Airline planning system

Abstract

The invention provides a route planning system capable of improving the operation efficiency of a power generation floating body. A route planning system plans the route of a power generation floating body that generates power while sailing on the sea. This course planning system is provided with a planning means for planning, as a course, a course in which a power generation floating body circulates between a meeting point between a transport ship for recovering power generation energy from the power generation floating body and the power generation floating body and a turning point different from the meeting point. The planning means changes, on the basis of at least one of the weather prediction accuracy and the sea image prediction accuracy, the number of turns in which the power generation floating body travels around the course until the power generation floating body meets the transport ship.

Description

Technical Field

[0001] This invention relates to the technical field of flight route planning systems. Background Technology

[0002] As a technology used in such a system, for example, a technology is proposed to select the route with the shortest travel time from multiple routes based on weather / sea conditions and ship speed (see Patent Document 1).

[0003] Prior art literature

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent No. 5953219 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] The technology described in Patent Document 1 does not consider recovering the generated energy from a power-generating float that generates electricity while sailing at sea.

[0008] The present invention was made in view of the above circumstances, and its object is to provide a route planning system that can improve the utilization efficiency of a power generation buoy.

[0009] Methods for solving problems

[0010] One aspect of the present invention relates to a route planning system for planning the route of a power-generating buoy that generates electricity while sailing at sea. The system includes a planning unit that plans a route for the power-generating buoy to circulate between a rendezvous point between the buoy and a transport ship recovering energy from the buoy, and a turnaround point different from the rendezvous point. The planning unit adjusts the number of laps the power-generating buoy makes along the route until it rendezvous with the transport ship, based on at least one of weather forecast accuracy and sea morphology forecast accuracy. Attached Figure Description

[0011] Figure 1 A conceptual diagram illustrating the concept of a power generation system involved in the implementation method.

[0012] Figure 2 This diagram illustrates an example of a floating body involved in an implementation method.

[0013] Figure 3 A block diagram illustrating the structure of the route planning system involved in the implementation method.

[0014] Figure 4 This is a concept diagram illustrating the adjustment action at the meeting point.

[0015] Figure 5 A diagram illustrating an example of a flight path. Detailed Implementation

[0016] Reference Figures 1 to 5 This section will explain the implementation methods involved in the route planning system.

[0017] (Structure of a power generation system)

[0018] Reference Figure 1 as well as Figure 2 The structure of the power generation system will now be described. In the power generation system of this embodiment, multiple untethered floats 20 are used to generate electricity in a sea area SA far from land. The multiple floats 20 navigate automatically within the sea area SA. That is, the multiple floats 20 each navigate automatically within the sea area SA while simultaneously generating electricity. For example, the sea area SA can be a sea area 50 kilometers from land. Figure 1 As shown, multiple floats 20 form a queue. By forming a queue with multiple floats 20, interference between the floats 20 can be suppressed. As a result, it is possible to suppress the situation where the power generation efficiency of one float 20 is reduced due to other floats 20.

[0019] Reference Figure 2 Let's now explain the float 20. Figure 2 In (a), the float 20a, serving as the float 20, includes a sail 21 and a kite 22. The float 20a can utilize the wind energy carried by the sail 21 as propulsion. In the float 20a, as the kite 22 rises, the tethering line for the kite 22 is unwound from a winch (not shown). The unwinding action of the tether causes the winch drum to rotate. A generator (not shown) rotates along with the rotation of this drum, thereby generating electricity. After the tether has been unwound to a predetermined length or after a predetermined time, the winch drum is rotated in the direction of winding up the tether by a motor in the winch. As a result, the kite 22 descends due to the winding up of the tether. Electricity is generated in the float 20a by repeatedly performing the unwinding and winding actions of the tether. In other words, tethered wind power generation is performed in the float 20a. In addition, the float 20a can also utilize the wind energy carried by the kite 22 as propulsion.

