Moving path generation system

Abstract

To provide a moving path generation system capable of generating a moving path for the own ship to navigate while safely and efficiently avoiding an obstacle.SOLUTION: A moving path generation system according to the present disclosure is a moving path generation system that generates moving path information to a target position based on the own ship information about the own ship, obstacle information about an obstacle, and target position information about the target position, wherein: the own ship information includes current position information of the own ship and velocity information of the own ship; the obstacle information includes information on a position and a size of the obstacle; and the moving path information includes time information regarding a time when the own ship moves on the moving path.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a travel route generation system. [Background technology]

[0002] Conventionally, when a ship navigates, it is necessary to avoid obstacles such as floating objects on the water surface and other ships, and technology to do so is required. For example, Patent Document 1 discloses a system that integrates sensor data from multiple sensors to detect foreign objects present on the ship's travel path and assist the ship in avoiding collisions. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-036010 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, there are problems with taking a route that is farther away from the obstacle than necessary to avoid it, resulting in a detour that is time and fuel inefficient, and it is difficult for an inexperienced pilot to judge how to move toward the destination.

[0005] Therefore, the present disclosure has been made in consideration of the above-mentioned problems, and its purpose is to provide a travel path generation system capable of generating a travel path for safely and efficiently avoiding obstacles and navigating. [Means for solving the problem]

[0006] According to the present disclosure, there is provided a travel route generation system that generates travel route information to a destination position based on ship information related to the ship, obstacle information related to an obstacle, and destination position information related to a destination position, the travel route generation system including: The ship information includes current position information and ship speed information of the ship, The obstacle information includes information on the position and size of the obstacle, A movement route generation system is provided in which the movement route information includes time information relating to the time it takes for the ship to move along the movement route. Effect of the Invention

[0007] According to the present disclosure, it is possible to provide a travel route generation system that generates a travel route for safely and efficiently avoiding obstacles and navigating. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram illustrating a travel route generation system according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is a diagram showing a ship to which an example of the system according to the embodiment is applied. [Diagram 3] FIG. 4 is a flowchart illustrating a series of controls in the system according to the embodiment. [Figure 4] 11 is a diagram showing an example of an appropriate obstacle avoidance distance according to the embodiment; FIG. [Diagram 5] 11 is a diagram showing an example of an image displayed on an image display unit according to the embodiment; FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In this specification and the drawings, components having substantially the same functional configurations are denoted by the same reference numerals, and redundant description will be omitted.

[0010] FIG. 1 is an example of a travel route generation system (hereinafter, also simply referred to as "system") according to this embodiment. The system of this embodiment can be installed on any type of ship or on an outside server, etc. As for ships, it is suitable for relatively small ships. Specifically, the system of this embodiment can be adopted in fishing boats, water taxis, small multipurpose boats, pleasure fishing boats, passenger boats, transportation boats, work boats, fireboats / patrol boats, pleasure yachts, pleasure motorboats, special work ships, etc., and can also be adopted in large passenger ships, tankers, cargo ships, etc.

[0011] The system 1 includes, for example, a data acquisition unit 10, a control unit 20, a storage unit 30, an input unit 40, an output unit 50, a communication unit 60, and a vessel operation control unit 70. Each component is connected by wire or wirelessly and can communicate with each other. In this example, the control unit 20, the storage unit 30, the input unit 40, the output unit 50, and the communication unit 60 are implemented in an information processing device (computer), but this is not limited thereto, and each component may be provided independently.

[0012] The data acquisition unit 10 includes a plurality of data acquisition means such as various sensors and cameras, and acquires various sensor data and image data. The data acquisition unit may include, for example, a camera, a radar device such as Lidar (Light detection and ranging), a marine radar, or a millimeter wave radar, an ultrasonic ranging sensor, a GNSS module, or a QZSS module, a positioning device such as an AIS (Automatic Identification System), an inertial measurement unit (IMU), an inertial sensor, a wind direction sensor, a wind speed sensor (ground speed sensor, water speed sensor), a speed sensor, a direction sensor, an acceleration sensor, a gyro sensor, a magnetic compass, a satellite compass, a temperature sensor, a humidity sensor, a barometric pressure sensor, an altitude sensor, an infrared sensor, etc. The data acquisition unit 10 can acquire information on the current position (coordinates), attitude (direction such as bow direction), moving speed, moving direction, and turning amount of the ship, information on the surrounding environment, and information on obstacles such as other ships and people. AIS is a system for transmitting and receiving various information between ships and between ships and land facilities, and can wirelessly exchange ship information such as the position, attitude (course), moving speed, destination, etc. The direction sensor may be a magnetic direction sensor that calculates the bow direction using geomagnetism, a gyrocompass, a GPS compass, etc.

