Marine vessel system, marine vessel, control method, and program

Abstract

To prevent a typhoon from becoming intensifying in response to typhoons occurring at various locations.SOLUTION: A ship system includes a plurality of ships and a control unit, the ships each including a blower for blowing air upward relative to a horizontal direction, the control unit controlling movement of each ship so that the magnitude of the difference between the average velocity vector of the individual ships and the velocity vector of a tropical cyclone becomes equal to or less than a predetermined magnitude.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a ship system, a ship, a control method, and a program. [Background technology]

[0002] In order to reduce the impact of typhoons, it is possible to inhibit their strength. For example, Patent Document 1 describes a method in which a cover is stretched between floating bodies on the sea surface moored by anchors on the seabed to prevent water vapor from evaporating from the sea surface and prevent the occurrence of typhoons due to the evaporation of water vapor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 2727128 Summary of the Invention [Problem to be solved by the invention]

[0004] It is considered difficult to install facilities to prevent typhoons from occurring in advance in all locations where typhoons are likely to occur, so it is desirable to be able to inhibit the power of typhoons in response to the occurrence of typhoons in various locations.

[0005] An example of an object of the present invention is to provide a ship system, a ship, a control method, and a program that can inhibit the force of a typhoon in response to the occurrence of a typhoon in various locations. [Means for solving the problem]

[0006] According to a first aspect of the present invention, a ship system includes a plurality of ships and a control unit, wherein the ships are equipped with a blower that blows air upward above the horizontal, and the control unit controls the progress of each ship so that the magnitude of the difference between the average velocity vector of each ship and the velocity vector of a tropical cyclone is less than a predetermined magnitude.

[0007] According to a second aspect of the present invention, a vessel includes a blower that blows air upward relative to the horizontal direction.

[0008] According to a third aspect of the present invention, a control method includes a computer controlling the progress of a ship equipped with a blower that blows air above the horizontal so that the magnitude of the difference between the average velocity vector of the ship and the velocity vector of a tropical cyclone is equal to or less than a predetermined magnitude.

[0009] According to a fourth aspect of the present invention, a program causes a computer to control the progress of a plurality of ships equipped with fans that blow air above the horizontal so that the magnitude of the difference between the average speed vector of the ships and the speed vector of a tropical depression is less than a predetermined magnitude. [Effects of the Invention]

[0010] According to the present invention, the strength of a typhoon can be inhibited in response to the occurrence of a typhoon in various locations. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram illustrating an example of a configuration of a ship system according to an embodiment. [Figure 2] FIG. 2 is a diagram illustrating an example of the arrangement of ships in a fleet of ships according to an embodiment. [Figure 3] 1 is a diagram illustrating a first example of the configuration of a ship according to an embodiment. [Figure 4] FIG. 4 is a diagram illustrating a second example of the configuration of the vessel according to the embodiment. [Figure 5] FIG. 2 is a diagram illustrating an example of the configuration of a control device including a control unit according to the embodiment. [Figure 6] FIG. 10 is a diagram illustrating an example of the positional relationship between a typhoon and a group of ships according to an embodiment. [Figure 7] FIG. 4 is a diagram illustrating an example of the size of an atmosphere-side heat exchanger according to the embodiment. [Figure 8] FIG. 4 is a diagram showing an example of the size of a seawater-side heat exchanger according to the embodiment. [Figure 9] FIG. 2 is a diagram showing an example of a pH diagram when the heat pump according to the embodiment cools air. [Figure 10] FIG. 2 is a diagram showing an example of a pH diagram when the heat pump according to the embodiment heats air. [Figure 11] FIG. 10 is a diagram illustrating an example of the relationship between the area of ​​an evaporator and the cooling capacity of a refrigerator. [Figure 12] FIG. 10 is a diagram illustrating an example of the relationship between the area of ​​a condenser and the cooling capacity of a refrigerator. [Figure 13] FIG. 4 is a diagram showing a first example of a simulation result of the influence of a typhoon on the ship system according to the embodiment. [Figure 14] FIG. 10 is a diagram showing a second example of the results of a simulation of the impact of a typhoon on the ship system according to the embodiment. [Figure 15] FIG. 10 is a diagram showing a third example of the results of a simulation of the impact of a typhoon on the ship system according to the embodiment. [Figure 16] FIG. 10 is a diagram showing a fourth example of a simulation result of the influence of a typhoon on the ship system according to the embodiment. [Figure 17] FIG. 10 is a diagram illustrating an example of a procedure of processing performed by a control device according to an embodiment when the control device performs centralized control of the progress of a ship. [Figure 18] FIG. 10 is a diagram illustrating an example of a procedure of processing performed by a control device according to an embodiment when the control device performs distributed control of the progress of a ship. [Figure 19] FIG. 1 illustrates an example configuration of a computer according to at least one embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] The following describes embodiments of the present invention, but the following embodiments do not limit the scope of the invention as claimed. Furthermore, not all of the combinations of features described in the embodiments are necessarily essential to the solution of the invention. In the following, units may be enclosed in square brackets ([ ]). For example, 15 meters per second is also written as 15 [m / s].

[0013] 1 is a diagram illustrating an example of the configuration of a ship system according to an embodiment. In the configuration illustrated in FIG. 1, the ship system 1 includes a plurality of ships 100 and a control unit 200. The plurality of ships 100 is also referred to as a fleet of ships 10 . In the following, an example will be described in which the ship system 1 targets typhoons, but the ship system 1 may also target tropical cyclones, not limited to typhoons. The term "tropical cyclone" as used here includes typhoons. In other words, the term "tropical cyclone" will be used to collectively refer to typhoons and tropical cyclones other than typhoons. Furthermore, the scope of application of the marine vessel system 1 is not limited to regions where a developed tropical cyclone (a tropical cyclone that satisfies predetermined conditions) is called a "typhoon."

[0014] Each vessel 100 is positioned below the typhoon (at the sea surface where the typhoon is located) and blows air toward the typhoon (above the horizontal). This is expected to inhibit the typhoon's strength. In this case, inhibiting the typhoon's strength means that the typhoon's strength weakens or the rate at which the typhoon develops slows. The vessel system 1 may target tropical depressions before they become typhoons, and inhibiting the typhoon's strength may mean preventing a tropical depression from becoming a typhoon.

[0015] When the ship 100 blows air toward the typhoon, the resulting wind acts as resistance to the wind within the typhoon, which is expected to inhibit the typhoon's strength. In addition, the blown air rises and expands, lowering its temperature, which is expected to affect the energy of the typhoon and inhibit its strength. The ship 100 moves under the typhoon and blows air towards the typhoon from under the typhoon, thereby making it possible to inhibit the power of the typhoon in response to typhoons occurring in various locations.

[0016] The ship 100 may cool or heat the air it blows. If the ship 100 cools the air it blows, it is expected that it will have a greater effect on the energy of the typhoon. If the ship 100 heats the air it blows, it is expected that the air will rise more easily and will have an effect on the upper part (upper sky) of the typhoon.

[0017] In addition to or instead of cooling or heating the air that is blown, the ship 100 may also dry the air that is blown. By drying the air that the ship 100 blows toward a typhoon, it is expected that when the air rises within the typhoon, the heat of condensation caused by the condensation of water vapor is less likely to be generated. This is expected to make it harder for the updrafts within the typhoon to become strong, thereby inhibiting the typhoon's strength.

[0018] Furthermore, by having multiple ships 100 blow air toward the typhoon, it is expected that even if the size of each ship 100 is relatively small, it will be possible to have an effect on the typhoon. In this regard, it is expected that the burden of manufacturing the ships 100 will be relatively small.

[0019] The control unit 200 controls the progress of the vessels 100. In particular, the control unit 200 controls the progress of each vessel 100 so that the average speed vector of each vessel 100 is equal to the speed vector of the typhoon. When the average speed vector of the vessel 100 is equal to the speed vector of the typhoon, it can be understood that the vessel 100 is progressing in line with the typhoon.

[0020] However, it is not necessary for the average velocity vector of the ship 100 and the average velocity vector of the typhoon to completely match. The control unit 200 may control the progress of each ship 100 so that the average velocity vector of each ship 100 and the velocity vector of the typhoon are approximately equal. For example, the control unit 200 may set (a target value of) the average velocity vector of each ship 100 so that the magnitude of the difference between (the target value of) the average velocity vector of each ship 100 and the velocity vector of the typhoon is equal to or less than a predetermined magnitude. Then, the control unit 200 may determine the traveling direction and speed of each ship 100 based on the set average velocity vector, and control the traveling of each ship 100 based on the determined traveling direction and speed.

