Ship

Abstract

To provide a ship capable of obtaining a proper sea route for a ship equipped with a wind power propulsion part.SOLUTION: A ship 1 comprises a thrust value acquisition part 53 to acquire a thrust value generated by wind power. Therefore, the ship 1 can acquire, by the thrust value acquisition part 53, the thrust value when the ship 1 moves in each direction. The ship 1 is influenced by factors such as wave direction and wavelength regarding resistance force generated when moving in a desired direction. In contrast, the ship 1 comprises a resistance value acquisition part 54 to acquire a resistance value caused by waves acting on the ship 1. The ship 1 can acquire, by the resistance value acquisition part 54, the resistance value when the ship 1 moves in each direction. The ship 1 comprises a travelling direction acquisition part 56 to acquire the travelling direction of the ship based on the acquired thrust value and the acquired resistance value. Therefore, the travelling direction acquisition part 56 can acquire the travelling direction by comprehensively determining the thrust value due to wind and the resistance value due to waves.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a marine vessel. [Background technology]

[0002] A known conventional ship is described in Patent Document 1. This ship acquires past weather and sea condition data in the area in which it can operate, and calculates the optimal route. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-134089 A Summary of the Invention [Problem to be solved by the invention]

[0004] Here, in the above-mentioned ship, a route with good fuel efficiency is proposed by avoiding areas with strong winds, but such a route is not necessarily suitable for a ship propelled by wind power. Therefore, there is a demand for a ship equipped with a wind propulsion unit that can obtain an appropriate route.

[0005] Therefore, an object of the present invention is to provide a ship equipped with a wind propulsion unit that can obtain an appropriate route. [Means for solving the problem]

[0006] The ship of the present invention is a ship equipped with a wind propulsion unit that propels the hull by wind force, and is equipped with a thrust value acquisition unit that acquires a thrust value obtained by wind force, a resistance value acquisition unit that acquires a resistance value against the ship by waves, and a traveling direction acquisition unit that acquires the traveling direction of the ship based on the acquired thrust value and the acquired resistance value.

[0007] The ship according to the present invention includes a wind propulsion unit that propels the ship's hull by wind force. Thus, the ship is affected by the wind direction, wind speed, and the like with respect to the thrust for proceeding in a desired direction. In response to this, the ship includes a thrust value acquisition unit that acquires a thrust value obtained by the wind force. Thus, the ship can acquire thrust values ​​in cases where the ship proceeds in each direction by the thrust value acquisition unit. Furthermore, the ship is affected by the wave direction, encounter wave period, and the like with respect to the resistance force generated when proceeding in a desired direction. In response to this, the ship includes a resistance value acquisition unit that acquires a resistance value against the ship by waves. Thus, the ship can acquire resistance values ​​indicating the resistance force received when the ship proceeds in each direction by the resistance value acquisition unit. Furthermore, the ship includes a traveling direction acquisition unit that acquires the traveling direction of the ship based on the acquired thrust value and the acquired resistance value. Thus, the traveling direction acquisition unit can acquire the traveling direction by comprehensively judging the thrust value due to the wind and the resistance value due to the waves. As described above, an appropriate route can be acquired for the ship equipped with the wind propulsion unit.

[0008] The resistance value acquisition unit may acquire the resistance value based on the encounter wave period for the ship. When the encounter wave period is large and when the encounter wave period is small, the resistance force generated when the wave collides with the ship is different. Therefore, by basing the resistance value acquisition unit on the encounter wave period, the accuracy of the resistance value estimation result can be improved.

[0009] The resistance value acquisition unit may acquire the resistance value based on the encounter wave angle with respect to the ship. When the encounter wave has a large wave angle, the encounter wave period when the wave contacts the ship is different from when the encounter wave angle is small, and therefore the resistance force generated is also different. Therefore, by basing the resistance value acquisition unit on the encounter wave angle, the accuracy of the resistance value estimation result can be improved. Effect of the Invention

[0010] According to the present invention, a ship capable of obtaining an appropriate route for a ship equipped with a wind propulsion unit can be provided. [Brief description of the drawings]

