Remote controller, terminal and shipborne device

Abstract

The invention provides a remote controller, a terminal and a shipborne device. A control section of the terminal acquires a current position of the vessel and a current position of the terminal in response to receiving an input of an operation for controlling a predetermined propulsive force of the vessel. The control unit of the terminal calculates the relative distance between the ship and the terminal on the basis of the current position of the ship and the current position of the terminal. A control unit of the terminal determines a predetermined control amount of the propulsive force on the basis of the calculated relative distance. The control unit of the terminal transmits, to the ship, a remote signal including a command for controlling the predetermined propulsive force in accordance with the determined control amount.

Description

Technical Field

[0001] This disclosure relates to remote controllers, terminals, and shipboard devices. Background Technology

[0002] Technology is known for setting a ship's course and propulsion on an operating screen displayed on a tablet terminal (for example, see Japanese Patent Application Publication No. 2020-132095). Summary of the Invention

[0003] The purpose of this disclosure is to provide a technique that is effective in ensuring the safety of remotely operating a vessel.

[0004] One aspect of this disclosure is a remote controller for remotely operating a ship. As an example, this remote controller includes a control unit that performs the following processing:

[0005] The operation of detecting the magnitude of a predetermined propulsion force for the specified vessel.

[0006] The current position of the remote control is detected by a sensor mounted on the remote control.

[0007] By communicating wirelessly with the vessel, the current position of the vessel, detected by sensors mounted on the vessel, is received.

[0008] Calculate the relative distance between the current position of the vessel and the current position of the remote controller.

[0009] The magnitude of the predetermined thrust, specified by the operation, is corrected based on the relative distance.

[0010] A remote signal is sent to the vessel, the remote signal containing instructions for controlling the predetermined thrust according to the corrected magnitude of the predetermined thrust.

[0011] Another aspect of this disclosure can be a terminal for remotely operating a vessel. In this case, in one example, the terminal has a control unit that performs the following processing:

[0012] Receives input for controlling a predetermined propulsion force of the vessel.

[0013] In response to receiving the input of the operation, the current position of the vessel and the current position of the terminal are obtained.

[0014] Calculate the relative distance between the current position of the vessel and the current position of the terminal.

[0015] The predetermined control amount of propulsion force is determined based on the relative distance.

[0016] A remote signal is sent to the vessel, the remote signal containing instructions for controlling the predetermined propulsion force according to the determined control amount.

[0017] Another aspect of this disclosure can be a shipborne device mounted on a vessel and operated remotely by a terminal. As an example, this shipborne device includes a control unit that performs the following processing:

[0018] The terminal receives remote signals, including a predetermined control amount for controlling the ship's propulsion and the terminal's current position.

[0019] In response to receiving the remote signal, the current position of the vessel is obtained.

[0020] Calculate the relative distance between the current position of the vessel and the current position of the terminal.

[0021] The control quantity is corrected based on the relative distance.

[0022] The predetermined propulsion force is controlled according to the corrected control quantity.

[0023] In addition, other embodiments of this disclosure may include an information processing method for a computer to perform the aforementioned terminal processing, a program for causing a computer to perform the information processing method, or a non-temporary storage medium for storing the program.

[0024] According to this disclosure, effective technologies can be provided to ensure the safety of remotely operating vessels. Attached Figure Description

[0025] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, in which the same reference numerals show the same elements, and wherein:

[0026] Figure 1 This is a diagram schematically illustrating an example of the structure of a remote-controlled boat system in an embodiment;

[0027] Figure 2A This is an example of a remote operation screen showing a translation operation in the forward and backward direction in the implementation method.

[0028] Figure 2B This is an example of a remote operation screen shown during a left-right translation operation in the implementation method.

[0029] Figure 2C This is an example of a remote operation screen during a turning operation in the implementation method;

[0030] Figure 3AThis is a diagram illustrating an example of a method for setting the magnitude of the forward and backward propulsion force in an implementation embodiment;

[0031] Figure 3B This is a diagram illustrating an example of a method for setting the magnitude of the propulsion force in the left and right directions in an implementation embodiment;

[0032] Figure 3C This is a diagram illustrating an example of a method for setting the magnitude of the propulsion force for turning in an implementation embodiment;

[0033] Figure 4A This is a diagram illustrating a first method for determining the correction coefficient used to correct the magnitude of the propulsion force in an embodiment;

[0034] Figure 4B This is a diagram illustrating a second method for determining the correction coefficient used to correct the magnitude of the propulsion force in an implementation embodiment;

[0035] Figure 4C This is a diagram illustrating a third method for determining the correction coefficient used to correct the magnitude of the propulsion force in an implementation embodiment;

[0036] Figure 5 This is a timing diagram used to illustrate the processes performed in the remote ship-riding system of the implementation method;

[0037] Figure 6 This is a timing diagram used to illustrate the processes performed in the remote ship control system of the variant example. Detailed Implementation

[0038] The development of technologies for remotely operating ships using portable terminals such as smartphones or tablets is underway. As an example, known technologies involve displaying a user-defined interface (GUI) with numerous components, including a screen displaying various information about the ship's status, buttons for selecting the ship's propulsion power, and buttons for selecting the ship's course. The user then wirelessly transmits the selected propulsion power and course information from the terminal to the ship. However, when the relative distance between the terminal and the ship is large, allowing the same level of remote operation as when the relative distance is small may compromise the safety of the ship and its surroundings. Therefore, there is room for improvement in ensuring safety when remotely operating ships.

[0039] In the terminal, which is one embodiment of this disclosure, the control unit receives input for controlling a predetermined propulsion force of the vessel. The predetermined propulsion force may include at least one of the following: propulsion force when the vessel translates in the forward / backward direction, propulsion force when the vessel translates in the left / right direction, and propulsion force when the vessel turns left / right. In response to receiving the input for the operation, the control unit acquires the current position of the vessel and the current position of the terminal. In one example, the controller may wirelessly communicate with the vessel to obtain the current position detected by sensors mounted on the vessel. Alternatively, the control unit may acquire the current position of the terminal using sensors mounted on the terminal.