[0021] The predetermined size here may be a size determined according to the size of the typhoon or the accuracy of the predicted path of the typhoon. For example, the predetermined size here may be defined as the diameter of a circle when the outer periphery of the typhoon's wall cloud is considered to be a circle. Then, the control unit 200 may set the target position of the ship 100 located below the wall cloud to any point within the area of ​​the sea surface that is expected to be located below the wall cloud at that time. In this way, the control unit 200 can control the progress of the ship 100 so that the ship 100 moves while arbitrarily changing its position relative to the center of the typhoon within the area of ​​the sea surface below the wall cloud.

[0022] Alternatively, the predetermined magnitude here may be defined as the magnitude of the error between the typhoon's predicted position and its actual position. If an error occurs between the typhoon's predicted position and its actual position, causing the position of the ship 100 to deviate from the position below the typhoon, the control unit 200 may set the target position of the ship 100 to a position below the typhoon's predicted position. In this case, the setting of the target position of the ship 100 by the control unit 200 can be understood as setting the (target value of) the velocity vector of the ship 100 to a velocity vector obtained by adding a correction vector corresponding to the error between the typhoon's predicted position and its actual position to the (predicted value of) the typhoon's velocity vector.

[0023] The control unit 200 may control the progress of the vessel 100 in a centralized manner or in a distributed manner. The control unit 200 may be mounted on the vessel 100 or may be provided in a device external to the vessel 100.

[0024] For example, when the control unit 200 is mounted on a ship 100 and centrally controls the progress of a group of ships 10, the control unit 200 may be provided on one ship 100 to determine the direction and speed of progress of each ship 100 and issue instructions to each ship 100. Alternatively, a control unit 200 may be provided on each of a plurality of ships 100, and one of the control units 200 may take turns centrally controlling the progress of the group of ships 10.

[0025] When the control unit 200 performs distributed control of the progress of the vessels 100, each vessel 100 may be equipped with a control unit 200. Alternatively, the control unit 200 for each vessel 100 may be provided in a device external to the vessel 100, and the vessel 100 may be remotely controlled. The control unit 200 automatically or remotely controls the progress of the vessels 100, thereby making it possible to operate each vessel 100 unmanned and avoiding the risk of human injury when the vessel 100 progresses through a typhoon zone. The typhoon zone here refers to an area affected by a typhoon. The typhoon zone here may be the storm zone or strong wind zone of the typhoon.

[0026] Figure 2 is a diagram showing an example of the arrangement of ships 100 in the ship fleet 10. In the example of Figure 2, the ships 100 are arranged in a line at approximately equal intervals both vertically and horizontally. For example, 20 ships may be arranged at intervals of approximately 5 meters both vertically and horizontally, and the ship fleet 10 may include 20 x 20 = 400 ships 100. However, the location of the vessel 100 is not limited to a specific location. Furthermore, the location of the vessel 100 may change as the vessel 100 progresses. By arranging the ships 100 with a certain degree of spread, it is expected that the typhoon will have an effect over a relatively wide area.

[0027] Fig. 3 is a diagram showing a first example of the configuration of the vessel 100. In the example of Fig. 3, the vessel 100 includes a vessel main body 110, a rigid sail 121, a sail drive unit 122, a blower 130, a heat pump 140, a pump 151, a water current generator 160, an AC-DC conversion circuit 171, a storage battery 172, and a DC-AC conversion circuit 173. The blower 130 includes a rotary blade 131 and a motor 132. The heat pump 140 includes an atmosphere-side heat exchanger 141, a compressor 142, a seawater-side heat exchanger 143, and an expansion valve 144. The water current generator 160 includes a water turbine 161, a speed increaser 162, and a generator 163.

[0028] The number of rigid sails 121 provided on the vessel 100 is not limited to a specific number, and may be one or more. The vessel 100 may be provided with one sail drive unit 122 for each rigid sail. The number of fans 130 included in the vessel 100 is not limited to a specific number as long as it is one or more. The vessel 100 may be provided with one heat pump 140 for each fan 130.

[0029] The rigid sail 121 catches the wind. The vessel 100 moves forward with the force of the wind that the rigid sail 121 catches. However, the propulsion force of the vessel 100 is not limited to wind power from the rigid sails 121. For example, the vessel 100 may be equipped with a motor-driven screw in addition to or instead of the rigid sails 121. If the vessel 100 is equipped with propulsion equipment other than the rigid sails 121, the vessel 100 may be configured without the rigid sails 121. Furthermore, if the vessel 100 is equipped with a sail, the sail is not limited to a rigid sail.

[0030] On the other hand, it is expected that strong winds blow within the typhoon zone. By equipping the vessel 100 with sails and using wind power to move forward, it is expected that the vessel 100 will be able to move within the typhoon zone without requiring fuel. Because the vessel 100 moves forward without requiring fuel, adverse effects on the environment, such as the emission of carbon dioxide, can be avoided. Furthermore, because the vessel 100 moves forward without requiring fuel, it is expected that the operating costs of the vessel 100 will be relatively small (cheap). Furthermore, by providing the ship 100 with a rigid sail 121 as a sail, it is expected that the risk of the sail being damaged by wind can be reduced.

[0031] The sail drive unit 122 adjusts the orientation of the rigid sail 121. By changing the orientation of the rigid sail 121, the sail drive unit 122 can adjust the orientation of the rigid sail 121 relative to the wind direction and adjust the traveling direction and speed of the vessel 100. The sail drive unit 122 adjusts the orientation of the rigid sail 121 under the control of the control unit 200.

[0032] The fan 130 blows air upward rather than horizontally. In particular, when the vessel 100 is located under a typhoon, the fan 130 blows air toward the typhoon. By having the fan 130 blow air toward the typhoon, it is expected that the force of the typhoon can be reduced, as described above for the vessel 100.

[0033] The rotary blades 131 blow air by rotating. For example, the rotary blades 131 may be installed facing directly upward so as to blow air directly upward. Furthermore, due to the influence of the progress of the ship 100 and the influence of the wind around the ship 100, the direction in which the rotary blades 131 blow air (i.e., the orientation of the rotary blades 131) may differ from the direction of the wind produced by the rotary blades 131 (i.e., the direction of the wind produced by the blower 130). The motor 132 rotates the rotor blades 131 .

[0034] The vessel 100 may use a wind shielding device to blow air upward from the horizontal direction in addition to or instead of the blower 130. The wind shielding device here is a device that changes the direction of the wind that strikes the wind shielding device itself. For example, the vessel 100 may be provided with an L-shaped pipe as a wind shielding device. The vessel 100 may then orient one opening of the L-shaped pipe in the direction from which the wind is blowing (upwind direction) and orient the other end of the L-shaped pipe upward, thereby changing the direction of the wind blowing in a roughly horizontal direction to an upward direction.

[0035] When the vessel 100 is equipped with a wind shielding device, it is expected that energy consumption can be reduced because energy for generating wind is not required. The vessel 100 may be provided with a wind shielding device in front of the blower 130. The blower 130 may then increase the wind power of the wind output upward by the wind shielding device.

[0036] The heat pump 140 changes the temperature of the air blown by the blower 130. As described above for the vessel 100, the heat pump 140 may cool or heat the air.

[0037] The atmospheric-side heat exchanger 141 changes the temperature of the air blown by the blower 130 by exchanging heat between the refrigerant flowing inside the atmospheric-side heat exchanger 141 and the air blown by the blower 130.

[0038] When the atmospheric-side heat exchanger 141 cools the air (i.e., when the heat pump 140 cools the air), a refrigerant that is cooler than the air flows through the atmospheric-side heat exchanger 141. The refrigerant supplies cold to the air, thereby lowering the temperature of the air. In this case, the atmospheric-side heat exchanger 141 functions as an evaporator in the heat pump 140.

[0039] When the atmospheric-side heat exchanger 141 heats air (i.e., when the heat pump 140 heats air), a refrigerant with a higher temperature than the air flows through the atmospheric-side heat exchanger 141. Heat is supplied from the refrigerant to the air, causing the temperature of the air to rise. In this case, the atmospheric-side heat exchanger 141 functions as a condenser in the heat pump 140.

