Route Planning System

Abstract

Improve the operational efficiency of power-generating floats. [Solution] The route planning system plans the route of a power-generating float that generates electricity while sailing on the sea. The route planning system includes a planning means for planning a route for the power-generating float to circulate between a meeting point between the power-generating float and a transport ship that recovers generated energy from the power-generating float and a turnaround point different from the meeting point. The planning means changes the number of laps the power-generating float will make around the route before meeting the transport ship based on at least one of the accuracy of weather forecasts and the accuracy of sea conditions forecasts.

Description

[Technical Field]

[0001] The present invention relates to the technical field of route planning systems. [Background technology]

[0002] As a technology used in this type of system, for example, a technology has been proposed in which the route with the shortest navigation time is selected from among a plurality of routes based on meteorological and sea conditions and ship speed (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 5953219 Summary of the Invention [Problem to be solved by the invention]

[0004] The technology described in Patent Document 1 does not take into consideration the recovery of generated energy from a power-generating float that generates electricity while traveling on the sea.

[0005] The present invention has been made in consideration of the above circumstances, and an object of the present invention is to provide a route planning system that can improve the operational efficiency of a power-generating float. [Means for solving the problem]

[0006] A route planning system according to one embodiment of the present invention is a route planning system that plans the route of a power-generating float that generates electricity while sailing on the sea, and is equipped with a planning means that plans, as the route, a route along which the power-generating float circulates between a meeting point between the power-generating float and a transport ship that recovers energy from the power-generating float, and a turnaround point different from the meeting point, and the planning means changes the number of times the power-generating float will circle the route before meeting the transport ship based on at least one of the accuracy of weather forecasts and the accuracy of sea state forecasts. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is a conceptual diagram illustrating a concept of a power generation system according to an embodiment. [Figure 2] FIG. 1 is a diagram illustrating an example of a floating body according to an embodiment. [Figure 3] 1 is a block diagram showing a configuration of a route planning system according to an embodiment. [Figure 4] FIG. 10 is a conceptual diagram for explaining the operation of adjusting the meeting point. [Figure 5] FIG. 2 is a diagram illustrating an example of a route. DETAILED DESCRIPTION OF THE INVENTION

[0008] An embodiment of an operation planning system will be described with reference to FIGS.

[0009] (Power generation system configuration) The configuration of the power generation system will be described with reference to Figures 1 and 2. In the power generation system according to this embodiment, power is generated using multiple floating bodies 20 that do not require mooring in a sea area SA that is relatively far from land. The multiple floating bodies 20 navigate automatically within the sea area SA. That is, each of the multiple floating bodies 20 generates power while automatically navigating within the sea area SA. For example, the sea area SA may be a sea area 50 kilometers away from land. As shown in Figure 1, the multiple floating bodies 20 form a formation. By forming the multiple floating bodies 20 into a formation, interference between the floating bodies 20 can be suppressed. As a result, a decrease in the power generation efficiency of one floating body 20 due to other floating bodies 20 can be suppressed.

[0010] The floating body 20 will be described with reference to FIG. 2. In FIG. 2(a), a floating body 20a as the floating body 20 includes a sail 21 and kites 22. The floating body 20a may use wind energy received by the sail 21 as propulsion. In the floating body 20a, as the kites 22 rise, a tether mooring the kites 22 is let out from a winch (not shown). The tether let-out operation rotates the winch drum. The rotation of the drum rotates a generator (not shown), generating electricity. When the tether is let out to a predetermined length or after a predetermined time has elapsed, the motor of the winch rotates the winch drum in a direction to reel in the tether. As a result, the kites 22 descend due to the reeling of the tether. In the floating body 20a, power is generated by repeatedly letting out and reeling in the tether. In other words, the floating body 20a performs tether-type wind power generation. The floating body 20a may also use wind energy received by the kites 22 as a propulsive force.

