Automatic waterway generation device, automatic waterway generation method, automatic waterway generation program, and ship

Abstract

To enable generating a continuous waterway from leaving of a ship to arriving after an offshore navigation.SOLUTION: An automatic waterway generation device comprises: an acquisition section for acquiring waterway generation information including an arriving position of a ship, a leaving position, a first point separated from the leaving position, and a second point separated from the arriving position; and a generation section for generating a waterway of the ship based on the waterway generation information acquired by the acquisition section.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an automatic route generating device that automatically generates a route for a ship, an automatic route generating method, an automatic route generating program, and a ship equipped with the automatic route generating device. [Background technology]

[0002] Conventionally, techniques relating to automatic navigation of ships offshore have been proposed (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2014-215196 A Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, efforts have been made not only for automatic offshore navigation but also for automatic docking and undocking of ships. However, there have been almost no efforts to link automatic offshore navigation and automatic docking and undocking. For example, no consideration has been given to simultaneously setting routes for offshore navigation and docking and undocking.

[0005] The present invention has been made to solve the above problems, and its object is to provide an automatic route generating device, an automatic route generating method, an automatic route generating program, and a ship equipped with the automatic route generating device, which are capable of generating a continuous (consistent) route from when a ship leaves the pier, to when it navigates on the sea and docks. [Means for solving the problem]

[0006] An automatic route generating device according to one aspect of the present invention comprises an acquisition unit that acquires information for route generation including a ship's docking position, an undocking position, a first point away from the undocking position, and a second point away from the docking position, and a generation unit that generates a route for the ship based on the information for route generation acquired by the acquisition unit.

[0007] An automatic route generation method according to another aspect of the present invention includes an acquisition step in which an acquisition unit acquires information for route generation including a ship's docking position, an undocking position, a first point away from the undocking position, and a second point away from the docking position, and a route generation step in which a generation unit generates a route for the ship based on the information for route generation acquired by the acquisition unit.

[0008] An automatic route generation program according to yet another aspect of the present invention is a program for causing a computer to execute the above-mentioned automatic route generation method.

[0009] A ship according to still another aspect of the present invention includes the above-described automatic route generation device. Effect of the Invention

[0010] According to the above configuration, a continuous (consistent) route can be generated from when the ship leaves the dock to when it travels out to sea and docks, based on four points of the ship (docking position, undocking position, first point, and second point). [Brief description of the drawings]

[0011] [Figure 1] 1 is a block diagram showing a schematic configuration of a ship according to an embodiment of the present invention. [Diagram 2] FIG. 2 is an explanatory diagram showing each display area of ​​the display unit of the automatic route generating device equipped on the ship. [Diagram 3] 4 is an explanatory diagram showing an example of information displayed in a first status display area of ​​the display unit. FIG. [Figure 4] 4 is an explanatory diagram showing an example of a transition of information displayed in a control panel display area of ​​the display unit. FIG. [Diagram 5] 11 is an explanatory diagram showing an example of information displayed in a second status display area of ​​the display unit. FIG. [Figure 6] FIG. 4 is an explanatory diagram showing an example of information displayed in a route display area of ​​the display unit. [Figure 7] 11 is an explanatory diagram showing an example of information displayed in a risk prediction display area of ​​the display unit. FIG. [Figure 8] 13 is an explanatory diagram showing the definition of the colors of the information displayed in the risk prediction display area. FIG. [Figure 9] 11 is an explanatory diagram showing an example of a display tag in an offshore navigation mode and a berthing mode. FIG. [Figure 10] FIG. 2 is an explanatory diagram illustrating a schematic example of a route in the offshore navigation mode. [Figure 11] FIG. 4 is an explanatory diagram illustrating a route in the berthing mode. [Figure 12] FIG. 2 is an explanatory diagram showing a schematic diagram of the ship moored alongside a pier. [Figure 13] 13 is an explanatory diagram showing an example of an automatic navigation home menu displayed in the risk prediction display area. FIG. [Figure 14] 13 is a flowchart showing the flow of creating a new route. [Figure 15A] FIG. 13 is an explanatory diagram showing an example of the display screen of the display unit when a docking position is specified in the above-mentioned new route creation. [Figure 15B] FIG. 13 is an explanatory diagram showing an example of the display screen of the display unit when a berthing position is specified in the above-mentioned new route creation. [Figure 15C] FIG. 13 is an explanatory diagram showing an example of the display screen of the display unit when a start position of offshore navigation is specified in the above-mentioned new route creation. [Figure 15D] FIG. 13 is an explanatory diagram showing an example of the display screen of the display unit when an end position of offshore navigation is specified in the above-mentioned new route creation. [Figure 15E] FIG. 2 is an explanatory diagram showing a continuous route from leaving pier to docking, displayed on the display unit. [Figure 15F] FIG. 4 is an explanatory diagram showing an example of a route history displayed on the display unit. [Figure 16A] FIG. 4 is an explanatory diagram showing a plurality of routes read out from a route memory unit of the automatic route generating device and displayed on the display unit. [Figure 16B] FIG. 2 is an explanatory diagram showing a route selected by a user from among the multiple routes. [Figure 17A] FIG. 11 is an explanatory diagram showing an example of a display screen when a route is set from the route history. [Figure 17B] FIG. 13 is an explanatory diagram showing a display screen when a user selects a specific route from the route history. [Figure 17C] FIG. 13 is an explanatory diagram showing a display screen of a route selected by a user. [Figure 18A] FIG. 13 is an explanatory diagram showing an example of a display screen when editing the route history. [Figure 18B] FIG. 11 is an explanatory diagram showing a schematic diagram of a state in which a specific route is deleted from the route history. [Figure 18C] FIG. 13 is an explanatory diagram showing a schematic diagram of a state in which a user selects and registers a specific route. [Figure 18D] FIG. 13 is an explanatory diagram showing a display screen when a user touches a registration button. [Figure 19] FIG. 11 is an explanatory diagram showing the transition of the display screen when correcting the docking / undocking position. [Figure 20] FIG. 13 is an explanatory diagram showing a display screen when correcting a heading of a ship. [Figure 21] FIG. 13 is an explanatory diagram showing the transition of the display screen when correcting the start position and end position of offshore navigation. [Figure 22] FIG. 13 is an explanatory diagram showing the transition of the display screen when directly correcting a waypoint of a berthing route. [Diagram 23] FIG. 13 is an explanatory diagram showing the transition of the display screen when the wayline of the berthing route is directly corrected. [Figure 24A] FIG. 13 is an explanatory diagram showing a schematic view of a user selecting a waypoint to be modified on an offshore navigation route. [Figure 24B]FIG. 13 is an explanatory diagram showing the display screen when the user selects the waypoint that he or she wishes to modify. [Figure 24C] FIG. 13 is an explanatory diagram showing a schematic view of a user specifying a new waypoint; [Figure 24D] FIG. 13 is an explanatory diagram showing a display screen when a user specifies the waypoint. [Figure 24E] FIG. 13 is an explanatory diagram showing a display screen when correcting the position of the waypoint. [Figure 25A] FIG. 13 is an explanatory diagram showing a schematic view of a user selecting a wayline to be modified on an offshore navigation route; [Figure 25B] FIG. 13 is an explanatory diagram showing the display screen when the user selects the wayline that he or she wishes to modify. [Figure 25C] FIG. 13 is an explanatory diagram showing a schematic view of a user specifying a new waypoint; [Figure 25D] FIG. 11 is an explanatory diagram showing a new wayline created by specifying the above waypoint. [Figure 25E] FIG. 13 is an explanatory diagram showing a display screen when correcting the position of the waypoint. [Figure 26A] FIG. 13 is an explanatory diagram showing an initial screen when setting a no-travel area. [Figure 26B] FIG. 13 is an explanatory diagram showing a display screen of a message prompting the user to specify the no-travel area. [Figure 26C] FIG. 13 is an explanatory diagram showing a display screen of the specified no-travel area. [Figure 27A] FIG. 2 is an explanatory diagram illustrating a state in which the no-navigation area and the route overlap. [Figure 27B] FIG. 2 is an explanatory diagram illustrating a schematic diagram of an avoidance route for avoiding the no-navigation area. [Figure 28A] FIG. 2 is an explanatory diagram showing a display screen showing a route during normal navigation. [Figure 28B] FIG. 13 is an explanatory diagram showing a display screen on which an avoidance route for avoiding an obstacle is displayed. [Figure 28C]FIG. 13 is an explanatory diagram showing a display screen when a user selects the above-mentioned avoidance route. [Figure 28D] FIG. 13 is an explanatory diagram showing a display screen when the user does not select the avoidance route. [Figure 28E] FIG. 13 is an explanatory diagram showing a display screen when a user selects stopping the ship. [Figure 29A] FIG. 13 is an explanatory diagram that illustrates a demonstration screen when navigating the berthing section. [Figure 29B] FIG. 13 is an explanatory diagram that illustrates a demonstration screen when navigating an offshore navigation section. [Figure 30A] FIG. 2 is an explanatory diagram showing a display screen on which an image captured by a telephoto camera of the ship is displayed. [Figure 30B] FIG. 30B is an explanatory diagram showing a display screen on which an overhead view of the image shown in FIG. 30A is displayed. [Figure 30C] FIG. 11 is an explanatory diagram showing another display form of the overhead view. [Figure 31A] 13 is an explanatory diagram showing a display screen on which another image captured by the telephoto camera is displayed. FIG. [Figure 31B] FIG. 31B is an explanatory diagram showing a display screen on which an overhead view of the image shown in FIG. 31A is displayed. [Diagram 32] 13 is an explanatory diagram showing a state in which risk level information is displayed on both an overhead view and a time series bar on the display screen of the display unit. FIG. [Diagram 33] FIG. 13 is an explanatory diagram showing the display screen at a future position of the vessel. [Diagram 34] FIG. 13 is an explanatory diagram showing the display screen at another future position of the vessel. [Diagram 35] 33 is an explanatory diagram showing a display screen when an obstacle area included in the display screen of FIG. 32 is displayed in an enlarged manner. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] The following describes an embodiment of the present invention with reference to the drawings.

[0013] [1. Overview of the vessel] FIG. 1 is a block diagram showing a schematic configuration of a ship 100 of this embodiment. The ship 100 is equipped with an automatic route generating device 1. The automatic route generating device 1 has an automatic navigation mode and a manual navigation mode as operation modes. When the automatic navigation mode is set, the automatic route generating device 1 automatically generates a route for the ship 100 and automatically navigates the ship 100 along the generated route. On the other hand, when the manual navigation mode is set, that is, when the automatic navigation mode is released, the automatic route generating device 1 navigates the ship 100 by user operation based on the operation of the operation unit 4 by the user (e.g., the ship operator). In this way, the ship 100 of this embodiment is equipped with the automatic route generating device 1.