[0013] The control unit 20 includes a processor (arithmetic unit) such as a CPU, and is configured to be able to execute various types of information processing based on programs stored in the storage unit 30.

[0014] The control unit 20 executes a travel route generation process to generate travel route information to a destination position in order to navigate to the destination position while avoiding obstacles. The control unit 20 executes a travel route generation process to generate travel route information to a destination position based on own ship information about the own ship, obstacle information about obstacles, and destination position information about the destination position. The own ship information includes the own ship's current position information and own ship speed information, the obstacle information includes information about the position and size of the obstacle, and the travel route information includes time information about the time it takes for the own ship to move along the travel route. In this way, by generating a travel route based on not only the position of the obstacle but also the information about the size of the obstacle, a travel route can be generated for safely and efficiently avoiding obstacles and navigating.

[0015] The current position information of the ship may be information acquired from one or more of various sensors or cameras constituting the data acquisition unit 10, input by a user via the input unit 40, or received from the outside via the communication unit 60, or may be information estimated by the control unit 20 based on such acquired information. The control unit 20 can acquire current coordinate information from a GNSS module, for example, as the current position information.

[0016] The ship's speed information is information about the ship's speed, and may include at least one of the current ship's speed, target speed, average speed, and speed limit. The ship's speed information may be information obtained from one or more sensors or cameras constituting the data acquisition unit 10, from information stored in the memory unit 30, input by a user via the input unit 40, or received from the outside via the communication unit 60, or may be information estimated by the control unit 20 based on such information. The control unit 20 can obtain current speed information from a speed sensor, for example. The control unit 20 can obtain predetermined and stored target speeds, average speeds, and speed limits from the memory unit 30. The target speed is a speed that is a target for the ship's movement, and can be said to be a navigation speed that can achieve the highest safety and efficiency. The target speed may be the upper limit of the ship's possible speed. The average speed is an average navigation speed set based on actual past navigation data. The speed limit is a limit set for each navigation area or type of ship.

[0017] The information on the position of the obstacle may be acquired information acquired from one or more of various sensors or cameras constituting the data acquisition unit 10, acquired from information stored in the memory unit 30, input by the user via the input unit 40, or received from the outside via the communication unit 60, or may be information estimated by the control unit 20 based on such acquired information. The control unit 20 can estimate the position information of the obstacle by, for example, calculating the relative position between the ship and the obstacle by performing image analysis of the current position information of the ship and image data acquired by the camera or analyzing data from Lidar. The control unit 20 can estimate the size information of the obstacle by, for example, performing image analysis of image data acquired by the camera or analyzing data from Lidar. The size information may be the area of ​​the obstacle in a plan view, as described later, or may include information on the vertical height (height exposed above the water surface, total height including underwater).

[0018] The destination position information on the destination position may be information acquired from one or more various sensors or cameras constituting the data acquisition unit 10, acquired from information stored in the storage unit 30, input by the user via the input unit 40, or received from the outside via the communication unit 60, or may be information estimated by the control unit 20 based on such acquired information. The control unit 20 can acquire, for example, coordinate information input by the user via the input unit 40 as destination position information and store it in the storage unit 30. More specifically, the user can input the destination position by selecting a point on a map displayed on a touch panel serving as the input unit 40.

[0019] The travel route information is information about a linear route connecting a predetermined position, such as the current position, to a destination position. The travel route information is expressed, for example, on a two-dimensional map using curves and / or straight lines. Time information related to the time taken for the ship to travel along the travel route may include, for example, information about the time of arrival at the destination position, information about the time taken to reach the destination position, information about the time taken from the current position to a predetermined position (position on the travel route) just before the destination position, and information about the time taken from a planned passing position just before the destination position to the destination position. By generating a travel route that takes such time into consideration, it becomes easier to efficiently avoid the risk of collision with obstacles compared to travel route information that does not include time information, making it easier to achieve both safety and efficiency.

