Information processing equipment and ships

Abstract

To provide an information processing device capable of calculating an appropriate route for a ship with a wind power propulsion unit to propel a hull by wind power and to provide a ship.SOLUTION: Information acquisition unit 51 acquires area information including the information related to at least one of weather and hydrographic phenomenon in an area, where the area information is created based on the operation information acquired by other ships 1 in each area. The area information indicates the weather and hydrographic conditions in each area more accurately than weather / hydrographic forecast because the information is based on the navigation information of actual other ships 1. Hence, a route calculation unit 52 can calculate the route suitable for a wind power propulsion considering the accurate weather and hydrographic conditions in the wide range of the area. Therefore, the appropriate route can be calculated for the ship 1 with a wind power propulsion unit 10 to propel the hull by wind power.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an information processing apparatus and a ship.

Background Art

[0002] As an information processing apparatus for calculating the route of a conventional ship, the one described in Patent Document 1 is known. This information processing apparatus acquires past meteorological and oceanographic data in an area where a ship can operate and calculates an optimal route.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, the above-described information processing apparatus proposes a route that avoids an area with strong winds. However, in a ship that is propelled using wind power, such a route is not always suitable. That is, the above-described information processing apparatus may not be able to propose a route that maximizes the thrust by wind or a route that maximizes fuel savings by using wind. Further, the above-described information processing apparatus considers the operation information of other routes that have been operated in advance on the route of the ship. However, the information processing apparatus can only consider the meteorological and oceanographic conditions in a linear and narrow range that the preceding ship has operated. When calculating the route of a ship that is propelled using wind power, a route that bypasses the great circle route may be able to save fuel, and it is required to consider the meteorological and oceanographic conditions in a wide area.

[0005] Therefore, an object of the present invention is to provide an information processing apparatus and a ship that can calculate an appropriate route for a ship provided with a wind propulsion unit that propels the hull by wind power.

Means for Solving the Problems

[0006] The information processing device according to the present invention is an information processing device for calculating the route of a ship equipped with a wind power propulsion unit that propels the ship's hull by wind power, and comprises an information acquisition unit that acquires area information which is created based on operational information acquired by other ships in each area and includes information on at least one of the weather and sea conditions in the area, and a route calculation unit that calculates a route suitable for wind power propulsion based on the area information.

[0007] According to the information processing device of the present invention, the information acquisition unit acquires area information which is created based on operational information acquired by other vessels in each area and includes information on at least one of the weather and sea conditions in the area. Since the area information is based on actual operational information of other vessels, it more accurately reflects the weather and sea conditions in each area than weather and sea condition forecasts. Therefore, the route calculation unit can calculate a route suitable for wind power propulsion after considering the accurate weather and sea conditions over a wide area. Thus, an appropriate route can be calculated for a vessel equipped with a wind power propulsion unit that propels the hull using wind power.

[0008] The route calculation unit may evaluate the route based on area information. This allows the route calculation unit to accurately evaluate the route while taking into account weather and sea conditions based on actual operational information of other vessels.

[0009] The route calculation unit may create multiple candidate routes and select one from among them that is suitable for wind power propulsion. In this case, the route suitable for wind power propulsion can be easily selected.

[0010] The route calculation unit may create candidate routes based on area information and at least one of weather and oceanographic forecasts. This allows the route calculation unit to create candidate routes suitable for wind power propulsion, taking into account weather and oceanographic conditions.

[0011] The route calculation unit may calculate the route based on sailing performance calculated using a polar diagram and taking into account at least one of the tacking effect and the gybing effect. In this case, from the polar diagram, it becomes possible to select directions of travel such as the 0° and 180° wind directions, where thrust is difficult to obtain. [Effects of the Invention]

[0012] According to the present invention, it is possible to provide an information processing device and a ship that can calculate an appropriate route for a ship equipped with a wind-powered propulsion unit that propels the hull using wind power. [Brief explanation of the drawing]