[0011] [Figure 1] 1 is a schematic cross-sectional view illustrating an example of a ship according to an embodiment of the present invention. [Diagram 2] 1(a) is a diagram explaining the principle of a rotor sail, and (b) is a plan view of a ship. [Diagram 3] FIG. 1 is a block diagram of a ship. [Figure 4] FIG. 4 is a diagram showing an example of a polar diagram used by a thrust value acquisition unit. [Diagram 5] 11 is a diagram for explaining the processing content of a resistance value acquisition unit; FIG. [Figure 6] FIG. 6 is a schematic diagram summarizing the situation described in FIG. 4 and FIG. 5. [Figure 7] 13 is a table showing an example when the travel direction acquisition unit compares the superiority or inferiority between a candidate travel direction PD1a and a candidate travel direction PD1b. [Figure 8] 8 is a table in which specific values ​​are applied to the values ​​in FIG. 7. [Figure 9] FIG. 4 is a diagram showing an example of a polar diagram used by a thrust value acquisition unit. [Figure 10] 11 is a diagram for explaining the processing content of a resistance value acquisition unit; FIG. [Figure 11] FIG. 11 is a schematic diagram summarizing the situation described in FIG. 9 and FIG. 10. [Figure 12] 13 is a table showing an example when the travel direction acquisition unit compares the superiority or inferiority between a candidate travel direction PD2a and a candidate travel direction PD2b. [Figure 13] 13 is a table in which specific numerical values ​​are applied to FIG. 12. [Figure 14] FIG. 4 is a diagram showing an example of a polar diagram used by a thrust value acquisition unit. [Figure 15] 11 is a diagram for explaining the processing content of a resistance value acquisition unit; FIG. [Figure 16] FIG. 16 is a schematic diagram summarizing the situation described in FIG. 14 and FIG. 15. [Figure 17] 13 is a table showing an example when the travel direction acquisition unit compares the superiority or inferiority between a candidate travel direction PD3a and a candidate travel direction PD3b. [Figure 18]18 is a table in which specific numerical values ​​are applied to FIG. 17. [Figure 19] 4 is a flowchart showing the processing contents of an information processing device of a ship. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In the following description, the terms "front" and "rear" refer to the direction of travel of the hull, the term "side" refers to the left-right (width) direction of the hull, and the terms "up" and "down" refer to the up-down direction of the hull.

[0013] A basic configuration of a ship according to an embodiment of the present invention will be described with reference to Fig. 1. Fig. 1 is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present invention. The ship 1 is a ship that transports petroleum-based liquid cargo such as crude oil and liquid gas, and is, for example, an oil tanker. Note that the ship is not limited to an oil tanker, and may be various types of ships, such as bulk carriers that transport ore and coal, LNG carriers, and car carriers.

[0014] As shown in Fig. 1, the ship 1 comprises a hull 11, a propeller 12, and a plurality of Magnus rotors 10 (wind propulsion units). The hull 11 has a bow section 2, a stern section 3, an engine room 4, and a cargo room 6. An upper deck 19 is provided on the upper part of the hull 11. The bow section 2 is located on the front side of the hull 11. The stern section 3 is located on the rear side of the hull 11.

[0015] The propulsor 12 mechanically generates thrust for the hull 11, and for example, a screw propeller is used. The propulsor 12 is installed below the waterline (the water surface of the sea W) at the stern 3 during propulsion. In addition, a rudder 15 for adjusting the direction of travel is installed below the waterline at the stern 3.

[0016] The engine room 4 is provided adjacent to the bow side of the stern section 3. The engine room 4 is a compartment for accommodating the main engine 16 for providing driving force to the propulsors 12. The cargo room 6 is provided between the bow section 2 and the engine room 4. The cargo room 6 is a compartment for accommodating cargo. The cargo room 6 is partitioned into a plurality of cargo spaces 26 and a plurality of ballast tanks 27 by adopting a double hull structure of an outer plate 20 and an inner bottom plate 21. The cargo space 26 is used to load cargo to be transported by the ship 1. The ballast tanks 27 store ballast water in an amount according to the size of the ship, etc., in order to adjust the draft, etc.

