Ship and information processing device for generating its navigation plan

Abstract

A ship capable of contributing to reducing the production costs of synthetic methane and an information processing device for generating its navigation plan are provided. [Solution] At least a part of the ballast tanks 14 and / or liquefied fuel gas tanks 13 of the ship 1 are dual-purpose tanks configured to maintain the internal pressure and internal temperature within the pressure and temperature ranges where carbon dioxide is in the liquid phase. A generation unit of an information processing device 2 acquires, as data, the acquisition costs of liquefied carbon dioxide at the departure point and ports of call on the outbound journey, and the navigation costs of the ship 1 for each candidate route to the destination, and generates, as data, a navigation plan in which the transportation cost of liquefied carbon dioxide to the destination satisfies a predetermined condition based on the acquisition costs and the navigation costs, and the navigation plan includes a predetermined route on the outbound journey, and a predetermined loading amount of liquefied carbon dioxide to be loaded onto the ship 1 at a predetermined point on the predetermined route.

Description

[Technical field]

[0001] The present invention relates to an information processing device that generates a navigation plan for a ship. [Background technology]

[0002] In recent years, methanation technology, which synthesizes methane, the main component of natural gas, from hydrogen generated by electrolysis using renewable energy and carbon dioxide collected from exhaust gas from factories and other sources, is becoming more practical. Since most of the production cost of synthetic methane is made up of the procurement costs of the renewable energy used to generate hydrogen, in order to effectively reduce the production cost of synthetic methane, methanation needs to be carried out in areas where renewable energy can be obtained cheaply (such as Australia or the Arab world). On the other hand, carbon dioxide is generated in greater quantities in areas where fuel is consumed in large quantities (such as Japan). Therefore, the construction of a supply chain in which carbon dioxide is transported from fuel consumption areas to fuel production areas and synthetic methane is transported from fuel production areas to fuel consumption areas is being considered.

[0003] Ships used to transport liquefied fuel gas (see Patent Document 1) and ships used to transport carbon dioxide (see Patent Document 2) are conventionally known. In the case of the above supply chain, it is conceivable that carbon dioxide is transported to a fuel production site by a carbon dioxide carrier, and synthetic methane is transported to a fuel consumption site by a liquefied fuel gas carrier. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2012-245852 A [Patent Document 2] JP 2024-030419 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the above-mentioned operation, both the liquefied fuel gas carrier and the carbon dioxide carrier carry cargo only one way, which is not economical. In addition, the ballast water loaded on board to adjust the waterline when unladen is required to be treated, which incurs costs (see Patent Document 2). These factors lead to an increase in the production cost of synthetic methane in the above-mentioned supply chain.

[0006] The present invention has been made in consideration of the above problems, and an object of the present invention is to provide a ship that can contribute to reducing the production costs of synthetic methane and an information processing device that generates a navigation plan for the ship. [Means for solving the problem]

[0007] The ship according to the present invention for achieving the above object has the following features: At least one ballast tank and at least one liquefied fuel gas tank are provided; The ballast tank K At least some of the tanks are dual-purpose tanks configured to be capable of maintaining the internal pressure and internal temperature within the pressure and temperature ranges in which carbon dioxide is in a liquid phase.

[0008] A further characteristic configuration of the ship according to the present invention is that at least a part of the liquefied fuel gas tank is configured to be capable of maintaining an internal pressure and an internal temperature within a pressure range and a temperature range in which carbon dioxide is in a liquid phase. , for storage of ballast water and liquefied carbon dioxide The point is that it is a dual-purpose tank.

[0009] Ballast Tongue K At least some or in addition to at least a portion of a liquefied fuel gas tankAccording to the above ship in which the tank is configured as a dual-purpose tank capable of storing liquefied carbon dioxide, it is possible to load liquefied carbon dioxide on the outward journey and transport it to a synthetic methane production site, and load synthetic methane as a liquefied fuel gas on the return journey and transport it to a fuel consumption site, which is highly economical. Furthermore, by transporting cargo on both the outward and return journeys, it is possible to reduce the use of ballast water and the associated treatment costs. Therefore, the ship of the present invention can contribute to reducing the production costs of synthetic methane in a supply chain in which carbon dioxide is transported from a fuel consumption site to a production site, and synthetic methane is transported from a production site to a fuel consumption site.