[0040] The control unit calculates the real-time relative distance between the ship and the terminal based on the acquired current positions of the ship and the terminal. The control unit determines a predetermined control amount of propulsion force based on the calculated relative distance. In one example, the predetermined control amount of propulsion force may include the magnitude of the predetermined propulsion force. In this case, the control unit may determine the magnitude of the predetermined propulsion force in such a way that the ratio of the magnitude of the predetermined propulsion force to the input operation amount is smaller when the relative distance is large than the ratio when the relative distance is small. Alternatively, in another example, the predetermined control amount of propulsion force may include the predetermined control speed of the propulsion force. In this case, the control unit may make the control speed slower when the relative distance is large than the control speed when the relative distance is small.

[0041] As described above, if the predetermined control amount of propulsion is determined, the control unit will send a remote signal containing instructions for controlling the predetermined propulsion according to the determined control amount to the ship.

[0042] According to the terminal as one embodiment of this disclosure, the range of a predetermined propulsion control amount that can be operated remotely can be automatically changed based on the relative distance between the ship and the terminal. In one example, when the relative distance is large, the ratio of the predetermined propulsion magnitude to the remote operation amount can be automatically reduced compared to when the relative distance is small. Therefore, when the relative distance is large, the maximum value of the predetermined propulsion that can be operated remotely is smaller compared to when the relative distance is small. In another example, when the relative distance is large, the control speed of the predetermined propulsion can be slowed down compared to when the relative distance is small. Therefore, when the relative distance is large, the ship's actions in response to remote operation are slower compared to when the relative distance is small.

[0043] Therefore, it can improve the safety of the ship and its surroundings in situations where the relative distance between the ship and the terminal is large, making it difficult for the terminal user to visually assess the ship and its surroundings. Furthermore, in situations where the relative distance between the ship and the terminal is small, it can ensure the operability of remote operation when the terminal user can easily visually assess the ship and its surroundings.

[0044] Hereinafter, specific embodiments of the present disclosure will be described based on the accompanying drawings. Unless otherwise specified, the hardware structures, module structures, functional structures, etc., described in the following embodiments are not intended to limit the scope of the disclosed technology to these structures.

[0045] Implementation

[0046] In this embodiment, an example of applying the present disclosure to a remote ship-driving system will be described. The remote ship-driving system in this embodiment is a system for remotely operating a ship using a portable terminal.

[0047] Overview of Remote Boat Control System

[0048] Figure 1 This is a diagram illustrating the overall structure of an example of the remote-controlled boat system disclosed herein. (See diagram for example.) Figure 1 As shown, the remote boat control system disclosed herein comprises a vessel 1 and a portable terminal 2.

[0049] The vessel 1 includes a bow thruster 110 mounted at the bow of the hull 10, two engines 120-130 mounted at the stern of the hull 10, and a shipboard device 140. The bow thruster 110 is a propulsion machine that generates propulsion force to propel the bow of the hull 10 in a left-right direction. The engines 120-130 are propulsion machines that generate propulsion force to propel the stern of the hull 10 in a forward-backward direction. Hereinafter, the engine 120 located on the right side of the hull 10 will be referred to as the right engine 120, and the engine 130 located on the left side of the hull 10 will be referred to as the left engine 130. Furthermore, in the description of this embodiment, the bow thruster 110, the right engine 120, and the left engine 130 are sometimes collectively referred to as "engines". The shipboard device 140 is a computer that controls the engines based on remote signals transmitted from a portable terminal 2. The remote signal is a signal that includes instructions specifying the direction of propulsion for vessel 1 and the magnitude of the propulsion force in that direction.

[0050] Furthermore, the structure of ship 1 is not limited to Figure 1 As shown in the example, as long as the structure is capable of translation in the forward, backward, left, and right directions and turning in the left and right directions, the configuration and number of engines can be appropriately changed according to the implementation method.

[0051] As described above, when the bow thruster 110 is stopped, the right engine 120 and the left engine 130 generate a propulsive force that propels the stern forward, thus moving forward (translating forward). When the bow thruster 110 is stopped, the right engine 120 and the left engine 130 generate a propulsive force that propels the hull 10 backward, thus moving backward (translating backward).

[0052] Ship 1 generates propulsion force to propel the bow to the left via the bow thruster 110, and the starboard engine 120 and port engine 130 generate propulsion force to propel the stern to the left, thus translating to the left. That is, the starboard engine 120 generates propulsion force to propel the hull 10 aft, and the port engine 130 generates propulsion force to propel the hull 10 forward, thus translating to the left. Ship 1 also generates propulsion force to propel the bow to the right via the bow thruster 110, and the starboard engine 120 and port engine 130 generate propulsion force to propel the stern to the right, thus translating to the right. That is, the starboard engine 120 generates propulsion force to propel the hull 10 forward, and the port engine 130 generates propulsion force to propel the hull 10 aft, thus translating to the right.

[0053] Ship 1 generates propulsion force by the bow thruster 110, propelling the bow to the left, and the starboard engine 120 and the port engine 130 generate propulsion force by propelling the stern to the right, thereby turning to the left. That is, the starboard engine 120 generates propulsion force propelling the hull 10 forward, and the port engine 130 generates propulsion force propelling the hull 10 aft, thus turning ship 1 to the left. Ship 1 also generates propulsion force by the bow thruster 110, propelling the bow to the right, and the starboard engine 120 and the port engine 130 generate propulsion force by propelling the stern to the left, thereby turning to the right. That is, the starboard engine 120 generates propulsion force propelling the hull 10 aft, and the port engine 130 generates propulsion force propelling the hull 10 forward, thus turning ship 1 to the right.

[0054] The portable terminal 2 is a portable computer used by a user who remotely operates the vessel 1, such as a smartphone or tablet. In this embodiment, the portable terminal 2 is equipped with a touch panel display 240 as an input / output device. Hereinafter, the left-right direction when viewing the surface of the portable terminal 2 on which the touch panel display 240 is provided will be referred to as the X-axis, and the up-down direction will be referred to as the Y-axis.

[0055] The portable terminal 2 of this embodiment has the following functions: outputting (displaying) a user interface screen for remote operation to a touch panel display 240; detecting swipe touch operations input on the user interface screen; setting the propulsion direction and the magnitude of the propulsion force of the vessel 1 based on the detected swipe touch operations; correcting the set propulsion force based on the relative distance between the vessel 1 and the portable terminal 2; and transmitting a remote signal containing the set propulsion direction and the corrected propulsion force to the vessel 1 (vessel mounting device 140). Details of these functions will be described later.