[0020] exist Figure 2 In (b), the float 20b, which serves as the float 20, includes a sail 21 and an underwater turbine generator 23. The float 20b can utilize the wind energy collected by the sail 21 as propulsion. As the float 20b moves, seawater flows into the underwater turbine generator 23. As a result, the underwater turbine generator 23 is used to generate electricity.

[0021] In addition, the float 20a can also be equipped with an underwater turbine generator 23. That is to say, in addition to tethered wind power generation, the float 20a can also generate electricity using the underwater turbine generator 23. Similarly, the float 20b can also be equipped with a kite 22. That is to say, in addition to generating electricity using the underwater turbine generator 23, the float 20b can also generate electricity using the tethered wind power.

[0022] The float 20 can store the electricity generated through power generation in a battery (e.g., a lithium-ion battery). In other words, the float 20 can store electrical energy as electrical energy. The float 20 can use the electricity generated to electrolyze water to produce hydrogen. The float 20 can store the produced hydrogen. That is, the float 20 can also store electrical energy as hydrogen energy. Furthermore, hydrogen can be stored either by compression or by being adsorbed by a hydrogen-absorbing alloy. Additionally, the float 20 can use the hydrogen produced to generate ammonia. The float 20 can also store the generated ammonia. That is, the float 20 can also store electrical energy as ammonia energy.

[0023] Return to Figure 1 The transport ship 10 navigates between a land-based port P and a sea area SA. For example, the transport ship 10 can recover energy from multiple buoys 20 in area CA on the port P side of sea area SA. For example, if the buoys 20 store energy in batteries, the transport ship 10 can recover charged batteries from the buoys 20. At this time, the transport ship 10 can place uncharged batteries on the buoys 20. That is, the transport ship 10 can transfer batteries in area CA. For example, if the buoys 20 store energy by compressing hydrogen into hydrogen tanks, the transport ship 10 can recover hydrogen tanks containing hydrogen from the buoys 20. At this time, the transport ship 10 can place empty hydrogen tanks on the buoys 20. That is, the transport ship 10 can transfer hydrogen tanks in area CA. In addition, area CA is the area where the transport ship 10 and the buoys 20 can meet, and can refer to the area where the course of the buoys 20 is not affected by the transport ship 10.

[0024] (Route planning system)

[0025] Next, refer to Figure 3 The route planning system 100 for the planned route of the floating body 20 will be explained. Figure 3In this system, the route planning system 100 includes a computing unit 110, a storage unit 120, a communication unit 130, an input unit 140, and an output unit 150. The computing unit 110, storage unit 120, communication unit 130, input unit 140, and output unit 150 can be connected together via a data bus 160. Alternatively, the route planning system 100 may not include at least one of the input unit 140 and the output unit 150.

[0026] The computing device 110 may have at least one of a CPU (Central Processing Unit) and a GPU (Graphics Processing Unit). That is, the computing device 110 may have a processor.

[0027] Storage device 120 may include, for example, at least one of RAM (Random Access Memory), ROM (Read Only Memory), hard disk device, magneto-optical disk device, SSD (Solid State Drive), and optical disk array.

[0028] The communication device 130 may also be configured to communicate with devices external to the route planning system 100. Examples of devices external to the route planning system 100 include those mounted on the transport ship 10 and those mounted on multiple floats 20. Furthermore, the communication device 130 may implement wired or wireless communication.

[0029] Input device 140 is a device capable of receiving input of information for the flight planning system 100 from an external source. Input device 140 may include an operating device (e.g., keyboard, mouse, touch panel, etc.) operable by a user (e.g., an operator) of the flight planning system 100. Input device 140 may, for example, include a recording medium reading device capable of reading information recorded on a recording medium removable from the flight planning system 100, such as a USB (Universal Serial Bus) memory. Furthermore, when information is input to the flight planning system 100 via communication device 130 (in other words, when the flight planning system 100 obtains information via communication device 130), communication device 130 may function as an input device.

