temperature. In this case, the saturated water vapor amount estimated value data (see Figure 8B ), according to the known calculation formula or conversion table, determine and store the estimated humidity value table in the cabin ( Fig. 9 ) is used to determine the dew point temperature corresponding to the humidity (absolute humidity) indicated by the humidity estimation value data, and the dew point temperature estimation value data indicating these determined dew point temperatures are used.

[0297] (23) The present invention can be understood as a device or system exemplified by the management device 11, or as a program for causing the computer 10 constituting the management device 11 to execute the processing performed by the management device 11. In addition, the program of the present invention can be provided in a state recorded on a recording medium and read from the recording medium to the computer, or can be downloaded to the computer via a communication network.

[0298] Description of symbols

[0299] 1: system; 8: weather information distribution server device; 9: ship; 10: computer; 11: management device; 12: thermometer; 13: hygrometer; 14: dehumidifier; 91: cabin; 101: computer body; 102: display; 103: input device; 1011: memory; 1012: processor; 1013: input and output interface; 1014: communication interface; 1101: storage unit; 1102: acquisition unit; 1103: navigation route generation unit; 1104: navigation schedule generation unit; 1105: cabin monitoring schedule generation unit; 1106: first estimation unit; 1107: second estimation unit; 1108: ventilation schedule generation unit; 1109: dehumidifier operation schedule generation unit; 1110: evaluation unit; 1111: notification unit.

Claims

1. A system comprising: An acquisition unit, which acquires a predicted value of an external environment parameter of a ship cabin, wherein the predicted value of the external environment parameter of the ship cabin is a predicted value of an external environment parameter of a ship cabin in the future; a first estimating unit for generating an estimated value of an environmental parameter inside the cabin based on the predicted value of the environmental parameter outside the cabin, the estimated value of the environmental parameter inside the cabin being an estimated value of an environmental parameter inside the cabin in the future; as well as The second estimating means generates a cargo quality estimation value based on the estimated value of the in-hold environmental parameter, the cargo quality estimation value being an estimated value of future quality of the cargo stored in the hold.

2. The system according to claim 1, wherein: The acquisition unit acquires predicted values ​​of the external environment parameters corresponding to the plurality of sailing schedules, The first estimating unit generates estimated values ​​of the cabin environment parameter corresponding to each of the plurality of sailing schedules. The second estimating unit generates the cargo quality estimated values ​​corresponding to each of the plurality of sailing schedules.

3. The system according to claim 2, wherein: The system includes an evaluation unit that generates a monetary evaluation value for each of the plurality of sailing schedules based on the cargo quality estimation value corresponding to the sailing schedule and a cost associated with the sailing of the ship sailing according to the sailing schedule.

4. The system according to claim 1, wherein: The acquisition unit acquires predicted values ​​of the external environment parameters corresponding to the plurality of navigation routes. The first estimating unit generates estimated values ​​of the cabin environment parameter corresponding to each of the plurality of navigation routes. The second estimating unit generates the cargo quality estimated values ​​corresponding to each of the plurality of navigation routes.

5. The system according to claim 4, wherein: The system includes an evaluation unit that generates a monetary evaluation value for each of the plurality of navigation routes based on the cargo quality estimation value corresponding to the navigation route and the cost associated with the navigation of the ship sailing along the navigation route.

6. The system according to claim 1, wherein: The first estimating unit generates the estimated value of the cabin environment parameter based on a ventilation schedule of the cabin.

7. The system according to claim 6, wherein: The system includes a generating unit that generates the ventilation schedule based on the predicted value of the external environment parameter and the estimated value of the internal environment parameter.

8. The system according to claim 1, wherein: The first estimating means generates the estimated value of the in-cabin environmental parameter based on an operation schedule of a device that forcibly changes a value of the in-cabin environmental parameter.

9. The system according to claim 8, wherein: The system includes a generating unit that generates the operation schedule based on the predicted value of the external environmental parameter and the estimated value of the internal environmental parameter.

10. The system according to claim 8 or 9, wherein: The system includes an evaluation unit that generates a monetary evaluation value based on the estimated value of the cargo quality and the cost associated with the operation of the device according to the operation schedule.

11. The system according to claim 1, wherein: The acquisition unit acquires the measured value of the environmental parameter outside the cabin, which is the measured value of the environmental parameter outside the cabin. The first estimating unit generates the estimated value of the in-cabin environmental parameter based on the actual value of the out-cabin environmental parameter.

12. The system of claim 1, wherein: The acquisition unit acquires the measured value of the environmental parameter in the cabin, which is the measured value of the environmental parameter inside the cabin. The second estimating unit generates the cargo quality estimated value based on the actual measured value of the cabin environment parameter.

13. The system of claim 1, wherein: The acquisition unit acquires measured values ​​of external environmental parameters and measured values ​​of internal environmental parameters, wherein the external environmental parameters are measured values ​​of environmental parameters outside the cabin, and the internal environmental parameters are measured values ​​of environmental parameters inside the cabin. The system includes an updating unit that updates a parameter used by the first estimating unit to generate the estimated value of the in-cabin environmental parameter based on the actual measured value of the external cabin environmental parameter and the actual measured value of the in-cabin environmental parameter.

14. The system of claim 1, wherein: The acquisition unit acquires the measured value of the environmental parameter in the cabin and the measured value of the quality of the cargo, wherein the measured value of the environmental parameter in the cabin is the measured value of the environmental parameter inside the cabin, and the measured value of the quality of the cargo is the measured value of the quality of the cargo, The system includes an updating unit that updates a parameter used by the second estimating unit to generate the cargo quality estimated value based on the actual measured value of the cabin environment parameter and the actual measured value of the cargo quality.

15. The system of claim 1, wherein: The system includes a notification unit that notifies a user when the estimated value of the cabin environment parameter satisfies a predetermined condition.

16. The system of claim 1, wherein: The system includes a notification unit that notifies a user when the estimated value of the cargo quality satisfies a predetermined condition.

17. A program for causing a computer to execute the following processing: Acquire a predicted value of an external environment parameter of a ship cabin, wherein the predicted value of the external environment parameter of the ship cabin is a predicted value of an external environment parameter of a ship cabin in the future; generating an estimated value of an environmental parameter inside the cabin according to the predicted value of the environmental parameter outside the cabin, the estimated value of the environmental parameter inside the cabin being an estimated value of the environmental parameter inside the cabin in the future; as well as A cargo quality estimation value is generated based on the estimated value of the in-hold environmental parameter, the cargo quality estimation value being an estimated value of the future quality of the cargo stored in the hold.

Images