[0011] 2(b), a floating body 20b as the floating body 20 includes a sail 21 and an underwater turbine generator 23. The floating body 20b may use wind energy received by the sail 21 as propulsion force. As the floating body 20b moves, seawater flows into the underwater turbine generator 23. As a result, electricity is generated by the underwater turbine generator 23.

[0012] The floating body 20a may be equipped with an underwater turbine generator 23. That is, the floating body 20a may perform power generation using the underwater turbine generator 23 in addition to tethered wind power generation. Similarly, the floating body 20b may be equipped with kites 22. That is, the floating body 20b may perform power generation using the underwater turbine generator 23 in addition to tethered wind power generation.

[0013] The float 20 may store the electricity obtained by power generation in a storage battery (e.g., a lithium-ion battery). That is, the float 20 may store electrical energy as electrical energy. The float 20 may generate hydrogen by electrolyzing water using the electricity obtained by power generation. The float 20 may store the generated hydrogen. That is, the float 20 may store electrical energy as hydrogen energy. The hydrogen may be compressed and stored, or may be stored by being absorbed in a hydrogen storage alloy. The float 20 may generate ammonia using the generated hydrogen. The float 20 may store the generated ammonia. That is, the float 20 may store electrical energy as ammonia energy.

[0014] Returning to FIG. 1 , the transport ship 10 navigates between a port P located on land and a sea area SA. For example, the transport ship 10 may collect energy from multiple floating bodies 20 in an area CA on the port P side of the sea area SA. For example, if the floating body 20 stores energy in a storage battery, the transport ship 10 may collect a charged storage battery from the floating body 20. At this time, the transport ship 10 may install an uncharged storage battery on the floating body 20. In other words, the transport ship 10 may transship the storage battery in the area CA. For example, if the floating body 20 stores energy by compressing and storing hydrogen in a hydrogen tank, the transport ship 10 may collect a hydrogen tank in which hydrogen is stored from the floating body 20. At this time, the transport ship 10 may install an empty hydrogen tank on the floating body 20. In other words, the transport ship 10 may transship the hydrogen tank in the area CA. The area CA may refer to an area where the transport ship 10 and the floating body 20 can join together and where the route of the floating body 20 is not affected by the transport ship 10.

[0015] (Route Planning System) Next, a route planning system 100 that plans the route of the floating body 20 will be described with reference to Fig. 3. In Fig. 3, the route planning system 100 includes a calculation device 110, a storage device 120, a communication device 130, an input device 140, and an output device 150. The calculation device 110, the storage device 120, the communication device 130, the input device 140, and the output device 150 may be connected via a data bus 160. It should be noted that the route planning system 100 does not necessarily include at least one of the input device 140 and the output device 150.

[0016] The arithmetic device 110 may include, for example, at least one of a central processing unit (CPU) and a graphics processing unit (GPU). In other words, the arithmetic device 110 may include a processor.

[0017] The storage device 120 may include, for example, at least one of a random access memory (RAM), a read only memory (ROM), a hard disk device, a magneto-optical disk device, a solid state drive (SSD), and an optical disk array.

[0018] The communication device 130 may be capable of communicating with devices external to the route planning system 100. Examples of devices external to the route planning system 100 include a device mounted on the transport ship 10 and a device mounted on each of the multiple floating bodies 20. The communication device 130 may perform wired communication or wireless communication.

[0019] The input device 140 is a device capable of accepting information input to the route planning system 100 from outside. The input device 140 may include an operation device (e.g., a keyboard, a mouse, a touch panel, etc.) that can be operated by a user (e.g., an operator) of the route planning system 100. The input device 140 may include a recording medium reading device that can read information recorded on a recording medium that is detachable from the route planning system 100, such as a USB (Universal Serial Bus) memory. Note that when information is input to the route planning system 100 via the communication device 130 (in other words, when the route planning system 100 obtains information via the communication device 130), the communication device 130 may function as an input device.