[0017] The Magnus rotor 10 is a mechanism that generates thrust by receiving wind force. As a result, the Magnus rotor 10 propels the hull 11 by the wind force. A single or multiple (four in this example) Magnus rotors 10 are provided on the upper deck 19 of the hull 11 in the front-rear and left-right directions. As shown in FIG. 2(a), the Magnus rotor 10 includes a cylindrical rotor sail 31 (main body) that extends in the vertical direction, and an electric motor that rotates the rotor sail 31. When wind WD blows into the rotor sail 31 from the side, the rotation direction of the rotor sail 31 and the direction of the wind WD are opposite to each other at the rear side, and the rotation direction of the rotor sail 31 and the direction of the wind WD are the same at the front side. This generates a pressure difference between the front and rear of the rotor sail 31, generating a thrust force PF toward the front side (Magnus effect). As shown in FIG. 2(b), when wind WD blows from the side of the hull 11, the thrust force PF of each Magnus rotor 10 causes the hull 11 to move forward.

[0018] The block configuration of the ship 1 will be described with reference to Fig. 3. Fig. 3 is a block configuration diagram of the ship 1 according to this embodiment. As shown in Fig. 3, the ship 1 includes an information detection unit 61, a position detection unit 62, an output unit 63, and an information processing device 50.

[0019] The information detection unit 61 detects information on meteorological and sea conditions at the location where the ship 1 is operating. The information detection unit 61 can detect wind (wind direction, wind speed) and waves (wave direction, wavelength, wave height) as information on meteorological and sea conditions, and can also detect other information such as swell, tidal current, ocean current, water temperature, air temperature, and air pressure. The information detection unit 61 transmits the detected information to the information processing device 50. The information detected by the information detection unit 61 is stored in the storage unit 57. The information detection unit 61 can detect information on wind using a wind direction and wind speed sensor. The information detection unit 61 can detect wind waves, swell, tidal current, and ocean current using a radar wave height gauge, an ultrasonic tide gauge, or the like. The information detection unit 61 can detect water temperature and air temperature using a thermometer, and air pressure using a barometer. The information detection unit 61 may detect information using data issued by a meteorological agency.

[0020] The position detection unit 62 detects the position of the ship 1. The position detection unit 62 is configured with a position detection system such as a GPS. The position detection unit 62 transmits the detected position information to the information processing device 50. The position detection unit 62 can also detect the speed of the ship 1 from the position information.

[0021] The output unit 63 is a device that outputs various information to the crew of the boat 1. The output unit 63 is configured with a monitor, a speaker, etc. The output unit 63 may output various information set by the information processing device 50.

[0022] The information processing device 50 is a device that calculates the route of the ship 1 equipped with the Magnus rotor 10 that propels the hull by wind power. The information processing device 50 is configured as a general computer, including a processor, a memory, a storage, a communication interface, and a user interface. The processor is a computing device such as a CPU (Central Processing Unit). The memory is a storage medium such as a ROM (Read Only Memory) or a RAM (Random Access Memory). The storage is a storage medium such as a HDD (Hard Disk Drive). The communication interface is a communication device that realizes data communication. The user interface is an output device such as a liquid crystal display or a speaker, and an input device such as a keyboard, a touch panel, or a microphone. The processor controls the memory, storage, communication interface, and user interface, and realizes the functions of the information processing device 50 described later. In the information processing device 50, for example, a program stored in the ROM is loaded into the RAM, and the program loaded into the RAM is executed by the CPU to realize various functions. The information processing device 50 may be composed of multiple computers.

[0023] As shown in FIG. 3, the information processing device 50 includes an information acquiring unit 51, a readout unit 52, a thrust value acquiring unit 53, a resistance value acquiring unit 54, a traveling direction acquiring unit 56, and a storage unit 57.

[0024] The information acquisition unit 51 acquires various types of information. The information acquisition unit 51 acquires various types of information related to weather and sea conditions from the information detection unit 61, and acquires ship position information from the position detection unit 62. The information acquisition unit 51 transmits the information to the reading unit 52. The information acquisition unit 51 acquires at least information related to wind (wind direction, wind speed) and information related to waves (wave direction, wavelength, wave height).