[0020] The control unit 20 may generate a travel route (navigation route) using, for example, a route search algorithm stored in the storage unit 30. The control unit 20 may generate a navigation route by, for example, setting a cost (numerical value) for a node, which is a minimum unit area obtained by dividing a map (nautical chart), and performing a search process so as to minimize the cost from the node at the start position to the node at the destination. The cost can be an evaluation value indicating the degree of safety, and is basically set based on the water depth, the distance from land, and the like. For example, the shallower the water depth, the higher the cost value, and the closer to land or the like, which is an area where navigation is not possible, the higher the cost value. In setting the cost, a parameter based on the appropriate avoidance distance can be used. For example, the closer a node is to an obstacle, the higher the cost value added to each node, and the cost of a node that is more than the appropriate avoidance distance is set to be equal to or less than a predetermined value. In this way, the numerical value of the cost can be a parameter related to the appropriate avoidance distance. In this case, the predetermined value may be 0, or any value set in advance. A search is performed to minimize the cost from the departure point to the destination using an estimated value of the cost (distance) from each node to the destination. The cost of each node used in the route search may be determined using any other information in addition to obstacle information and map information (including water depth information and unnavigable area information). For example, the cost may be determined based on meteorological information (including wind direction, wind speed, etc.), ocean current information, wave size information, etc. For example, the higher the wind speed, the higher the cost, the higher the cost of a node where the wind is blowing in the opposite direction to the moving direction, the higher the cost of a node where an ocean current is occurring in the opposite direction to the moving direction, and the higher the cost of a node where the waves are larger. The relationship between each of such condition information (parameters) such as meteorological information (including wind direction, wind speed, etc.), ocean current information, and wave size and the numerical value of the cost added to each node is previously associated and stored in the storage unit.

[0021] The control unit 20 may generate a navigation route using a simulation program stored in the storage unit 30. For example, when the ship moves along a planned navigation route (planned travel route) at a preset speed (constant speed or preset variable speed), the control unit 20 may determine the timing when the ship approaches each obstacle closest to the obstacle, whether the ship will come into contact with the obstacle, the distance to the obstacle when the ship approaches the obstacle closest, and whether the ship approaches the obstacle by more than the appropriate avoidance distance (possibility of appropriate avoidance). By repeatedly executing the simulation program while changing the planned travel route and the ship's speed, the ship can travel at an appropriate distance away from the obstacle and generate (search) a navigation route (including speed information) that can reach the destination in the shortest time. Machine learning based on a predetermined learning model may be used in generating such a navigation route.

[0022] The control unit 20 may execute a parameter determination process to determine a parameter related to a distance the ship should keep from an obstacle when avoiding the obstacle, based on obstacle information including the position information and size information of the obstacle on or underwater. The control unit 20 may further execute a parameter determination process to determine a parameter related to a distance the ship should keep from an obstacle when avoiding the obstacle, based on obstacle information including the type information of the obstacle.

[0023] Here, the parameter related to the distance away from an obstacle when the ship avoids the obstacle (appropriate avoidance distance: distance at which the obstacle can be avoided safely and efficiently) can be, for example, a numerical value expressed as the distance [m] from the obstacle. This parameter is stored in advance in the storage unit in association with the position information, type information, and size information of the obstacle. Alternatively, the parameter may be calculated by applying the position information, type information, and size information of the obstacle to a calculation formula stored in the storage unit in advance. For example, if the position of the obstacle is 50 m ahead of the ship (position information), the type of the obstacle is a person (type information), and the size of the obstacle is a planar area of ​​0.1 m^2 and a height of 1 m (size information), the numerical value of the appropriate avoidance distance corresponding to the conditions (for example, 10 m, etc.) can be determined based on the information in the storage unit. The parameter may be a value that is uniquely determined based on any one type of information such as the position, type, size, etc. of the obstacle, or may be a value that is uniquely determined by a combination of two or more types of information.