[0014] The automatic route generating device 1 may be provided integrally with the ship 100, or may be provided separately from the ship 100. In the latter case, the automatic route generating device 1 may be configured as a portable communication terminal and communicate with the ship 100 by wire or wirelessly. As the communication terminal, a notebook personal computer, tablet, etc. may be used.

[0015] In this embodiment, automatic navigation includes not only automatic navigation in the offshore section, but also automatic navigation in the unpiercing section and the berthing section. Here, the offshore section refers to the section from the start position (start point position) to the end position (finish point position) of the offshore navigation. Note that offshore refers to a location on the sea far away from land. The unpiercing section refers to the section from the unpiercing position to the start position of the offshore navigation. The berthing section refers to the section from the end position of the offshore navigation to the berthing position.

[0016] The unberthing position refers to the position (departure position) where the ship 100 is docked before the start of the voyage. The docking position refers to the position (arrival position, destination position) where the ship 100 is docked at the end of the voyage. The place where the ship 100 docks may be any place where the ship 100 can be docked, and may be either a natural object or an artificial object. Specifically, the places where the ship 100 docks include a pier, a floating pier, a wharf, a landing area, etc.

[0017] There is no particular limitation on the type of ship 100. For example, the ship 100 may be a cargo ship, a fishing boat, a tourist boat, a passenger ship, a pleasure boat, or the like.

[0018] [2. Ship configuration (other than automatic route generation device)] The ship 100 is equipped with a sensor unit 2. The sensor unit 2 includes an acoustic device 21, a telephoto camera 22, a 3D-LiDAR (3D-Light Detection and Ranging) 23, a Radar (Radio Detecting and Ranging) 24, a GNSS (Global Navigation Satellite System) device 25, an IMU (Inertial Measurement Unit) 26, an AIS (Automatic Identification System) 27, a wind direction and speed meter 28, and a rain gauge 29.

[0019] The acoustic device 21 measures the positions of ships, obstacles, etc. around the sea using ultrasonic waves.

[0020] The telephoto camera 22 is, for example, a multi-camera array. The multi-camera array is, for example, configured by arranging nine cameras with narrow angles of view (for example, angles of view of 15° to 20°) in the circumferential direction. This makes it possible to obtain captured images in a range of 90° in the left and right directions (a total of 180° in the circumferential direction) centered on the front. Note that the number of cameras constituting the multi-camera array is not limited to the above-mentioned nine cameras, and may be set appropriately. Note that the captured images may be still images obtained by capturing images at a predetermined interval, or may be videos obtained by continuously capturing images.

[0021] The 3D-LiDAR 23 detects the presence or absence of surrounding objects (including obstacles) by emitting pulsed light and using the reflected light. When an object is present in the vicinity, the 3D-LiDAR 23 detects the direction and distance of the object based on the direction of the pulsed light when the reflected light is received and the time until the light is received. The 3D-LiDAR 23 is configured as a three-dimensional LiDAR that performs angle scanning in the yaw direction (left and right azimuth angle direction) and pitch direction (front and back tilt angle direction). Therefore, when an object is present in the vicinity, the 3D-LiDAR 23 outputs three-dimensional point cloud data representing the object.

[0022] Radar24 uses radio waves, which have a longer wavelength than visible light, to detect surrounding objects and measure the distance to them. Specifically, Radar24 measures the distance to an object based on the time it takes for a radio wave to be emitted to a distant object and received back.

[0023] The 3D-LiDAR23 uses electromagnetic waves with wavelengths much shorter than those of the radio waves of the Radar24. For example, ultraviolet light, visible light, near-infrared light, etc. are used. Therefore, the 3D-LiDAR23 has a narrower object detection range than the Radar24, but can detect surrounding objects with high resolution. Conversely, the Radar24 can roughly detect surrounding objects over a wide range.

[0024] The GNSS device 25 receives GNSS radio waves from satellites and performs known positioning calculations to obtain information on the current position of the ship 100. The GNSS positioning may be standalone positioning, but by further using RTK (Real-Time Kinematic) positioning, it is possible to obtain the position information of the ship 100 with high accuracy.

[0025] The IMU 26 is an inertial measurement unit equipped with a three-axis gyro sensor and a three-directional accelerometer. The IMU 26 detects three-dimensional angular velocity and acceleration, thereby detecting attitude information of the ship 100. The attitude information includes position information of the ship 100 in each of the yaw direction, pitch direction, and roll direction (left and right tilt angle direction).

[0026] The AIS 27 is a ship automatic identification system. More specifically, the AIS 27 automatically transmits and receives the identification code, type, position, course, speed, navigation status, and other safety-related information of the ship 100 using VHF (Very High Frequency) radio waves. This allows information to be exchanged between ship stations and between the ship stations and navigational aid facilities at land stations. The wind direction and speed meter 28 is installed on board the ship 100 to measure wind direction and wind speed. The rain gauge 29 is installed on board the ship 100 to measure rainfall.

[0027] The above-mentioned acoustic device 21, 3D-LiDAR 23, and radar 24 are one example of the obstacle detection unit 30 that detects obstacles ahead of the vessel 100. In addition, for example, the telephoto camera 22 may be equipped with an image recognition function, and the telephoto camera 22 may detect the presence or absence of an obstacle by image recognition from a captured image. In this case, the telephoto camera 22 may also constitute the obstacle detection unit 30. Note that the above-mentioned image recognition may be performed on the automatic route generation device 1 side (for example, by the main control unit 14a).

[0028] The ship 100 further includes a database 3. The database 3 stores various types of information. The various types of information include ocean route information (including waypoints, which will be described later), nautical chart information, weather information, and the like. The database 3 is configured from a server computer equipped with storage devices such as a hard disk, an optical disk, and a non-volatile memory, but may also be configured from a cloud server that exists virtually on the Internet.

[0029] The vessel 100 further includes an operation unit 4 and an actuator 5. The operation unit 4 is configured with an operation lever such as a joystick. When the manual navigation mode is set as the operation mode of the automatic route generating device 1, a user (e.g., a vessel operator) can operate the actuator 5 by operating the operation unit 4.

[0030] The actuator 5 is configured to include a right actuator 5R and a left actuator 5L. The right actuator 5R is provided at the right stern of the vessel 100. The left actuator 5L is provided at the left stern of the vessel 100.

[0031] The right actuator 5R and the left actuator 5L are configured with a propulsion system in which an engine installed inside the boat is directly connected to a drive unit installed outside the boat. Such a propulsion system is also called a stern drive (inboard-outboard engine). The right actuator 5R and the left actuator 5L are also provided with a rotation mechanism that moves the drive unit to change the propulsion direction. In this embodiment, two actuators 5 are provided on the left and right sides of the boat 100, but the number of actuators 5 is not particularly limited and may be one, or three or more.

[0032] [3. Details of the Automatic Ship Route Generation System] (3-1.Basic configuration) The automatic route generating device 1 includes an acquisition unit 11, a display unit 12, a storage unit 13, and a control unit 14.

[0033] The acquisition unit 11 includes a communication unit 11a and an input unit 11b. The communication unit 11a is an interface for communicating with the outside. The communication may be wired or wireless. Therefore, the communication unit 11a may include a connector to which a communication cable is connected in case of wired communication. Furthermore, the communication unit 11a may include an antenna, a transmitting / receiving unit, a modulation circuit, a demodulation circuit, and the like in case of wireless communication.

[0034] In this embodiment, the communication unit 11a is communicatively connected to the above-mentioned sensor unit 2 and database 3. This allows information detected by the sensor unit 2 and information recorded in the database 3 to be input to the automatic route generating device 1 via the communication unit 11a.

[0035] The input unit 11b accepts designated inputs (hereinafter simply referred to as inputs) by a user. Such input unit 11b is configured, for example, with a touch panel, a mouse, or a keyboard. When the input unit 11b is configured with a touch panel, the input unit 11b may be disposed in front of the display unit 12 and integrated with the display unit 12. When the automatic route generating device 1 is mounted on the ship 100, the ship operator may be the user. When the automatic route generating device 1 is taken outside the ship 100 or when the automatic route generating device 1 is installed outside the ship 100, an operator operating the automatic route generating device 1 may be the user.

[0036] The display unit 12 is a display (monitor) that displays various information, and is configured, for example, by a liquid crystal display device.

[0037] The storage unit 13 is a memory that stores various types of information, and is configured using a RAM (Random Access Memory), a ROM (Read Only Memory), a hard disk, an optical disk, a non-volatile memory, etc. The storage unit 13 includes a program storage unit 13a, a route storage unit 13b, and a temporary storage unit 13c. The program storage unit 13a stores the operation program of the control unit 14. The route storage unit 13b stores information generated by the generation unit 14b of the control unit 14. The above information includes information on newly generated routes, information on set prohibited areas, etc. The temporary storage unit 13c temporarily stores information acquired by the acquisition unit 11.

[0038] The control unit 14 is configured by, for example, a central processing unit called a CPU (Central Processing Unit). The control unit 14 includes a main control unit 14a, a generating unit 14b, a display control unit 14c, and a risk prediction unit 14d.

[0039] The main control unit 14a performs various recognitions and judgments based on the information acquired by the acquisition unit 11, and further controls the actuators 5 (right actuator 5R, left actuator 5L). The main control unit 14a also controls the input and output of information to the memory unit 13. The generation unit 14b generates a route for the ship 100 based on the information acquired by the acquisition unit 11, the details of which will be described later. The display control unit 14c controls the display of information on the display unit 12 based on an input at the input unit 11b.

[0040] The risk prediction unit 14d predicts the risk of the ship 100 colliding with an obstacle based on the detection result from the sensor unit 2. For example, the risk prediction unit 14d can predict the risk based on detection information (obstacle information) output from an obstacle detection unit 30 (see FIG. 1) mounted on the ship 100 and acquired by the acquisition unit 11. Specifically, the risk prediction unit 14d recognizes the position of the obstacle from the detection information, and predicts the risk based on the distance from the closest position to the obstacle on the route to the obstacle (time-to collision when the speed is set to an arbitrary value). This method makes it possible to predict the risk such that the shorter the distance, the higher the risk of collision, and the longer the distance, the lower the risk of collision.

[0041] (3-2. Display layout of the display unit) 2 is an explanatory diagram showing display areas for various information on the display unit 12. The display unit 12 has, as display areas for various information, a camera image display area R1, a representative image display area R2, a first status display area R3, a control panel display area R4, a second status display area R5, a route display area R6, and a risk prediction display area R7.