[0025] The reading unit 52 reads necessary data from the storage unit 57 based on the information acquired from the information acquisition unit 51. The reading unit 52 reads data necessary to acquire a thrust value obtained by wind force from the storage unit 57. The reading unit 52 also reads data necessary to acquire a resistance value to the vessel 1 caused by waves from the storage unit 57.

[0026] Here, with reference to FIG. 4, data required to acquire a thrust value obtained by wind force and processing of the thrust value acquisition unit 53 will be described. The readout unit 52 reads out a polar diagram corresponding to the wind direction and wind speed relative to the ship 1 from the storage unit 57. The polar diagram changes depending on the size and number of the rotor-type Magnus rotor 10 of the ship 1, so the ship 1 individually stores the polar diagram in the storage unit 57. FIG. 4 shows an example of a polar diagram. The numbers in the circumferential direction of the polar diagram indicate the wind direction (°) when the front side in the longitudinal direction of the ship 1 is set to 0°. The numbers in the radial direction of the polar diagram indicate the force component (kN) that becomes the thrust for the ship 1. There are multiple polar diagrams depending on the wind speed. FIG. 4 shows a polar diagram of "wind speed 0.5 (m / s)" and a polar diagram of "wind speed 25 (m / s)". However, the storage unit 57 may store a set of polar diagrams corresponding to a larger number of wind speeds. 4 also shows a polar diagram when the true wind direction WDD is 0°. The storage unit 57 may store a set of polar diagrams corresponding to a large number of wind directions. The storage unit 57 may also store a set of polar diagrams when the wind direction is other than 0°. The 0° position may be referred to as the "reference axis."

[0027] The thrust value acquisition unit 53 acquires a thrust value obtained by wind force. The thrust value acquisition unit 53 acquires a thrust value of the ship 1 by using the polar diagram read from the memory unit 57 by the readout unit 52. The thrust value acquisition unit 53 acquires a direction SD1 based on a route plan or the like. In the example shown in FIG. 4, the direction SD1 is 0°. That is, an example is shown in which the ship 1 wants to proceed upwind. The thrust value acquisition unit 53 calculates a traveling direction suitable for the ship 1 to proceed in the direction SD1, taking into account the thrust vector obtained from the polar diagram. In addition, when there are multiple suitable traveling directions, the thrust value acquisition unit 53 acquires them as candidate traveling directions. Note that, as described above in FIG. 2, the thrust value is obtained by the relationship between the wind force and the rotation of the Magnus rotor 10. In addition, depending on the wind direction, the Magnus rotor 10 may generate a resistance force against the traveling direction, but in this specification, the thrust value acquisition unit 53 is referred to as the thrust value acquisition unit 53 based on the thrust. If it becomes a resistive force, the value may be made negative in the calculation.

[0028] Specifically, the thrust value acquisition unit 53 sets two thrust vectors, a thrust vector VC1a in the candidate traveling direction PD1a and a thrust vector VC1b in the candidate traveling direction PD1b. The candidate traveling direction PD1a is 30°, and the candidate traveling direction PD1b is 60°. Here, the thrust components of each thrust vector VC1a, VC1b in the direction SD1 are obtained by the cosine components of the thrust vectors VC1a, VC1b with respect to the reference axis. The absolute value of the thrust is greater for the thrust vector VC1b than for the thrust vector VC1a. However, the thrust components contributing to the traveling in the direction SD1 are approximately equal for the thrust vectors VC1a, VC1b.

[0029] Next, with reference to Fig. 5, the data required to acquire the resistance value of the waves on the hull 11 and the processing of the resistance value acquisition unit 54 will be described. The reading unit 52 reads out resistance value data for each characteristic of the encounter wave for the ship 1 from the memory unit 57. As shown in Fig. 5, the data includes a resistance value according to the characteristics of the encounter wave for the ship 1 of the wave BW that serves as a base for acquiring the resistance value. In the example shown in Fig. 5, the wave direction WVD of the wave BW is set to 0° with respect to the ship 1, the same as the true wind direction WDD. Also, in Fig. 5, the crests of the waves BW are indicated by dashed lines and the troughs are indicated by two-dot chain lines.