[0010] In order to achieve the above object, an information processing device according to the present invention generates a navigation plan for a ship that transports liquefied carbon dioxide on a route from a departure point to a destination and transports liquefied fuel gas on a return route from the destination to the departure point, Its characteristic configuration is: Acquire data on the cost of acquiring the liquefied carbon dioxide at the departure point and at least one port of call on the outbound route, and the cost of traveling the ship for each candidate route to the destination, and a generation unit that generates, as data, a navigation plan in which a transportation cost of the liquefied carbon dioxide to the destination satisfies a predetermined condition based on the acquisition cost and the navigation cost, The voyage plan includes a predetermined route for an outbound journey and a predetermined load of the liquefied carbon dioxide to be loaded onto the vessel at a predetermined point on the predetermined route.

[0011] The main factors that affect the cost of transporting liquefied carbon dioxide to a destination are the cost of acquiring liquefied carbon dioxide and the cost of navigation to the destination. The cost of acquiring liquefied carbon dioxide is mainly determined by the location and amount of acquisition, and the navigation cost is mainly determined by the route to the destination. With the above information processing device, it is possible to generate a navigation plan that indicates what route should be taken to the destination and what amount of liquefied carbon dioxide should be loaded at what location in order to achieve a transportation cost that satisfies a specified condition. Therefore, for example, the above information processing device can generate a navigation plan that minimizes the transportation cost, and by sailing the ship according to the navigation plan, it is possible to contribute to reducing the production cost of synthetic methane.

[0012] A further characteristic configuration of the information processing device according to the present invention is The generation unit, Further acquiring data including a scheduled departure time from the departure point and a predicted sailing time for each candidate route to the destination, generating the navigation plan in which the predicted arrival time at the destination satisfies a predetermined condition based on the scheduled departure time and the predicted navigation time; The route plan includes a route schedule from the departure point to the destination point.

[0013] According to the information processing device, it is possible to generate a navigation plan indicating a schedule for navigation to achieve an expected arrival time that satisfies a predetermined condition. Therefore, for example, in a case where a deadline for transporting carbon dioxide to a destination is set, it is possible to generate a navigation plan by the information processing device in which the expected arrival time at the destination is before the deadline, and by sailing the ship according to the navigation plan, it becomes possible to transport carbon dioxide to the destination before the deadline.

[0014] A further characteristic configuration of the information processing device according to the present invention is The generation unit, The fuel load of the ship, the weight of the hull, the displacement at the full load draft, and the displacement at the ballast draft are further acquired as data, generating the navigation plan in which the waterline of the ship satisfies a predetermined condition based on the predetermined loading amount of the liquefied carbon dioxide, the loading amount of the fuel, the weight of the hull, the displacement at the full load draft, and the displacement at the ballast draft; The point is that the voyage plan includes a required amount of ballast water to be carried.

[0015] The position of the waterline of a ship is mainly determined by the total weight of the ship, which is the sum of the weight of the hull and the amount of cargo (liquefied carbon dioxide) and non-cargo heavy loads (fuel, ballast water, etc.) carried. According to the information processing device, it is possible to generate a navigation plan that indicates the amount of ballast water required to be loaded to obtain a waterline that satisfies a predetermined condition, and for example, it is possible to generate a navigation plan in which the waterline during navigation is between the ballast waterline and the load waterline.

[0016] A further characteristic configuration of the information processing device according to the present invention is The generation unit, The total volume of the dual-purpose tank and the density of the liquefied carbon dioxide are further acquired as data, The navigation plan is generated so that the amount of liquefied carbon dioxide stored in the multipurpose tank becomes an upper limit load amount calculated based on the total volume of the multipurpose tanks and the density of the liquefied carbon dioxide.

[0017] In the case of the ship in which at least a portion of the ballast tanks and / or liquefied fuel gas tanks are configured as dual-purpose tanks capable of storing liquefied carbon dioxide, the upper limit loading amount of liquefied carbon dioxide is determined by the volume of the dual-purpose tank. According to the information processing device, it is possible to generate a navigation plan in which the loading amount of liquefied carbon dioxide to be loaded on the ship is the upper limit loading amount according to the volume of the dual-purpose tank. If the ship is navigated according to the navigation plan, the maximum amount of liquefied carbon dioxide can be transported, improving economic efficiency, and in this case, the required amount of ballast water is minimized, thereby reducing the cost of processing it. As a result, it is possible to contribute to reducing the production cost of synthetic methane. [Brief description of the drawings]