[0056] According to the remote ship control system of this embodiment, the user can remotely operate the ship 1 by inputting a sliding touch operation on the user interface screen displayed on the touch panel display 240 of the portable terminal 2.

[0057] Structure of a remote ship control system

[0058] Here, based on Figure 1 An example of the structure of the vessel 1 and the portable terminal 2 included in the remote boat control system will be described.

[0059] As described above, the vessel 1 in this embodiment includes a bow thruster 110, a starboard engine 120, a port engine 130, and a ship-mounted device 140. The ship-mounted device 140 is connected to the bow thruster 110, the starboard engine 120, and the port engine 130 via an in-ship network based on standards such as CAN (Controller Area Network), LIN (Local Interconnect Network), or FlexRay.

[0060] The shipborne device 140 in this embodiment is configured as a computer having a processor (CPU or GPU, etc.), main storage device (RAM and ROM, etc.), and auxiliary storage device (EPROM, hard disk drive, and removable media, etc.). Figure 1 As shown, such a shipborne device 140 is configured to include a control unit 141, a storage unit 142, a communication I / F 143, and a position acquisition unit 144, etc.

[0061] The control unit 141 executes a dedicated program stored in the storage unit 142 to perform the various functions described later. As an example, the control unit 141 may be configured to include a hardware processor such as a CPU (Central Processing Unit) or a DSP (Digital Signal Processor). Alternatively, the control unit 141 may also include RAM, ROM, and cache memory.

[0062] Storage unit 142 is configured to include an auxiliary storage device for storing various types of information. Alternatively, storage unit 142 may be a storage area built into the auxiliary storage device. The information stored in storage unit 142 includes, in addition to the operating system, programs for remote operation and data used by those programs.

[0063] Communication I / F143 includes a communication interface for connecting the shipborne device 140 to an internal ship network, and a wireless communication interface for connecting the shipborne device 140 to an external network (e.g., a WAN (Wide Area Network) such as the Internet, and wireless communication networks such as Wi-Fi). In one example, Communication I / F143 may include a communication interface for mobile communication (e.g., 3G, LTE, 5G, 6G, etc.) and a wireless communication interface for near-field communication. In this embodiment, Communication I / F143 communicates with the bow thruster 110, the starboard engine 120, and the port engine 130 via the internal ship network. Furthermore, in this embodiment, Communication I / F143 connects to an external network via wireless communication and communicates with the portable terminal 2 via the external network.

[0064] The location acquisition unit 144 is configured to include a device for acquiring the current position of the vessel 1. In one example, the location acquisition unit 144 may be configured to include a GPS (Global Positioning System) receiver that detects the geographic coordinates (e.g., latitude and longitude) of the vessel 1's current position. In another example, the location acquisition unit 144 may include a wireless communication line that uses a Wi-Fi (registered trademark) location information service to detect the geographic coordinates of the vessel 1's current position.

[0065] In the ship 1 configured as described above, the shipborne device 140 obtains the current position of the ship 1 via the position acquisition unit 144 when it receives a request signal sent from the portable terminal 2 through the communication I / F 143. The shipborne device 140 then sends the position information, including the obtained current position, to the mobile terminal 2 via the communication I / F 143. In this embodiment, the request signal is a signal requesting the current position of the ship 1.

[0066] The shipboard unit 140 controls the bow thruster 110, the starboard engine 120, and the port engine 130 based on remote signals transmitted from the mobile terminal 2. Sometimes, the remote signals include instructions specifying the forward (or aft) direction of propulsion and the magnitude of the forward (or aft) propulsion force. In this case, the control unit 141 of the shipboard unit 140 controls the engines to generate propulsion force for translating the hull 10 forward (or aft). That is, the control unit 141 of the shipboard unit 140 controls the bow thruster 110 to stop and causes the starboard engine 120 and the port engine 130 to generate propulsion force to propel the stern forward (or aft).

[0067] Additionally, sometimes the remote signal includes instructions specifying the left (or right) direction of propulsion and the magnitude of the propulsive force to the left (or right). In this case, the control unit 141 of the shipboard device 140 controls the engines to generate propulsive force for translating the hull 10 to the left (or right). That is, the control unit 141 of the shipboard device 140 controls the bow thruster 110 to generate propulsive force to propel the bow to the left (or right), and the starboard engine 120 and the port engine 130 to generate propulsive force to propel the stern to the left (or right).

[0068] Additionally, sometimes the remote signal includes instructions specifying the left (or right) turn direction as the propulsion direction, as well as instructions specifying the magnitude of the propulsion force for the left (or right) turn direction. In this case, the control unit 141 of the shipboard device 140 controls the engine to generate propulsion force for turning the hull 10 to the left (or right). The control unit 141 of the shipboard device 140 performs the following control: causing the bow thruster 110 to generate propulsion force to propel the bow to the left (or right), and causing the right engine 120 and the left engine to generate propulsion force to propel the stern to the right (or left).

[0069] Next, an example of the structure of portable terminal 2 will be described. Portable terminal 2 is configured as a portable computer having a processor (CPU or GPU, etc.), main storage devices (RAM and ROM, etc.), and auxiliary storage devices (EPROM, hard disk drive, and removable media, etc.). Figure 1 As shown, such a portable terminal 2 is configured to include a control unit 21, a storage unit 22, a communication I / F 23, an input / output unit 24, and a location acquisition unit 25, etc.

[0070] The control unit 21 executes a dedicated program stored in the storage unit 22 to perform the various functions described later. As an example, the control unit 21 may be configured to include a hardware processor such as a CPU (Central Processing Unit) or a DSP (Digital Signal Processor). Alternatively, the control unit 21 may also include RAM, ROM, and cache memory.

[0071] Storage unit 22 is configured to include an auxiliary storage device for storing various types of information. Alternatively, storage unit 22 may be a storage area built into the auxiliary storage device. The information stored in storage unit 22 includes, in addition to the OS, applications for remote operation and data used by those applications. The applications for remote operation stored in storage unit 22 of mobile terminal 2 correspond to the "program" according to this disclosure.