[0030] The resistance value acquisition unit 54 acquires the resistance value of the ship 1 due to the waves. The resistance value acquisition unit 54 acquires the resistance value of the ship 1 using the resistance value of the base wave BW read from the memory unit 57 by the readout unit 52. The resistance value acquisition unit 54 calculates a resistance value indicating the resistance force that the ship 1 will receive when traveling in the candidate traveling directions PD1a, PD1b set by the thrust value acquisition unit 53. The resistance value acquisition unit 54 acquires the resistance force based on the encounter wave period for the ship 1, etc. The shorter the wave period, the larger the resistance value. The resistance value acquisition unit 54 also acquires the resistance value based on the encounter wave angle for the ship 1. The smaller the encounter wave angle of the wave for the ship, the larger the resistance force. Note that, depending on the wave direction, the waves may generate an acceleration force for the ship 1, but in this specification, the resistance value acquisition unit 54 is referred to as the resistance value acquisition unit 54 based on the resistance. If the waves are an acceleration force, the value may be made negative in the calculation, or some other measure may be taken.

[0031] Specifically, FIG. 5 shows an encounter wave WV1a that the ship 1 receives when it travels in the candidate travel direction PD1a, and an encounter wave WV1b that the ship 1 receives when it travels in the candidate travel direction PD1b. The encounter wave WV1a for the candidate travel direction PD1a, which has a small angle with respect to the base wave BW, has a small encounter wave angle. On the other hand, the encounter wave WV1b for the candidate travel direction PD1b, which has a large angle with respect to the base wave BW, has a large encounter wave angle. Therefore, the encounter wave WV1a for the ship 1 is steeper than when it travels in the candidate travel direction PD1b, and the pitching of the ship hull is also large. Therefore, the resistance force due to the encounter wave WV1a is large. The encounter wave WV1b is gentler than the encounter wave WV1a. Therefore, the resistance force due to the encounter wave WV1b is relatively small.

[0032] Figure 6 is a schematic diagram summarizing the situation described in Figures 4 and 5. As shown in Figures 6(a) and 6(b), the thrust vector VC1a when the vessel 1 travels in the candidate travel direction PD1a is smaller than the thrust vector VC1b when the vessel 1 travels in the candidate travel direction PD1b. The encounter wave WV1a when the vessel 1 travels in the candidate travel direction PD1a has a larger resistance than the encounter wave WV1b when the vessel 1 travels in the candidate travel direction PD1b.

[0033] The traveling direction acquisition unit 56 acquires the traveling direction based on the thrust value acquired by the thrust value acquisition unit 53 and the resistance value acquired by the resistance value acquisition unit 54. The traveling direction acquisition unit 56 acquires the traveling direction of the ship 1 by comprehensively evaluating the thrust value proceeding in the traveling direction and the resistance value due to the encounter wave. FIG. 7 is a table showing an example when the traveling direction acquisition unit 56 compares the merits of candidate traveling directions PD1a and PD1b. The unit for each item is unified to "kN" so that they can be compared with each other.

[0034] "(B)" shows the force (thrust value) in the direction of travel when there is no influence of waves. The value of "(B)" corresponding to the candidate direction of travel PD1a is indicated by "a", and the value of "(B)" corresponding to the candidate direction of travel PD1b is indicated by "b". "(C)" shows the force generated by the encounter wave. Here, the force "+" indicates resistance force, and "-" indicates acceleration force. The value of "(C)" corresponding to the candidate direction of travel PD1a is indicated by "y", and the value of "(C)" corresponding to the candidate direction of travel PD1b is indicated by "z". "Actual forward force" shows the actual forward force of the ship 1 taking into account the influence of waves when the ship 1 travels in the candidate direction of travel. The value of "actual forward force" corresponding to the candidate direction of travel PD1a is indicated by "ay", and the value of "actual forward force" corresponding to the candidate direction of travel PD1b is indicated by "bz". "(A)" shows the evaluated force toward the target point. In "(A)", the directional component of the "actual moving force" toward the target point is evaluated. Therefore, the value of "(A)" corresponding to the candidate moving direction PD1a is indicated by "(ay)*cos30°", and the value of "actual moving force" corresponding to the candidate moving direction PD1b is indicated by "(bz)*cos60°".