[0018] [Figure 1] 1 is a diagram showing a schematic configuration of a ship according to the present invention. [Diagram 2] 1 is a diagram showing a schematic configuration of an information processing apparatus according to the present invention; [Diagram 3] FIG. 2 is a diagram showing a route of a ship according to the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] Hereinafter, the ship 1 and the information processing device 2 according to the present invention will be specifically described using an embodiment. Note that in the following embodiment, a case where the information processing device 2 is mounted on the ship 1 is taken as an example, but the present invention is not limited to this. For example, the information processing device 2 may be placed on land and connected to the ship 1 via the Internet so as to be able to communicate with it.

[0020] <Ship> As shown in Figure 1, a ship 1 according to one embodiment of the present invention is a carrier for liquefied fuel gas and liquefied carbon dioxide, and is equipped with a hull 10, a propulsion system 11, a fuel tank 12, a liquefied fuel gas tank 13, a ballast tank 14, a pump 15, and a control device 16.

[0021] The propulsion system 11 generates a propulsive force for propelling the hull 10, and includes a thruster 111 and a propulsion engine 112. The fuel tank 12 stores fuel for the propulsion engine 112. In this embodiment, the thruster 111 is a propeller, the propulsion engine 112 is a diesel engine, and heavy oil for the diesel engine is stored in the fuel tank 12, but this is not limited to the above.

[0022] The liquefied fuel gas tank 13 stores liquefied fuel gas such as synthetic methane or LNG, and at least one is mounted on the hull 10. In this embodiment, the hull 10 is mounted with four Moss type liquefied fuel gas tanks 13, but this is not limited to this. The liquefied fuel gas tank 13 may be a membrane type, SPB type, or other type tank.

[0023] The ballast tank 14 stores ballast water for adjusting the waterline WL of the ship 1, and at least one is installed on the hull 10. In this embodiment, the ballast tank 14 is disposed in the space substantially below each liquefied fuel gas tank 13, but the position of the ballast tank 14 is not limited to this.

[0024] In this embodiment, the ballast tank 14 is a dual-purpose tank capable of storing liquefied carbon dioxide, configured to be capable of maintaining the internal pressure and internal temperature within the pressure and temperature ranges in which carbon dioxide is in the liquid phase. For example, the ballast tank 14 can maintain an internal pressure of about 0.6 MPa and an internal temperature of about -50°C, or an internal pressure of about 2 MPa and an internal temperature of about -20°C. The structure of the ballast tank 14 may be any structure capable of maintaining the internal pressure and internal temperature within the range in which carbon dioxide is in the liquid phase, and may be, for example, a structure of a known pressure-resistant heat-retaining container. However, not only the ballast tank 14 but also the liquefied fuel gas tank 13 may be a dual-purpose tank. That is, at least a part of the liquefied fuel gas tank 13 and / or the ballast tank 14 may be configured as a dual-purpose tank.

[0025] The pump 15 injects and discharges liquid into and from the liquefied fuel gas tank 13 and the ballast tank 14. The liquefied fuel gas tank 13 and the ballast tank 14 are connected to the pump 15 via piping 151 equipped with valves (not shown) so that liquid can be injected and discharged into these tanks individually.

[0026] The control device 16 receives a route plan, which will be described later, generated by the information processing device 2, and controls the operations of the propulsion system 11 and the pump 15 in accordance with the route plan.

[0027] <Information processing device> The information processing device 2 generates a navigation plan for the ship 1 that transports liquefied carbon dioxide on the outbound journey from a departure point (e.g., a fuel consumption location) to a destination (e.g., a synthetic methane production location) and transports liquefied fuel gas on the return journey from the destination to the departure point. The information processing device 2 is configured with a known computer equipped with a processor such as a CPU, a storage device such as a memory or a HDD, a display device such as a display, etc., and is connected to the control device 16 of the ship 1 so as to be able to communicate with it.

[0028] As shown in Fig. 2, the information processing device 2 has, as functional units, an input / output unit 21, a storage unit 22, a generation unit 23, and a display unit 24. The input / output unit 21 acquires information necessary for generating a navigation plan as data by receiving input from crew members of the ship 1 or transmission from external devices, and transmits the information to the storage unit 22 or the generation unit 23. The storage unit 22 stores the information received from the input / output unit 21. The generation unit 23 generates a navigation plan based on the information acquired from the input / output unit 21 or the storage unit 22. The display unit 24 receives the navigation plan from the generation unit 23 and displays it on a display device.