[0020] The output device 150 is a device capable of outputting information to the outside of the route planning system 100. The output device 150 may output visual information such as text or images, auditory information such as sound, or tactile information such as vibration, as the information. The output device 150 may include, for example, at least one of a display, a speaker, a printer, and a vibration motor. The output device 150 may also be capable of outputting information to a recording medium that is detachable from the route planning system 100, such as a USB memory stick. Note that when the route planning system 100 outputs information via the communication device 130, the communication device 130 may function as the output device.

[0021] The storage device 120 can store desired data. The storage device 120 may store a computer program to be executed by the computing device 110. The storage device 120 may temporarily store data that is temporarily used by the computing device 110 when the computing device 110 is executing a computer program.

[0022] The computer program may be recorded on a computer-readable, non-transitory recording medium. In this case, the route planning system 100 may read the computer program from the recording medium using a recording medium reading device. The recording medium may be at least one of an optical disk, a magnetic medium, a magneto-optical disk, a semiconductor memory, and any other medium capable of storing a program. The route planning system 100 may obtain the computer program from an external device (not shown) via the communication device 130.

[0023] For example, the calculation device 110 may execute a computer program stored in the storage device 120, thereby realizing within the calculation device 110 logical functional blocks for executing the processing to be performed by the route planning system 100.

[0024] The arithmetic device 110 may have an acquisition unit 111, a planner 112, and an adjustment unit 113 as logically realized functional blocks or as physically realized processing circuits. At least one of the acquisition unit 111, the planner 112, and the adjustment unit 113 may be realized in a form in which a logical functional block and a physical processing circuit (i.e., hardware) are mixed.

[0025] The acquisition unit 111 may acquire weather information and sea condition information for the sea area in which the transport ship 10 is sailing, as well as weather information and sea condition information for the sea area SA in which the multiple floating bodies 20 generate power. For example, the acquisition unit 111 may acquire at least one of weather information and sea condition information from a public institution (e.g., the Japan Meteorological Agency, the Japan Coast Guard, etc.) via the communication device 130. For example, if a measurement device is installed on at least one of the transport ship 10 and the floating body 20, the acquisition unit 111 may acquire at least one of weather information and sea condition information from at least one of the transport ship 10 and the floating body 20 via the communication device 130. Note that the acquisition unit 111 does not have to acquire at least one of weather information and sea condition information for the sea area in which the transport ship 10 is sailing. Furthermore, the acquisition unit 111 does not have to acquire at least one of weather information and sea condition information for the sea area SA.

[0026] The planning unit 112 plans a route for the floating body 20, which is a route for the floating body 20 to circulate between a meeting point between the floating body 20 and the transport ship 10 (for example, a position within the area CA) and a turning point (see symbols "P1", "P2", and "P3" in Figure 1).

[0027] 2(a) or 20b having a sail 21, the speed of the floating body 20 will be greatest when the floating body 20 receives wind directly beside the traveling direction of the floating body 20. For example, the planning unit 112 may determine the direction in which the straight line connecting the meeting point and the turning back point extends, based on the wind direction in the sea area SA indicated by the weather information, so that the direction in which the straight line extends (in other words, the traveling direction of the floating body 20) is approximately perpendicular to the wind direction.

[0028] For example, the planning unit 112 may determine the direction in which a straight line connecting the meeting point and the turning point extends, based on the direction of ocean currents in the sea area SA indicated by ocean condition information, so that the direction in which the straight line extends is along the direction of ocean currents. For example, the planning unit 112 may determine the direction in which a straight line connecting the meeting point and the turning point extends, based on weather information and ocean condition information. Note that determining the direction in which a straight line connecting the meeting point and the turning point extends may also be referred to as determining the movement orientation of the floating body 20. For example, the planning unit 112 may determine the meeting point based on the route of the transport ship 10.