[0040] The compressor 142 compresses the refrigerant in the heat pump 140, mainly in a gas phase, and the temperature of the refrigerant increases as a result of the compression. When the heat pump 140 cools the air, the refrigerant compressed by the compressor 142 is output to the seawater side heat exchanger 143 . When the heat pump 140 heats air, the refrigerant compressed by the compressor 142 is output to the atmosphere-side heat exchanger 141 .

[0041] The seawater-side heat exchanger 143 changes the temperature of the refrigerant by exchanging heat between the refrigerant flowing inside the seawater-side heat exchanger 143 and seawater drawn in from the sea by the pump 151 . When the heat pump 140 cools air, a refrigerant with a higher temperature than seawater flows through the seawater-side heat exchanger 143. The refrigerant releases heat into the seawater, lowering its temperature. In this case, the seawater-side heat exchanger 143 functions as a condenser in the heat pump 140. When the heat pump 140 heats air, a refrigerant that is cooler than seawater flows through the seawater-side heat exchanger 143. The refrigerant absorbs heat from the seawater, causing the temperature of the refrigerant to rise. In this case, the seawater-side heat exchanger 143 functions as an evaporator in the heat pump 140.

[0042] The expansion valve 144 expands the refrigerant in the heat pump 140, mainly in a liquid phase, which reduces the temperature of the refrigerant. When the heat pump 140 cools air, the refrigerant expanded by the expansion valve 144 is output to the atmosphere-side heat exchanger 141 . When the heat pump 140 heats air, the refrigerant expanded by the expansion valve 144 is output to the seawater side heat exchanger 143 .

[0043] The pump 151 draws in seawater from the sea. The pump 151 outputs the drawn seawater to the seawater-side heat exchanger 143. The pump 151 is an example of a water intake unit. When the heat pump 140 cools air, the pump 151 may be configured to draw in seawater from a relatively deep location in the ocean, such as below the ocean mixed layer. This allows the pump 151 to supply relatively low-temperature seawater to the seawater-side heat exchanger 143, and in this respect, it is expected that the seawater-side heat exchanger 143 can efficiently cool the refrigerant.

[0044] When the heat pump 140 heats air, the pump 151 may be configured to draw in seawater from a relatively shallow location in the ocean, such as the ocean mixed layer. This allows the pump 151 to supply relatively high-temperature seawater to the seawater-side heat exchanger 143, and in this respect, it is expected that the seawater-side heat exchanger 143 can efficiently heat the refrigerant.

[0045] In addition to or instead of cooling or heating the air, the heat pump 140 may also dry the air. As described above for the vessel 100, the heat pump 140 dries the air that is blown toward the typhoon, which is expected to reduce the strength of the typhoon.

[0046] The water current generator 160 is installed underwater, for example, on the bottom of a ship, and generates electricity using a water current. The water current generator 160 may generate electricity using a relative water current generated by the progress of the ship 100. The water turbine 161 includes a rotating blade. The water turbine 161 outputs a rotational force obtained when the rotating blade is rotated by the water flow to the generator 163 via the speed increaser 162, causing the rotor of the generator 163 to rotate.

[0047] The speed increaser 162 converts the rotational speed of the rotating blades of the water turbine 161 into a rotational speed suitable for generating electricity by the generator 163. The speed increaser 162 transmits the rotational force from the water turbine 161 to the generator 163, thereby causing the rotor of the generator 163 to rotate at the converted rotational speed. For example, the speed increaser 162 may be configured using spur gears. One of the spur gears may be provided on the rotation shaft of the water turbine 161, and the other of the spur gears may be provided on the rotation shaft of the generator 163. The generator 163 generates electricity using the rotational force from the water turbine 161 obtained via the speed-up gear 162. The generator 163 outputs the generated electricity to the AC-DC conversion circuit 171.

[0048] The AC-DC conversion circuit 171 converts the AC power generated by the generator 163 into DC power, and causes the storage battery 172 to store the electricity resulting from the converted DC power. The storage battery 172 stores the electricity from the AC-DC conversion circuit 171. The storage battery 172 supplies the stored electricity to each part of the boat 100. When each part of the ship 100 requires AC power, the DC-AC conversion circuit converts the DC power discharged from the storage battery 172 into AC power and supplies it to each part of the ship 100.

[0049] In this way, the various parts of the boat 100 are operated using electricity generated by the water current generator 160. For example, the sail drive unit 122, the motor 132, the compressor 142, and the pump 151 may be configured to operate using electricity generated by the water current generator 160.

[0050] It is expected that the ship 100 will be able to operate each part of the ship 100 without requiring fuel by using electricity generated by the water current generator 160. Because the ship 100 operates each part without requiring fuel, adverse effects on the environment such as the emission of carbon dioxide can be avoided. Furthermore, because the ship 100 operates each part without requiring fuel, it is expected that the operating costs of the ship 100 will be relatively low. Furthermore, since the storage battery 172 stores the electricity generated by the water current generator 160, the ship 100 can continue to blow air toward the typhoon even if the power generated by the water current generator 160 decreases, such as when the wind temporarily weakens and the speed of the ship 100 decreases.

[0051] Fig. 4 is a diagram showing a second example of the configuration of the vessel 100. In the example of Fig. 4, the vessel 100 includes a vessel main body 110, a rigid sail 121, a sail drive unit 122, a blower 130, a water current generator 160, an AC-DC conversion circuit 171, a storage battery 172, and a DC-AC conversion circuit 173. The blower 130 includes a rotary blade 131 and a motor 132. The water current generator 160 includes a water wheel 161, a speed increaser 162, and a generator 163. As described above in the example of Figure 3, the number of rigid sails 121 provided on the vessel 100 is not limited to a specific number as long as it is one or more. The vessel 100 may be provided with one sail drive unit 122 for each rigid sail.

[0052] The example of Fig. 4 differs from the example of Fig. 3 in that the ship 100 does not include the heat pump 140 and the pump 151. In other respects, the configuration of the ship 100 in the example of Fig. 4 is the same as that in Fig. 3. As shown in the example of Fig. 4, the vessel 100 may blow air directly toward the typhoon without changing the temperature of the air. In this case, as described above, when the vessel 100 blows air toward the typhoon, the blown air acts as resistance to the winds within the typhoon, and it is expected that the strength of the typhoon will be hindered. In addition, the blown air rises and expands, lowering the temperature of the air, which is expected to affect the energy of the typhoon and hinder its strength.

[0053] Fig. 5 is a diagram showing an example of the configuration of a control device 300 including a control unit 200. In the configuration shown in Fig. 5, the control device 300 includes a communication unit 310, a display unit 320, an operation input unit 330, a storage unit 380, and a processing unit 390. The processing unit 390 includes an information acquisition unit 391 and the control unit 200.

[0054] The control device 300 controls the progress of the vessel 100. The control device 300 may be configured using a computer. The communication unit 310 communicates with other devices. For example, the communication unit 310 may receive information about typhoons from a server device that provides information about typhoons. In addition, if the sail drive unit 122 and the control device 300 are configured as separate devices, the communication unit 310 may transmit instructions for controlling the direction of travel of the vessel 100 to the device that includes the sail drive unit 122.

[0055] The display unit 320 has a display screen such as a liquid crystal panel or an LED (Light Emitting Diode) panel, and acquires various images. For example, the display unit 320 may be configured to display instructions for controlling the progress of the vessel 100. The control device 300 may also be configured to predict the strength of a typhoon when affected by the vessel system 1, and the display unit 320 may display the prediction result.

[0056] The operation input unit 330 is configured to include input devices such as a keyboard and a mouse, and accepts user operations. For example, the operation input unit 330 may accept a user operation to input information used to control the progress of the vessel 100, such as the specifications of the vessel 100.

[0057] The storage unit 380 stores various types of data. For example, the storage unit 380 may store information about typhoons and information about the vessel 100. The storage unit 380 is configured using a storage device provided in the control device 300. The processing unit 390 performs various processes by controlling each unit of the control device 300. The functions of the processing unit 390 are performed, for example, by a CPU (Central Processing Unit) included in the control device 300 reading and executing a program from the storage unit 380.

[0058] The information acquisition unit 391 acquires information used to control the progress of the vessel 100, such as information about typhoons and information about the vessel 100. The information acquiring unit 391 may acquire, as information related to the typhoon, information related to the typhoon's location, the typhoon's predicted path, and the wind direction and wind speed at each position on the sea surface below the typhoon. The information related to the typhoon acquired by the information acquiring unit 391 is also referred to as typhoon-related information.