[0029] The following describes a route plan generated by the information processing device 2. Note that in the following example, a case will be described in which there are ports of call S1 and S2 as possible ports of call between a departure point D and a destination A as shown in Fig. 3, but the number of ports of call is not limited to this.

[0030] (Example of route plan 1) As an example, the information processing device 2 generates a navigation plan in which the transportation cost of liquefied carbon dioxide to the destination A satisfies a predetermined condition. Here, a case of a navigation plan in which the transportation cost is the lowest will be described, but the present invention is not limited to this.

[0031] When an instruction to generate a navigation plan is input to the input / output unit 21 of the information processing device 2, the input / output unit 21 transmits a request to generate a navigation plan to the generation unit 23. Upon receiving the request, the generation unit 23 obtains the acquisition costs of liquefied carbon dioxide at the departure point D, the port of call S1, and the port of call S2, and the navigation cost of the ship 1 for each candidate route to the destination A. The acquisition cost may be, for example, the cost of purchasing liquefied carbon dioxide, but is not limited to this. As an example, the navigation cost may be the sum of the cost per unit distance traveled, calculated based on at least one of fuel costs, lease fees for ship 1, and crew wages, multiplied by the distance traveled to destination A, and fees such as port fees and tolls, but is not limited to this.

[0032] The acquisition cost and the navigation cost can be input to the input / output unit 21 by a crew member of the ship 1 or from an external server or the like via the Internet and transmitted to the generation unit 23. Alternatively, they may be transmitted from the input / output unit 21 to the memory unit 22 and stored in advance, and transmitted from the memory unit 22 to the generation unit 23 when the navigation plan is generated. Note that the generation unit 23 may obtain information required for calculating the navigation cost from the input / output unit 21 or the memory unit 22, and obtain the navigation cost by calculation.

[0033] Then, for each combination of a candidate route pattern and a loading pattern of liquefied carbon dioxide to be loaded onto the ship 1 at each point, the generation unit 23 calculates the transportation cost of liquefied carbon dioxide to destination A, which is the sum of the navigation cost of the outbound journey and the acquisition cost of liquefied carbon dioxide. The generation unit 23 extracts the combination that results in the lowest transportation cost, and generates as data a navigation plan that includes a specified route for that combination and a specified loading amount of liquefied carbon dioxide to be loaded onto the ship 1 at a specified point on the specified route.

[0034] For example, among route 1 heading directly from departure point D to destination A, route 2 heading from departure point D to destination A via port of call S1, and route 3 heading from departure point D to destination A via port of call S2, if route 1 has the lowest navigation cost and the acquisition cost of liquefied carbon dioxide at departure point D is the lowest, the transportation cost calculated by the generation unit 23 will be the lowest for a combination of a pattern of sailing along route 1 and a pattern of loading the entire amount of liquefied carbon dioxide of the target transport volume at departure point D. The generation unit 23 extracts this combination and generates a navigation plan that includes route 1 and the amount of liquefied carbon dioxide loaded at departure point D (the entire amount of the target transport volume). On the other hand, if the navigation cost of route 3 is the highest but the acquisition cost at port of call S2 is the lowest, and as a result, the transportation cost calculated by the generation unit 23 is the lowest for a combination of sailing along route 3 and loading the entire amount of liquefied carbon dioxide of the target transport volume at port of call S2, the generation unit 23 extracts that combination and generates a navigation plan that includes route 3 and the amount of liquefied carbon dioxide loaded at port of call S2 (the entire amount of the target transport volume).

[0035] The route plan is transmitted to the display unit 24, and is displayed on a display device by the display unit 24 and presented to the crew. The route plan is also transmitted to the input / output unit 21, and is transmitted to the control device 16 of the ship 1 via the input / output unit 21. The control device 16 controls the propulsion system 11 and the like according to the route plan so that the ship 1 navigates a predetermined route. The control device 16 also controls the pump 15 and the like according to the route plan so that a predetermined amount of liquefied carbon dioxide is loaded onto the ship 1 when the ship 1 arrives at a predetermined point on the predetermined route. The liquefied carbon dioxide is injected and stored in the ballast tank 14, which is a multi-purpose tank. When there are multiple multi-purpose tanks 14, the liquefied carbon dioxide may be distributed and injected into the multiple multi-purpose tanks 14, or may be injected into the next multi-purpose tank 14 after one multi-purpose tank 14 is full. By sailing the ship 1 in accordance with the navigation plan in this manner, liquefied carbon dioxide can be transported to destination A at the lowest transportation cost, which can contribute to reducing the production costs of synthetic methane if it is produced at destination A.