[0042] In this embodiment, a touch panel is disposed on the front surface of the display unit 12 as the input unit 11b, and the user can input instructions by touching (pressing) each display area. Then, based on the above-mentioned instruction input, the display control unit 14c controls the display of the display unit 12. In the following description, the display control unit 14c is not specifically mentioned, but the main body that controls the display unit 12 is the display control unit 14c. Note that the arrangement and size of each display area shown below are merely examples, and are not limited to the following examples.

[0043] The camera image display area R1 is located in the header section at the top of the display screen of the display unit 12. Images captured by the telephoto camera 22 (see FIG. 1) are displayed in the camera image display area R1. In this embodiment, the telephoto camera 22 is configured as a multi-camera array consisting of nine cameras, so a total of nine images captured by the individual cameras are displayed side-by-side in the camera image display area R1.

[0044] The user can select a desired captured image by touching one of the nine captured image display areas. The selected captured image is enlarged and displayed in the representative image display area R2. The representative image display area R2 is located at the bottom left of the screen of the camera image display area R1. In the representative image display area R2, the displayed image can be reduced or enlarged by pinching in or out. Note that pinching in refers to the action of moving two fingers on the touch panel as if pinching together. Conversely, pinching out refers to the action of spreading two fingers apart on the touch panel.

[0045] Instead of pinching in / out, a zoom-in / zoom-out button may be displayed separately, and the displayed image may be zoomed in or out by touching the zoom-in / zoom-out button. After zooming in or out, double-tapping any position in the representative image display area R2 may return the display to the original image before zooming in or out. The zoomed-in image may be scrolled by dragging the finger that touched the screen along the screen.

[0046] The first status display area R3 is located at the bottom of the screen in the representative image display area R2. Information related to the steering system of the ship 100 is displayed in the first status display area R3. Fig. 3 shows an example of information displayed in the first status display area R3. For example, the system setting status (mode, tracking, and control setting status), progress rate, course, speed, and port (PORT) and starboard (STARBOARD) status are displayed in the first status display area R3.

[0047] The above-mentioned progress rate indicates the progress rate of navigation with respect to the entire route during automatic navigation. In the example of FIG. 3, the progress rate is displayed as both a bar and a numerical value, but it is sufficient if it is displayed as at least one of a bar and a numerical value. The course is indicated by an azimuth angle of 0° to 360°, with the direction indicating "north" being 0°. The numerical value indicating the azimuth is indicated in a circular gauge. The circular gauge also displays a mark N indicating "north". The display position of the mark N changes on the circular gauge so that the top of the circular gauge always indicates the azimuth during navigation (forward in the direction of travel).

[0048] The speed is displayed in units of 0.5 knots, for example. The status of the port and starboard sides is displayed as a shift status (F (forward) / R (reverse) / N (neutral)), engine power, and a numerical value (-45.0° to 45.0°) and bar indicating the rudder angle.

[0049] A control panel display area R4 is located at the bottom left of the screen of the first status display area R3. Fig. 4 shows an example of the transition of information displayed in the control panel display area R4. In the control panel display area R4, various switches (touch areas) related to the ship maneuvering support and the automatic navigation system are displayed as an initial screen. The switches related to the ship maneuvering support include, for example, a power switch SW1 for turning the power on / off, a sensor switch SW2 for switching detection by the sensor unit 2 on / off, a log switch SW3 for switching log recording on / off, and an upload switch SW4 for switching system upload execution on / off.

[0050] Switches related to the automatic navigation system include, for example, an automatic navigation system start switch SW5, a route setting switch SW6, a no-navigation area setting switch SW7, and a setting switch SW8.

[0051] When the user touches the automatic navigation system start switch SW5, the display screen of the control panel display area R4 transitions to the standby screen shown in the lower left of FIG. 4. When the start key K1 is touched on the standby screen, navigation by the automatic navigation system (navigation in the automatic docking / undocking mode in the figure) is started. The display screen (start screen) of the control panel display area R4 at this time is shown in the lower center of FIG. 4. When the stop key K2 is subsequently touched, navigation by the automatic navigation system is stopped. The display screen (stop screen) of the control panel display area R4 at this time is shown in the lower right of FIG. 4. When the end key K3 is touched on the bottom three screens of FIG. 4, that is, the standby screen, start screen, and stop screen, the display screen of the control panel display area R4 returns to the initial screen at the top of FIG. 4.

[0052] On the standby screen, start screen, and stop screen, the automatic navigation mode can be alternately selected between the berthing mode in which the ship automatically berths and leaves the pier and the offshore navigation mode in which the ship automatically navigates offshore by touching the mode selection key K4. Also, the speed in the berthing mode or the offshore navigation mode can be set by touching the speed setting key K5 (increase speed, decrease speed).

[0053] On the display screen of the control panel display region R4, when the route setting switch SW6 or the no-navigation area setting switch SW7 is touched, a route setting menu (auto-navigation home menu described later) or no-navigation area setting menu is displayed in part of the display unit 12, the details of which will be described later. When the setting switch SW8 is touched, the screen transitions to other system setting screens, where various settings can be made.

[0054] A second status display area R5 is located to the lower right of the first status display area R3 and to the right of the control panel display area R4. Fig. 5 shows an example of information displayed in the second status display area R5. Based on the detection results of the sensor unit 2, the second status display area R5 displays information such as the current position information (latitude, longitude) of the vessel 100, roll angle (instantaneous value / maximum value), pitch angle (instantaneous value / maximum value), heave (instantaneous value / maximum value), wind direction, wind speed, and rainfall.

[0055] The route display area R6 is located at the bottom right of the camera image display area R1 and to the right of the representative image display area R2, the first status display area R3, and the second status display area R5. Fig. 6 shows an example of information displayed in the route display area R6. The route display area R6 displays the route SR of the ship 100 superimposed on a nautical chart.

[0056] A risk prediction display area R7 is located at the bottom of the screen of the route display area R6. FIG. 7 shows an example of information displayed in the risk prediction display area R7. In the risk prediction display area R7, the magnitude of the risk predicted by the risk prediction unit 14d is displayed in a time series bar (progress bar). The magnitude of the risk is indicated in six stages from 1, which is the lowest risk, to 6, which is the highest risk, and is displayed in different colors according to the definition in FIG. 8. Note that each RGB value in FIG. 8 is a value indicating each color of red, green, and blue in 8 bits (0 to 255). In the risk prediction display area R7, the time of the current position of the ship 100 is set as the reference (0 minutes), and the risk according to each time from the current position to the predicted position is displayed in a different color.

[0057] In the risk prediction display area R7, the marker M indicating the position of the ship 100 can be dragged to a future position. In this case, the position to which the marker M is dragged is highlighted in the route display area R6. For example, as shown in Fig. 7, when the marker M is dragged from the position of the current time (the origin of the time series bar) to a position 10 minutes later, the position P0 10 minutes later from the position of the current time is highlighted in Fig. 6.

[0058] In the risk prediction display area R7, touching the reset key K11 returns the marker M to the position of the current time. When the system is started, the position of the marker M is placed at the position of the current time. Also, in the risk prediction display area R7, touching the prediction time adjustment key K12 allows the maximum prediction time to be increased or decreased in 30-minute increments between 30 minutes and 3 hours.

[0059] [4. Automatic route generation method] (4-1. Basic Rules) First, we will explain the basic rules for automatic navigation display in the route display area R6. A route is a line that connects the departure pier and arrival pier, passing through waypoints that are intermediate points. The straight lines between each waypoint are called waylines, which mean intermediate routes. Hereinafter, waypoints are also referred to as WP, and waylines are also referred to as WL.

[0060] There are two automatic navigation modes: an offshore navigation mode and a berthing mode. In the offshore navigation mode, the ship 100 automatically navigates the offshore section. In the berthing mode, the ship 100 automatically navigates the berthing section and the berthing section.

[0061] Fig. 9 shows an example of display tags in the offshore navigation mode and the berthing mode. At the starting point in the offshore navigation mode, a start point (START) tag indicating the starting point position is displayed, and at the end point, an end point (END) tag indicating the end point position is displayed. At the starting point in the berthing mode, a departure point (DPT (DEPARTURE)) tag indicating the departure position is displayed, and at the end point, a docking point (GOAL) tag indicating the docking position is displayed. The current ship position is displayed as a ship icon in white, for example, but it may be displayed in a color other than white.

[0062] Fig. 10 is an explanatory diagram showing an example of a route in the offshore navigation mode. Fig. 11 is an explanatory diagram showing a route in the pier mode. In the route display area R6 (MAP view), the planned route in the offshore navigation mode is displayed in an arbitrary color (e.g., yellow), and the planned route in the pier mode is displayed in another color (e.g., orange). Note that the above-mentioned planned routes may be displayed in the same color.

[0063] In the offshore navigation mode, the ship 100 automatically navigates at a preset speed to connect WPs designated by the user on an offshore route. The WPs in the offshore navigation mode are displayed as circle icons, as shown in FIG.

[0064] In the docking / undocking mode, the ship 100 automatically navigates at a preset speed to connect WPs set by the user within the harbor. In the docking / undocking mode, the user can specify the bow direction of the ship 100 at each WP by operating the input unit 11b (details will be described later). In the docking / undocking mode, the WPs are displayed with a ship-shaped icon so that the bow direction can be seen.

[0065] Fig. 12 is an explanatory diagram showing a schematic diagram of the ship 100 coming alongside a pier. There are four types of coming alongside states: port side, starboard side, bow side, and stern side. In the docking / undocking mode, the WP and docking / undocking positions are displayed with any of the ship-shaped icons shown in Fig. 12, so that the user can easily recognize the bow direction of the ship at the WP and docking / undocking positions on the display unit 12 (route display area R6).

[0066] (4-2. Route setting) In the control panel display area R4 shown in FIG. 2 and FIG. 4, when the route setting switch SW6 is touched, the display of the risk prediction display area R7 is replaced with the display of the auto-navigation home menu.

[0067] Fig. 13 is an explanatory diagram showing an example of an automatic navigation home menu displayed in the risk prediction display area R7. The automatic navigation home menu includes a new route creation tab T1, a registered route selection tab T2, a route history selection tab T3, a route history editing tab T4, and an end tab T5. When the end tab T5 is touched, the display in the risk prediction display area R7 returns to the risk level display shown in Fig. 7.

[0068] Touching the Create New Route tab T1 allows you to create and register a new route for automatic navigation. Touching the Select Registered Route tab T2 allows you to select and set the route to be used (set) from the registered routes (up to 5). Touching the Select Route History tab T3 displays the route history of all routes created so far, allowing you to select and set the route to be used from the displayed route history. Touching the Edit Route History tab T4 allows you to edit the route history.

[0069] The details of route setting by touching each tab are explained below. In the drawings that appear below, the DPT tag, START tag, END tag, and GOAL tag on the screen may be written only with the initial letters "D", "S", "E", and "G" for convenience.