[0013] [Figure 1] This is a block diagram showing an information processing system equipped with an information processing device according to this embodiment. [Figure 2] This is a schematic diagram illustrating the communication process in an information processing system. [Figure 3] This is a schematic cross-sectional view showing an example of a ship. [Figure 4] This is a diagram explaining the wind power promotion section. [Figure 5] This is a diagram showing an example of a possible shipping route. [Figure 6] This flowchart shows the processing steps involved when a ground-based terminal creates area information. [Figure 7] This flowchart shows the process involved when an information processing device creates a database of sailing performance data, taking area information into consideration. [Figure 8] This flowchart shows the processing steps taken when an information processing system calculates a shipping route. [Figure 9] This is a diagram showing an example of a polar diagram. [Figure 10] This is a diagram used to explain polar diagrams. [Figure 11] This is a diagram to explain the tucking effect. [Figure 12] This is a diagram to explain the jibing effect. [Figure 13] (a) shows the fuel consumption per day of the route, and (b) shows the total fuel consumption.

Mode for Carrying Out the Invention

[0014] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, the same or corresponding parts are denoted by the same reference numerals, and redundant descriptions are omitted.

[0015] FIG.  1 is a block diagram showing an information processing system 100 including an information processing apparatus 50 according to the present embodiment. FIG. 2 is a schematic diagram showing the state of communication in the information processing system 100. The information processing system 100 shown in FIG. 1 includes an information processing apparatus 50 mounted on a ship 1 and a terminal 70. The information processing apparatus 50 and the terminal 70 can transmit and receive information via a network NW. In the present embodiment, as shown in FIG. 2, the network NW is constituted by satellite communication by a geostationary satellite S, communication using a cloud server CD, or the like. Further, the terminal 70 is installed outside the ship 1. Here, the terminal 70 is installed in an onshore (or offshore) office or the like. Thereby, the crew of the ship 1 can share information with people outside the ship via the network NW and the terminal 70. Although only one ship 1 is shown in FIG. 1, the information processing system 100 may include information processing apparatuses 50 of a plurality of ships 1. Further, the size of each ship 1 is not particularly limited, and it may be any of a small ship, a medium ship, and a large ship. A large number of terminals 70 may also exist.

[0016] Here, the ship 1 on which the information processing apparatus 50 is mounted will be described with reference to FIGS. 3 and 4. FIG. 3 is a schematic cross-sectional view showing an example of the ship 1. The ship 1 is a ship that transports petroleum-based liquid cargo such as crude oil and liquefied gas, for example, an oil tanker. The ship is not limited to an oil tanker, and may be, for example, a bulk carrier or various other types of ships.

[0017] As shown in Figure 3, the vessel 1 comprises a hull 11, a propeller 12, and a plurality of wind propulsion units 10. The hull 11 has a bow 2, a stern 3, an engine room 4, a pump room 5, and a cargo room 6. An upper deck 19 is provided on the upper part of the hull 11 (or inside the vessel). The bow 2 is located on the forward side of the hull 11. The stern 3 is located on the rear side of the hull 11. Note that if the vessel is not a tanker, the pump room 5 may be omitted.

[0018] The bow section 2 has a shape designed to reduce wave resistance, for example, when the ship is fully loaded and at a draft. The propeller 12 mechanically generates thrust for the hull 11, and a propeller shaft is used, for example. The propeller 12 is installed below the waterline (water surface of the sea W) at the stern section 3 when propelling. A rudder 15 for adjusting the direction of propulsion is also installed below the waterline at the stern section 3. In the example shown in Figure 3, the ship 1 is equipped with a propeller 12. Note that the propeller 12 is not limited to one, and multiple propellers may be installed.