[0036] The number of combinations of routes and liquefied carbon dioxide loads included in the navigation plan generated by the generation unit 23 is not limited to one. For example, the navigation plan may include multiple combinations of routes and liquefied carbon dioxide loads whose transportation costs are below a predetermined threshold.

[0037] (Example of route plan 2) As another example, the information processing device 2 generates a navigation plan in which the expected arrival time at the destination A satisfies a predetermined condition. Here, a case of a navigation plan combined with Example 1 in which the expected arrival time at the destination is before a predetermined deadline will be described, but the present invention is not limited to this.

[0038] In this case, in addition to the information described above in Example 1, the generation unit 23 further acquires the scheduled departure time from the departure point D, the predicted sailing time for each candidate route to the destination A, and a predetermined deadline. The predicted sailing time may be, for example, a value calculated based on the sailing distance to destination A and the average sailing speed of ship 1, and may further be a value taking into consideration the effects of weather conditions and the time spent anchored at a port, but is not limited to this. The predicted sailing time may also be a past actual value or an average value thereof.

[0039] These pieces of information may be input to the input / output unit 21 and transmitted to the generation unit 23, or may be stored in advance in the storage unit 22 and transmitted to the generation unit 23 when the navigation plan is generated. Regarding the predicted navigation time, the generation unit 23 may obtain the necessary information from the input / output unit 21 or the storage unit 22 and perform calculations to obtain the predicted navigation time.

[0040] Then, the generation unit 23 calculates the expected arrival time at destination A using the scheduled departure time and expected sailing time for each candidate route to destination A, and extracts a route whose expected arrival time at destination A is before a predetermined deadline. If there is no extractable route, the generation unit 23 transmits the result to the input / output unit 21 for external output, or transmits the result to the display unit 24 for display on the display device. On the other hand, if a route can be extracted, the generation unit 23 further extracts a combination of the route and the load capacity of liquefied carbon dioxide that has the lowest transportation cost for the extracted route, as described in Example 1 above, and generates a navigation plan including a predetermined route for the combination, a predetermined load capacity of liquefied carbon dioxide at a predetermined point on the predetermined route, and a navigation schedule from the departure point D to destination A.

[0041] For example, when route 1 and route 2 are extracted as routes with a predicted arrival time at destination A before a specified deadline, and a combination of a pattern of sailing route 2 and a pattern of loading the entire target transport volume of liquefied carbon dioxide at port of call S1 on route 2 is extracted as a combination with the lowest transportation cost, the generation unit 23 generates a navigation plan including route 2, the amount of liquefied carbon dioxide loaded at port of call S1 (the entire target transport volume), and a navigation schedule from departure point D to destination A via port of call S1. By sailing ship 1 according to the navigation plan, it becomes possible to transport liquefied carbon dioxide to destination A at the lowest transportation cost, on the premise of arriving before the specified deadline.

[0042] (Example of route plan 3) As another example, the information processing device 2 generates a navigation plan in which the waterline WL of the ship 1 satisfies a predetermined condition. Here, a case of a navigation plan combined with Example 1 in which the waterline WL during navigation is between the ballast waterline BWL and the load waterline DWL will be described, but the present invention is not limited to this.

[0043] In this case, the generating unit 23 further acquires the weight of the hull 10, the amount of fuel carried as non-cargo heavy lift, the displacement at full load draft, and the displacement at ballast draft, in addition to the information described above in Example 1. These pieces of information may be input to the input / output unit 21 and transmitted to the generating unit 23, or may be stored in advance in the memory unit 22 and transmitted to the generating unit 23 when the navigation plan is generated.

[0044] Then, as described in Example 1, the generation unit 23 extracts a combination of a specified route that results in the lowest transportation costs and a specified loading capacity of liquefied carbon dioxide at a specified point on the specified route, and further calculates the required loading capacity of ballast water when sailing along the specified route.