[0072] Communication I / F23 includes a wireless communication interface for connecting the portable terminal 2 to a network. In one example, Communication I / F23 may include a communication interface for mobile communication and a wireless communication interface for near-field communication. In this embodiment, Communication I / F23 utilizes wireless communication to connect to a network and communicates with the shipboard device 140 of the vessel 1 via the network.

[0073] The input / output unit 24 receives input operations from a user who remotely operates the vessel 1 and provides prompts to the user. In this embodiment, the input / output unit 24 includes a touch panel display 240 capable of input / output.

[0074] The location acquisition unit 25 is configured to include a device for acquiring the current location of the portable terminal 2. In one example, the location acquisition unit 25 may be configured to include a GPS receiver that detects the geographic coordinates (e.g., latitude and longitude) of the current location of the portable terminal 2. In another example, the location acquisition unit 25 may include a wireless communication circuit that uses Wi-Fi (registered trademark) location information service to detect the geographic coordinates of the current location of the mobile terminal 2.

[0075] In the portable terminal 2 configured as described above, the application program of the storage unit 22 is executed by the control unit 21 to achieve the following functions. Hereinafter, refer to... Figures 2A to 4C Explain the functions implemented by the portable terminal 2. Figures 2A to 2C This is a diagram showing an example of a user interface screen (hereinafter sometimes referred to as "remote operation screen") for remote operation output to the touch panel display 240 of the portable terminal 2. Figures 3A to 3C This diagram illustrates an example of a method for setting the magnitude of propulsion force in remote operation. Figures 4A to 4CThis is a diagram illustrating a method for determining correction factors used to correct the magnitude of propulsion force in remote operations.

[0076] In the portable terminal 2, if the user initiates an application via the input / output unit 24, the control unit 21 outputs a remote operation screen to the touch panel display 240 of the input / output unit 24 through the execution of the application. For example... Figures 2A to 2C As shown, the remote operation screen includes a first operation area OA31 and a second operation area OA32. The first operation area OA31 is a screen area used to specify the propulsion direction (translation direction) and the magnitude of the propulsion force of the vessel 1 via a swipe touch operation. In one example, it may include an icon G31 representing the vessel 1 as a GUI component. The second operation area OA32 is a screen area used to specify the turning direction and the magnitude of the propulsion force of the vessel 1 via a swipe touch operation. In one example, it may include an instrument panel G32 representing a GUI component with scales arranged in an arc shape. Furthermore, the structure of the remote operation screen is not limited to... Figures 2A to 2C The examples shown can be modified appropriately according to the implementation method.

[0077] exist Figure 2A On the illustrated remote operation screen, if an operation is input to slide the icon of the first operation area OA31 in the Y-axis direction (i.e., a sliding touch operation where the icon G31 is touched while sliding in the Y-axis direction), the control unit 21 detects the amount of sliding of the icon G31 in the Y-axis direction via the touch panel display 240. Based on the detected amount of sliding, the control unit 21 sets the propulsion direction and propulsion force of the ship 1 in the forward and backward directions.

[0078] Here, as Figure 3A As shown, in this embodiment, the touch panel display 240 outputs a positive value for the amount of sliding of icon G31 upward along the Y-axis. Furthermore, the touch panel display 240 is configured to output a negative value for the amount of sliding of icon G31 downward along the Y-axis. Therefore, in this embodiment, if the amount of sliding of icon G31 in the Y-axis direction detected by the touch panel display 240 is positive (the sliding direction is upward along the Y-axis), the control unit 21 sets the propulsion direction to the forward of the ship 1. Furthermore, the larger the absolute value of the sliding amount, the larger the propulsion force set by the control unit 21. On the other hand, if the amount of sliding of icon G31 in the Y-axis direction detected by the touch panel display 240 is negative (the sliding direction is downward along the Y-axis), the control unit 21 sets the propulsion direction to the rear of the ship 1, and the larger the absolute value of the sliding amount, the larger the propulsion force set by the control unit 21.

[0079] If the propulsion direction and magnitude of the propulsion force in the forward and backward directions of the vessel 1 are set using the method described above, the control unit 21 corrects the set magnitude of the propulsion force based on the relative distance between the vessel 1 and the portable terminal 2. In one example, the control unit 21 first obtains the current position of the portable terminal 2 via the position acquisition unit 25. Additionally, the control unit 21 sends a request signal to the vessel 1 (shipborne device 140) via communication I / F 23. As described above, the request signal is a signal requesting the current position of the vessel 1. When position information including the current position of the vessel 1 is sent from the shipborne device 140 to the mobile terminal 2 in response to the request signal, the control unit 21 obtains this position information via communication I / F 23. After obtaining the current positions of the portable terminal 2 and the vessel 1, the control unit 21 calculates the relative distance between the portable terminal 2 and the vessel 1 based on their respective current positions. Then, the control unit 21 determines a correction coefficient based on the calculated relative distance. The correction coefficient is a coefficient used to correct the magnitude of the propulsion force.

[0080] Here, based on Figures 4A to 4C The method for determining the correction coefficient is explained. In this embodiment, the correction coefficient is a coefficient greater than 0 and less than 1, and is determined to be a smaller value compared to a smaller value when the relative distance is large. In one example, such as... Figure 4A As illustrated, when the relative distance is L1 (e.g., approximately 5m) or less, the correction factor is determined to be "1". Furthermore, when the relative distance is greater than L1 but less than L2 (e.g., approximately 20m), it is determined to decrease linearly (inversely proportional to the relative distance) as the relative distance increases. Alternatively, it can be determined to be "0" when the relative distance is greater than L2. In another example, as... Figure 4B As illustrated, the correction factor is determined to be "1" when the relative distance is L1 (e.g., approximately 5 m) or less. Furthermore, when the relative distance is greater than L1 but less than L2 (e.g., approximately 20 m), it is determined to be a value that decreases progressively as the relative distance increases. Alternatively, it can be determined to be "0" when the relative distance is greater than L2. Furthermore, in another example, such as... Figure 4C As illustrated, a value of "1" is determined when the relative distance is L1 (e.g., approximately 5m) or less. Furthermore, when the relative distance is greater than L1 but less than L2 (e.g., approximately 20m), the value is determined by a curvilinear (exponential) decrease as the relative distance increases. Alternatively, a value of "0" can be determined when the relative distance is greater than L2. Figures 4A to 4C The illustrated relationship between relative distance and correction coefficient can also be stored in the storage unit 22 of the portable terminal 2 in a mapped manner. Furthermore, the method for determining the correction coefficient is not limited to... Figures 4A to 4CThe example shown can be modified appropriately depending on the implementation method, as long as the correction coefficient is set to a smaller value when the relative distance is large compared to when the relative distance is small.