[0019] The engine room 4 is located adjacent to the bow of the stern section 3. The engine room 4 is a compartment for housing the main engine 16 that provides driving force to the propeller 12. On the upper deck 19, above the engine room 4, are the living quarters 22 and the exhaust chimney 23. The pump room 5 is located adjacent to the engine room 4 on the bow side. The pump room 5 is a compartment where pumps 17 and other equipment are located. The cargo room 6 is located between the bow section 2 and the pump room 5. The cargo room 6 is a compartment for storing petroleum-based cargo. The cargo room 6 employs a double-hull structure of outer plating 20 and inner bottom plate 21, and is divided into multiple cargo oil tanks 26 and multiple ballast tanks 27. The cargo oil tanks 26 are used to store petroleum-based cargo transported by the ship 1. The ballast tanks 27 are used to store ballast water in amounts appropriate to the size of the ship. Furthermore, if the vessel is not a tanker, a different structure from the cargo oil tank 26 will be provided.

[0020] The wind propulsion unit 10 is a mechanism that propels the hull 11 using wind power. In this embodiment, a rotor-type wind propulsion mechanism is used as the wind propulsion unit 10. Multiple wind propulsion units 10 (four in this case) are provided on the upper deck 19 of the hull 11, arranged in the fore-aft direction. As shown in Figure 4(a), the wind propulsion unit 10 comprises a cylindrical rotor sail 31 extending in the vertical direction and an electric motor 32 that rotates the rotor sail 31. When wind WD blows onto the rotor sail 31 from the side, the direction of rotation of the rotor sail 31 and the direction of wind WD are opposite at the rear, while the direction of rotation of the rotor sail 31 and the direction of wind WD coincide at the front. This creates a pressure difference between the front and rear of the rotor sail 31, generating a forward thrust PF (Magnus effect). As shown in Figure 4(b), when wind WD blows onto the hull 11 from the side, the thrust PF of each wind propulsion unit 10 propels the hull 11 forward. Here, four sections, "10A," "10B," "10C," and "10D," are provided as the wind power propulsion unit 10.

[0021] As shown in Figure 1, the ship 1 comprises an information detection unit 61, a position detection unit 63, an output unit 64, and an information processing device 50.

[0022] The information detection unit 62 detects information regarding weather and sea conditions at the location where the vessel 1 is operating. The information detection unit 62 detects information such as wind (wind direction and speed), wind waves, swell, tidal currents, ocean currents, water temperature, air temperature, and atmospheric pressure as information regarding weather and sea conditions. The information detection unit 62 transmits the detected information to the information processing device 50. The information detected by the information detection unit 62 is stored in the storage unit 55. The information detection unit 62 can also detect wind information using a wind direction and wind speed sensor. The information detection unit 62 can detect wind waves, swell, tidal currents, and ocean currents using a radar wave height meter and an ultrasonic current meter. The information detection unit 62 can detect water temperature and air temperature using a thermometer and atmospheric pressure using a barometer.

[0023] The position detection unit 63 detects the position of the vessel 1. The position detection unit 63 is composed of a position detection system such as GPS. The position detection unit 63 transmits the detected position information to the information processing device 50. The position information detected by the position detection unit 63 is stored in the storage unit 55. The storage unit 55 may store the position information in association with weather and sea condition information. The position detection unit 63 can also detect the speed of the vessel 1 from the position information.

[0024] The output unit 64 is a device that outputs various information to the crew of the ship 1. The output unit 64 consists of a monitor, a speaker, etc. The output unit 64 may output various information such as the route proposed by the information processing device 50.

[0025] The information processing device 50 is a device that calculates the route of a vessel 1 equipped with a wind propulsion unit 10 that propels the hull using wind power. The information processing device 50 is a device that can upload operational information at the actual location of operation to a cloud server CD on a network NW. The information processing device 50 is a device that can communicate with a terminal 70 via a network NW. The information processing device 50 is configured as a general-purpose computer, comprising a processor, memory, storage, a communication interface, and a user interface. The processor is a calculation unit such as a CPU (Central Processing Unit). The memory is a storage medium such as ROM (Read Only Memory) or RAM (Random Access Memory). The storage is a storage medium such as an HDD (Hard Disk Drive). The communication interface is a communication device that realizes data communication. The user interface is an output device such as an LCD or speaker, and an input device such as a keyboard, touch panel, or microphone. The processor integrates the memory, storage, communication interface, and user interface, and realizes the functions of the information processing device 50 described later. The information processing device 50 implements various functions, for example, by loading a program stored in ROM into RAM and executing the program loaded into RAM using the CPU. The information processing device 50 may be composed of multiple computers.