[0059] The information acquisition unit 391 may estimate part of the typhoon-related information. For example, the information acquisition unit 391 may estimate or predict the wind direction and wind speed at the position of the ship 100 based on the positional relationship between the center of the typhoon and the ship 100 and information on the strength of the typhoon.

[0060] The information acquisition unit 391 may acquire, as information about the ship 100, information about the position of the ship 100, the speed of the ship 100, the direction of the ship 100, and the direction of the rigid sails 121. The information about the ship 100 acquired by the information acquisition unit 391 is also referred to as ship-related information.

[0061] When the control device 300 performs centralized control of the progress of the ships 100, the information acquisition unit 391 may acquire ship information for all ships 100 included in the group of ships 10. When the control device 300 performs distributed control of the progress of the ship 100, the information acquisition unit 391 may acquire ship information of the ship 100 that is the target of control by its own control device 300. Here, the own control device 300 refers to the control device 300 that is equipped with a part of the control device 300 in relation to that part.

[0062] The control unit 200 uses the typhoon-related information and the ship-related information to control the progress of the ship 100. As described above, the control unit 200 may control the progress of the ship 100 by centralized control or by distributed control.

[0063] FIG. 6 is a diagram showing an example of the positional relationship between a typhoon and a group of ships 10. In FIG. In the example of Fig. 6, point P11 indicates the position of the center of the typhoon. The position of the center of the typhoon may be the center of a circle when the shape of the eye of the typhoon is considered to be circular. Area A11 indicates the wall cloud area. Arrow V11 indicates the direction of the typhoon's movement.

[0064] Area A12 indicates the area in which the fleet of ships 10 is located. Point P12 indicates the position of the center of the group of ships 10. The position of the center of the group of ships 10 may be a position calculated from the positions of the ships 100, such as the coordinates obtained by averaging the coordinates of all the ships 100. Alternatively, the position of the center of the group of ships 10 may be a position determined by the control unit 200 as the center of the group of ships 10, such as a position determined by the control unit 200 as a reference when determining the target position of each ship 100.

[0065] In the example of Fig. 6, part of an area A11 indicating the area of ​​the wall cloud overlaps with part of an area A12 indicating the area of ​​the group of ships 10. In other words, part of the group of ships 10 is located below the wall cloud. Here, it is thought that an updraft is occurring below and inside the wall cloud. By positioning the ship 100 below the wall cloud and blowing air upward, the air blown by the ship 100 is carried by the updraft and reaches the top of the wall cloud, which is expected to have the effect of inhibiting the strength of the typhoon.

[0066] The group of ships 10 is located on the left side and rear side of the typhoon with respect to the center of the typhoon. Here, the direction of travel of the typhoon is defined as the front side of the typhoon. With the ship 100 located on the left side of the typhoon, it is expected that the wind and rain will be relatively weak and the risk of damage to the ship 100 will be relatively small.

[0067] Furthermore, since the vessel 100 is located behind the typhoon, it is conceivable that the vessel 100 will receive the wind from the left front, with the typhoon's direction of travel facing forward. If the direction of travel of the typhoon is the target direction of travel for the vessel 100, the vessel 100 is more likely to gain speed when proceeding by tacking than when the vessel 100 receives the wind from directly in the direction of travel, and in this respect, it is expected that the vessel 100 will be able to easily proceed in pursuit of the typhoon.

[0068] As shown in the example of Figure 6, when some of the ships in the group 10 are located below the wall cloud and each ship 100 follows the typhoon, it is expected that at least some of the ships 100 will continue to be located below the wall cloud. It is expected that if at least some of the ships 100 continue to be located below the wall cloud and those ships 100 blow air toward the typhoon, the effect of inhibiting the typhoon's strength will be relatively large.

[0069] As shown in the example of Figure 6, when the group of ships 10 is located to the left and rear of the typhoon's center, and each ship 100 moves along with the typhoon, it is expected that the group of ships 10 will continue to be located to the left and rear of the typhoon's center. By continuing to position the ship 100 on the left side of the typhoon, it is expected that the wind and rain will remain relatively weak and the risk of damage to the ship 100 will be relatively small. Furthermore, since the ship 100 continues to be positioned on the rear side of the typhoon, it is expected that the ship 100 will be able to follow the typhoon relatively easily.

[0070] When the group of ships 10 is located in the Southern Hemisphere, the spiral direction of a tropical depression (equivalent to a typhoon) is clockwise, opposite to the counterclockwise spiral direction in the Northern Hemisphere. In this case, the control unit 200 may control the direction of travel of the ships 100 so that the group of ships 10 is located to the right and behind the tropical depression relative to its center.

[0071] The control unit 200 may also control the direction of travel of the vessel 100 so that the group of vessels 10 or a part of them is located at the center of the typhoon (or a tropical depression equivalent to a typhoon). In this case, the center of the typhoon (or a tropical depression equivalent to a typhoon) is almost windless, and it is expected that the air blown upward by the vessel 100 will rise relatively easily. In this respect, it is expected that the vessel system 1 will be able to easily hinder the power of the typhoon.

[0072] Next, we will explain the calculation of the performance of the ship system 1. We calculated the performance that can be obtained from the ship system 1 and the conditions for that performance. First, the estimated power generated by the water current generator 160 will be shown. The dynamic pressure p of the water flow that the water turbine 161 receives is expressed as follows:

[0073]

number

[0074] ρ denotes the density of seawater. v indicates the speed of the ship 100. The speed of the water current that the water turbine 161 receives is assumed to be equal to the speed v of the ship. The flow rate q of the water flow received by the water turbine 161 is expressed by equation (2).

[0075]

number

[0076] π represents the ratio of the circumference of a circle to its circumference. d indicates the diameter of the water wheel 161. The power P of water flow with dynamic pressure p and flow rate q w is expressed as equation (3).

[0077]

number

[0078] Shaft power P of water turbine 161 m is expressed as equation (4).

[0079]

number

[0080] η w indicates the efficiency of the water turbine 161. Total power generation P of 160 water current generators per 100 vessels e is expressed as equation (5).

[0081]

number

[0082] n indicates the number of water current generators provided in one ship 100. η e indicates a combined efficiency of the speed increaser 162, the generator 193, the AC-DC conversion circuit 171, and the DC-AC conversion circuit 173. In addition, the figures used in the calculation are assumed to be as follows: The number of water current generators provided on one ship 100 is n=2. Efficiency η is a sum of the efficiency of the gearbox 162, the efficiency of the generator 193, the efficiency of the AC-DC conversion circuit 171, and the efficiency of the DC-AC conversion circuit 173. e =0.8 ·Efficiency η of water turbine 161 w =0.6 Diameter of waterwheel 161 d=8[m] Density of seawater ρ=1020 [kg / m 3 ]

[0083] In addition, calculations are performed for each of three patterns where the speed v of the ship 100 is 20 [km / hour], 30 [km / hour], and 40 [km / hour]. Total power generation P of 160 water current generators per 100 vessels e teeth, When v=20[km / h](=5.5[m / s]), P e =4.2 [MW] When v=30[km / h](=8.3[m / s]), P e =14[MW] When v=40[km / h](=11[m / s]), P e =34[MW] It is calculated as follows.

[0084] Next, we will show an estimate of the proportion of the deck area that the rigid sail 121 and (the rotating blades 131 and) the atmospheric heat exchanger 141 each occupy when the rigid sail 121, the rotating blades 131, and the atmospheric heat exchanger 141 are arranged on the deck of the ship 100, as in the example of Figure 3. The figures used in the calculation are assumed to be as follows:

[0085] Total length of ship 100 = 200 [m] Width of ship 100 = 40 [m] Depth of ship 100 = 20 [m] Area of ​​one rigid sail = 1600 m 2 ] Number of rigid sails 121 on one ship 100 = 16 ·Wind speed=15[m / sec] Area of ​​the atmospheric heat exchanger 141 per heat pump 140 = 80 m 2 ]

[0086] Here, the speed of the ship 100 is set to v=30 [km / h], and the total power generation capacity P of the water current generator 160 per ship 100 is e =14[MW]. When the atmospheric heat exchanger 141 cools the air blown by the rotary blades 131, it is assumed based on simulation that the cooling amount per heat pump 140 is 1 MW and the power of the compressor 142 is 87 kW.