[0030] The output device 150 is a device capable of outputting information to an external device of the flight route planning system 100. As such information, the output device 150 can output visual information such as text and images, auditory information such as sound, and tactile information such as vibration. The output device 150 may include, for example, at least one of a display, a speaker, a printer, and a vibration motor. The output device 150 may also be configured to output information to a recording medium that is detachable from the flight route planning system 100, such as a USB memory. Furthermore, when the flight route planning system 100 outputs information via the communication device 130, the communication device 130 can function as an output device.

[0031] Storage device 120 is capable of storing desired data. Storage device 120 can store computer programs executed by arithmetic device 110. Storage device 120 can temporarily store data temporarily used by arithmetic device 110 while arithmetic device 110 is executing computer programs.

[0032] Alternatively, the computer program can be recorded on a non-temporary recording medium that can be read by a computer. In this case, the route planning system 100 can also read the computer program from the recording medium using a recording medium reading device. Furthermore, as the recording medium, at least one of optical discs, magnetic media, magneto-optical discs, semiconductor memory, and any other media capable of storing programs can be used. Additionally, the route planning system 100 can also obtain the computer program from an external device (not shown) via a communication device 130.

[0033] For example, it can also be configured such that the computer program stored in the storage device 120 is executed by the arithmetic unit 110, and the logical function blocks for performing the processing to be performed by the route planning system 100 are implemented within the arithmetic unit 110.

[0034] The arithmetic unit 110 may include an acquisition unit 111, a planning unit 112, and an adjustment unit 113, which may be implemented as a logically implemented functional block or a physically implemented processing circuit. In addition, at least one of the acquisition unit 111, the planning unit 112, and the adjustment unit 113 may be implemented in a form where logical functional blocks and physical processing circuits (i.e., hardware) coexist.

[0035] The acquisition unit 111 can acquire meteorological and sea state (marine phenomenon) information for the sea area where the transport ship 10 is navigating, as well as meteorological and sea state information for the sea area SA where the multiple buoys 20 generate electricity. For example, the acquisition unit 111 can acquire at least one of the meteorological and sea state information from public institutions (such as meteorological bureaus, coast guard agencies, etc.) via the communication device 130. For example, if at least one of the transport ship 10 and the buoys 20 is equipped with a measuring device, the acquisition unit 111 can acquire at least one of the meteorological and sea state information from at least one of the transport ship 10 and the buoys 20 via the communication device 130. Alternatively, the acquisition unit 111 may choose not to acquire at least one of the meteorological and sea state information for the sea area where the transport ship 10 is navigating. Furthermore, the acquisition unit 111 may choose not to acquire either the meteorological or sea state information for the sea area SA.

[0036] The planning department 112 compares the rendezvous point (e.g., location within area CA) and turnaround point (refer to the location of the floating body 20 and the transport ship 10) with the buoy 20. Figure 1 The route is planned by circulating between the symbols “P1”, “P2” and “P3” in the diagram, as the route of the float 20.

[0037] At buoy 20 Figure 2 In the case of the float 20a or 20b with sail 21 shown in (a) or (b), the speed of the float 20 is maximized when it receives wind from the side relative to its direction of travel. For example, the planning unit 112 can determine the direction of the straight line connecting the meeting point and the turning point (in other words, the direction of travel of the float 20) to be approximately perpendicular to the wind direction, based on the wind direction in the sea area SA indicated by meteorological information.

[0038] For example, the planning unit 112 can determine the direction of the straight line connecting the meeting point and the turning point by aligning it with the direction of the ocean currents in the sea area SA, as indicated by walrus information. Alternatively, the planning unit 112 can determine the direction of the straight line connecting the meeting point and the turning point based on meteorological and walrus information. Furthermore, the determination of the direction of the straight line connecting the meeting point and the turning point can also be referred to as the determination of the buoyancy of the buoy 20. For example, the planning unit 112 can determine the meeting point based on the route of the transport ship 10.