[0026] As shown in Figure 1, the information processing device 50 includes an information acquisition unit 51, a route calculation unit 52, a sailing performance calculation unit 53, a transmission / reception unit 54, and a storage unit 55.

[0027] The information acquisition unit 51 acquires various types of information. The information acquisition unit 51 acquires various types of information related to weather and ocean conditions from the information detection unit 62 and acquires the ship's position information from the position detection unit 63. The information acquisition unit 51 stores the acquired information in the storage unit 55. The information acquisition unit 51 also acquires information from outside the ship 1 via the network NW. The information acquisition unit 51 acquires area information that is created based on operational information acquired by other ships 1B (see Figure 5) in each area and includes information on at least one of the weather and ocean conditions in each area. For example, as shown in Figure 5, there are many other ships 1B in the sea in addition to the ship 1A. These ships 1B function as sensors that detect information on weather and ocean conditions in order to upload actual operational information to the cloud server CD in real time in each area. Details of the area information will be described later.

[0028] The route calculation unit 52 calculates a route suitable for wind power propulsion based on area information. The route calculation unit 52 evaluates the routes based on area information. The route calculation unit 52 creates multiple candidate routes and selects a route suitable for wind power propulsion from among the candidate routes. For example, in the example shown in Figure 5, after setting the current location SP and destination GP, ​​the route calculation unit 52 sets a great-circle route L1, which is the shortest route from the current location SP to the destination GP. The route calculation unit 52 creates candidate routes based on area information and at least one of weather and ocean forecasts. In the example shown in Figure 5, a route L2 that passes through the strong wind area WE1 and a route L3 that passes through the weak wind area WE2 are created as candidate routes from the current location SP. The great-circle route L1 is also one of the candidate routes. Therefore, the route calculation unit 52 evaluates each route L1, L2, and L3 based on the area information of the area through which each route L1, L2, and L3 pass. Furthermore, the route calculation unit 52 selects a route from among the candidate routes L1, L2, and L3 that is suitable for propulsion by wind power. Details of the processing performed by the route calculation unit 52 will be described later.

[0029] The sailing performance calculation unit 53 calculates the sailing performance of the vessel 1 using a polar diagram and considering at least one of the tacking effect and the gybing effect. After calculating the sailing performance of the vessel 1, the sailing performance calculation unit 53 transmits it to the storage unit 55. As a result, the route calculation unit 52 can calculate the route based on the sailing performance by reading the sailing performance from the storage unit 55 when calculating the route. Details of the sailing performance will be described later.

[0030] Returning to Figure 1, the transmitting / receiving unit 54 transmits and receives various types of information to and from the outside of the ship 1 via the network NW. The transmitting / receiving unit 54 may acquire area information, including real-time weather and oceanographic data, for each area in which the ship 1 can operate via the network NW.

[0031] The transmitting / receiving unit 54 transmits operational information at the actual location where the vessel 1 was operated to an external location. The transmitting / receiving unit 54 does not have any particular limitations on the means of transmission, but it transmits operational information to the cloud server CD using satellite communication or the like.

[0032] Terminal 70 comprises a calculation unit 71 and a transmitting / receiving unit 72. The transmitting / receiving unit 72 transmits and receives various information to and from each vessel 1 via the network NW. The calculation unit 71 performs various calculations. Based on operational information acquired by other vessels in each area, the calculation unit 71 calculates area information including information on at least one of weather and sea conditions in each area. The calculation unit 71 transmits the calculated area information to each vessel 1 via the transmitting / receiving unit 72 and the network NW.

[0033] Next, the processing details of the information processing system 100 will be explained with reference to Figures 6 to 8. Figure 6 is a flowchart showing the processing details when the ground terminal 70 creates area information. Figure 7 is a flowchart showing the processing details when the information processing device 50 creates a sailing performance database that takes the area information into consideration. Figure 8 is a flowchart showing the processing details when the information processing device 50 calculates the route.