[0087] In this case, if the atmospheric heat exchanger 141 is installed on 60% of the deck area of ​​the ship 100 and the rigid sails 121 are installed on 40% of the deck area, the power generation capacity of the water current generator 160 per ship 100 will be 5.6 MW, the cooling amount will be 60 MW, and the power of the compressor 142 will be 5.2 MW. The power generation capacity of the water current generator 160 is 5.6 MW, and the power of the compressor 142 is 5.2 MW, so there is a balance between this.

[0088] When the atmospheric heat exchanger 141 heats the air blown by the rotary blades 131, it is assumed based on simulation that the heating amount per heat pump 140 is 1 [MW] and the power of the compressor 142 is 222 kW.

[0089] In this case, if the atmospheric heat exchanger 141 is installed on 35% of the deck area of ​​the ship 100 and the rigid sails 121 are installed on 65% of the deck area, the power generation capacity of the water current generator 160 per ship 100 will be 9 MW, the heating amount will be 35 MW, and the power of the compressor 142 will be 8 MW. The power generation capacity of the water current generator 160 is 9 MW, and the power of the compressor 142 is 8 MW, so there is a balance between the power generation capacity of the water current generator 160 of 9 MW and the power of the compressor 142 of 8 MW.

[0090] If one ship 100 is placed in each 500m x 500m area, the cooling capacity is 240W / m 2 In the case of heating, the heating amount is 140 [W / m 2 ].

[0091] Next, as in the example of Figure 4, when the ship 100 does not heat or cool the air and a hard sail 121 and a rotor blade 131 are arranged on the deck of the ship 100, an estimate of the proportion of the deck area that each of the hard sail 121 and the rotor blade 131 occupies will be shown. Here, it is assumed that a 20-kilowatt class axial flow fan is used as the fan 130. Air volume per 130mm fan = 15m 3 / sec], wind speed = 24 [m / sec], static pressure = 0.8 [kPa]. Also, assume that the total pressure air power is 18 [kW] and the shaft power is 22 [kW]. The size of one fan 130 is set to be a diameter of 1.2 [m] and a height of 0.9 [m].

[0092] Assume that the fans 130 are arranged in a hex map pattern. That is, the fans 130 are densely arranged on the deck so that one fan 130 is in contact with six other fans 130. In this case, the air volume is 1200 m per 100 square meters. 3 It can generate wind of 24 m / s, a wind speed of 24 m / s, and a total pressure air power of 1.4 MW. The required power is 1.8 MW and the reaction force is 60 kN.

[0093] As described above, the size of one ship 100 is assumed to be 200 m in length, 40 m in width, and 20 m in depth. Here, the speed of the vessel 100 is set to 45 [km / hour], and the maximum power generation capacity of the water current generator 160 per vessel 100 is set to 32 [MW].

[0094] In this case, if the fans 130 are placed on 15% of the deck area, the power generation capacity per ship 100 will be 27 MW, the fan power will be 21 MW, and the air power will be 17 MW. The power generation capacity of the water current generator 160 is 27 MW, and the power of the fans 130 is 17 MW, so there is a good balance. Furthermore, if this ship 100 is placed one by one in an area of ​​500 [m] x 500 [m], the total pressure air power will be 70 [W / m 2 ].

[0095] Next, a trial calculation regarding the heat pump 140 will be shown. The heat pump 140 uses the alternative chlorofluorocarbon refrigerant R134a as a refrigerant. The opening of the expansion valve 144 is variable within a certain range, and the degree of heating is controlled by the opening. In addition, calculations are performed taking into account pressure loss due to the throttle expansion action.

[0096] The compressor 142 controls the amount of cooling or heating by controlling the volumetric flow rate of the refrigerant. In addition, calculations are performed assuming that the refrigerant undergoes isentropic change.

[0097] FIG. 7 is a diagram showing an example of the size of the atmosphere-side heat exchanger 141. In each example, a finned tube heat exchanger is used as the atmospheric-side heat exchanger 141. The refrigerant flows through the atmospheric-side heat exchanger 141 and exchanges heat with the air at the fins. Calculations are performed taking into account heat transfer from the air to the fins, heat conduction in the piping, heat transfer from the piping to the refrigerant, and the heat capacity of the fin plate.

[0098] The size of one atmosphere-side heat exchanger 141 is set to 5 [m] × 4 [m] at the bottom and 2 [m] in height, and four atmosphere-side heat exchangers 141 are used per heat pump 140. As a result of trial calculations, it was determined that efficient heat exchange can be performed with this size. Moreover, the blower 130 blows air at 3 m / sec.

[0099] FIG. 8 is a diagram showing an example of the size of the seawater-side heat exchanger 143. Here, a plate-type heat exchanger is used as the seawater-side heat exchanger 143. A refrigerant and seawater flow inside the seawater-side heat exchanger 143, and heat is exchanged between the plate through which the refrigerant flows and the plate through which the seawater flows. Calculations are performed taking into account the heat transfer from the refrigerant to the plate, the heat conduction within the plate, the heat transfer from the plate to the seawater, and the heat capacity of the plate.

[0100] Fig. 9 is a diagram showing an example of a pH diagram when the heat pump 140 cools air. The horizontal axis of the graph in Fig. 9 represents specific enthalpy, and the vertical axis represents pressure. Arrow V21 indicates a change in the compression stroke. The compression of the refrigerant by the compressor 142 corresponds to the compression stroke. Arrow V22 indicates a change in the condensation process. The heat dissipation from the refrigerant to the seawater in the seawater-side heat exchanger 143 corresponds to the condensation process. An arrow V23 indicates a change in the expansion stroke. The expansion of the refrigerant in the expansion valve 144 corresponds to the expansion stroke. Arrow V24 indicates a change in the evaporation process. The absorption of heat from the air in the atmosphere-side heat exchanger 141 corresponds to the evaporation process. In the example of FIG. 9, the coefficient of performance (COP) was 11.5 and the compressor power was 87 kW.

[0101] Fig. 10 is a diagram showing an example of a pH diagram when the heat pump 140 heats air. The horizontal axis of the graph in Fig. 10 represents specific enthalpy, and the vertical axis represents pressure. An arrow V31 indicates a change in the expansion stroke. The expansion of the refrigerant in the expansion valve 144 corresponds to the expansion stroke. Arrow V32 indicates a change in the evaporation process. The absorption of heat from the seawater (heating of the refrigerant) in the seawater-side heat exchanger 143 corresponds to the evaporation process. Arrow V33 indicates a change in the compression stroke. The compression of the refrigerant by the compressor 142 corresponds to the compression stroke. Arrow V34 indicates a change in the condensation process. The heat dissipation from the refrigerant to the air in the atmosphere-side heat exchanger 141 corresponds to the condensation process. In the example of FIG. 10, the coefficient of performance (COP) was 4.5 and the compressor power was 222 kW.

[0102] 11 is a diagram showing an example of the relationship between the area of ​​the evaporator in a refrigerator and the cooling capacity. The horizontal axis of the graph in Fig. 11 represents the area of ​​the evaporator, and the vertical axis represents the cooling capacity. 11, the results of a survey of the evaporator area and cooling capacity of an existing refrigerator are shown as points, and the points of the survey results are approximated by a line L11. The case where the heat pump 140 cools the air corresponds to a refrigerator. In this case, the atmospheric-side heat exchanger 141 functions as an evaporator. In the example of FIG. 11, as the area of ​​the evaporator increases, the increase in cooling capacity decreases.

[0103] Fig. 12 is a diagram showing an example of the relationship between the area of ​​the condenser in a refrigerator and the cooling capacity. The horizontal axis of the graph in Fig. 12 represents the area of ​​the condenser, and the vertical axis represents the cooling capacity. In Fig. 12, the investigation results of the relationship between the condenser area and cooling capacity of an existing chiller are shown as points, and the investigation results are approximated by a line L12. As described above, the case where the heat pump 140 cools the air corresponds to a chiller. In this case, the seawater-side heat exchanger 143 functions as a condenser. In the example of FIG. 12, as the area of ​​the evaporator increases, the increase in cooling capacity decreases.

[0104] From the examples in Figures 11 and 12, it is thought that a higher cooling capacity can be obtained by using multiple refrigerators with relatively small evaporator and condenser areas rather than using one refrigerator with large evaporator and condenser areas. For example, it is conceivable to use a plurality of heat pumps 140 each having a cooling capacity of about 1 megawatt.