[0024] FIG. 4 shows an example of appropriate avoidance distances (appropriate avoidance distance information) for an obstacle (floating object, etc.) A and an obstacle (another ship, etc.) B located in the traveling direction of the ship 100 in a plan view. The appropriate avoidance distance is shown by a circle (dotted line) centered on the center point of the obstacle A and the obstacle B, and the range inside the dashed line can be set as the appropriate avoidance area. The appropriate avoidance distance can be expressed, for example, as either a distance d1 from the outer surface of the obstacle or a distance d2 from the center of the obstacle. Alternatively, depending on the shape of the obstacle, the appropriate avoidance distance may be set so that a range indicating the shape and size of the hull (including the ship 100 and the other ship) expressed as a polygon in a plan view (a pentagon like the ship 100 and the obstacle C in FIG. 4, or a triangle, a rectangle, a hexagon, etc.) is generated so that a route is generated that passes outside the separation distance to the obstacle. In the case of a polygon, the line (area) indicating the appropriate avoidance distance is a shape obtained by offsetting the polygon by a certain distance (the intersection part is an arc shape centered on the intersection point), as shown in obstacle C in FIG. 4. In this way, by setting the appropriate avoidance distance according to the shape and size of the obstacle, the same effect can be expected even when the separation distance obtained from the memory unit is applied to a ship of a different size. For example, the appropriate avoidance distance may be set to a small appropriate avoidance distance (e.g., 5 m, 10 m, etc.) when the size of the obstacle is small (e.g., plan view area is 1 m^2 or less, height from the water surface is 1 m or less, etc.), and the appropriate avoidance distance may be set to a large appropriate avoidance distance (e.g., 20 m, 50 m, etc.) as the size of the obstacle is large (e.g., plan view area is 10 m^2 or more, etc.). Also, for example, if the obstacle is a person, the appropriate avoidance distance may be set large (e.g., 20 m, 50 m, etc.), and if the obstacle is a floating object (an object that is neither a person nor another ship) such as a buoy, driftwood, seaweed, etc., the appropriate avoidance distance may be set small (e.g., 5 m, 10 m, etc.). The appropriate avoidance distance may be determined based on avoidance distance information pre-stored in the memory unit according to at least one of the type and size of the obstacle. In this case, information on the type and size of the obstacle and information on the appropriate avoidance distance are stored in advance in association with each other. Also, if the obstacle is a moving object such as another ship, the appropriate avoidance distance may be calculated based on the moving speed and moving direction of the other ship in addition to the position and size information.The movement speed and direction of obstacles such as other ships may be obtained from the AIS, or by combining information from ranging sensors such as a camera and LiDAR, or a camera and RADAR.

[0025] The parameter relating to the appropriate avoidance distance is not limited to the numerical value of the separation distance [m] from the obstacle itself, and may be, for example, a variable (score) associated with the separation distance [m] from the obstacle. Specifically, it may be a score expressed on a scale of 1 to 10, and any association may be made, such as a score of 1 indicating a separation distance of 5 m, a score of 2 indicating a separation distance of 10 m, and a score of 3 indicating a separation distance of 50 m. For example, the score may be a value obtained by adding, subtracting, multiplying, or dividing a numerical value stored in advance with respect to the separation distance [m].

[0026] The obstacle information can include at least any of the following: information acquired from the data acquisition unit 10, information generated by the control unit 20, information pre-stored in the memory unit 30, information input via the input unit 40, and information received from external devices, other ships, etc. via the communication unit 60.

[0027] The control unit 20 can further determine the above parameters based on the moving speed information of the obstacle. For example, the parameters can be set so that the appropriate avoidance distance increases as the moving speed of the obstacle increases. The moving speed information of the obstacle and the parameter information can be stored in advance in association with each other in the storage unit. Also, a calculation formula showing the relationship between the moving speed information and the parameters may be stored in the storage unit.

[0028] The control unit 20 can further determine the above parameters based on the moving direction information of the obstacle. For example, when the moving direction of the obstacle is a direction toward the ship, the parameters can be set so that the appropriate avoidance distance is greater than when the moving direction of the obstacle is a direction away from the ship. The moving direction information of the obstacle and the parameter information can be associated with each other in advance and stored in the storage unit. Also, a calculation formula showing the relationship between the moving direction information and the parameter may be stored in the storage unit. The moving direction may be, for example, a numerical representation of the moving direction (angle) in a specific coordinate system based on the bow direction or the like, or a numerical representation of the moving direction (angle) in a coordinate system based on the north direction.