[0034] The process shown in Figure 6 is a process that is repeatedly executed in real time by a ground terminal 70. Prior to this process, multiple vessels 1, scattered in each area of ​​the map shown in Figure 5, transmit operational information to the cloud server CD (see Figure 2). This operational information includes information such as wind, wind waves, swell, currents, ocean currents, water temperature, air temperature, and atmospheric pressure at the location of each vessel 1. First, the transmitting and receiving unit 72 of the terminal 70 acquires operational information from each vessel 1 from the cloud server CD (step S10). At this point, the data set of operational information from multiple vessels 1 is composed of a collection of point data at the location where each vessel 1 is located.

[0035] Next, the calculation unit 71 of terminal 70 calculates real-time weather and oceanographic data for each area by analyzing the operational information collected from each vessel 1 (step S20). The calculation unit 71 obtains weather and oceanographic information for the area E1 (see Figure 5) surrounding a certain vessel 1 from the operational information of that vessel 1. The calculation unit 71 edits the real-time weather and oceanographic data for area E1 in a format that makes it easy to evaluate the route. For example, the calculation unit 71 performs editing such as showing wind speed in area E1 with contour lines. The calculation unit 71 performs this editing of surrounding area data based on the operational information of each vessel 1 for all vessels 1. In this way, the calculation unit 71 can obtain a set of area data showing the weather and oceanographic conditions in the area where each vessel 1 is located by analyzing a set of point data from multiple vessels 1.

[0036] The map shown in Figure 5 includes areas where ship 1 is not operating. The transmitting / receiving unit 72 acquires weather and oceanographic forecast data, and the calculation unit 71 interpolates the areas where ship 1 is not operating using the weather and oceanographic forecast data (step S30). As a result, the calculation unit 71 can create area information including real-time weather and oceanographic data for the entire map shown in Figure 5 (step S40). The transmitting / receiving unit 72 transmits the area information to each ship 1 via the network NW (see Figure 2) (step S50).

[0037] Next, the processing details shown in Figure 7 will be explained. The processing shown in Figure 7 is a process that is repeatedly executed by the information processing device 50 of the vessel 1A. The sailing performance calculation unit 53 of the information processing device 50 acquires area information, including real-time weather and sea condition data for each area on the map in Figure 5, from the cloud server CD via the transmission / reception unit 54 (step S110).

[0038] Next, the sailing performance calculation unit 53 acquires a polar diagram for its own vessel 1A (step S120). Since the polar diagram varies depending on the size and number of rotor-type wind propulsion units 10 of vessel 1, each vessel 1 has its own individual polar diagram. Figure 9 shows an example of a polar diagram. The numbers indicated in the circumferential direction of the polar diagram indicate the wind direction (°) when the direction of travel of vessel 1 is set to 0°. The numbers indicated in the radial direction of the polar diagram are the force components (kN) that constitute thrust for vessel 1. Multiple polar diagrams exist depending on the wind speed.

[0039] As shown in Figure 10, when moving ship 1 into the wind, the ship's speed is greater when traveling from its reference position P towards direction DB than when traveling towards direction DA. However, the ship reaches the windward direction faster when traveling towards direction DA. Thus, by using a polar diagram, it becomes possible to understand which direction of travel is best when moving ship 1 to a desired location. Furthermore, when the wind direction relative to ship 1 changes due to wind shifts, adjusting the ship's direction of travel to match the wind shift allows it to reach the windward direction faster.