[0045] Specifically, when a specified route includes a section where the ship 1 is not loaded with liquefied carbon dioxide (hereinafter, the non-liquefied carbon dioxide loaded section) (i.e., when the specified point where liquefied carbon dioxide is loaded is not the departure point D but the port of call S1 or the port of call S2), during the non-liquefied carbon dioxide loaded section, it is necessary to keep the waterline WL during navigation above the ballast waterline BWL by loading ballast water on the ship 1. Therefore, the generation unit 23 calculates a value obtained by subtracting the weight of the hull 10 and the loaded amount of fuel from the displacement at the ballast draft as the lower limit value of the ballast water, and determines the lower limit value (or a value higher by a specified amount) as the required loading amount of ballast water in the non-liquefied carbon dioxide loaded section.

[0046] On the other hand, in the section of the specified route where the ship 1 is loaded with liquefied carbon dioxide (hereinafter, the liquefied carbon dioxide loading section), if the waterline WL during navigation is equal to or higher than the ballast waterline BWL due to the loading of liquefied carbon dioxide, loading of ballast water is not necessary. Therefore, the generation unit 23 calculates the total weight of the ship 1 by adding the predetermined loading amount of liquefied carbon dioxide, the weight of the hull 10, and the loading amount of fuel, and determines whether the total weight is equal to or higher than the displacement amount at the ballast draft. If the total weight is equal to or higher than the displacement amount at the ballast draft, the generation unit 23 determines the required loading amount of ballast water to be zero. Then, if the total weight is lower than the displacement amount at the ballast draft, the generation unit 23 calculates the value obtained by subtracting the total weight from the displacement amount at the ballast draft as the deficit value of ballast water, and determines the deficit value (or a value higher than this by a predetermined amount) as the required loading amount of ballast water.

[0047] Then, the generation unit 23 generates a navigation plan including a predetermined route, a predetermined loading amount of liquefied carbon dioxide at a predetermined point on the predetermined route, and a required loading amount of ballast water. The control device 16 of the ship 1 controls the pump 15 and the like according to the navigation plan so that the required loading amount of ballast water is loaded onto the ship 1 before or during the navigation. The ballast water is injected and stored in the ballast tanks 14 in which liquefied carbon dioxide is not stored. By sailing the ship 1 according to the navigation plan in this way, it becomes possible to transport liquefied carbon dioxide to the destination A at the lowest transportation cost while keeping the waterline WL during the navigation between the ballast waterline BWL and the load waterline DWL.

[0048] The required amount of ballast water may be calculated before the voyage, i.e., a route plan is generated before the voyage and transmitted to the control device 16 of the ship 1. In this case, a predicted value or a past actual value or an average value thereof is used as the fuel loading amount used in calculating the required amount of ballast water. The required amount of ballast water may be calculated one or more times during the voyage for each of the non-liquefied carbon dioxide loaded section and the liquefied carbon dioxide loaded section, i.e., a new route plan may be generated during the voyage and transmitted to the control device 16 of the ship 1.

[0049] Furthermore, the non-cargo heavy cargo may include things other than fuel, such as the crew of the ship 1, fresh water, etc. In other words, the generation unit 23 may calculate the required loading amount of ballast water using the loading amount of the non-cargo heavy cargo including fuel and other things.

[0050] (Example 4 of route plan) As another example, the information processing device 2 generates a navigation plan in which the loading amount of liquefied carbon dioxide is the upper limit loading amount. Here, a case of a navigation plan combined with Example 3 will be described, but the present invention is not limited to this.

[0051] In this case, the generation unit 23 further acquires the total volume of the multi-purpose tank 14 and the density of the liquefied carbon dioxide in addition to the information described above in Example 3. Here, the density refers to the density of the liquefied carbon dioxide stored at a predetermined temperature in the multi-purpose tank 14. For example, in the case of liquefied carbon dioxide stored at approximately -20°C in the multi-purpose tank 14, the density is approximately 1030 kg / m 3 and for liquefied carbon dioxide stored at approximately -50°C, the density is approximately 1155 kg / m 3 These pieces of information may be input to the input / output unit 21 and transmitted to the generation unit 23, or may be stored in advance in the storage unit 22 and transmitted to the generation unit 23 when the navigation plan is generated. The generation unit 23 may obtain the total volume of the multi-purpose tanks 14 by obtaining the volumes of the individual multi-purpose tanks 14 from the input / output unit 21 or the storage unit 22 and calculating the total volume.