[0035] The traveling direction acquisition unit 56 performs the calculation of "(A)" shown in FIG. 7 to compare the value of "(A)" of the candidate traveling direction PD1a with the value of "(A)" of the candidate traveling direction PD1b to see which is larger. The traveling direction acquisition unit 56 selects the candidate traveling direction PD1a, PD1b, which has the larger value of "(A)", as the traveling direction to be adopted. FIG. 8 shows specific numerical values ​​of each force. For "(B)", "a=100" and "b=150" are set. For "(C)", "y=50" and "z=30" are set. The traveling direction acquisition unit 56 calculates the value of "(A)" of the candidate traveling direction PD1a to "43", and calculates the value of "(A)" of the candidate traveling direction PD1b to "60". As a result, the traveling direction acquisition unit 56 selects the candidate traveling direction PD1b, which has the larger value of "(A)", as the traveling direction to be adopted, from the candidate traveling directions PD1a, PD1b.

[0036] The direction in which the vessel 1 wishes to travel is not limited to those shown in Figs. 4 to 8. For example, in the examples shown in Figs. 9 to 13, the direction SD2 in which the vessel 1 wishes to travel is at an angle of 90° to the true wind direction. At this time, as shown in Fig. 9, the thrust value acquisition unit 53 sets two vectors: a thrust vector VC2a in a candidate traveling direction PD2a, and a thrust vector VC2b in a candidate traveling direction PD2b. The candidate traveling direction PD2a is 70°, and the candidate traveling direction PD2b is 90°.

[0037] The resistance value acquisition unit 54 calculates a resistance value indicating the resistance force that the vessel 1 will encounter when it travels in the candidate travel directions PD2a, PD2b set by the thrust value acquisition unit 53. Specifically, Fig. 10 shows an encounter wave WV2a that the vessel 1 will encounter when it travels in the candidate travel direction PD2a. When the vessel 1 travels in the candidate travel direction PD2b, the vessel 1 travels perpendicular to the base wave BW. Therefore, a state in which almost no encounter waves are generated is reached.

[0038] Figure 11 is a schematic diagram summarizing the situation described in Figures 9 and 10. As shown in Figures 11(a) and (b), the thrust vector VC2a when the vessel 1 travels in the candidate travel direction PD2a is smaller than the thrust vector VC2b when the vessel 1 travels in the candidate travel direction PD2b. The encounter wave WV2a when the vessel 1 travels in the candidate travel direction PD2a has a larger resistance than when the vessel 1 travels in the candidate travel direction PD2b, in which no encounter wave is generated.

[0039] FIG. 12 is a table showing an example when the traveling direction acquisition unit 56 compares the superiority or inferiority of the candidate traveling direction PD2a and the candidate traveling direction PD2b. The value of "(C)" corresponding to the candidate traveling direction PD2a is indicated by "y", and the value of "(C)" corresponding to the candidate traveling direction PD2b is indicated by "0". The "actual traveling force" indicates the actual traveling force of the ship 1 taking into account the influence of waves when the ship 1 travels in the candidate traveling direction. The value of "actual traveling force" corresponding to the candidate traveling direction PD2a is indicated by "ay", and the value of "actual traveling force" corresponding to the candidate traveling direction PD2b is indicated by "b". The value of "(A)" corresponding to the candidate traveling direction PD2a is indicated by "(ay)*cos20°", and the value of "actual traveling force" corresponding to the candidate traveling direction PD1b is indicated by "b".

[0040] The travel direction acquisition unit 56 performs the calculation of "(A)" shown in FIG. 12 to compare the value of "(A)" of the candidate travel direction PD2a with the value of "(A)" of the candidate travel direction PD2b to see which is larger. FIG. 13 shows specific numerical values ​​of each force. For "(B)", "a=100" and "b=150" are set. For "(C)", "y=20" is set. The travel direction acquisition unit 56 calculates the value of "(A)" of the candidate travel direction PD2a to be "75" and the value of "(A)" of the candidate travel direction PD2b to be "150". As a result, the travel direction acquisition unit 56 selects the candidate travel direction PD2b with the larger value of "(A)" from among the candidate travel directions PD2a and PD2b as the travel direction to be adopted.