[0040] As shown in Figure 9, sufficient thrust cannot be obtained in the 0° direction (headwind) or the 180° direction (tailwind). Therefore, in normal sailing conditions, the 0° and 180° directions are not often selected as directions of travel. However, by using the tacking effect and the gybing effect, it becomes possible to select the 0° and 180° directions as directions of travel. Figure 11 is a schematic diagram to explain the tacking effect. In Figure 11(a), the wind is blowing from the right side of the figure to the left side, and the destination of the vessel 1 is on the right side of the figure. In this case, in state ST1, there is a complete headwind, and no thrust can be obtained (see state ST1 in Figure 11(b)). On the other hand, if the vessel proceeds towards the lower right of the figure as in state ST2, the wind direction is no longer 0°, and thrust can be obtained (see state ST2 in Figure 11(b)). In this case, the vessel 11 deviates to the right from its original desired course. Therefore, it proceeds towards the upper left as in state ST3 (see state ST3 in Figure 11(b)). This makes it possible to select a direction of travel of ship 1 that is close to 0° by using the tacking effect.

[0041] Figure 12 is a schematic diagram illustrating the gybing effect. In Figure 12(a), the wind is blowing from left to right, and the destination of ship 1 is on the right side of the figure. In this state ST1, there is a complete tailwind, resulting in little thrust (see state ST1 in Figure 12(b)). On the other hand, if the ship moves towards the lower right of the figure as in state ST2, the wind direction is no longer 180°, and thrust is gained (see state ST2 in Figure 12(b)). In this case, ship 1 deviates to the right from its intended course. Therefore, it moves towards the upper left as in state ST3 (see state ST3 in Figure 12(b)). Thus, by using the gybing effect, it is possible to select a direction of travel around 180° for ship 1.

[0042] Therefore, the sailing performance calculation unit 53 calculates the sailing pattern when the direction of travel is near 0° using the tucking effect, and the sailing pattern when the direction of travel is near 180° using the gybing effect, in the polar diagram (step S130).

[0043] The sailing performance calculation unit 53 creates a sailing performance database that takes weather and sea conditions into account (step S140). In step S140, the sailing performance calculation unit 53 calculates the sailing performance of the vessel 1 in each area of ​​the map in Figure 5 and edits the calculation results into a database. For example, the sailing performance calculation unit 53 obtains a polar diagram for when the vessel 1 is located in each area of ​​the map in Figure 5. Since real-time weather and sea condition data is set for each area, the sailing performance calculation unit 53 sets the polar diagram based on the wind direction and wind speed for each area. For example, since the wind direction and wind speed in area E1 of Figure 5 are known, the sailing performance calculation unit 53 sets a polar diagram for area E1 that corresponds to the wind direction and wind speed in area E1. The sailing performance calculation unit 53 also calculates the sailing performance for each angle selected as the direction of travel relative to the wind in area E1. The sailing performance calculation unit 53 also calculates sailing performance when the direction of travel is near 0° using the tacking effect, and when the direction of travel is near 180° using the gybing effect. The sailing performance calculation unit 53 transmits the created sailing performance database to the storage unit 55 as reference data for route evaluation.

[0044] Next, the processing shown in Figure 8 will be explained. The processing shown in Figure 8 is executed when the user first determines the starting position and destination. Also, since the optimal route may change as needed, the processing shown in Figure 8 may be executed in the middle of the route. This is a process that is repeatedly executed at predetermined timings by the information processing device 50 of the vessel 1A. The route calculation unit 52 of the information processing device 50 sets the current location and destination (step S210). In the processing of step S210, the starting position and destination set by the user are set at the start of the voyage. In the processing of step S210 executed in the middle of the route, the current location detected is set as the current location, and if the destination has not changed, the destination at the start of the voyage is set. Next, the route calculation unit 52 sets the great circle route L1 by connecting the current location SP and the destination GP with the shortest line, as shown in Figure 5 (step S220). Next, the route calculation unit 52 obtains area information, including real-time weather and oceanographic data for each area on the map in Figure 5, from the cloud server CD via the transmission / reception unit 54 (step S230).

[0045] The route calculation unit 52 plans a route pattern (step S240). Based on area information and at least one of weather and ocean forecasts, the route calculation unit 52 creates candidate route patterns. The route calculation unit 52 may create candidate routes such as routes that pass through areas with strong / weak winds, routes with many crosswinds / tailwinds, routes that are in line with ocean currents, routes with small waves, etc. The route calculation unit 52 may also consider route patterns that focus on strong wind areas in the first half of the voyage and waves in the second half. In the example shown in Figure 5, the route calculation unit 52 creates route L2 that passes through the strong wind area WE1 and route L3 that passes through the weak wind area WE2 as candidate routes.