[0070] 4-2-1. Creating a new route Fig. 14 is a flow chart showing the flow of creating a new route. When the user touches the create new route tab T1, a screen A-1 shown in Fig. 15A is displayed in the route display area R6 and the risk prediction display area R7.

[0071] (S1; acquisition process) Screen A-1 displays a nautical chart and a message urging the user to specify a docking position. When the user touches a specific position on the displayed nautical chart, a GOAL tag indicating the docking position is displayed at the touched position. A ship-shaped icon Z1 indicating the bow direction is also displayed at the docking position. When docking position specification end button B1 is touched, a message is displayed urging the user to specify an undocking position, as shown in screen A-2 in Fig. 15B.

[0072] When the user touches a specific position on the displayed chart on screen A-2, a DPT tag indicating the leaving position is displayed at the touched position. A ship-shaped icon Z2 indicating the bow direction is also displayed at the leaving position. When the leaving position specification end button B2 is touched, a message is displayed prompting the user to specify the start position of offshore navigation, as shown on screen A-3 in Fig. 15C.

[0073] When the user touches a specific position on the displayed chart on screen A-3, a START tag indicating the start position of the offshore navigation is displayed at the touched position. A circle icon Y1 indicating WP is also displayed at the start position. When the start position designation end button B3 is touched, a message is displayed prompting the user to designate the end position of the offshore navigation, as shown on screen A-4 in Fig. 15D.

[0074] When the user touches a specific position on the displayed chart on screen A-4, an END tag indicating the end position of the offshore navigation is displayed at the touched position. Also, a circle icon Y2 indicating WP is displayed at the end position.

[0075] As described above, when the user touches a predetermined position on the screen, that is, when the user presses a predetermined position on the touch panel as the input unit 11b, input of the docking / undocking position, the start position and the end position of the offshore navigation is accepted, and information for generating a route including the above four positions is acquired. Therefore, it can be said that the process described above corresponds to an acquisition process (S1) in which the acquisition unit 11 acquires information for generating a route including the docking position of the ship 100, the docking position, the start position of the offshore navigation, and the end position of the offshore navigation. It can also be said that the acquisition process includes a reception process (S1-1) in which the input unit 11b as the acquisition unit 11 accepts input by the user.

[0076] (S2; ​​route generation process) In the route generation step of S2, the generation unit 14b generates a route SR for the ship 100 based on the route generation information acquired by the acquisition unit 11 in the acquisition step of S1. Specifically, when the user touches the end position specification end button B4 on the screen A-4 in Fig. 15D, the generation unit 14b generates the route SR by connecting the DPT tag, the START tag, the END tag, and the GOAL tag in this order.

[0077] (S3; route display process) The route SR generated in S2 is displayed as a continuous route from leaving the pier to arriving at the pier, as shown in screen A-5 of Fig. 15E. In screen A-5, the user can touch any position on the route SR to modify the route SR, the details of which will be described later.

[0078] (S4; route memorization process) When the user touches the route setting end button B5 on the screen A-5, the information of the set route SR is stored as a route history in the route memory unit 13b. At this time, as shown in the screen A-6 of Fig. 15F, a list of route histories stored in the route memory unit 13b is displayed on the screen, and the route SR displayed in S3 is displayed at the top, indicating that the route SR is the latest route (NEW).

[0079] When the user touches the End button B6 on the screen A-6, the flow of creating a new route is terminated, and the display screen returns to the automatic navigation home menu screen shown in Fig. 13. When the Edit Route History button B7 on the screen A-6 is touched, the screen transitions to a route history editing mode, which will be described later.

[0080] Moreover, when the back button B0 is touched on any of the screens A-1 to A-5, the display screen returns to the previous screen. For example, when the back button B0 is touched on the screen A-5, the display screen returns to the screen A-4.

[0081] As described above, the automatic route generating device 1 of this embodiment includes the acquisition unit 11 and the generation unit 14b. The route generation information acquired by the acquisition unit 11 includes four points (berthing position, unberthing position, and start and end positions of offshore navigation). Therefore, based on the route generation information, the generation unit 14b can generate a continuous (consistent) route SR from unberthing of the ship 100, through offshore navigation (navigating on the sea), to docking, as shown in Fig. 15E.

[0082] From the viewpoint of enabling the user to specify all the above four points, it is preferable that the acquisition unit 11 includes the input unit 11b, as in this embodiment, and that the input unit 11b is configured to receive inputs of the docking position, the undocking position, and the start and end positions of offshore navigation. This configuration is particularly effective when route generation is performed offline, that is, when route generation is performed by the automatic route generation device 1 outside the ship 100. Also, from the viewpoint of enabling the user to intuitively and quickly input the above four points, it is preferable that the input unit 11b is configured as a touch panel.

[0083] When the automatic route generating device 1 is installed on the ship 100, the leaving position can be considered to be the same as the current position of the ship 100. Therefore, the position detected by the sensor unit 2 (particularly the GNSS device 25) may be automatically set as the leaving position. In this case, it becomes unnecessary to input the leaving position by the input unit 11b, which improves user convenience.

[0084] In route generation, the route cannot be determined unless the starting point and the ending point of the navigation are determined. For this reason, the docking position, which is the starting point of the navigation, and the docking position, which is the ending point of the navigation, are important points (positions) in route generation. In particular, the docking position is very important because it is the destination of the navigation. For this reason, it is desirable to have the user input the above four points in order of importance, and for the generation unit 14b to generate the route SR based on the input in the above order. In other words, it is desirable for the generation unit 14b to generate the route SR based on the input of the docking position, docking position, start position and end position of the offshore navigation by the input unit 11b in this order.

[0085] It is also desirable to enable a user to easily recognize the above-mentioned consistent route SR including berthing, unberthing and offshore navigation by looking at the display screen of the display unit 12. In this regard, it is desirable for the display control unit 14c to cause the display unit 12 to display the route SR generated by the generation unit 14b.

[0086] 15A to 15F, the attitude of the ship 100 when berthing or unberthing is shown by ship-shaped icons Z1 and Z2. This allows the user to easily recognize the attitude of the ship 100 when berthing or unberthing by looking at the display unit 12. In this regard, it is desirable for the display control unit 14c to display, on the display unit 12, the attitude of the ship 100 on the route SR as an icon, in addition to the route SR.

[0087] 4-2-2. Route setting from registered route When the user touches the registered route selection tab T2 in the automatic navigation home menu of FIG. 13, the registered routes, that is, the routes stored in the route memory unit 13b and read out from the route memory unit 13b, are displayed in the route display area R6 as shown in FIG. 16A. The above five routes are the latest route (NEW) obtained by creating the new route described above and the routes registered in advance (a maximum of four routes: registered routes 1 to 4). Note that when displaying the five routes, various tags (START, END, DPT, and GOAL tags) are not displayed.

[0088] Meanwhile, the risk prediction display area R7 displays selection tabs C1 to C5 for the five routes displayed in the route display area R6, and a return tab C6. The selection tabs C1 to C5 correspond to the latest route (NEW) and registered routes 1 to 4, respectively. Touching the return tab C6 returns to the display of the automatic navigation home menu in FIG. 13.

[0089] When the user touches and selects one of the selection tabs D1 to D5, the selected route is displayed in a thick line, and the other routes are displayed in a dashed line or in gray, as shown in FIG. 16B. FIG. 16B shows the route when registered route 4 is selected in FIG. 16A. When the user touches the "Yes" button C7, registered route 4 is set as the route SR for automatic navigation. When the user touches the "No" button C8, the display returns to the automatic navigation home menu of FIG. 13.

[0090] 4-2-3. Setting a route from route history When the user touches the route history selection tab T3 in the automatic navigation home menu of FIG. 13, the route history RH is displayed in the route display area R6 as shown in FIG. 17A. The routes included in the route history RH are composed of routes stored in the route memory unit 13b (see FIG. 1). That is, the routes included in the route history RH are the latest route (NEW) obtained by creating the new route described above, pre-registered routes (a maximum of four routes, registered routes 1 to 4), and other routes (routes set and used in the past). Each route is displayed as the route history RH with information such as the set date, departure point (unberthing position), and arrival point (berthing position) attached.

[0091] The user can refer to all routes included in the route history RH by pressing and moving the scroll bar SB displayed on the right side of the route history RH up and down with a finger.

[0092] When the user touches and selects a desired route from the displayed route history RH as shown in Fig. 17B, the selected route is displayed in the route display area R6 as shown in Fig. 17C. Then, when the user touches the "OK" button D1 displayed in the risk prediction display area R7, the displayed route is set as the route SR for automatic navigation.

[0093] When the user touches the "Back" button D0 displayed in the risk prediction display area R7 on the screens shown in Figures 17A and 17B, the display returns to the automatic navigation home menu of Figure 13. Also, when the user touches the "Return to route history" button D2 on the screen shown in Figure 17C, the display returns to the screen of Figure 17A.

[0094] In this embodiment, the route SR generated by the generation unit 14b is stored in the route memory unit 13b. This makes it possible to display the history of the route SR (route history RH) on the display unit 12 and set a route for the user to select, as in this embodiment. In this regard, it is preferable that the display control unit 14c displays a route history screen (route history RH) showing the history of the route SR stored in the route memory unit 13b on the display unit 12 in response to an input from the input unit 11b.

[0095] 4-2-4. Editing route history When the user touches the route history edit tab T4 in the auto-navigation home menu in Fig. 13, the route history edit menu ME is displayed in the route display area R6 as shown in Fig. 18A. The route history edit menu ME is configured by adding a delete button B11 and a register button B12 to the route history RH shown in Fig. 17A.

[0096] On the screen shown in FIG. 18A, the user touches and selects the route that he or she wishes to delete, and then touches the Delete button B11 as shown in FIG. 18B, whereby the selected route is deleted from the list of route history RH.

[0097] On the other hand, when the user touches and selects the route that he / she wishes to register as a "favorite" on the screen shown in Fig. 18A and then touches the register button B12 as shown in Fig. 18C, a pop-up menu is displayed as shown in Fig. 18D, allowing the user to select which route he / she wishes to register from routes 1 to 4. When the user touches route 1, for example, the selected route is registered as registered route 1 (stored in the route memory unit 13b).

[0098] 18A to 18D, the risk prediction display area R7 displays an "End route history editing" button B13. When the user touches the "End route history editing" button B13, the display returns to the automatic navigation home menu of FIG.

[0099] By storing the frequently used route SR as a registered route in the route storage unit 13b, it becomes possible to display a selection screen for registered routes on the screen from the next time, allowing the user to select quickly (see Figs. 16A and 16B). In this regard, as in this embodiment, it is preferable that the route storage unit 13b stores, as a registered route, a predetermined route selected for registration by the input unit 11b from among a plurality of routes displayed as history on the route history screen (display screen of route history RH).