[0081] When the correction coefficient is determined using the above method, the control unit 21 corrects the magnitude of the thrust by multiplying the magnitude of the thrust, which is set based on the absolute value of the slip, by the determined correction coefficient. When the correction of the thrust magnitude is complete, as... Figure 2A As shown, the control unit 21 sends a remote signal to the shipboard device 140 to propel (translate) the ship 1 forward or backward. This remote signal includes instructions specifying the forward or backward direction as the propulsion direction, and instructions specifying the magnitude of the corrected propulsion force.

[0082] Additionally, when the correction factor is set to "0" (relative distance greater than or equal to...), Figures 4A to 4C In the case of L2), the corrected propulsion force is "0". In this case, the control unit 21 may not send the aforementioned remote signal to the shipborne device 140, but instead display a GUI indicating that remote operation of the ship 1 cannot be performed on the remote operation screen. The GUI may contain a message indicating that the relative distance between the ship 1 and the portable terminal 2 is too large.

[0083] In addition, Figure 2B On the illustrated remote operation screen, input causes the icon G31 of the first operation area OA31 to move in the X-axis direction ( Figure 2B The operation involves sliding the icon G31 along the left and right directions (i.e., a sliding touch operation where the icon G31 is touched while being slid along the X-axis). Based on the input, the control unit 21 detects the amount of sliding of the icon G31 along the X-axis via the touch panel display 240. The control unit 21 then sets the propulsion direction and propulsion force of the ship 1 in the left and right directions based on the detected amount of sliding.

[0084] Here, as Figure 3BAs shown, in this embodiment, the touch panel display 240 is configured to output a positive value for the amount of sliding of icon G31 to the right along the X-axis. Conversely, the touch panel display 240 is configured to output a negative value for the amount of sliding of icon G31 to the left along the X-axis. Therefore, in this embodiment, if the amount of sliding of icon G31 in the X-axis direction detected by the touch panel display 240 is positive (sliding direction to the right of the X-axis), the control unit 21 sets the propulsion direction to the right of the ship 1. Furthermore, the larger the absolute value of the sliding amount, the larger the propulsion force set by the control unit 21. On the other hand, if the amount of sliding of icon G31 in the X-axis direction detected by the touch panel display 240 is negative (sliding direction to the left of the X-axis), the control unit 21 sets the propulsion direction to the left of the ship 1. And the larger the absolute value of the sliding amount, the larger the propulsion force set by the control unit 21.

[0085] If the propulsion direction and magnitude of the propulsion force in the left-right direction of the vessel 1 are set using the method described above, the control unit 21 corrects the set magnitude of the propulsion force based on the relative distance between the vessel 1 and the portable terminal 2. The correction method can be the same as the method for correcting the magnitude of the propulsion force in the forward-backward direction of the vessel 1. However, the correlation between the relative distance and the correction coefficient may differ from the case when correcting the magnitude of the propulsion force in the forward-backward direction of the vessel 1. For example, as... Figure 4A The magnitude of the propulsion force in the fore-and-aft direction of ship 1 can be determined as shown. Conversely, it can also be determined as shown in the diagram. Figure 4B or Figure 4C The magnitude of the propulsion force of ship 1 in the port and starboard directions is determined as shown. Furthermore, the values ​​of L1 and L2 may differ when correcting for the magnitude of the propulsion force of ship 1 in the forward and backward directions, and when correcting for the magnitude of the propulsion force of ship 1 in the port and starboard directions.

[0086] As described above, when the magnitude of the thrust, set according to the absolute value of the slip, is corrected, such as Figure 2B As shown, the control unit 21 sends a remote signal to the shipboard device 140 to propel (translate) the ship 1 to the right or left. This remote signal includes instructions to designate the right or left direction as the propulsion direction, and instructions to specify the magnitude of the corrected propulsion force.

[0087] In addition, when the correction coefficient is set to "0", the control unit 21 does not send the remote signal to the shipborne device 140, but displays a GUI component indicating that remote operation of the ship 1 is not possible on the remote operation screen.

[0088] In addition, Figure 2COn the illustrated remote operation screen, an input is made to rotate the instrument panel G32 of the second operation area OA32 in the circumferential direction (i.e., a sliding touch operation by touching the instrument panel G32 while sliding it in the circumferential direction). Based on the input, the control unit 21 detects the amount of rotation (sliding amount) of the instrument panel G32 via the touch screen display 240. Based on the detected sliding amount of the instrument panel G32, the control unit 21 sets the turning direction and propulsion force of the ship 1 in the left and right directions.

[0089] Here, as Figure 3C As shown, the touch panel display 240 of this embodiment is configured to output a positive value for the amount of sliding of the instrument panel G32 when it is slid clockwise. The touch panel display 240 is also configured to output a negative value for the amount of sliding of the instrument panel G32 when it is slid counterclockwise. Therefore, in this embodiment, if the amount of sliding of the instrument panel G32 detected by the touch panel display 240 is positive (sliding direction is clockwise), the control unit 21 sets the turning direction to the right of the vessel 1. Furthermore, the larger the absolute value of the sliding amount, the larger the thrust set by the control unit 21. On the other hand, if the amount of sliding of the instrument panel G32 detected by the touch panel display 240 is negative (sliding direction is counterclockwise), the control unit 21 sets the turning direction to the left of the vessel 1, and the larger the absolute value of the sliding amount, the larger the thrust set.