[0105] When heat pump 140 cools air, the air temperature is assumed to be 300[K]. Also, pump 151 is assumed to draw in relatively low-temperature seawater below the ocean mixed layer, and the temperature of the seawater is assumed to be 275[K]. The target value of the cooling amount is 1 MW.

[0106] When the heat pump 140 heats air, the air temperature is assumed to be 300[K]. Also, the pump 151 is assumed to draw in relatively high-temperature seawater such as ocean mixed layer, and the temperature of the seawater is assumed to be 295[K]. The target value of the heating amount is 1 [MW].

[0107] It is assumed that 60 heat pumps 140 are installed per ship 100. The cooling capacity of the heat pumps 140 per ship 100 is 60 MW, and the compressor power is 5.2 MW. The air above the sea is assumed to have a temperature of 25°C and a humidity of 100%. Assume that a fleet of ships 10 lowers the temperature of air in an area of ​​10 km x 10 km x 500 m by 5°C over 13 hours.

[0108] Referring to the psychrometric chart, the specific enthalpy of air at 100% humidity is 57 kJ / kg at 20°C 76.5 kJ / kg at 25°C is.

[0109] The density of moist air at 100% humidity is At 20°C, the value is 1.1937 kg / m 3 ], At 25°C, it is 1.17 kg / m 3 ] is.

[0110] In this case, the energy required for the fleet 10 to lower the temperature of the air in an area of ​​10 km × 10 km × 500 m by 5°C over 13 hours (from 25°C to 20°C) is 11.2 × 10 11 [kJ]. Furthermore, as described above, if one ship 100 is placed in each 500 m×500 m area, the number of ships 100 required will be 399.

[0111] Fig. 13 is a diagram showing a first example of the results of a simulation of the impact of a typhoon on the ship system 1. Fig. 13 shows the results of a simulation of the impact of a typhoon on the ship system 1 based on observation data in Yokohama when Typhoon Hagibis arrived in 2019. The horizontal axis of the graph in Fig. 13 indicates the time elapsed since noon (12:00) on October 12. The vertical axis indicates the wind speed of the typhoon. In the simulation, 1,440 data points were calculated for 240 hours (10 days) in 10-minute increments. Figure 13 shows the data for the 24 hours from noon on October 12th to noon on October 13th, out of the 240 hours of the simulation.

[0112] Line L31 shows the simulation results when the ship system 1 is not used (i.e., when no intervention in the typhoon is performed using the ship system 1). Line L32 shows the simulation results when the ship system 1 increases the temperature of the air in an area of ​​8 [km] x 8 [km] x 50 [m] by 5 [K]. Line L33 shows the simulation results when the ship system 1 lowers the temperature of the air in an area of ​​8 [km] x 8 [km] x 50 [m] by 5 [K].

[0113] Fig. 14 is a diagram showing a second example of the results of a simulation of the impact of a typhoon on the ship system 1. Fig. 14 shows the results of a simulation of the impact of a typhoon on the ship system 1, based on observation data from Nirasaki when Typhoon Hagibis arrived in 2019. The horizontal axis of the graph in Fig. 14 indicates the time elapsed since noon (12:00) on October 12. The vertical axis indicates the wind speed of the typhoon. In the simulation, 1,440 data points were calculated for 240 hours in 10-minute increments. Figure 14 shows the data for the 24 hours from noon on October 12th to noon on October 13th, out of the 240 hours of the simulation.

[0114] Line L41 shows the simulation results when the ship system 1 is not used. Line L42 shows the simulation results when the ship system 1 increases the temperature of the air in an area of ​​8 [km] x 8 [km] x 50 [m] by 5 [K]. Line L43 shows the simulation results when the ship system 1 lowers the temperature of the air in an area of ​​8 [km] x 8 [km] x 50 [m] by 5 [K].

[0115] Fig. 15 is a diagram showing a third example of the results of a simulation of the impact of a typhoon on the ship system 1. Fig. 15 shows the results of a simulation of the impact of a typhoon on the ship system 1, based on observation data from Cape Irozaki when Typhoon Hagibis arrived in 2019. The horizontal axis of the graph in Fig. 15 indicates the time elapsed since noon (12:00) on October 12. The vertical axis indicates the wind speed of the typhoon. In the simulation, 1,440 data points were calculated for 240 hours in 10-minute increments. Figure 15 shows the data for the 24 hours from noon on October 12th to noon on October 13th, out of the 240 hours of the simulation.

[0116] Line L51 shows the simulation results when the ship system 1 is not used. Line L52 shows the simulation results when the ship system 1 increases the temperature of the air in an area of ​​8 [km] x 8 [km] x 50 [m] by 5 [K]. Line L53 shows the simulation results when the ship system 1 lowers the temperature of the air in an area of ​​8 [km] x 8 [km] x 50 [m] by 5 [K].

[0117] Fig. 16 is a diagram showing a fourth example of the results of a simulation of the impact of a typhoon on the ship system 1. Fig. 16 shows the results of a simulation of the impact of a typhoon on the ship system 1, based on observation data from Kozushima when Typhoon No. 19 arrived in 2019. The horizontal axis of the graph in Fig. 16 indicates the time elapsed since noon (12:00) on October 12. The vertical axis indicates the wind speed of the typhoon. In the simulation, 1,440 data points were calculated for 240 hours in 10-minute increments. Figure 16 shows the data for the 24 hours from noon on October 12th to noon on October 13th, out of the 240 hours of the simulation.

[0118] Line L61 shows the simulation results when the ship system 1 is not used. Line L62 shows the simulation results when the ship system 1 increases the temperature of the air in an area of ​​8 [km] x 8 [km] x 50 [m] by 5 [K]. Line L63 shows the simulation results when the ship system 1 lowers the temperature of the air in an area of ​​8 km x 8 km x 50 m by 5 K.

[0119] In the examples of Figures 13 to 16, the typhoon speed can be reduced depending on the time of day. In particular, when the ship system 1 heats the air, the simulation results (lines L33, L43, and L53) using the observation results from Yokohama, Nirasaki, and Irozaki show that the typhoon wind speed at peak times can be reduced.

[0120] 17 is a diagram showing an example of the procedure of processing performed by the control device 300 when the control device 300 centrally controls the progress of the vessel 100. The control device 300, for example, repeatedly performs the processing of FIG. 17 at predetermined time intervals. In the processing of FIG. 17, the information acquisition unit 391 acquires typhoon-related information and ship-related information of each ship 100 (step S101).

[0121] Next, the control unit 200 determines the target position of the center of the group of ships 10 based on the typhoon-related information and the ship-related information (step S102). Next, the control unit 200 determines the traveling direction and speed of each ship 100 based on the determined target position of the center of the group of ships 10 (step S103). For example, the control unit 200 may determine the target position of each ship 100 based on the target position of the center of the group of ships 10. Then, the control unit 200 may determine the traveling direction and speed of the ship 100 so that the ship 100 reaches the target position by tacking.

[0122] Next, the control unit 200 instructs each vessel 100 of the traveling direction and speed determined for that vessel 100 (step S104). For example, the control unit 200 may transmit the traveling direction and speed determined for each vessel 100 to that vessel 100 via the communication unit 310. Then, the sail driving unit 122 may control the orientation of the rigid sail 121 in accordance with the traveling direction and speed instructed by the control unit 200. After step S104, the control device 300 ends the processing of FIG.

[0123] 18 is a diagram showing an example of the procedure of processing performed by the control device 300 when the control device 300 performs distributed control of the progress of the vessel 100. The control device 300, for example, repeatedly performs the processing of FIG. 18 at predetermined time intervals. 18, the information acquisition unit 391 acquires typhoon-related information and ship-related information of the ship 100 (step S201). The information acquisition unit 391 may acquire ship information of the ship 100 that is the target of control by its own control device 300.

[0124] Next, the control unit 200 determines the target position of the ship 100 that is the target of control by its own control device 300 (step S202). For example, the control unit 200 may determine the target position of the ship 100 in accordance with a predetermined rule based on the predicted position of the center of the typhoon. If the control unit 200 for each ship 100 determines the target position of the ship 100 in accordance with a certain rule based on common typhoon-related information, it is expected that the group of ships 100 will proceed while maintaining the formation of the ships 100.

[0125] Next, the control unit 200 determines the traveling direction and speed of the vessel 100 based on the determined target position (step S203). For example, the control unit 200 may determine the traveling direction and speed of the vessel 100 so that the vessel 100 reaches the target position by tacking.