[0100] 《4-2-5. Route correction》 As described above, when the user touches a position on the route SR on the screen A-5 in Fig. 15E, a route correction is performed. Details of the route correction will be described below.

[0101] (Mounting and un-berthing position correction) Fig. 19 shows the transition of display screens in response to a user's operation (touch) of the input unit 11b when correcting a docking / undocking position. Note that Fig. 19 shows a part of the screen A-5 in Fig. 15E as screens B-1 to B-4.

[0102] First, as shown in screen B-1 of Figure 19, when the user touches to specify the unberthing or docking position, a pop-up menu is displayed near the specified position (the display position of the ship-shaped icon SH) as shown in screen B-2.

[0103] When the user touches and selects "position correction" in the pop-up menu, a cross cursor CU appears on the screen, as shown in screen B-3. The cross cursor CU includes an up key, a down key, a right key, and a left key. The up key, down key, right key, and left key are displayed respectively above, below, left, and right of the ship-shaped icon SH. When the user touches any of the keys of the cross cursor CU, the position of the ship-shaped icon SH moves in the direction corresponding to the touched key (either up, down, left, or right) and is corrected.

[0104] For example, on screen B-3, when the user touches the up key of the cross cursor CU, the ship-shaped icon SH moves upward by a distance corresponding to the number of touches or the touch duration. At this time, the ship-shaped icon SH before the position correction is displayed lightly, and the ship-shaped icon SH' after the position correction is displayed darkly, superimposed on the ship-shaped icon SH before the position correction. On screen B-4, the ship-shaped icon SH before the position correction is shown in dashed lines, and the ship-shaped icon SH' after the position correction is shown in solid lines.

[0105] Furthermore, when the user touches and selects "Orientation Correction" from the pop-up menu on any of screens B-2 to B-4, the user can rotate the bow heading to the left by touching the bow of the ship-shaped icon and moving his / her finger counterclockwise, as in screen B-5 of FIG. 20. Although not shown, the user can rotate the bow heading to the right by touching the bow of the ship-shaped icon and moving his / her finger clockwise. Note that, as in FIG. 19, the ship-shaped icon before the orientation correction is displayed lightly, and the bow icon after the orientation correction is displayed darkly, superimposed on the ship-shaped icon before the orientation correction. In screen B-5, the ship-shaped icon before the orientation correction is also shown in dashed lines, and the ship-shaped icon after the orientation correction is shown in solid lines.

[0106] When the user touches and selects "OK" in the pop-up menu of screens B-1 to B-5, the modified content is reflected in screen A-5 in FIG. 15E, and the modification process ends.

[0107] On the other hand, when the user touches and selects "Cancel" in the pop-up menu of screens B-1 to B-5, the display screen returns to the screen of the previous step. For example, after performing a azimuth correction on screen B-4, if the user touches and selects "Cancel" on the same screen, the display screen returns to screen B-2 before the azimuth correction. When the user touches and selects "Cancel" on screen B-2, the display screen returns to screen B-1, i.e., the state of screen A-5 in FIG. 15.

[0108] If the new icon after correction (ship-shaped icon SH') is displayed relatively darker than the old icon before correction (ship-shaped icon SH), the user can easily recognize the new icon after correction and can also easily understand the order of correction. In this regard, when the display control unit 14c receives an instruction input by the input unit 11b to correct the attitude of the ship 100, it is desirable for the display control unit 14c to display on the display unit 12 the old icon indicating the attitude before correction, which is superimposed on the new icon indicating the attitude after correction, in a lighter color than the new icon. This type of control is particularly effective when the display control unit 14c displays the new icon and the old icon superimposed on each other on the display unit 12.

[0109] (Correction of start and end positions of offshore navigation) Fig. 21 shows the transition of display screens in response to a user's operation (touch) of the input unit 11b when correcting the start position and end position of offshore navigation. Note that Fig. 21 shows a part of the screen A-5 in Fig. 15E as screens C-1 to C-4.

[0110] First, as shown in screen C-1 of Figure 21, the user touches to specify the start or end position of the offshore navigation, and then, as shown in screen C-2, a mark P is displayed at the specified position and a pop-up menu is displayed near the mark P.

[0111] When the user touches and selects "position correction" in the pop-up menu, as shown in screen C-3, a cross cursor CU appears on the screen around the mark P. When the user touches any key of the cross cursor CU, the position of the mark P moves in the direction corresponding to the touched key and is corrected.

[0112] When the user touches and selects "Determine Position" in the pop-up menu, the corrected position is set as the start or end position of the offshore navigation and is reflected in screen A-5 of FIG. 15E, and the correction process is completed.

[0113] On the other hand, when the user touches and selects "Cancel" in the pop-up menu, the display screen returns to the screen of the previous step. For example, after performing a position correction on screen C-3, if the user touches and selects "Cancel" on the same screen, the display screen returns to screen C-2 before the position correction. When the user touches and selects "Cancel" on screen C-2, the display screen returns to screen C-1, i.e., the state of screen A-5 in FIG. 15.

[0114] In addition, when correcting the start and end positions of offshore navigation, unlike correcting the docking and undocking positions, the pop-up menu does not include "heading correction," and the system does not accept direction corrections.

[0115] 4-2-6. Direct correction In this embodiment, in addition to correcting the newly created route SR on the screen A-5 in Fig. 15E, the route displayed in the route display area R6 can also be corrected (by the generation unit 14b) based on the user's intuitive touch operation. Such route correction is called a direct correction here.

[0116] (WP direct correction of docking and undocking route) When the user double-tap the WP to be modified on the berthing route displayed in the route display area R6 as shown in screen D-1 in Fig. 22, a pop-up menu is displayed near the double-tapped position as shown in screen D-2. The pop-up menu includes the items "Modify WP position", "Delete WP", "Create new WP", "Specify heading", and "Cancel".

[0117] When the user touches and selects "Edit WP position", the WP to be edited will flash. Then, the position of the WP can be edited by dragging the WP. When the user touches and selects "Delete WP", the WP to be edited will be deleted and a WL will be created connecting the WPs on either side of the deleted WP. When the user touches and selects "Create new WP", a new WP will be created midway between the double-tapped WP and the next WP (the WP closer to the docking position).

[0118] When the user touches and selects "Specify bow heading", an arrow for correcting the heading appears as shown in screen D-3, which serves as an input window. As in the case of FIG. 20, the user can rotate the bow heading to the right or left by touching the bow of the ship-shaped icon and moving their finger clockwise or counterclockwise. Although the corrected ship-shaped icon is not shown in FIG. 22, the ship-shaped icon before correction is displayed lightly, and the corrected ship-shaped icon is displayed darkly and overlaid on the ship-shaped icon before correction, which is the same as in FIG. 20.

[0119] If the user touches and selects "Cancel," the pop-up menu disappears and the screen returns to the one showing the route before the correction.

[0120] (WL direct correction of docking and undocking routes) As shown in screen E-1 of FIG. 23, when the user double-tap on the WL that he / she wishes to correct on the berthing / unberthing route displayed in the route display area R6, the WL at the double-tapped position is displayed in a different color (e.g., red) from the others, as shown in screen E-2. Note that in screen E-2, the WL at the double-tapped position is shown with a dashed line. Then, a message is displayed in the risk prediction display area R7 encouraging the user to touch the position at which he / she wishes to set a new WP. When the user touches the position on the screen at which he / she wishes to set a new WP, a new WP (denoted by the symbol WP-1) is displayed at the position touched on the screen, as shown in screen E-3, and a pop-up menu is displayed near the position.

[0121] The above pop-up menu includes the items "position correction," "orientation correction," "confirm," and "cancel." When the user touches and selects "confirm," the new WP is confirmed, as shown in screen E-4, and WLs (indicated by symbols WL-1 and WL-2) that connect the confirmed new WP with the previous and next WPs are created. In other words, the original WL is corrected.

[0122] In addition, the behavior when the user touches "Position Correction" or "Orientation Correction", that is, the method of correcting the position or orientation of the WP to be newly set, is performed in the same manner as in the case of correcting the docking and undocking position when creating a new route, as explained based on Figures 19 and 20.

[0123] (WP direct correction of offshore navigation route) When the user double-tap the WP that he / she wants to modify on the offshore navigation route displayed in the route display area R6 as shown in Fig. 24A, a pop-up menu is displayed near the double-tapped position as shown in Fig. 24B. The pop-up menu includes the items "Modify WP position," "Delete WP," and "Cancel."

[0124] When the user touches and selects "Edit WP Position", the WP to be edited flashes. Then, as shown in FIG. 24C, a message prompting the user to touch the position of a new WP is displayed in the risk prediction display area R7. When the user touches any point on the screen, as shown in FIG. 24D, a new WP (denoted by the symbol WP-2) is displayed at the touched position on the screen, and a pop-up menu is displayed near the touched position. The pop-up menu at this time includes the items "Confirm", "Edit Position", and "Cancel".

[0125] When the user touches and selects "OK" on the screen in Fig. 24D, the new WP is confirmed and the WP to be modified is replaced with the new WP. In other words, the position of the WP to be modified is modified. Then, a WL is created that connects the new WP with the previous and next WPs.

[0126] When the user touches and selects "position correction" on the screen in Fig. 24D, a cross cursor appears on the screen as shown in Fig. 24E. By touching any key on the cross cursor, the position of the new WP can be fine-tuned up, down, left, or right. After that, when the user touches and selects "confirm," the new WP is confirmed, and a new WL is created in the same manner as above.

[0127] When the user touches and selects "Cancel" on the screen of Fig. 24D or Fig. 24E, the screen returns to Fig. 24C. When the user touches the Cancel button on the screen of Fig. 24C, the screen returns to Fig. 24B. When the user touches the Cancel button on the screen of Fig. 24B, the screen returns to Fig. 24A, that is, the screen displaying the normal route.

[0128] (WL direct correction of offshore navigation route) As shown in FIG. 25A, when the user double-tap on the WL that he / she wishes to correct on the offshore navigation route displayed in the route display area R6, the WL at the double-tap position is displayed in a different color (e.g., red) from the others, as shown in FIG. 25B. Note that in FIG. 25B, the WL at the double-tap position is shown in a thick line. Then, a message is displayed in the risk prediction display area R7 encouraging the user to touch the position at which he / she wishes to set a new WP. When the user touches the position on the screen at which he / she wishes to set a new WP, as shown in FIG. 25C, a new WP (denoted by the symbol WP-3) is displayed at the position touched on the screen, and a pop-up menu is displayed near the position.