[0090] If the turning direction and propulsion force of vessel 1 are set using the above method, the control unit 21 corrects the set propulsion force based on the relative distance between vessel 1 and portable terminal 2. The correction method can be the same as the method for correcting the propulsion force in the forward / backward direction of vessel 1, and the method for correcting the propulsion force in the left / right direction of vessel 1. However, the correlation between the relative distance and the correction coefficient can differ from the cases of correcting the propulsion force in the forward / backward direction of vessel 1, and correcting the propulsion force in the left / right direction of vessel 1. For example, as... Figure 4A The magnitude of the propulsion force in the fore-and-aft direction and / or the magnitude of the propulsion force in the port-to-port direction of vessel 1 are determined as shown. Alternatively, it can be determined as follows: Figure 4B or Figure 4C The magnitude of the propulsion force in the turning direction of vessel 1 is determined as shown. Furthermore, the values ​​of L1 and L2 when correcting the magnitude of the propulsion force in the turning direction of vessel 1 may differ from the values ​​of L1 and L2 when correcting the magnitude of the propulsion force in the forward / backward direction of vessel 1 and / or when correcting the magnitude of the propulsion force in the left / right direction of vessel 1.

[0091] As described above, when the magnitude of the thrust, set according to the absolute value of the slip, is corrected, such as Figure 2CAs shown, the control unit 21 sends a remote signal to the ship mounting device 140 to make the ship 1 turn to the right or left. The remote signal at this time includes an instruction to designate the right turn direction or the left turn direction as the propulsion direction, and an instruction to specify the magnitude of the corrected propulsion force.

[0092] In addition, when the correction coefficient is set to "0", the control unit 21 does not send the remote signal to the shipborne device 140, but displays a GUI component indicating that remote operation of the ship 1 is not possible on the remote operation screen.

[0093] Additionally, in setting the magnitude of the thrust, such as Figures 3A to 3C As shown by the thick solid line, the propulsion force can also be set to a value greater than zero if the absolute value of the slippage of icon G31 and instrument panel G32 is greater than zero. For example... Figures 3A to 3C As shown by the thick dashed line, the propulsion force can also be set to a value greater than zero if the absolute value of the sliding amount of icon G31 and instrument panel G32 is greater than a predetermined value dz1. That is, a non-sensitive zone of a predetermined value dz1 can be set for the sliding amount of icon G31 and instrument panel G32.

[0094] Furthermore, when propelling (translating) the vessel 1 diagonally (e.g., to the right front, right rear, left front, and left rear), the user can slide the icon G31 in the first operation area OA31 diagonally. In this case, the control unit 21 of the portable terminal 2 detects the amount of sliding in the X-axis direction and the amount of sliding in the Y-axis direction via the touch panel display 240, and sets the propulsion direction and magnitude of the propulsion force of the vessel 1 based on the detected amount of sliding in the X-axis direction and the Y-axis direction.

[0095] Furthermore, when remotely operating both the translation and turning of vessel 1, the user can simultaneously slide the icon G31 in the XY axis direction of the first operating area OA31 and slide the instrument panel G32 in the circumferential direction of the second operating area OA32. In this case, the terminal control unit 21 only needs to set the translation direction and the magnitude of the translation thrust based on the amount of sliding of the icon G31, and set the turning direction and the magnitude of the turning thrust based on the amount of sliding of the instrument panel G32.

[0096] Furthermore, when performing another remote operation after performing one remote operation, the control unit 21 of the portable terminal 2 can also restore the position of the icon G31 in the first operation area OA31 and the position of the dashboard G32 in the second operation area OA32 to their default positions after performing a remote operation.

[0097] Processing flow

[0098] Here, based on Figure 5 The processing flow of the remote boat control system in this embodiment will be described. Figure 5 This is a timing diagram used to illustrate the processes performed in the remote boat control system of this embodiment.

[0099] exist Figure 5 In the process, the aforementioned information is displayed on the touch panel display 240 of the portable terminal 2. Figures 2A to 2C In the remote operation screen shown, the user inputs a swipe touch operation. Based on the input, the control unit 21 of the portable terminal 2 detects the swipe touch operation via the touch panel display 240 (S11). After completing the processing of S11, the control unit 21 of the portable terminal 2 executes the processing of S12.

[0100] In S12, the control unit 21 of the portable terminal 2 sets the propulsion direction and propulsion force of the ship 1 based on the sliding touch operation detected in S11. In one example, the control unit 21 of the portable terminal 2 first determines, via the touch panel display 240, whether the input sliding touch operation is performed in the first operation area OA31 (sliding icon G31 in the XY axis direction) or in the second operation area OA32 (sliding instrument panel G32 in the circumferential direction).

[0101] If the input swipe touch operation is determined to be performed in the first operation area OA31, the control unit 21 of the portable terminal 2 sets the propulsion direction (translation direction) of the ship 1 according to the output value of the touch panel display 240. In detail, the control unit 21 first determines whether the swipe direction of the icon G31 is the Y-axis direction or the X-axis direction according to the output value of the touch panel display 240.

[0102] When the sliding direction of icon G31 is in the Y-axis direction, the control unit 21 of the portable terminal 2 determines whether the sliding amount in the Y-axis direction detected by the touch panel display 240 is positive or negative. If the sliding amount in the Y-axis direction detected by the touch panel display 240 is positive, the control unit 21 of the portable terminal 2 sets the propulsion direction to the forward direction of the vessel 1. On the other hand, if the sliding amount in the Y-axis direction detected by the touch panel display 240 is negative, the control unit 21 of the portable terminal 2 sets the propulsion direction to the aft direction of the vessel 1. Then, the control unit 21 of the portable terminal 2 sets the magnitude of the propulsion force based on the absolute value of the sliding amount detected by the touch panel display 240. In one example, such as Figure 3A As illustrated, the larger the absolute value of the slip, the greater the thrust will be set by the control unit 21.

[0103] When the sliding direction of icon G31 is in the X-axis direction, the control unit 21 of the portable terminal 2 determines whether the sliding amount in the X-axis direction detected by the touch panel display 240 is positive or negative. If the sliding amount in the X-axis direction detected by the touch panel display 240 is positive, the control unit 21 of the portable terminal 2 sets the propulsion direction to the right of the ship 1. On the other hand, if the sliding amount in the X-axis direction detected by the touch panel display 240 is negative, the control unit 21 of the portable terminal 2 sets the propulsion direction to the left of the ship 1. Then, the control unit 21 of the portable terminal 2 sets the magnitude of the propulsion force based on the absolute value of the sliding amount detected by the touch panel display 240. In one example, such as Figure 3B As illustrated, the larger the absolute value of the slip, the greater the thrust will be set by the control unit 21.