[0039] For example, the planning unit 112 predicts the power generation of the float 20 based on at least one of the wind speed indicated by meteorological information and the ocean current speed indicated by morphological information. At this time, the planning unit 112 can predict at least one of the future weather and the future sea conditions based on at least one of the meteorological information and the morphological information. That is, the planning unit 112 can perform at least one of the weather forecast and the sea condition forecast. For example, the planning unit 12 can predict the time until the battery mounted on the float 20 reaches a fully charged state as a power generation prediction for the float 20. For example, the planning unit 112 can predict the time until the hydrogen tank mounted on the float 20 reaches a full tank as a power generation prediction for the float 20.

[0040] For example, when the buoy 20 rendezvous with the transport ship 10 at the time when the battery is fully charged or the hydrogen tank is full (in other words, when the transport ship 10 recovers energy from the buoy 20), it can be said to be highly efficient from the point of view of the power generation system's operational efficiency. Therefore, the planning department 112 can determine the rendezvous time of the buoy 20 and the transport ship 10 based on the power generation prediction of the buoy 20.

[0041] For example, the planning unit 112 determines the turning point in a manner that ensures the float 20 reaches the rendezvous point at the rendezvous time. In this case, the planning unit 112 determines the turning point based on the direction of the straight line connecting the rendezvous point and the turning point (in other words, the direction of movement of the float 20) and the rendezvous point itself. The planning unit 112 can determine the course of the float 20, which circulates between the rendezvous point and the turning point, using the method described above.

[0042] In this embodiment, in particular, the planning unit 112 changes the number of times the buoy 20 circles the aforementioned route based on at least one of the accuracy of weather forecasts and the accuracy of sea morphology forecasts. For example, the planning unit 112 may change the turnaround point by changing the number of times the buoy 20 circles the aforementioned route based on at least one of the accuracy of weather forecasts and the accuracy of sea morphology forecasts.

[0043] In addition, weather forecast accuracy and walrus forecast accuracy are indicators of forecast accuracy. Higher weather forecast accuracy means a more accurate forecast. Similarly, higher walrus forecast accuracy means a more accurate walrus forecast. For example, the greater the difference between the current time and the forecast time, the lower the accuracy. For example, the closer the atmospheric pressure configuration is to a typical atmospheric pressure configuration, the higher the weather forecast accuracy. For example, the higher the probability of a front crossing the SA sea area, the lower the weather forecast accuracy compared to a front not crossing the SA sea area.

[0044] If at least one of the accuracy of weather forecasts and sea morphology forecasts is low, the probability of an incorrect power generation forecast for float 20 is higher compared to a scenario where both forecasts are accurate. If the power generation forecast for float 20 is incorrect, float 20 may rendezvous with transport ship 10 before sufficient energy has been stored within it (e.g., the battery is not fully charged, or the hydrogen tank is not full). Alternatively, if the power generation forecast for float 20 is incorrect, there may be a relatively long period between the rendezvous point and the rendezvous point with transport ship 10, even if sufficient energy has been stored within it. Thus, if the power generation forecast for float 20 is incorrect, the efficiency of the power generation system will decrease.

[0045] For example, assume the accuracy of walrus forecasts is constant. When weather forecast accuracy is relatively low, Planning Department 112 can... Figure 1 Point P1 is set as the turning point. In this case, the buoy 20 can navigate along the route R1. When the accuracy of weather forecasts is relatively high, the planning department 12 can... Figure 1 Point P3 is set as the turning point. In this case, the buoy 20 can navigate along the route R3. If the weather forecast accuracy is moderate, the planning unit 12 can... Figure 1 Point P2 is set as the turning point. In this case, the float 20 can navigate along the route R2.

[0046] from Figure 1 It is clearly known that the length of route R1 is shorter than the length of route R2. Furthermore, the length of route R2 is shorter than the length of route R3. Therefore, assuming the time until energy is fully accumulated in the float 20 is constant, the float 20 will circle the route R1 more times than it will circle the route R3. Therefore, it can be said that the planning unit 12 can increase the number of times the float 20 circles the route when at least one of the weather forecast accuracy and sea condition forecast accuracy is lower, compared to when both are higher.