[0052] Then, the generation unit 23 calculates the upper limit loading amount of liquefied carbon dioxide that can be loaded on the ship 1 based on the acquired total volume of the multi-purpose tanks 14 and the density of liquefied carbon dioxide, and extracts a combination of a predetermined route with the lowest transportation cost and a predetermined loading amount of liquefied carbon dioxide at a predetermined point on the predetermined route under the condition that the amount of liquefied carbon dioxide stored in the multi-purpose tanks 14 is the upper limit loading amount, as described in Example 3, and calculates the required loading amount of ballast water when sailing the predetermined route, and generates a navigation plan including these pieces of information. By sailing the ship 1 according to the navigation plan, the maximum amount of liquefied carbon dioxide can be transported, improving economy, and in this case, the required amount of ballast water is minimized, reducing the processing cost.

[0053] In addition, the configurations disclosed in the above embodiments (including other embodiments, the same applies below) can be applied in combination with configurations disclosed in other embodiments, provided that no contradiction arises. Furthermore, the embodiments disclosed in this specification are illustrative, and the embodiments of the present invention are not limited thereto, and can be appropriately modified within the scope that does not deviate from the purpose of the present invention. [Explanation of symbols]

[0054] 1: Ship 10: Hull 11: Propulsion system 111: Propulsion device 112: Propulsion system 12: Fuel tank 13: Liquefied fuel gas tank 14: Ballast tank (combined tank) 15: Pump 151: Piping 16: Control device 2: Information processing equipment 21: Input / output section 22: Storage section 23: Generation part 24:Display section A :Destination S1: Port of call S2: Port of call D: Departure point WL: Waterline BWL: Ballast waterline DWL: Load line

Claims

1. At least one ballast tank and at least one liquefied fuel gas tank are provided; A ship, wherein at least a portion of the ballast tanks are dual-purpose tanks for storing ballast water and liquefied carbon dioxide, configured to maintain internal pressure and internal temperature within pressure and temperature ranges in which carbon dioxide is in a liquid phase.

2. 2. The ship according to claim 1, wherein at least a portion of the liquefied fuel gas tanks are dual-purpose tanks configured to be capable of maintaining an internal pressure and an internal temperature within a pressure range and a temperature range in which carbon dioxide is in a liquid phase.

3. 2. An information processing device for generating a navigation plan for a ship according to claim 1, wherein liquefied carbon dioxide is transported on an outward journey from a departure point to a destination, and liquefied fuel gas is transported on a return journey from the destination to the departure point, Acquire data on the cost of acquiring the liquefied carbon dioxide at the departure point and at least one port of call on the outbound route, and the cost of traveling the ship for each candidate route to the destination, and a generation unit that generates, as data, a navigation plan in which a transportation cost of the liquefied carbon dioxide to the destination satisfies a predetermined condition based on the acquisition cost and the navigation cost, An information processing device, wherein the navigation plan includes a specified route for the outbound journey and a specified load of the liquefied carbon dioxide to be loaded onto the ship at a specified point on the specified route.

4. The generation unit is Further acquiring data including a scheduled departure time from the departure point and a predicted sailing time for each candidate route to the destination, generating the navigation plan in which the predicted arrival time at the destination satisfies a predetermined condition based on the scheduled departure time and the predicted navigation time; The information processing device according to claim 3 , wherein the route plan includes a route schedule from the departure point to the destination.

5. The generation unit is The fuel load of the ship, the weight of the hull, the displacement at the full load draft, and the displacement at the ballast draft are further acquired as data, generating the navigation plan in which the waterline of the ship satisfies a predetermined condition based on the predetermined loading amount of the liquefied carbon dioxide, the loading amount of the fuel, the weight of the hull, the displacement at the full load draft, and the displacement at the ballast draft; The information processing device according to claim 3 , wherein the navigation plan includes a required amount of ballast water to be carried.

6. The generation unit is The total volume of the dual-purpose tank and the density of the liquefied carbon dioxide are further acquired as data, The information processing device according to claim 5, wherein the navigation plan is generated so that the amount of liquefied carbon dioxide stored in the multipurpose tank becomes an upper limit load amount calculated based on the total volume of the multipurpose tanks and the density of the liquefied carbon dioxide.

Images