[0104] Furthermore, if it is determined that the input swipe touch operation was performed in the second operation area OA32, the control unit 21 of the portable terminal 2 sets the propulsion direction (turning direction) of the vessel 1 based on the output value of the touch panel display 240. That is, the control unit 21 of the portable terminal 2 sets the propulsion direction of the vessel 1 based on the amount of sliding of the instrument panel G32 detected by the touch panel display 240. At this time, if the amount of sliding of the instrument panel G32 detected by the touch panel display 240 is positive, the control unit 21 of the portable terminal 2 sets the propulsion direction to the right turn direction of the vessel 1. On the other hand, if the amount of sliding of the instrument panel G32 detected by the touch panel display 240 is negative, the control unit 21 of the portable terminal 2 sets the propulsion direction to the left turn direction of the vessel 1. Then, the control unit 21 of the portable terminal 2 sets the magnitude of the propulsion force based on the absolute value of the amount of sliding detected by the touch panel display 240. In one example, such as Figure 3C As shown, the larger the absolute value of the slip, the greater the thrust will be set by the controller 21.

[0105] As described above, after the propulsion direction and propulsion force of the ship 1 are set, the control unit 21 of the portable terminal 2 executes the process S13. In S13, the control unit 21 of the portable terminal 2 obtains the current position of the portable terminal 2 through the position acquisition unit 25. After completing the process S13, the control unit 21 of the portable terminal 2 executes the process S14.

[0106] In S14, the control unit 21 of the portable terminal 2 sends a request signal to the shipborne device 140 via communication I / F23.

[0107] When a request signal sent from the portable terminal 2 is received via the communication I / F 143 of the shipborne device 140 (S15), the control unit 141 of the shipborne device 140 obtains the current position of the ship 1 via the position acquisition unit 144 (S16). When the control unit 141 of the shipborne device 140 finishes executing the process of S16, the process of S17 is executed.

[0108] In S17, the control unit 141 of the shipborne device 140 sends the location information containing the current position of the ship 1 to the portable terminal 2 via the communication I / F 143.

[0109] When the portable terminal 2 receives position information sent from the shipborne device 140 via the communication I / F 23, the control unit 21 of the portable terminal 2 calculates the relative distance between the ship 1 and the portable terminal 2 based on the current position of the ship 1 and the current position of the portable terminal 2, (S19). Note that the timing at which the control unit 21 of the mobile terminal 2 obtains the current position of the mobile terminal 2 is not limited to... Figure 5 The timing illustrated in the example could also be at the time after receiving the position information sent from the shipboard device 140 (during execution). Figure 5 (After S18). After completing the processing in S19, the control unit 21 of the portable terminal 2 executes the processing in S20.

[0110] In S20, the control unit 21 of the portable terminal 2 determines a correction coefficient for correcting the magnitude of the propulsion force set in S12. In one example, the control unit 21 of the portable terminal 2 can utilize... Figures 4A to 4C The arbitrary mapping in the illustrated mapping determines the correction coefficient corresponding to the relative distance between the ship 1 and the portable terminal 2. After completing the processing of S20, the control unit 21 of the portable terminal 2 executes the processing of S21.

[0111] In S21, the control unit 21 of the portable terminal 2 corrects the magnitude of the propulsion force by multiplying the magnitude of the propulsion force set in S12 by the correction coefficient determined in S20. After completing the processing in S21, the control unit 21 of the portable terminal 2 executes the processing in S22.

[0112] In S22, the control unit 21 of the portable terminal 2 generates a remote signal containing instructions specifying the propulsion direction set in S12 and the magnitude of the propulsion force corrected in S21. When the control unit 21 finishes executing the processing of S22, it executes the processing of S23.

[0113] In S23, the control unit 21 of the portable terminal 2 sends the remote signal generated in S22 to the shipborne device 140 via communication I / F23.

[0114] The remote signal sent from the portable terminal 2 is received by the communication I / F 143 of the shipborne device 140 (S24). In response to the reception, the controller 141 of the shipborne device 140 controls the engines (bow thruster 110, starboard engine 120 and port engine 130) according to the propulsion direction and propulsion force included in the remote signal.

[0115] Furthermore, if the correction coefficient determined in S20 is "0", in other words, the magnitude of the corrected propulsion force corrected in S21 is sometimes "0". In this case, the control unit 21 of the portable terminal 2 can also replace the processing of S22-S23 and perform the processing of displaying the GUI component indicating that remote operation of the ship 1 is not possible on the remote operation screen of the touch panel display 240. In this case, the processing of S24-S25 is not performed in the shipborne device 140.

[0116] In the remote boat control system described above, the correction coefficient is set to a smaller value when the relative distance between vessel 1 and portable terminal 2 is large compared to when the relative distance is small. Therefore, the magnitude of the propulsion force that can be operated remotely is automatically corrected to a smaller value when the relative distance between vessel 1 and portable terminal 2 is large compared to when it is small. As a result, when the relative distance between vessel 1 and portable terminal 2 is large, and the user of portable terminal 2 has difficulty visually assessing vessel 1 and its surroundings, the safety of vessel 1 and its surroundings can be improved. Furthermore, when the relative distance between vessel 1 and portable terminal 2 is small, and the user of portable terminal 2 can easily visually assess vessel 1 and its surroundings, the operability of remote operation can be ensured.

[0117] Variations

[0118] In the foregoing embodiments, an example of performing a correction of the magnitude of the propulsion force corresponding to the relative distance between the ship 1 and the portable terminal 2 in the portable terminal 2 has been described, but it can also be performed in the ship 1 (ship mounting device 140).

[0119] Figure 6 This is a timing diagram used to illustrate the processes performed in the remote ship-riding system in this variation. Figure 6 In, with Figure 5 The same processing in the sequence diagram is represented by the same symbols.

[0120] exist Figure 6In step S301, after completing the processing steps S11-S13, the control unit 21 of the portable terminal 2 executes the processing step S301. In S301, the control unit 21 of the portable terminal 2 sends a remote signal to the ship mounting device 140 via the communication I / F23. This remote signal includes instructions specifying the propulsion direction and propulsion force set in S12, as well as the current position of the portable terminal 2 obtained in S13.