[0029] For example, the planning unit 112 predicts the power generation of the floating body 20 based on at least one of the wind speed indicated by the weather information and the ocean current speed indicated by the sea condition information. At this time, the planning unit 112 may predict at least one of future weather and future sea conditions based on at least one of the weather information and the sea condition information. In other words, the planning unit 112 may perform at least one of weather prediction and sea condition prediction. For example, the planning unit 112 may predict the time until the storage battery mounted on the floating body 20 is fully charged as the power generation prediction of the floating body 20. For example, the planning unit 112 may predict the time until the hydrogen tank mounted on the floating body 20 is full as the power generation prediction of the floating body 20.

[0030] For example, it can be said that it is efficient from the viewpoint of operational efficiency of the power generation system if the float 20 and the transport ship 10 meet (in other words, the transport ship 10 recovers energy from the float 20) when the storage battery is fully charged or the hydrogen tank is full. For this reason, the planning unit 112 may determine the meeting time between the float 20 and the transport ship 10 based on the power generation prediction of the float 20.

[0031] For example, the planning unit 112 determines the turn-back point so that the floating body 20 arrives at the meeting point at the meeting time. At this time, the planning unit 112 determines the turn-back point based on the direction in which a straight line connecting the meeting point and the turn-back point extends (in other words, the moving direction of the floating body 20) and the meeting point. The planning unit 112 may determine the route of the floating body 20 that circulates between the meeting point and the turn-back point using the method described above.

[0032] Particularly in this embodiment, the planning unit 112 changes the number of times the floating body 20 will circle the above-mentioned route based on at least one of the weather forecast accuracy and the sea state forecast accuracy. For example, the planning unit 112 may change the turnaround point based on at least one of the weather forecast accuracy and the sea state forecast accuracy so as to change the number of times the floating body 20 will circle the above-mentioned route.

[0033] The weather forecast accuracy and sea state forecast accuracy are indices that indicate the reliability of the forecast. The higher the weather forecast accuracy, the more likely the weather forecast is to be accurate. Similarly, the higher the sea state forecast accuracy, the more likely the sea state forecast is to be accurate. For example, the greater the difference between the current time and the predicted time, the lower the accuracy may be. For example, the more similar the atmospheric pressure pattern is to a typical atmospheric pressure pattern, the higher the weather forecast accuracy may be. For example, if there is a high probability that a front will pass through sea area SA, the weather forecast accuracy may be lower than if the front will not pass through sea area SA.

[0034] When the accuracy of at least one of the weather forecast and the oceanographic forecast is low, the prediction of the power generation of the float 20 is more likely to be incorrect than when the accuracy of the weather forecast and the oceanographic forecast is high. If the prediction of the power generation of the float 20 is incorrect, the float 20 may meet the transport ship 10 without having stored enough energy (for example, the storage battery is not fully charged or the hydrogen tank is not full). Alternatively, if the prediction of the power generation of the float 20 is incorrect, there may be a relatively long period of time until the meeting time of the float 20 with the transport ship 10, even if the float 20 has stored enough energy. In this way, if the prediction of the power generation of the float 20 is incorrect, the operating efficiency of the power generation system decreases.

[0035] For example, assume that the accuracy of oceanographic prediction is constant. If the accuracy of weather prediction is relatively low, the planning unit 112 may set point P1 in FIG. 1 as the turning point. In this case, the floating body 20 may sail along route R1. If the accuracy of weather prediction is relatively high, the planning unit 12 may set point P3 in FIG. 1 as the turning point. In this case, the floating body 20 may sail along route R3. If the accuracy of weather prediction is medium, the planning unit 12 may set point P2 in FIG. 1 as the turning point. In this case, the floating body 20 may sail along route R2.

[0036] As is clear from Figure 1, the route length of route R1 is shorter than the route length of route R2. Furthermore, the route length of route R2 is shorter than the route length of route R3. Therefore, if the time it takes for the float 20 to fully store energy is constant, the number of times the float 20 will circle route R1 will be greater than the number of times the float 20 will circle route R3. Therefore, when at least one of the weather forecast accuracy and the sea state forecast accuracy is low, the planning unit 12 may increase the number of times the float 20 will circle the route compared to when the weather forecast accuracy and the sea state forecast accuracy are high.