[0047] When at least one of the accuracy of weather forecasts and the accuracy of sea morphology forecasts is lower, a shorter route can be set compared to a route with higher accuracy of both. If configured in this way, even if the power generation forecast is incorrect, the timing of the rendezvous between the float 20 and the transport ship 10 can be adjusted to an appropriate time by increasing or decreasing the number of times the float 20 circles the route.

[0048] Furthermore, as mentioned above, simply changing the number of revolutions is sometimes insufficient to adequately adjust the timing of the rendezvous between the float 20 and the transport ship 10. Therefore, the adjustment unit 113 can adjust the rendezvous point and the rendezvous time (equivalent to the rendezvous moment mentioned above) before the float 20 rendezvous with the transport ship 10, provided that the energy stored in the float 20 has reached its upper limit. "The energy stored in the float 20 reaching its upper limit" could, for example, mean that the battery is fully charged or the hydrogen tank is full.

[0049] For example, the regulating unit 113 can determine the arrival time of the transport ship 10 at the initial rendezvous point based on at least one of meteorological information and sea morphology information (e.g., Figure 4 The adjustment unit 113 can predict the time of arrival of the float 20 at point MP1. The adjustment unit 113 can calculate the distance from the current position of the float 20 to the initial rendezvous point based on the position of the float 20. The adjustment unit 113 can also predict the time of arrival of the float 20 at the initial rendezvous point based on the speed of the float 20.

[0050] The adjustment unit 113 can compare the time when the transport ship 10 arrives at the initial rendezvous point with the time when the float 20 arrives at the initial rendezvous point. Based on the comparison result, the adjustment unit 113 can determine whether the rendezvous point needs to be adjusted. For example, if the time when the float 20 arrives at the initial rendezvous point is more than a predetermined time later than the time when the transport ship 10 arrives at the initial rendezvous point, the adjustment unit 113 can determine that the rendezvous point needs to be adjusted.

[0051] If it is determined that the rendezvous point needs to be adjusted, the adjustment unit 113 can change (i.e., adjust) the rendezvous point to a position closer to the float 20 than the initial rendezvous point. For example, the adjustment unit 113 can... Figure 4 Point MP1 (i.e., an example equivalent to the initial rendezvous point) is changed to point MP2. Afterwards, the adjustment unit 113 can adjust the new rendezvous point (e.g., ...). Figure 4 The rendezvous time of the float 20 and the transport ship 10 at point MP2 is set (i.e., adjusted).

[0052] Thus, by adjusting the rendezvous point and rendezvous time, even in the event of an incorrect power generation forecast, the timing of the rendezvous between the float 20 and the transport ship 10 can be adjusted to an appropriate time. Alternatively, the route planning system 100 may not have an adjustment unit 113. That is, the rendezvous point adjustment described above may not be necessary.

[0053] Reference Figure 5 The course of navigation for float 20 will now be explained. In the power generation system, multiple floats 20 can form a convoy. Furthermore, multiple floats 20 can travel along a single course (see reference...). Figure 5The floats 20 navigate along a route R. In other words, multiple floats 20 can be said to share a single route. In this case, the width W of the route R can be varied based on the number of floats 20 navigating along the route R. That is, the more floats 20 navigating along the route R, the wider the width W.

[0054] For example, the planning unit 112 may not set the same turnaround point for multiple floats 20 traveling on route R. In other words, the planning unit 112 may set a turnaround point for each float 20.

[0055] For example, wind direction and wind speed change over time. Therefore, Figure 5 Sometimes, the energy stored in float 202 reaches its upper limit earlier than that stored in float 201. In this case, the planning unit 112 can set the turnaround point of float 202 so that float 202 arrives at the rendezvous point earlier than float 201. In this way, the planning unit 112 can change the order in which each float 20 arrives at the rendezvous point based on the amount of energy stored in each float 20. In addition, if the energy stored in float 202 is greater than the energy stored in float 201, the route planning system 100 can also suppress the power generation of float 202 so that the energy stored in float 201 is greater than the energy stored in float 202. If configured in this way, the amount of energy stored in floats 201 and 202 respectively can correspond to the navigation order of floats 201 and 202.