[0121] When a remote signal sent from the portable terminal 2 is received via the communication I / F 143 of the shipborne device 140 (S303), the control unit 141 of the shipborne device 140 obtains the current position of the ship 1 via the position acquisition unit 144 (S304). When the control unit 141 of the shipborne device 140 finishes executing the processing of S304, the processing of S305 is executed.

[0122] In S305, the control unit 141 of the shipborne device 140 calculates the relative distance between the ship 1 and the portable terminal 2 based on the current position of the portable terminal 2 included in the remote signal and the current position of the ship 1 obtained in S304. When the control unit 141 of the shipborne device 140 finishes executing the processing in S305, it executes the processing in S306.

[0123] In S306, the control unit 141 of the ship mounting device 140 determines a correction coefficient for correcting the magnitude of the propulsion force contained in the remote signal. The method for determining the correction coefficient can be the same as the method used by the control unit 21 of the portable terminal 2 in the described embodiment. In this case, Figures 4A to 4C The illustrated mapping can be stored in the storage unit 142 of the shipborne device 140. When the control unit 141 of the shipborne device 140 finishes executing the process of S306, the process of S307 is executed.

[0124] In S307, the control unit 141 of the shipborne device 140 corrects the magnitude of the propulsion force by multiplying the magnitude of the propulsion force contained in the remote signal by the correction coefficient determined in S306. When the control unit 141 of the shipborne device 140 finishes executing the process of S307, the process of S25 is executed. In step S25 of this variation, the controller 141 of the shipborne device 140 controls the engines (bow thruster 110, starboard engine 120, and port engine 130) according to the propulsion direction contained in the remote signal and the magnitude of the propulsion force corrected in step S307.

[0125] The remote-controlled boat system according to this variation can achieve the same function and effect as the aforementioned embodiments.

[0126] other

[0127] The above-described embodiments and variations are merely examples, and this disclosure can be implemented with appropriate modifications without departing from its spirit. For instance, instead of correcting the magnitude of the propulsion force based on a correction coefficient, the upper limit of the propulsion force can be reduced when the relative distance between the vessel 1 and the portable terminal 2 is large compared to when the relative distance is small. Furthermore, the object of correction based on the relative distance between the vessel 1 and the portable terminal 2 may not be the magnitude of the propulsion force, but rather the control speed of the propulsion force. In this case, the control speed (e.g., the gain when performing proportional and / or integral control of the propulsion force) can also be corrected so that the speed at which the propulsion force reaches the target value (the magnitude of the propulsion force set in the portable terminal 2) is slower when the relative distance between the vessel 1 and the portable terminal 2 is large compared to when the relative distance is small. Thus, when the relative distance is large, the movement of the vessel 1 relative to remote operation can be made slower compared to when the relative distance is small. As a result, the safety of the vessel 1 and its surroundings can be improved when the relative distance between the vessel 1 and the portable terminal 2 is large, and the operability of remote operation can be ensured when the relative distance between the vessel 1 and the portable terminal 2 is small.

[0128] Furthermore, data communication between the shipborne equipment 140 and the mobile terminal 2 can also be performed by the server. In this case, the correction of the magnitude of the propulsion force corresponding to the relative distance between the ship 1 and the portable terminal 2 can also be performed by the server.

[0129] This disclosure can also be implemented by providing a computer program (information processing program) that implements the functions described in the above embodiments to a computer, and having the program read and executed by one or more processors of the computer. Such a computer program can be provided to the computer via a non-transitory computer-readable storage medium that can be connected to the computer's system bus, or it can be provided to the computer via a network. A non-transitory computer-readable storage medium is a recording medium that can store information such as data and programs through electrical, magnetic, optical, mechanical, or chemical action and can be read from a computer or the like. Examples of such recording media include any type of disk, such as a magnetic disk (floppy disk, or HDD, etc.), an optical disk (CD-ROM, DVD, or Blu-ray disc, etc.). Alternatively, the recording medium can also be a ROM, RAM, EPROM, EEPROM, magnetic card, flash memory, optical card, or SSD (Solid State Drive), etc.

Claims

1. A remote control for remotely operating a ship, wherein, The remote controller includes a control unit that performs the following processing: The operation of detecting the magnitude of a predetermined propulsion force for the specified vessel. The current position of the remote control is detected by a sensor mounted on the remote control. By communicating wirelessly with the vessel, the current position of the vessel, detected by sensors mounted on the vessel, is received. Calculate the relative distance between the current position of the vessel and the current position of the remote controller. The magnitude of the predetermined thrust, specified by the operation, is corrected based on the relative distance. A remote signal is sent to the vessel, the remote signal containing instructions for controlling the predetermined thrust according to the corrected magnitude of the predetermined thrust.

2. A terminal for remotely operating a vessel, wherein, The terminal includes a control unit, which performs the following processing: Receives input for controlling a predetermined propulsion force of the vessel. In response to receiving the input of the operation, the current position of the vessel and the current position of the terminal are obtained. Calculate the relative distance between the current position of the vessel and the current position of the terminal. The predetermined control amount of propulsion force is determined based on the relative distance. A remote signal is sent to the vessel, the remote signal containing instructions for controlling the predetermined propulsion force according to the determined control amount.

3. The terminal according to claim 2, wherein, The control quantity includes the magnitude of the predetermined propulsion force. Determining the control quantity includes: determining the magnitude of the predetermined propulsion force such that the ratio of the magnitude of the predetermined propulsion force to the amount of operation is smaller when the relative distance is large than the ratio when the relative distance is small.

4. The terminal according to claim 2, wherein, The control quantity includes the control speed of the predetermined propulsion force. Determining the control quantity includes: the control speed when the relative distance is large is slower than the control speed when the relative distance is small.

5. A shipborne device mounted on a vessel remotely operated by a terminal, wherein, The shipborne device includes a control unit that performs the following processing: The terminal receives remote signals, including a predetermined control amount for controlling the ship's propulsion and the terminal's current position. In response to receiving the remote signal, the current position of the vessel is obtained. Calculate the relative distance between the current position of the vessel and the current position of the terminal. The control quantity is corrected based on the relative distance. The predetermined propulsion force is controlled according to the corrected control quantity.

Images