[0126] Next, the control unit 200 instructs the sail driving unit 122 of the determined traveling direction and speed (step S204). The sail driving unit 122 may control the orientation of the rigid sail 121 in accordance with the traveling direction and speed instructed by the control unit 200. After step S204, the control device 300 ends the processing of FIG.

[0127] As described above, the fans 130 of each of the multiple boats 100 blow air upward rather than horizontally. The control unit 200 controls the progress of each ship 100 so that the magnitude of the difference between the average velocity vector of each ship 100 and the velocity vector of the typhoon is equal to or smaller than a predetermined magnitude.

[0128] The ship system 1 is expected to be able to inhibit the strength of a typhoon by having each ship 100 move to the location of the typhoon and blow air toward the typhoon. In this respect, the ship system 1 is expected to be able to inhibit the strength of a typhoon in response to typhoons occurring in various locations.

[0129] Furthermore, by having multiple ships 100 blow air toward the typhoon, it is expected that the ships 100 can have an effect on the typhoon even if each ship 100 is relatively small in size. In this regard, the ship system 1 is expected to make it possible to reduce the burden of manufacturing the ships 100.

[0130] Furthermore, the control unit 200 controls the progress of each ship 100 so that the magnitude of the difference between the average velocity vector of each ship 100 and the velocity vector of the typhoon is equal to or less than a predetermined magnitude, thereby allowing the ships 100 to progress in a manner following the typhoon. As a result, from a state in which at least some of the ships 100 are located under the typhoon, each ship 100 progresses in a manner following the typhoon, and the state in which at least some of the ships 100 are located under the typhoon continues. As a result, in the ship system 1, the ships 100 located under the typhoon can continue to blow air toward the typhoon to affect the typhoon, and it is expected that the effect of hindering the typhoon's strength will be relatively large. The control unit 200 may be configured to perform centralized control of the progress of the ship 100 or to perform distributed control.

[0131] The control unit 200 also controls the progress of each ship 100, with the target position of the center of the entire ship 100 being below the wall cloud of the typhoon. According to the ship system 1, at least some of the ships 100 reach below the wall cloud and blow air upward, so that the air blown by the ships 100 rides on the updraft and reaches the top of the wall cloud, and in this respect, it is expected that the effect of inhibiting the power of the typhoon will be easily obtained.

[0132] Furthermore, it is expected that the state in which at least some of the ships 100 are located below the wall cloud will continue as each ship 100 follows the typhoon. According to the ship system 1, it is expected that the state in which at least some of the ships 100 are located below the wall cloud will continue and those ships 100 will blow air toward the typhoon, which will have a relatively large effect in inhibiting the strength of the typhoon.

[0133] Furthermore, the control unit 200 controls the progress of each vessel 100 so that each vessel 100 is positioned to the left and rear of the typhoon relative to the center of the typhoon. According to the ship system 1, since the ship 100 is located on the left side of the typhoon, it is expected that the wind and rain will be relatively weak and the risk of the ship 100 being damaged will be relatively small.

[0134] Furthermore, according to the vessel system 1, since the vessel 100 is positioned behind the typhoon, it is conceivable that the vessel 100 will receive the wind from the left front, with the typhoon's direction of travel being in front. If the direction of travel of the typhoon is the target direction of travel for the vessel 100, the vessel 100 is more likely to gain speed when traveling by tacking than when the vessel 100 receives the wind from directly in the traveling direction, and in this respect, it is expected that the vessel 100 will be able to easily travel in pursuit of the typhoon.

[0135] Furthermore, as each ship 100 moves forward following the typhoon while being positioned to the left and rear of the typhoon's center, it is expected that the group of ships 10 will continue to be positioned to the left and rear of the typhoon relative to the center of the typhoon. According to the ship system 1, by continuing to position the ship 100 on the left side of the typhoon, it is expected that the wind and rain will remain relatively weak and the risk of damage to the ship 100 will be relatively small. Furthermore, according to the vessel system 1, the vessel 100 continues to be positioned on the rear side of the typhoon, and it is expected that the vessel 100 will be able to follow the typhoon relatively easily.

[0136] The rigid sail 121 catches the wind and propels the vessel 100 forward. By equipping the vessel 100 with the rigid sails 121 and proceeding using wind power, it is expected that the vessel 100 will be able to proceed within the typhoon zone without requiring fuel. In particular, strong winds are expected to blow within the typhoon zone, and it is particularly expected that the vessel 100 will be able to proceed within the typhoon zone without requiring fuel. Since the vessel 100 proceeds without requiring fuel, adverse effects on the environment, such as the emission of carbon dioxide, can be avoided. Furthermore, since the vessel 100 proceeds without requiring fuel, it is expected that the operating costs of the vessel 100 will be relatively small (cheap). Furthermore, by providing the ship 100 with a rigid sail 121 as a sail, it is expected that the risk of the sail being damaged by wind can be reduced.

[0137] In addition, the water current generator 160 generates electricity using the relative water current of the seawater with respect to the ship 100 and supplies electricity to the blower 130 . According to the ship system 1, it is expected that the ship 100 will be able to operate each part of the ship 100 without requiring fuel by using electricity generated by the water current generator 160. Because the ship 100 operates each part without requiring fuel, adverse effects on the environment such as the emission of carbon dioxide can be avoided. Furthermore, because the ship 100 operates each part without requiring fuel, it is expected that the operating costs of the ship 100 will be relatively low.

[0138] Furthermore, the heat pump 140 changes the temperature of the air blown by the blower 130 . If the heat pump 140 cools the air blown by the blower 130, it is expected that the impact on the energy of the typhoon will be greater. When heat pump 140 heats the air blown by blower 130, the air tends to rise, and it is expected that it will be more likely to affect the upper part (upper sky) of the typhoon.

[0139] Furthermore, when the heat pump 140 cools the air, the pump 151 supplies seawater below the ocean mixed layer to the heat pump 140 as cooling water. According to the ship system 1, the pump 151 can supply relatively low-temperature seawater to the seawater side heat exchanger 143, and in this respect, it is expected that the seawater side heat exchanger 143 can efficiently cool the refrigerant.

[0140] FIG. 19 illustrates an example configuration of a computer according to at least one embodiment. In the configuration shown in FIG. 12, a computer 700 includes a CPU 710, a main memory device 720, an auxiliary memory device 730, an interface 740, and a non-volatile recording medium 750.

[0141] The control device 300 may be implemented in a computer 700. In this case, the operations of the above-described processing units are stored in the auxiliary storage device 730 in the form of a program. The CPU 710 reads the program from the auxiliary storage device 730, loads it into the main storage device 720, and executes the above-described processing in accordance with the program. The CPU 710 also allocates storage areas in the main storage device 720 corresponding to the above-described storage units in accordance with the program.

[0142] When the control device 300 is implemented in a computer 700, the operations of the processing unit 390 and each of its units are stored in the form of a program in an auxiliary storage device 730. The CPU 710 reads the program from the auxiliary storage device 730, loads it into the main storage device 720, and executes the above-described processing in accordance with the program.

[0143] Furthermore, the CPU 710 allocates a storage area corresponding to the storage unit 380 in the main storage device 720 in accordance with the program. Communication with other devices via the communication unit 310 is performed by the interface 740 having a communication function and performing communication under the control of the CPU 710. The display unit 320 displays various images by having an interface 740 with a display device and displaying various images under the control of the CPU 710 . The operation input unit 330 receives a user operation by an interface 740 having input devices such as a keyboard and a mouse, and outputs information indicating the received user operation to the CPU 710.

[0144] One or more of the above-described programs may be recorded on nonvolatile recording medium 750. In this case, interface 740 may read the programs from nonvolatile recording medium 750. CPU 710 may then directly execute the programs read by interface 740, or may temporarily store the programs in main storage device 720 or auxiliary storage device 730 and then execute them.

[0145] Note that a program for realizing all or part of the functions of the control device 300 may be recorded on a computer-readable recording medium, and the program recorded on this recording medium may be read into a computer system and executed to perform processing of each part. Note that the term "computer system" here includes hardware such as an OS (Operating System) and peripheral devices. Furthermore, "computer-readable recording media" refers to portable media such as flexible disks, optical magnetic disks, ROMs (Read Only Memory), and CD-ROMs (Compact Disc Read Only Memory), as well as storage devices such as hard disks built into computer systems. The program may be one that realizes part of the aforementioned functions, or may be one that can realize the aforementioned functions in combination with a program already stored in the computer system.