[0056] (Technical effect)

[0057] In the route planning system 100, the turnaround point is changed based on at least one of the accuracy of weather forecasts and the accuracy of sea morphology forecasts. That is, in the route planning system 100, the number of loops of the route is changed based on at least one of the accuracy of weather forecasts and the accuracy of sea morphology forecasts. Furthermore, the rendezvous point and rendezvous time are adjusted in the route planning system 100. Therefore, according to the route planning system 100, even in the event of an incorrect power generation forecast, the timing of the rendezvous between the float 20 and the transport ship 10 can be adjusted relatively easily. As a result, in the route planning system 100, the transport ship 10 can efficiently recover power generated by the float 20. Therefore, according to the route planning system 100, the utilization efficiency of the float 20 can be improved.

[0058] The invention described below is an example of the embodiments described above.

[0059] One aspect of the invention involves a route planning system for planning the route of a power-generating buoy that generates electricity while sailing at sea. The system includes a planning unit that plans a route for the power-generating buoy to circulate between a rendezvous point between the buoy and a transport ship recovering energy from it, and a turnaround point different from the rendezvous point. The planning unit adjusts the number of laps the power-generating buoy makes on the route until it rendezvous with the transport ship based on at least one of weather forecast accuracy and sea morphology forecast accuracy.

[0060] In the above embodiments, "float 20" is equivalent to an example of "power generation float", and "planning unit 112" is equivalent to an example of "planning unit".

[0061] The route planning system can be configured such that it includes an adjustment unit that adjusts the rendezvous point and the time of rendezvous between the power-generating buoy and the transport ship when the energy stored in the power-generating buoy reaches its upper limit before the buoy rendezvous with the transport ship. In the above embodiment, "adjustment unit 113" is an example of an "adjustment unit".

[0062] It can be configured that, in this route planning system, if the planning unit has a lower accuracy of either the weather forecast or the sea morphology forecast, it increases the number of laps compared to a scenario where both the weather forecast accuracy and the sea morphology forecast accuracy are higher.

[0063] It can be configured that, in this route planning system, the planning unit changes the turnaround point by changing the number of laps, based on at least one of the accuracy of the weather forecast and the accuracy of the sea morphology forecast.

[0064] This invention is not limited to the above-described embodiments. Appropriate modifications can be made without violating the spirit or idea of ​​the invention as understood from the technical solution and the specification as a whole, and the route planning system that accompanies such modifications is also included within the technical scope of this invention.

[0065] Symbol Explanation

[0066] 10… Transport ship; 20… Float; 100… Route planning system; 111… Acquisition department; 112… Planning department; 113… Adjustment department.

Claims

1. A route planning system for planning the route of a power-generating buoy that generates electricity while navigating at sea, wherein, The system includes a planning unit that plans the route of the power-generating buoy, which circulates between the rendezvous point of the transport ship recovering energy from the power-generating buoy and the power-generating buoy, and a turnaround point different from the rendezvous point, to serve as the route of the power-generating buoy. The planning unit adjusts the number of times the power-generating buoy will circle the route until it rendezvous with the transport ship, based on at least one of the accuracy of weather forecasts and the accuracy of sea morphology forecasts.

2. The route planning system as described in claim 1, wherein, The device includes an adjustment unit that adjusts the rendezvous point and the rendezvous time of the power-generating buoy when the energy stored in the power-generating buoy reaches its upper limit before the buoy rendezvous with the transport ship.

3. The route planning system as described in claim 1, wherein, The planning unit increases the number of laps when at least one of the weather forecast accuracy and the sea morphology forecast accuracy is lower, compared to when both the weather forecast accuracy and the sea morphology forecast accuracy are higher.

4. The route planning system as described in claim 1, wherein, The planning unit modifies the turnaround point by changing the number of laps, based on at least one of the accuracy of the weather forecast and the accuracy of the walrus forecast.

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