[0041] 14 to 18, the direction SD3 in which the vessel 1 wishes to travel is 180° with respect to the true wind direction (downwind navigation). At this time, as shown in Fig. 14, the thrust value acquisition unit 53 sets two thrust vectors: a thrust vector VC3a in a candidate traveling direction PD3a, and a thrust vector VC3b in a candidate traveling direction PD3b. The candidate traveling direction PD3a is 150°, and the candidate traveling direction PD3b is 180°.

[0042] The resistance value acquisition unit 54 calculates a resistance value indicating the resistance force that the vessel 1 will receive if it proceeds in the candidate travel directions PD3a, PD3b set by the thrust value acquisition unit 53. Specifically, FIG. 15 shows an encounter wave WV3a that the vessel 1 will receive if it proceeds in the candidate travel direction PD3a. It also shows an encounter wave WV3b that the vessel 1 will receive if it proceeds in the candidate travel direction PD3b. However, both the encounter waves WV3a, WV3b are waves heading toward the direction SD3. Therefore, the vessel 1 will receive an acceleration force, not a resistance force, from the encounter waves WV3a, WV3b.

[0043] Figure 16 is a schematic diagram summarizing the situation described in Figure 14 and Figure 15. As shown in Figures 16(a) and (b), a thrust vector VC3a when the vessel 1 travels along a candidate travel direction PD3a is larger than a thrust vector VC3b when the vessel 1 travels along a candidate travel direction PD3b.

[0044] FIG. 17 is a table showing an example when the traveling direction acquisition unit 56 compares the superiority or inferiority of the candidate traveling direction PD3a and the candidate traveling direction PD3b. The value of "(C)" corresponding to the candidate traveling direction PD3a is indicated by "-y", and the value of "(C)" corresponding to the candidate traveling direction PD3b is indicated by "-z". The "actual traveling force" indicates the actual traveling force of the ship 1 taking into account the influence of waves when the ship 1 travels in the candidate traveling direction. The value of "actual traveling force" corresponding to the candidate traveling direction PD2a is indicated by "a+y", and the value of "actual traveling force" corresponding to the candidate traveling direction PD2b is indicated by "b+z". The value of "(A)" corresponding to the candidate traveling direction PD2a is indicated by "(a+y)*cos30°", and the value of "actual traveling force" corresponding to the candidate traveling direction PD1b is indicated by "b+z".

[0045] The traveling direction acquisition unit 56 performs the calculation of "(A)" shown in FIG. 17 to compare the value of "(A)" of the candidate traveling direction PD3a with the value of "(A)" of the candidate traveling direction PD3b to see which is larger. FIG. 18 shows specific numerical values ​​of each force. For "(B)", "a=150" and "b=50" are set. For "(C)", "y=-20" and "z=-40" are set. The traveling direction acquisition unit 56 calculates the value of "(A)" of the candidate traveling direction PD3a to be "147" and the value of "(A)" of the candidate traveling direction PD3b to be "90". As a result, the traveling direction acquisition unit 56 selects the candidate traveling direction PD3a having the larger value of "(A)" from among the candidate traveling directions PD3a and PD3b as the traveling direction to be adopted.

[0046] Next, the processing contents of the information processing device 50 will be described with reference to FIG. 19. The processing shown in FIG. 19 may be performed at a predetermined time interval during the voyage of the ship 1. Alternatively, the processing shown in FIG. 19 may be performed at the start of the voyage of the ship 1. As shown in FIG. 19, the information acquisition unit 51 acquires information on the wind direction, wind speed, and characteristics of the encounter waves (step S10). The reading unit 52 downloads data from the memory unit 57 based on the information acquired in step S10 (step S20). In step S20, the reading unit 52 downloads a polar diagram from the memory unit 57 based on the acquired wind direction and wind speed, and downloads a wave resistance value from the memory unit 57 based on the characteristics of the encounter waves.