[0129] The above pop-up menu includes the items "OK," "Modify Position," and "Cancel." When the user touches and selects "OK," the new WP is confirmed. Then, as shown in FIG. 25D, WLs (indicated by symbols WL-3 and WL-4) that connect the confirmed new WP with the previous and next WPs are created. In other words, the original WL is modified.

[0130] When the user touches and selects "position correction" on the screen in Fig. 25C, a cross cursor appears on the screen as shown in Fig. 25E. By touching any key on the cross cursor, the position of the new WP can be fine-tuned up, down, left, or right. After that, when the user touches and selects "confirm," the new WP is confirmed. After that, a WL is created that connects the confirmed new WP with the previous and next WPs, as in Fig. 25D.

[0131] If the user touches and selects “Cancel” from the pop-up menu on the screen of FIG. 25C or FIG. 25E, or if the user touches the Cancel button on the screen of FIG. 25B, the screen will return to the screen of FIG. 25A, i.e., the normal route display screen.

[0132] As described above, only the WP to be modified is modified by the user touching the screen, that is, by the input unit 11b accepting the input by the user. Therefore, the processing is simpler than, for example, a method of deleting all WPs and regenerating the route from scratch. In this respect, as in this embodiment, it is preferable that the generation unit 14b modifies the WPs that are waypoints on the route SR based on the input of the input unit 11b.

[0133] Also, even if it is desired to add a new WP (for example, WP-1 to WP-3 in the above example) to the route between adjacent WPs on the route SR, the new WP is added while leaving the other WPs intact by accepting an input at the input unit 11b. Therefore, in this case as well, the processing is simpler than, for example, a method of deleting all WPs once and regenerating the route from scratch. In this respect, as in this embodiment, it is desirable for the generation unit 14b to add a new WP to the route between adjacent WPs on the route SR based on an input from the input unit 11b.

[0134] In addition, in the correction of the offshore navigation route shown in FIG. 24A to FIG. 25E, the pop-up menu on the display screen does not include "heading correction". In offshore navigation, as long as the ship 100 navigates along the generated route SR, it is not expected that the ship 100 will change direction on the route SR. Therefore, by disabling the user's selection of "heading correction" for the WP on the offshore navigation route SR, the user is not required to perform an unnecessary operation regarding the change in the direction of the ship 100. In this respect, as in this embodiment, it is preferable that the display control unit 14c does not display on the display unit 12 a selection screen for inputting, by the input unit 11b, a change in the direction of the ship 100 in the WP on the offshore navigation route SR, which is included in the route SR.

[0135] (4-3. Setting no-fly areas) When the no-fly area setting switch SW7 is touched in the control panel display area R4 shown in Figures 2 and 4, the no-fly area setting mode is started, and the display in the risk prediction display area R7 is replaced with the display of the no-fly area setting menu.

[0136] 26A is an explanatory diagram showing a schematic diagram of each display screen of a route display area R6 displaying a nautical chart and a route, and a risk prediction display area R7 displaying a no-navigation area setting menu. The no-navigation area setting menu includes a create new area tab T11, an edit area tab T12, a delete area tab T13, and an end setting tab T14.

[0137] When the user touches the create new area tab T11 on the screen of Fig. 26A, a message is displayed prompting the user to touch the screen to surround the area where navigation is to be prohibited, as shown in Fig. 26B. When the user follows the message, moves his / her finger on the screen to surround and specify the desired area, and touches the end setting tab T14, the specified area is confirmed as the no-navigation area ER, as shown in Fig. 26C. Then, the no-navigation area setting mode is ended, and the display of the risk prediction display region R7 returns to the display of the risk level shown in Fig. 7.

[0138] When the user touches the area edit tab T12 on the screen of Fig. 26A, the no-sail areas set in the nautical chart flash. When the user touches and selects a desired no-sail area, the screen goes into edit mode, and the user can edit (modify) the selected no-sail area. For example, the user can modify the no-sail area by dragging the outline of the selected no-sail area.

[0139] When the user touches the area deletion tab T13 on the screen of Fig. 26A, the no-sail areas set in the nautical chart flash. When the user touches and selects the desired no-sail area, the selected no-sail area is deleted.

[0140] However, due to the setting or modification of the prohibited area ER, the route SR generated by the generating unit 14b may overlap with the set or modified prohibited area ER, as shown in Fig. 27A. In this case, as shown in Fig. 27B, the generating unit 14b automatically generates an avoidance route SR-1 that avoids the set or modified prohibited area ER. The avoidance route SR-1 is generated as a route that is at least a predetermined distance away from the prohibited area ER, but the predetermined distance can be set appropriately.

[0141] From the viewpoint of realizing automatic navigation avoiding the navigation prohibited area ER, it is preferable that the generating unit 14b generates the avoidance route SR-1 as described above. That is, when the input unit 11b accepts the input (including setting and correction) of the navigation prohibited area ER, it is preferable that the generating unit 14b generates the avoidance route SR-1 that avoids the navigation prohibited area ER as a new route.

[0142] (4-4. Generation of avoidance routes based on obstacle detection) In this embodiment, when an obstacle is detected ahead during automatic navigation along a set route and the collision risk exceeds a certain level, the generator 14b automatically generates an avoidance route and displays the generated avoidance route on the screen to suggest it to the user. The behavior based on the obstacle detection will be described below.

[0143] First, assume that during normal navigation, the screen of Fig. 28A is displayed in the route display area R6 and the risk prediction display area R7 of the display unit 12. When the obstacle detection unit 30 (see Fig. 1) detects the presence of an obstacle X on the route SR and the main control unit 14a judges that there is a high possibility of a collision if things continue as they are (for example, the risk level in Fig. 8 is 4 or more), the generation unit 14b generates an avoidance route that avoids the obstacle X. The generated avoidance route is displayed on the screen of the display unit 12. Fig. 28B shows the avoidance route SR-2 generated by the generation unit 14b and displayed on the display unit 12.

[0144] The avoidance route SR-2 is generated, for example, by setting a new WP at a point that is a predetermined distance or more away from obstacle X in a direction perpendicular to the WL closest to obstacle X, and generating a WL by connecting the new WP with the WPs before and after it.

[0145] When the avoided route SR-2 is displayed, the outer frame surrounding the route display area R6 and the risk prediction display area R7 together turns red and flashes. In addition, the risk prediction display area R7 displays selection tabs for whether or not to select the avoided route SR-2. The selection tabs include a "Yes" tab T21 for selecting the avoided route SR-2 and a "No" tab T22 for not selecting the avoided route SR-2. In addition, the risk prediction display area R7 also displays a "Stop" tab T23 for instructing the ship to stop.

[0146] When the user touches the "Yes" tab T21 on the screen of FIG. 28B, the avoidance route SR-2 is selected, and as shown in FIG. 28C, the avoidance route SR-2 is displayed on the display unit 12 (route display area R6), and the ship 100 automatically navigates along the avoidance route SR-2. At this time, the blinking red frame disappears, and the risk prediction display area R7 returns to displaying the original risk level. When the avoidance route SR-2 is selected, in order to avoid frequently proposing avoidance routes, the generation unit 14b does not generate or propose an avoidance route for a predetermined time. Note that the above-mentioned predetermined time is, for example, 60 seconds, but can be set arbitrarily.

[0147] When the user touches the "No" tab T22 on the screen of Fig. 28B, the avoidance route SR-2 is not selected, and the original route SR is displayed on the display unit 12 (route display area R6) as shown in Fig. 28D, and the ship 100 automatically navigates along the route SR. Since it is expected that the obstacle detection unit 30 may make a false detection, the user visually checks for the presence or absence of an obstacle X ahead, and if the user determines that the risk of collision is low, the user may touch the "No" tab T22.

[0148] Even if the "No" tab T22 is touched, the flashing red frame disappears and the risk prediction display area R7 returns to the original risk level display. In order to avoid frequent suggestions of avoidance routes, the generation unit 14b does not generate or suggest avoidance routes for a predetermined time. The predetermined time is, for example, 10 seconds, but can be set arbitrarily.

[0149] When the user touches the "Stop" tab T23 on the screen of Fig. 28B, the ship 100 stops on the spot and the user can observe the situation for a while. At this time, as shown in Fig. 28E, the blinking red frame on the display unit 12 disappears. Also, the "Stop" tab T23 is grayed out and cannot be selected even if the "Stop" tab T23 is touched.

[0150] When the user touches the "Yes" tab T21 on the screen of Fig. 28E, the avoidance route SR-2 is selected, and the screen display of Fig. 28C appears. When the user touches the "No" tab T22 on the screen of Fig. 28E, the avoidance route SR-2 is not selected, and the screen display of Fig. 28D appears.

[0151] By displaying the avoidance route SR-2 on the display unit 12, the user can view the avoidance route SR-2 displayed on the display unit 12 and input an instruction to select the avoidance route SR-2 as necessary through the input unit 11b. From the viewpoint of enabling such a response, it is preferable that the generation unit 14b generates the avoidance route SR-2 when the risk prediction unit 14d predicts that the risk has reached a certain level or higher, and the display control unit 14c displays the avoidance route SR-2 on the display unit 12.

[0152] (4-5. About video display of route) In this embodiment, the display control unit 14c may cause the display unit 12 (e.g., the route display area R6) to display a video (demonstration video, demonstration screen) that serves as a demonstration of the ship 100 sailing along the set or selected route SR in response to a user's touch operation (acceptance of input on the input unit 11b).

[0153] 29A is a schematic diagram of a demo video of the ship 100 navigating the unberthing section of the route SR from the unberthing position to the docking position. The solid-line ship-shaped icon Q is shown to be later in time than the dashed-line ship-shaped icon.

[0154] Fig. 29B is a schematic diagram showing a demo video of the ship 100 navigating the offshore navigation section after navigating the unberthing section. The solid-line ship-shaped icon Q is similar to Fig. 29A in that it is later in time than the dashed-line ship-shaped icon.

[0155] By checking the route SR in a video, users may notice discrepancies in the route SR (differences from the route they imagined) that are difficult to notice in a still image. In this regard, displaying a demonstration video of the route SR is very effective.

[0156] In addition, it is desirable that the user can clearly distinguish and recognize the unberthing section and the offshore navigation section when checking the route SR in the displayed demo video. In this regard, it is desirable that, in the demo video displayed on the display unit 12, the navigation of the ship 100 in the offshore navigation section included in the route SR is displayed with a ship-shaped icon Q with wake WA, as shown in Fig. 29B.

[0157] [5. Display of risk information on the bird's-eye view] In the configuration including the 3D-LiDAR 23 (see FIG. 1) as the obstacle detection unit 30 in this embodiment, three-dimensional information of an obstacle can be acquired. Therefore, the risk prediction unit 14d can three-dimensionally predict the risk based on the three-dimensional obstacle information output from the obstacle detection unit 30 and acquired by the acquisition unit 11 (communication unit 11a).