[0037] When the accuracy of at least one of the weather forecast and the sea condition forecast is low, a route with a shorter route length may be set compared to when the accuracy of the weather forecast and the sea condition forecast is high. With this configuration, even if the power generation prediction is incorrect, the timing at which the float 20 and the transport ship 10 meet can be adjusted to an appropriate timing by increasing or decreasing the number of times the float 20 goes around the route.

[0038] As described above, simply changing the number of revolutions may not be enough to adjust the timing at which the float 20 and the transport ship 10 meet. Therefore, the adjustment unit 113 may adjust the meeting point and the time at which the float 20 and the transport ship 10 meet (corresponding to the meeting time described above) if the energy stored in the float 20 reaches an upper limit before the float 20 meets the transport ship 10. "The energy stored in the float 20 reaches an upper limit" may mean, for example, that the storage battery is fully charged or the hydrogen tank is full.

[0039] For example, the adjustment unit 113 may predict the time when the transport vessel 10 will arrive at the initial meeting point (e.g., point MP1 in FIG. 4 ) based on at least one of weather information and sea condition information. The adjustment unit 113 may calculate the distance from the current position of the floating body 20 to the initial meeting point based on the position of the floating body 20. The adjustment unit 113 may further predict the time when the floating body 20 will arrive at the initial meeting point based on the speed of the floating body 20.

[0040] The adjustment unit 113 may compare the time at which the transport vessel 10 arrives at the original meeting point with the time at which the floating body 20 arrives at the original meeting point. The adjustment unit 113 may determine whether or not the meeting point needs to be adjusted based on the comparison result. For example, the adjustment unit 113 may determine that the meeting point needs to be adjusted if the time at which the floating body 20 arrives at the original meeting point is later than the time at which the transport vessel 10 arrives at the original meeting point by a predetermined time or more.

[0041] If it is determined that the meeting point needs to be adjusted, the adjustment unit 113 may change (i.e., adjust) the meeting point to a position closer to the floating body 20 than the original meeting point. For example, the adjustment unit 113 may change point MP1 in Figure 4 (i.e., corresponding to an example of the original meeting point) to point MP2. Thereafter, the adjustment unit 113 may set (i.e., adjust) the meeting time at which the floating body 20 and the transport ship 10 will meet at the new meeting point (for example, point MP2 in Figure 4).

[0042] In this way, by adjusting the meeting point and meeting time, even if the power generation prediction is incorrect, the timing at which the floating body 20 and the transport ship 10 meet can be adjusted to an appropriate timing. Note that the route planning system 100 does not need to have the adjustment unit 113. In other words, the above-mentioned adjustment of the meeting point does not need to be performed.

[0043] The route along which the floating body 20 travels will be further explained with reference to Figure 5. In the power generation system, multiple floating bodies 20 may form a formation. The multiple floating bodies 20 may then travel along a single route (see route R in Figure 5). In other words, it can be said that the multiple floating bodies 20 share a single route. In this case, the width W of the route R may be changed depending on the number of floating bodies 20 traveling along the route R. In other words, the greater the number of floating bodies 20 traveling along the route R, the wider the width W may be.

[0044] For example, the planning unit 112 does not need to set the same turning back point for multiple floating bodies 20 sailing on the route R. In other words, the planning unit 112 may set a turning back point for each floating body 20.

[0045] For example, wind direction and wind speed change over time. Therefore, the energy stored in the floating body 202 shown in FIG. 5 may reach its upper limit earlier than the energy stored in the floating body 201. In this case, the planning unit 112 may set a turning point for the floating body 202 so that the floating body 202 reaches the meeting point earlier than the floating body 201. In this manner, the planning unit 112 may change the order in which the floating bodies 20 arrive at the meeting point depending on the amount of energy stored in each floating body 20. If the energy stored in the floating body 202 is greater than the energy stored in the floating body 201, the route planning system 100 may suppress the amount of power generation by the floating body 202 so that the energy stored in the floating body 201 is greater than the energy stored in the floating body 202. This configuration allows the amount of energy stored in each of the floating bodies 201 and 202 to be adjusted according to the navigation order of the floating bodies 201 and 202.