[0046] The route calculation unit 52 obtains the sailing performance database, which takes into account the weather and sea conditions mentioned above, from the storage unit 55 (step S250). Next, the route calculation unit 52 performs a route evaluation for the candidate routes and selects a route to adopt from among the candidate routes, proposing it as the optimal route (step S260). The route calculation unit 52 evaluates each candidate route based on the sailing performance database. The route calculation unit 52 comprehensively evaluates fuel consumption, propulsion force due to wind, and the time required to reach the destination. For example, the sailing performance database stores the sailing performance for each area through which the route L2 shown in Figure 5 passes. Therefore, the route calculation unit 52 calculates fuel consumption, propulsion force, time required, etc., based on the sailing performance in each area through which the route L2 passes. In this way, the route calculation unit 52 can evaluate the route L2 from the current location SP to the entire area of ​​the destination GP. As a result, the route calculation unit 52 selects the route among routes L1, L2, and L3 that has the lowest fuel consumption, the shortest travel time to the destination, or the route that maximizes wind propulsion.

[0047] Next, the operation and effects of the information processing device 50 according to this embodiment will be described.

[0048] According to the information processing device 50 of this embodiment, the information acquisition unit 51 acquires area information which is created based on operational information acquired by other vessels 1 in each area and includes information on at least one of the weather and sea conditions in the area. Since the area information is based on actual operational information of other vessels 1, it more accurately reflects the weather and sea conditions in each area than weather and sea condition forecasts. Therefore, the route calculation unit 52 can calculate a route suitable for wind power propulsion after considering the accurate weather and sea conditions over a wide area. Thus, an appropriate route can be calculated for a vessel 1 equipped with a wind power propulsion unit 10 that propels the hull by wind power.

[0049] The route calculation unit 52 may evaluate the route based on area information. This allows the route calculation unit 52 to accurately evaluate the route while taking into account weather and sea conditions based on actual operational information of other vessels 1.

[0050] The route calculation unit 52 may create multiple candidate routes and select a route suitable for wind power propulsion from among these candidate routes. In this case, a route suitable for wind power propulsion can be easily selected.

[0051] The route calculation unit 52 may create candidate routes based on area information and at least one of weather and oceanographic forecasts. This allows the route calculation unit 52 to create candidate routes suitable for wind power propulsion, taking into account weather and oceanographic conditions.

[0052] The route calculation unit 52 may calculate the route based on sailing performance calculated using a polar diagram and taking into account at least one of the tacking effect and the gybing effect. In this case, from the polar diagram, wind directions such as 0° and 180°, where thrust is difficult to obtain, can also be selected as directions of travel.

[0053] The present invention is not limited to the embodiments described above.

[0054] For example, the block configuration shown in Figure 1 is merely an example and may be modified as appropriate without departing from the spirit of the present invention. For example, the location where the terminal 70 shown in Figure 2 is installed is not particularly limited. Also, other vessels only need to have the function of uploading operational information and do not need to have a route calculation unit or the like.

[0055] Furthermore, an information processing device that calculates the route of a ship equipped with a wind-powered propulsion unit that propels the hull using wind power may be used, and which is equipped with a display unit (the output unit 64 mentioned above) that displays the amount of fuel consumption reduction obtained from the calculated route.

[0056] In this case, as an example, the route calculation unit 52 evaluates each candidate route based on the sailing performance database, and can comprehensively evaluate fuel consumption, propulsion from wind, and time required to the destination. Furthermore, after actually arriving at the destination GP, ​​the route calculation unit 52 may display on the display how much fuel consumption has been reduced based on past performance. Alternatively, after actually arriving at the destination GP, ​​the route calculation unit 52 may display on the display how much fuel consumption has been reduced by the route actually adopted compared to route L1. This allows the user to understand the fuel consumption of the route selected this time.