[0158] For example, Fig. 30A shows a state in which an image captured by any telephoto camera 22 included in the obstacle detection unit 30 is displayed in the representative image display area R2 of the display unit 12. The image includes a road bridge BR installed on the sea as an example of an obstacle.

[0159] Additionally, the magnitude (level) of the risk predicted by the risk prediction unit 14d is conveniently indicated as one of six levels in Fig. 8. In the example in the figure, the pier portion of the road bridge BR is predicted to have the highest collision risk (e.g., risk level: 6). There is a collision risk in the bridge girder portion connecting the piers, but since it is located higher than the sea level, the collision risk is predicted to be lower than that of the bridge pier (e.g., risk level: 2). On the other hand, since there is no obstacle between the bridge girder and the sea surface, the collision risk is predicted to be the lowest (e.g., risk level: 1).

[0160] The display control unit 14c can create an overhead view from the image captured by the telephoto camera 22 as the obstacle detection unit 30 by software processing and display the view on the display unit 12. Fig. 30B shows the overhead view of the image shown in Fig. 30A displayed in the route display area R6 of the display unit 12. Note that Fig. 30B shows an enlarged view of the road bridge BR by pinching out. Additionally, the magnitude of the risk predicted by the risk prediction unit 14d is shown for convenience.

[0161] As shown in Fig. 30A, when the risk prediction unit 14d predicts different risk levels depending on the location based on the obstacle information, the display control unit 14c displays risk information indicating the highest risk level (here, information indicating a risk level of "6") among the different risk levels in the overhead view as shown in Fig. 30B. Such display control is effective in that it enables the user to easily recognize locations where the risk of collision is truly high by looking at the overhead view in Fig. 30B.

[0162] In the example shown in FIG. 30A, the danger level differs between the bridge girder and its lower part (between the bridge girder and the sea surface), but in the overhead view of FIG. 30B, the higher danger level is displayed as danger level information (here, information with a danger level of "2"). That is, when the danger level prediction unit 14d predicts different danger levels in the height direction at the same position in the overhead view, the display control unit 14c displays the danger level information showing the highest danger level in the height direction (here, information with a danger level of "2") in the overhead view. When the danger levels differ in the height direction at the same position in the overhead view, the user usually wants to know the information with the higher danger level. In this respect, the above-mentioned display control that prioritizes and displays the danger level information is desirable.

[0163] In the example shown in Fig. 30A, the collision risk differs between the piers and girders of the road bridge BR, but in the overhead view of Fig. 30B, the display manner (e.g., display color) is changed for the piers and girders with different risk levels. If different risk level information is displayed in different colors (see Fig. 8) according to the level of risk, the user can easily distinguish and recognize different risk level information. In this regard, it is desirable for the display control unit 14c to cause the display unit 12 to display risk level information in a manner according to the level of risk.

[0164] Fig. 30C shows another display form of the overhead view. Fig. 30C shows a state in which an instruction to hide risk level information whose risk level is equal to or lower than a certain level (for example, risk level 2 or lower) is input by a touch operation of the user, and based on the instruction, the display control unit 14c controls the display unit 12 to hide the risk level information.

[0165] For places where the risk of collision is low, such as bridge girders, there is little need to display them on the overhead view to alert the user. From this perspective, it is preferable that the display control unit 14c, based on the input from the input unit 11b, hides risk information whose risk level is equal to or lower than a certain level on the display unit 12.

[0166] FIG. 31A shows another example of an image captured by an arbitrary telephoto camera 22 and displayed in the representative image display area R2 of the display unit 12. The image includes two fishing boats FB as another example of an obstacle. FIG. 31B shows a state in which an overhead view of the image shown in FIG. 31A is displayed in the route display area R6 of the display unit 12. Note that FIG. 31B shows an enlarged view of the two fishing boats FB by pinching out. In FIGS. 31A and 31B, the magnitude of the risk predicted by the risk prediction unit 14d is also shown for convenience.

[0167] Depending on the location or area where fishing is conducted, when two fishing boats FB are sailing or stopped in parallel, a net NE for catching fish may be stretched in the seawater between the two fishing boats FB. Since such a net NE exists in the seawater, it is difficult for the obstacle detection unit 30 (3D-LiDAR 23, telephoto camera 22) to detect it.

[0168] When two fishing boats FB are present in parallel, the risk prediction unit 14d may determine that the area between the two fishing boats FB is a high risk area because there is a high possibility that a net NE exists in the seawater. Based on this determination, the display control unit 14c displays the two fishing boats FB and the area between them with different risk information in the overhead view of FIG. 31B. The two fishing boats FB have the highest collision risk (risk level "6"), and the area between the two fishing boats FB has a lower collision risk than the fishing boats FB (risk level "1"). However, the risk level in the seawater where the net NE is located is 3, which is different from the risk level in the area above the net NE, that is, there are places with different risk levels in the height direction, so risk information with a higher risk level (information with a risk level of "3") is preferentially displayed, as in the case of FIG. 30B. Therefore, the user can recognize that the area between the two fishing boats FB is a dangerous area for navigation by looking at the overhead view of FIG. 31B.

[0169] [6. Linking risk information between the bird's-eye view and the time series bar] Fig. 32 shows a state in which risk level information shown in the bird's-eye view of the route display area R6 is also displayed in conjunction with a time series bar in the risk prediction display area R7 on the display unit 12. In the example of Fig. 32, the current position of the ship 100 on the route SR is V1, and risk level information of obstacle areas G2 and G3 that exist near future (later in time) positions V2 and V3, respectively, is displayed correspondingly in time in the time series bar in the risk prediction display area R7. Note that the risk level information of the obstacle areas G2 and G3 indicates information on the highest risk level among the risk levels contained in the obstacle areas G2 and G3.

[0170] Also, the display color of the risk level information displayed on the overhead view and the display color of the risk level information displayed in the time series bar match. For example, the color indicating the risk level information of the obstacle region G2 on the overhead view (the color corresponding to risk level 3 in FIG. 8) matches the color indicating the risk level information of the obstacle region G2 in the time series bar of the risk prediction display area R7. Similarly, the color indicating the risk level information of the obstacle region G3 on the overhead view (the color corresponding to risk level 6 in FIG. 8) matches the color indicating the risk level information of the obstacle region G3 in the time series bar of the risk prediction display area R7.

[0171] 33, in the time series bar of the risk prediction display area R7, when the user drags and moves the marker M indicating the position of the ship 100 to a position corresponding to a future position V2 (e.g., 10 minutes from the current time) in the route display area R6, the position of the marker M overlaps with the area indicating the risk level information of the obstacle area G2 that is closest to the position V2 of the ship 100. Also, as shown in Fig. 34, in the time series bar of the risk prediction display area R7, when the user drags and moves the marker M indicating the position of the ship 100 to a position corresponding to a future position V3 (e.g., 20 minutes from the current time) in the route display area R6, the position of the marker M overlaps with the area indicating the risk level information of the obstacle area G3 that is closest to the position V3 of the ship 100.

[0172] As described above, when the risk level information shown in the overhead view of the route display area R6 is displayed in a specific color in conjunction with the time series bar of the risk prediction display area R7, the user can intuitively know the time periods of high risk (for example, 10 minutes and 20 minutes from the current time in the above example) and the level of risk by looking at the time series bar. Therefore, from the viewpoint of improving user convenience, in a configuration in which the display control unit 14c displays risk level information in the time series bar, it is desirable that the display color of the risk level information displayed at an arbitrary position (obstacle area) on the overhead view and the display color of the risk level information displayed at a position on the time series bar corresponding to the arbitrary position match.

[0173] Figure 35 shows the obstacle area G1 displayed in the route display area R6 in Figure 32, enlarged by pinching out. As shown in Figure 35, the obstacle area G1 is made up of multiple pier areas G1' of two road bridges BR, and risk information is displayed for each pier area G1' (with a risk level of 6).

[0174] In an enlarged view of the obstacle area G1, the user can recognize the multiple areas G1' corresponding to each individual pier as an area. Therefore, even if risk level information is displayed for each individual area G1' (for example, even if a risk level of 6 is displayed), the user can recognize the risk level for each individual area G1'. However, as shown in FIG. 32, in a view showing a reduced version of the obstacle area G1, each individual pier may become closer to a "dot" and may become crushed and invisible. Therefore, even if risk level information is displayed for each individual area G1', it is difficult for the user to recognize the risk level for each individual area G1'.

[0175] Therefore, in order to allow the user to reliably recognize the risk level information of the obstacle area G1, it is desirable to adjust the display size of the risk level information according to the scale of the nautical chart displayed on the display unit 12. That is, when the scale of the nautical chart is large, as in Fig. 35, it is desirable to display risk level information for each individual area G1' included in the obstacle area G1, and when the scale of the nautical chart is small, as in Fig. 32, it is desirable to display risk level information as one obstacle area G1 that combines the individual areas G1'. In other words, it is desirable for the display control unit 14c to display the risk level information displayed on the bird's-eye view at a size based on the hierarchical chart structure (reflecting the scale of the nautical chart).

[0176] [7. Program] The automatic route generating device 1 described in this embodiment can be configured, for example, by a computer (PC) in which a predetermined program (application software) is installed. The computer (e.g., the control unit 14) reads and executes the above-mentioned program, thereby operating each unit of the automatic route generating device 1 and executing each of the above-mentioned processes (each step). Such a program is acquired, for example, by downloading it from an external source via a network, and stored in a storage unit (e.g., the program storage unit 13a). The program may also be in a form in which it is recorded in a computer-readable recording medium, such as a CD-ROM (Compact Disk-Read Only Memory) or a portable non-volatile memory, and the computer reads the program from the recording medium and stores it in the storage unit. That is, the program of this embodiment is a program for causing a computer to execute the automatic route generating method of this embodiment.

[0177] [8. Supplementary Information] In the above, an example was described in which the acquisition unit 11 acquires the ship's docking position, docking position, offshore navigation start position, and offshore navigation end position as the information for route generation, and the generation unit 14b generates the route, but the positions acquired as the information for route generation are not limited to the above example. For example, when a position away from the docking position is set as the first point, and a position away from the docking position is set as the second point, the first point and the second point are not located offshore far from the land, and the ship 100 navigates a section connecting the first point and the second point after docking and then docks, the method of route generation described in this embodiment can be applied. In other words, the route generation described in this embodiment can be applied not only to the case where the ship 100 navigates offshore after docking and docks, but also to the case where the ship 100 navigates a route close to the land after docking and docks. Therefore, the "start position of offshore navigation" and "end position of offshore navigation" included in the route generation information described in this embodiment can be read as "a first point away from the leaving position" and "a second point away from the docking position," respectively.