[0146] Although an embodiment of the present invention has been described in detail above with reference to the drawings, the specific configuration is not limited to this embodiment, and design changes and the like are also included within the scope that does not deviate from the gist of the present invention.

[0147] Some or all of the above embodiments can be described as, but are not limited to, the following supplementary notes.

[0148] (Appendix 1) A system including a plurality of ships and a control unit, The vessel includes a blower that blows air upward from the horizontal direction, the control unit controls the progress of each ship so that the magnitude of the difference between the average speed vector of each ship and the speed vector of the tropical cyclone is equal to or less than a predetermined magnitude. Ship systems.

[0149] (Appendix 2) The control unit controls the progress of each ship by setting a target position below the wall cloud of the tropical cyclone as the center of the entire ship. 1. A marine vessel system as described in Appendix 1.

[0150] (Appendix 3) the control unit controls the progress of each ship so that each ship is positioned at the center of the tropical cyclone or to the left of and behind the tropical cyclone with respect to the center in the Northern Hemisphere. 1. A marine vessel system as described in Appendix 1 or Appendix 2.

[0151] (Appendix 4) the control unit controls the progress of each ship so that each ship is positioned at the center of the tropical cyclone or to the right of and behind the tropical cyclone with respect to the center in the Southern Hemisphere. 4. The marine vessel system of any one of claims 1 to 3.

[0152] (Appendix 5) The vessel is equipped with a sail that receives wind and propels the vessel. 5. The marine vessel system of any one of claims 1 to 4.

[0153] (Appendix 6) The vessel includes a water current generator that generates electricity using a relative water flow of seawater with respect to the vessel and supplies electricity to the blower. 6. The marine vessel system of any one of claims 1 to 5.

[0154] (Appendix 7) The ship includes a heat pump that changes the temperature of the air blown by the blower. 7. The marine vessel system of any one of claims 1 to 6.

[0155] (Appendix 8) The vessel comprises: A water intake unit is provided that supplies seawater below the ocean mixed layer to the heat pump as cooling water when the heat pump cools the air. 10. A marine vessel system as described in Appendix 7.

[0156] (Appendix 9) A fan that blows air upwards rather than horizontally A vessel equipped with:

[0157] (Appendix 10) A control unit that controls the progress of the ship so that the magnitude of the difference between the average speed vector of the ship and the speed vector of the tropical cyclone is equal to or less than a predetermined magnitude. 10. A vessel as described in Appendix 9, comprising:

[0158] (Appendix 11) the control unit controls the progress of the ship by setting a target position of the ship below a wall cloud of the tropical cyclone. Vessels as described in Appendix 10.

[0159] (Appendix 12) the control unit controls the progress of the ship so that the ship is located at the center of the tropical cyclone or to the left of and behind the tropical cyclone with respect to the center in the Northern Hemisphere. A vessel as described in Appendix 10 or Appendix 11.

[0160] (Appendix 13) the control unit controls the progress of the ship so that the ship is located at the center of the tropical cyclone or to the right of and behind the tropical cyclone with respect to the center in the Southern Hemisphere. 1. A vessel as described in any one of appendices 10 to 12.

[0161] (Appendix 14) A sail that catches the wind and propels the ship 14. The vessel of any one of claims 9 to 13, comprising:

[0162] (Appendix 15) A water current generator that generates electricity using the relative water current of seawater with respect to the ship and supplies electricity to the fan. 15. The vessel of any one of claims 9 to 14, comprising:

[0163] (Appendix 16) A heat pump that changes the temperature of the air blown by the blower 16. The vessel of any one of claims 9 to 15, comprising:

[0164] (Appendix 17) The ship has a water intake section that supplies seawater below the ocean mixed layer to the heat pump as cooling water when the heat pump cools the air. 17. A vessel as described in Appendix 16, comprising:

[0165] (Appendix 18) The computer controlling the progress of a vessel equipped with a fan that blows air upward from the horizontal direction so that the magnitude of the difference between the average velocity vector of the vessel and the velocity vector of the tropical cyclone is equal to or less than a predetermined magnitude; A control method comprising:

[0166] (Appendix 19) On the computer, Controlling the progress of a vessel equipped with a fan that blows air upward from the horizontal direction so that the magnitude of the difference between the average velocity vector of the vessel and the velocity vector of the tropical cyclone is equal to or less than a predetermined magnitude; A program that executes the following. [Explanation of symbols]

[0167] 1. Ship Systems 10 ships fleet 100 ships 110 Ship body 121 Hard sail 122 Sail drive unit 130 Blower 131 Rotating blades 132 Motor 140 Heat Pump 141 Atmospheric side heat exchanger 142 Compressor 143 Seawater side heat exchanger 144 Expansion valve 151 Pump 160 Water Current Generator 161 Waterwheel 162 Gearbox 163 Generator 171 AC-DC conversion circuit 172 Storage battery 173 DC-AC conversion circuit 200 control section 300 control device 310 Communications Department 320 Display 330 Operation input section 380 Storage section 390 Processing Section 391 Information Acquisition Department

Claims

1. A system including a plurality of ships and a control unit, The vessel includes a blower that blows air upward from the horizontal direction, the control unit controls the progress of each ship so that the magnitude of the difference between the average speed vector of each ship and the speed vector of the tropical cyclone is equal to or less than a predetermined magnitude. Ship systems.

2. The control unit controls the progress of each ship by setting a target position below the wall cloud of the tropical cyclone as the center of the entire ship. The marine system of claim 1 .

3. the control unit controls the progress of each ship so that each ship is positioned at the center of the tropical cyclone or to the left of and behind the tropical cyclone with respect to the center in the Northern Hemisphere. The marine system of claim 1 .

4. the control unit controls the progress of each ship so that each ship is positioned at the center of the tropical cyclone or to the right of and behind the tropical cyclone with respect to the center in the Southern Hemisphere. The marine system of claim 1 .

5. The vessel is equipped with a sail that receives wind and propels the vessel. The marine system of claim 1 .

6. The vessel includes a water current generator that generates electricity using a relative water flow of seawater with respect to the vessel and supplies electricity to the blower. The marine system of claim 1 .

7. The ship includes a heat pump that changes the temperature of the air blown by the blower. The marine system of claim 1 .

8. The vessel comprises: A water intake unit is provided that supplies seawater below the ocean mixed layer to the heat pump as cooling water when the heat pump cools the air.

8. A marine vessel system according to claim 7.

9. A fan that blows air upwards rather than horizontally A vessel equipped with:

10. A control unit that controls the progress of the ship so that the magnitude of the difference between the average speed vector of the ship and the speed vector of the tropical cyclone is equal to or less than a predetermined magnitude.

10. The watercraft of claim 9, comprising:

11. the control unit controls the progress of the ship by setting a target position of the ship below a wall cloud of the tropical cyclone.

11. The watercraft of claim 10.

12. the control unit controls the progress of the ship so that the ship is located at the center of the tropical cyclone or to the left of and behind the tropical cyclone with respect to the center in the Northern Hemisphere.

11. The watercraft of claim 10.

13. the control unit controls the progress of the ship so that the ship is located at the center of the tropical cyclone or to the right of and behind the tropical cyclone with respect to the center in the Southern Hemisphere.

11. The watercraft of claim 10.

14. A sail that catches the wind and propels the ship 10. The watercraft of claim 9, comprising:

15. A water current generator that generates electricity using the relative water current of seawater with respect to the ship and supplies electricity to the fan.

10. The watercraft of claim 9, comprising:

16. A heat pump that changes the temperature of the air blown by the blower 10. The watercraft of claim 9, comprising:

17. The ship has a water intake section that supplies seawater below the ocean mixed layer to the heat pump as cooling water when the heat pump cools the air.

17. The watercraft of claim 16, comprising:

18. The computer controlling the progress of a vessel equipped with a fan that blows air upward from the horizontal direction so that the magnitude of the difference between the average velocity vector of the vessel and the velocity vector of the tropical cyclone is equal to or less than a predetermined magnitude; A control method comprising:

19. On the computer, Controlling the progress of a vessel equipped with a fan that blows air upward from the horizontal direction so that the magnitude of the difference between the average velocity vector of the vessel and the velocity vector of the tropical cyclone is equal to or less than a predetermined magnitude; A program that executes the following.

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