[0057] Specifically, as shown in Figure 13, an image is displayed that shows how much fuel consumption the actual route has reduced compared to other routes. Figure 13(a) shows the fuel consumption for each day of the route, and Figure 13(b) shows the total fuel consumption.

[0058] In another embodiment, the system may display which sea conditions offer the benefit of reduced fuel consumption. By doing so, the fuel reduction effect of the wind power propulsion unit can be visualized, thereby increasing the added value for the user.

[0059] [Form 1] An information processing device for calculating the route of a ship equipped with a wind-powered propulsion unit that propels the hull using wind power, An information acquisition unit that acquires area information, which is created based on operational information obtained by other vessels in each area and includes information on at least one of weather and sea conditions in the said area, An information processing device comprising: a route calculation unit that calculates a route suitable for propulsion by wind power based on the aforementioned area information. [Form 2] The information processing device according to Embodiment 1, wherein the route calculation unit evaluates the route based on the area information. [Form 3] The information processing device according to Embodiment 1 or 2, wherein the route calculation unit creates a plurality of candidate routes and selects the route suitable for propulsion by wind power from among the candidate routes. [Form 4] The information processing device according to Embodiment 3, wherein the route calculation unit creates the candidate route based on at least one of the area information and the weather / sea forecast. [Form 5] The information processing device according to any one of the embodiments 1 to 4, wherein the route calculation unit calculates the route based on sailing performance calculated using a polar diagram and taking into account at least one of the tacking effect and the gybing effect. [Form 6] An information processing device for calculating the route of a ship equipped with a wind-powered propulsion unit that propels the hull using wind power, An information processing device equipped with a display unit that displays the amount of fuel consumption reduction obtained by the calculated route. [Form 7] A ship equipped with an information processing device as described in any one of Forms 1 to 6. [Explanation of symbols]

[0060] 1...Ship, 10...Wind propulsion unit, 50...Information processing unit, 51...Information acquisition unit, 52...Route calculation unit, 64...Output unit (display unit).

Claims

1. An information processing device for calculating the route of a ship equipped with a wind-powered propulsion unit that propels the hull using wind power, An information acquisition unit that acquires area information, which is created based on operational information obtained by other vessels in each area and includes information on at least one of weather and sea conditions in the said area, An information processing device comprising: a route calculation unit that calculates a route suitable for wind propulsion based on the sailing performance in each area, calculated using a polar diagram and taking into account at least one of the tacking effect and the gybing effect, based on the wind direction and wind speed of each area included in the area information.

2. The information acquisition unit acquires area information which is created based on the operational information which is acquired by multiple other vessels in each area and configured as a collection of point data, and which includes real-time information relating to at least one of weather and sea conditions in the area, as described in claim 1.

3. An information processing device for calculating the route of a ship equipped with a wind-powered propulsion unit that propels the hull using wind power, An information acquisition unit that acquires area information, which is created based on operational information obtained by multiple other vessels in each area and configured as a collection of point data, and which includes real-time information on at least one of the weather and sea conditions in the area, An information processing device comprising: a route calculation unit that calculates a route suitable for propulsion by wind power based on the aforementioned area information.

4. The information processing apparatus according to claim 1, wherein the route calculation unit evaluates the route based on the area information.

5. The information processing apparatus according to claim 1, wherein the route calculation unit creates a plurality of candidate routes and selects from among the candidate routes the route suitable for propulsion by wind power.

6. The information processing apparatus according to claim 5, wherein the route calculation unit creates the candidate route based on at least one of the area information and the weather / sea forecast.

7. The information processing apparatus according to claim 3, wherein the route calculation unit calculates the route based on sailing performance calculated using a polar diagram and taking into account at least one of the tacking effect and the gybing effect.

8. An information processing device according to any one of claims 1 to 7, comprising a display unit that displays the amount of fuel consumption reduction obtained by the calculated route.

9. A ship equipped with an information processing device according to any one of claims 1 to 7.

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