[0047] Next, the thrust value acquisition unit 53 acquires the thrust value of the ship 1 based on the data downloaded in step S20, and the resistance value acquisition unit 54 acquires the resistance value for the ship 1 based on the data downloaded in step S20 (step S30). In step S30, the thrust value acquisition unit 53 sets a plurality of candidate travel directions and acquires their thrust values, and the resistance value acquisition unit 54 acquires the resistance value of the ship when traveling in the candidate travel directions. Next, the travel direction acquisition unit 56 selects a travel direction by comprehensively evaluating the thrust values ​​and resistance values ​​for the plurality of candidate travel directions acquired in step S30 (step S40). The information processing device 50 outputs the selected travel direction to the output unit 63 (step S50).

[0048] Next, the actions and effects of the marine vessel 1 according to this embodiment will be described.

[0049] The ship according to the present embodiment includes a Magnus rotor 10 that propels the ship hull by wind force. Therefore, the ship 1 is affected by the wind direction, wind speed, and the like with respect to the thrust for proceeding in a desired direction. In response to this, the ship 1 includes a thrust value acquisition unit 53 that acquires a thrust value obtained by the wind force. Therefore, the ship 1 can acquire the thrust value when the ship proceeds in each direction by the thrust value acquisition unit 53. In addition, the ship 1 is affected by the wave direction, the encounter wave period, and the like with respect to the resistance force generated when proceeding in a desired direction. In response to this, the ship 1 includes a resistance value acquisition unit 54 that acquires the resistance value of the ship 1 caused by the waves. Therefore, the ship 1 can acquire the resistance value indicating the resistance force received when the ship 1 proceeds in each direction by the resistance value acquisition unit 54. In addition, the ship 1 includes a traveling direction acquisition unit 56 that acquires the traveling direction of the ship based on the acquired thrust value and the acquired resistance value. Therefore, the traveling direction acquisition unit 56 can acquire the traveling direction by comprehensively determining the thrust value caused by the wind and the resistance value caused by the waves. From the above, an appropriate route for the ship 1 equipped with the Magnus rotor 10 can be obtained.

[0050] The resistance value acquisition unit 54 may acquire the resistance value based on the encounter wave period for the ship 1. When the encounter wave period is large and when it is small, the resistance force generated when a wave collides with the ship 1 is different. Therefore, by basing the resistance value acquisition unit on the encounter wave period, the accuracy of the resistance value estimation result can be improved.

[0051] The resistance value acquiring unit 54 may acquire the resistance value based on the encounter wave angle with respect to the ship 1. When the wave angle of the encounter wave is large and when it is small, the encounter wave period when the wave comes into contact with the ship is different, and therefore the generated resistance force is also different. Therefore, by basing the resistance value acquiring unit 54 on the encounter wave angle, the accuracy of the resistance value estimation result can be improved.

[0052] The present invention is not limited to the above-described embodiments.

[0053] For example, the block configuration shown in FIG. 3 is merely an example and may be modified as appropriate without departing from the spirit of the present invention.

[0054] The structure of the hull 11 is not limited to that shown in Fig. 1 and may be modified as appropriate depending on the application, etc. For example, the shape and arrangement of the accommodation area are not limited to those described above.

[0055] In the above embodiment, four Magnus rotors 10 are provided. However, the number and positions of the Magnus rotors are not particularly limited.

[0056] In the above-described embodiment, the Magnus rotor is used as the wind propulsion unit. However, any type of wind propulsion unit may be used, including a rigid sail or a kite. [Explanation of symbols]

[0057] 1...ship, 10...Magnus rotor (wind propulsion unit), 53...thrust value acquisition unit, 54...resistance value acquisition unit, 56...traveling direction acquisition unit.

Claims

1. A ship equipped with a wind propulsion unit that propels a ship hull by wind force, a thrust value acquisition unit that acquires a thrust value obtained by the wind force; A resistance value acquisition unit that acquires a resistance value of the ship caused by waves; A ship comprising: a heading direction acquisition unit that acquires a heading direction of the ship based on the acquired thrust value and the acquired resistance value.

2. The vessel according to claim 1 , wherein the resistance value acquisition unit acquires the resistance value based on an encounter wave period for the vessel.

3. The vessel according to claim 1 , wherein the resistance value acquisition unit acquires the resistance value based on an encounter wave angle with respect to the vessel.

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