[0046] (Technical Effects) The route planning system 100 changes the turnaround points based on at least one of the weather forecast accuracy and the sea state forecast accuracy. In other words, the route planning system 100 changes the number of times the route will be turned around based on at least one of the weather forecast accuracy and the sea state forecast accuracy. The route planning system 100 also adjusts the meeting points and meeting times. Therefore, the route planning system 100 makes it relatively easy to adjust the timing at which the floating body 20 and the transport ship 10 meet, even if the power generation prediction is incorrect. As a result, the route planning system 100 allows the transport ship 10 to efficiently recover power generation energy from the floating body 20. Therefore, the route planning system 100 can improve the operational efficiency of the floating body 20.

[0047] Aspects of the invention derived from the above-described embodiments will be described below.

[0048] A route planning system according to one embodiment of the invention is a route planning system that plans the route of a power-generating float that generates electricity while sailing on the sea, and is equipped with a planning means that plans the route as the route along which the power-generating float circulates between a meeting point between the power-generating float and a transport ship that recovers the generated energy from the power-generating float, and a turnaround point different from the meeting point, and the planning means changes the number of times the power-generating float will circle the route before meeting the transport ship based on at least one of the accuracy of weather forecasts and the accuracy of sea conditions forecasts.

[0049] In the above-described embodiment, the "float 20" corresponds to an example of a "power-generating float", and the "planning unit 112" corresponds to an example of a "planning means".

[0050] The route planning system may include an adjustment means for adjusting the meeting point and the time when the power-generating float and the transport ship meet if the energy stored in the power-generating float reaches an upper limit before the power-generating float meets the transport ship. In the above-described embodiment, the "adjustment unit 113" corresponds to an example of the "adjustment means".

[0051] In the route planning system, the planning means may increase the number of laps when at least one of the weather forecast accuracy and the sea state forecast accuracy is low, compared to when the weather forecast accuracy and the sea state forecast accuracy are high.

[0052] In the route planning system, the planning means may change the turnaround point so as to change the number of turns based on at least one of the weather forecast accuracy and the sea state forecast accuracy.

[0053] The present invention is not limited to the above-described embodiment, and may be modified as appropriate within the scope of the claims and the spirit or concept of the invention as can be read from the entire specification. Route planning systems incorporating such modifications are also included within the technical scope of the present invention. [Explanation of symbols]

[0054] 10...transport ship, 20...floating body, 100...route planning system, 111...acquisition unit, 112...planning unit, 113...adjustment unit

Claims

1. A route planning system for planning a route for a power-generating float that generates electricity while sailing on the sea, a planning means for planning the route along which the power generating float circulates between a meeting point between the transport ship that recovers energy from the power generating float and the power generating float, and a turning point different from the meeting point; The planning means changes the number of times the power-generating float will circle the route until the power-generating float meets the transport ship based on at least one of weather forecast accuracy and sea condition forecast accuracy. Route planning system.

2. The power generating float is provided with an adjustment means for adjusting the meeting point and the time when the power generating float and the transport ship meet when the energy stored in the power generating float reaches an upper limit before the power generating float meets the transport ship. The route planning system of claim 1 .

3. The planning means increases the number of laps when at least one of the weather forecast accuracy and the sea state forecast accuracy is low compared to when the weather forecast accuracy and the sea state forecast accuracy are high. The route planning system of claim 1 .

4. The planning means changes the turning point so as to change the number of turns based on at least one of the weather forecast accuracy and the sea condition forecast accuracy. The route planning system of claim 1 .

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