[0178] [9. Notes] The automatic route generating device, the automatic route generating method, the automatic route generating program, and the ship described in this embodiment can also be expressed as follows.

[0179] The automatic route generation device of Appendix (1) is an acquisition unit that acquires information for generating a route including a docking position of the ship, an undocking position, a first point away from the undocking position, and a second point away from the docking position; The information generating unit is configured to generate a route for the ship based on the route generation information acquired by the acquisition unit.

[0180] The automatic route generating device of supplementary note (2) is the automatic route generating device according to supplementary note (1), the acquisition unit includes an input unit that accepts an input by a user; The input unit receives an input of at least one of the docking position, the undocking position, the first point, and the second point.

[0181] The automatic route generating device of supplementary note (3) is the automatic route generating device according to supplementary note (2), the acquisition unit includes an input unit that accepts an input by a user; The input unit receives inputs of the docking position, the undocking position, the first point, and the second point.

[0182] The automatic route generating device of supplementary note (4) is the automatic route generating device according to supplementary note (3), The generation unit generates the route based on the input of the docking position, the undocking position, the first point, and the second point in this order by the input unit.

[0183] The automatic route generating device of supplementary note (5) is an automatic route generating device according to any one of supplementary notes (2) to (4), When the generation unit receives an input of a prohibited area via the input unit, the generation unit generates, as the route, an avoidance route that avoids the prohibited area.

[0184] The automatic route generating device of supplementary note (6) is an automatic route generating device according to any one of supplementary notes (2) to (5), The generation unit modifies waypoints on the route based on input from the input unit.

[0185] The automatic route generating device of supplementary note (7) is an automatic route generating device according to any one of supplementary notes (2) to (6), The generation unit adds a new waypoint between adjacent waypoints on the route based on an input from the input unit.

[0186] The automatic route generating device of supplementary note (8) is an automatic route generating device according to any one of supplementary notes (2) to (7), Further comprising a display unit and a display control unit that controls the display on the display unit, The display control unit causes the display unit to display the route generated by the generation unit.

[0187] The automatic route generating device of supplementary note (9) is the automatic route generating device according to supplementary note (8), The display control unit causes the display unit to display the route and the attitude of the ship on the route as icons.

[0188] The automatic route generating device of supplementary note (10) is the automatic route generating device according to supplementary note (9), When the display control unit receives an input to correct the posture by the input unit, the display control unit causes a new icon indicating the posture after correction and an old icon indicating the posture before correction to be displayed in an overlapping manner on the display unit.

[0189] The automatic route generating device of supplementary note (11) is the automatic route generating device according to any one of supplementary notes (8) to (10), The display control unit hides on the display unit a selection screen for inputting, by the input unit, a change in the orientation of the ship at a waypoint on the offshore navigation route included in the route.

[0190] The automatic route generating device of supplementary note (12) is an automatic route generating device according to any one of supplementary notes (8) to (11), A route storage unit that stores the route generated by the generation unit, The display control unit causes the display unit to display a route history screen showing the history of the route stored in the route memory unit in response to an input from the input unit.

[0191] The automatic route generating device of supplementary note (13) is the automatic route generating device according to supplementary note (12), The route storage unit stores, as a registered route, a predetermined route selected for registration by the input unit among a plurality of routes displayed as history on the route history screen.

[0192] The automatic route generating device of supplementary note (14) is an automatic route generating device according to any one of supplementary notes (8) to (13), A risk prediction unit for predicting a risk of the vessel colliding with an obstacle, The risk prediction unit predicts the risk based on obstacle information output from an obstacle detection unit installed on the marine vessel and acquired by the acquisition unit, the generation unit generates an avoidance route for avoiding a collision with the obstacle when the risk prediction unit determines that the risk has reached a certain level or more; The display control unit causes the display unit to display the avoidance route.

[0193] The automatic route generating device of supplementary note (15) is an automatic route generating device according to any one of supplementary notes (8) to (14), Based on operation of the input unit, the display control unit displays on the display unit a video that serves as a demonstration of the ship sailing along the route generated by the generation unit, and in the video, in the offshore navigation section included in the route, displays the ship's sailing with an icon accompanied by wake.

[0194] The automatic route generating device of supplementary note (16) is an automatic route generating device according to any one of supplementary notes (8) to (13), A risk prediction unit for predicting a risk of the vessel colliding with an obstacle, The risk prediction unit predicts the risk based on obstacle information output from an obstacle detection unit installed on the marine vessel and acquired by the acquisition unit, the display control unit causes the display unit to display an overhead view of the obstacle, and also causes the display unit to display risk level information indicating the magnitude of the risk level in the overhead view; When the risk prediction unit predicts the risk level that varies depending on the location based on the obstacle information, the display control unit causes the risk level information indicating the highest risk level to be included in the overhead view and displayed.

[0195] The automatic route generating device of supplementary note (17) is the automatic route generating device according to supplementary note (16), When the risk prediction unit predicts different risk levels in the height direction at the same position in the overhead view, the display control unit causes the risk information indicating the highest risk level in the height direction to be included in the overhead view and displayed.

[0196] The automatic route generating device of supplementary note (18) is the automatic route generating device according to supplementary note (17), The display control unit hides, on the display unit, risk level information in which the magnitude of the risk level is equal to or less than a certain level, based on an input from the input unit.

[0197] The automatic route generating device of supplementary note (19) is the automatic route generating device according to any one of supplementary notes (16) to (18), The display control unit displays the risk level information in a mode according to the magnitude of the risk level.

[0198] The automatic route generating device of supplementary note (20) is an automatic route generating device according to any one of supplementary notes (16) to (19), The display control unit further displays the risk level information in a time series bar, The display color of the risk level information displayed at an arbitrary position on the overhead view and the display color of the risk level information displayed at a position on the time series bar corresponding to the arbitrary position match each other.

[0199] The automatic route generating device of supplementary note (21) is an automatic route generating device according to any one of supplementary notes (16) to (20), The display control unit displays the risk information on the overhead view at a size based on a hierarchical chart structure.

[0200] The automatic route generation method in Appendix (22) is as follows: an acquisition step in which an acquisition unit acquires information for route generation including a docking position of the ship, an undocking position, a first point away from the undocking position, and a second point away from the docking position; The method includes a route generation process in which a generation unit generates a route for the ship based on the information for route generation acquired by the acquisition unit.

[0201] The automatic route generation program of supplementary note (23) is a program for causing a computer to execute the automatic route generation method described in supplementary note (22).

[0202] The ship of appendix (24) is equipped with an automatic route generation device described in any one of appendices (1) to (21).

[0203] Although the embodiment of the present invention has been described above, the scope of the present invention is not limited to this, and the invention can be expanded or modified without departing from the spirit of the invention. [Industrial Applicability]

[0204] The present invention can be used, for example, in an automatic navigation system for a ship. [Explanation of symbols]

[0205] 1 Automatic route generation device 11 Acquisition Department 11a Communication Department (Acquisition Department) 11b Input section (acquisition section) 12 Display section 13b Route memory section 14b Generator 14c Display control section 14d Risk Prediction Section 21 Sound device (obstacle detection section) 22 Telephoto camera (obstacle detection section) 23 3D-LiDAR (obstacle detection section) 24 Radar (obstacle detection section) 30 Obstacle detection unit 100 ships ER No-go Area SR route SR-1 Avoidance route SR-2 Avoidance route WA Undertow WP Waypoint

Claims

1. an acquisition unit that acquires information for generating a route including a docking position of the ship, an undocking position, a first point away from the docking position, and a second point away from the docking position; An automatic route generating device comprising: a generating unit that generates a route for the ship based on the information for route generation acquired by the acquiring unit.

2. the acquisition unit includes an input unit that accepts an input by a user; The automatic route generation device according to claim 1 , wherein the input unit receives an input of at least one of the docking position, the undocking position, the first point, and the second point.

3. The automatic route generating device according to claim 2 , wherein the input unit receives inputs of the docking position, the undocking position, the first point, and the second point.

4. 4. The automatic route generating device according to claim 3, wherein the generating unit generates the route based on input of the docking position, the undocking position, the first point, and the second point in this order by the input unit.

5. The automatic route generation device according to claim 2 , wherein when the input unit receives an input of a no-navigation area, the generation unit generates, as the route, an avoidance route that avoids the no-navigation area.

6. The automatic route generation device according to claim 2 , wherein the generation unit modifies waypoints on the route based on an input from the input unit.

7. The automatic route generation device according to claim 2 , wherein the generation unit adds a new waypoint between adjacent waypoints on the route based on an input from the input unit.

8. Further comprising a display unit and a display control unit that controls the display on the display unit, The automatic route generating device according to claim 2 , wherein the display control unit causes the route generated by the generation unit to be displayed on the display unit.

9. The automatic route generating device according to claim 8 , wherein the display control unit causes the display unit to display the route and the attitude of the ship on the route as icons.

10. The automatic route generating device according to claim 9, wherein the display control unit, when receiving an input to correct the attitude via the input unit, causes a new icon indicating the corrected attitude and an old icon indicating the attitude before the correction to be displayed on the display unit in an overlapping manner.

11. 9. The automatic route generating device according to claim 8, wherein the display control unit makes invisible on the display unit a selection screen for inputting, by the input unit, a change in the orientation of the ship at a waypoint on the offshore navigation route included in the route.

12. A risk prediction unit for predicting a risk of the vessel colliding with an obstacle, The risk prediction unit predicts the risk based on obstacle information output from an obstacle detection unit installed on the marine vessel and acquired by the acquisition unit, the generation unit generates an avoidance route for avoiding a collision with the obstacle when the risk prediction unit determines that the risk has reached a certain level or more, The automatic route generating device according to claim 8 , wherein the display control unit causes the avoidance route to be displayed on the display unit.

13. A risk prediction unit for predicting a risk of the vessel colliding with an obstacle, The risk prediction unit predicts the risk based on obstacle information output from an obstacle detection unit installed on the marine vessel and acquired by the acquisition unit, the display control unit causes the display unit to display an overhead view of the obstacle, and also causes the display unit to display risk level information indicating the magnitude of the risk level in the overhead view; 9. The automatic route generating device according to claim 8, wherein, when the risk prediction unit predicts the risk level that varies depending on the location based on the obstacle information, the display control unit causes the risk level information indicating the highest risk level to be included in the overhead view and displayed.

14. an acquisition step in which an acquisition unit acquires information for route generation including a docking position of the ship, an undocking position, a first point away from the docking position, and a second point away from the docking position; An automatic route generating method comprising: a route generating step in which a generating unit generates a route for the ship based on the information for route generation acquired by the acquiring unit.

15. A program for causing a computer to execute the automatic route generation method according to claim 14.

16. A ship comprising the automatic route generation device according to any one of claims 1 to 13.

Images