[0029] The control unit 20 can further determine the above parameters based on the attitude (direction) of the obstacle. For example, when the attitude (bow direction) of a ship as an obstacle is facing the own ship, the parameters can be set so that the appropriate avoidance distance is greater than when the bow direction is the same as that of the own ship. When the obstacle is a person using a surfboard or paddle boat, the parameters can be determined in a similar manner according to the direction (the direction of an object used by a person such as a surfboard, canoe, yacht, or paddle board) and the direction of the person's face. Such information on the attitude of the obstacle and information on the parameters may be stored in advance in association with each other in the storage unit.

[0030] The control unit 20 can execute a travel route generation process that generates navigation route information for avoiding obstacles and navigating to a destination based on the parameters. The travel route generation process generates navigation route information that is an appropriate avoidance distance away from an obstacle based on position information (coordinates) of a start position (e.g., the current ship position), position information (coordinates) of a destination, 3D map information including the seabed topography, and obstacle information including parameters. At that time, the appropriate avoidance distance is determined based on not only the position information of the obstacle but also size information and, if necessary, type information of the obstacle, thereby enabling safe and efficient navigation without taking longer routes than necessary.

[0031] The control unit 20 can execute a ship information estimation process to estimate the ship's position information and the ship's attitude information based on the data (first data) from the data acquisition unit 10. The ship's position information can be estimated using coordinate information as the positioning data acquired by the GNSS module as the current position. The ship's position information may be estimated by a self-position estimation process based on a comparison between map data (three-dimensional point cloud data) acquired from Lidar and map information stored in the storage unit. The ship's position information may be expressed as two-dimensional or three-dimensional coordinate information on a specific coordinate system, and may be expressed in latitude and longitude. The attitude of the ship is expressed as orientation (angle) information in a specific two-dimensional or three-dimensional coordinate system. The attitude information may be expressed in east-west, north-south orientation.

[0032] Here, the position information of the ship can be three-dimensional coordinate information (or two-dimensional coordinate information) of the position of a specific point on the ship. The specific point can be, for example, the center point of the ship, the center of gravity, the installation position of a positioning satellite antenna such as GNSS, or any other predetermined position. The control unit 20 can calculate the position information of the ship based on the position of a data acquisition means such as a positioning satellite antenna, information on the relative positional relationship with the specific point (prestored in the memory unit), and the position information acquired from the data acquisition means. Note that when the position of the data acquisition means is set as the position of the ship, such calculation processing is not necessary.

[0033] Furthermore, the ship's attitude information may be such that the ship's stationary attitude on the water surface is set as a reference attitude, and changes (yaw direction, roll direction, pitch direction) from the reference attitude are detected. In a planar view (two dimensions), the ship's attitude direction may be the direction in which the bow is pointing or any other preset direction. In three dimensions, the ship's attitude information may be based on a direction parallel to the horizontal plane, but a direction upward or downward at any preset angle with respect to the horizontal plane may also be used as the reference attitude.

[0034] The control unit 20 can execute a ship information correction process to correct the ship position information and the ship attitude information based on the data (second data) from the data acquisition unit 10. The control unit 20 can correct the ship position information and the ship attitude information based on speed data acquired from, for example, Lidar or a camera.

[0035] The control unit 20 can execute a speed estimation process to estimate the ship's speed based on data from the data acquisition unit 10. For example, the control unit 20 can calculate the distance traveled in a given time from position information from a given time ago (0.01 seconds, 0.1 seconds, 1 second, etc.) and current position information, and estimate the speed from the information on the distance traveled in the given time. The speed data may be information from a speed sensor serving as the data acquisition unit 10.

[0036] The control unit 20 can execute an obstacle information estimation process to estimate the position and size of an obstacle based on the ship's position information and ship's attitude information corrected in the ship's information correction process, and the data (third data) from the data acquisition unit 10. The control unit 20 may estimate the type information of an obstacle based on the ship's position information and ship's attitude information corrected in the ship's information correction process, and the data (third data) from the data acquisition unit 10. The control unit 20 may estimate the attitude (direction) of the obstacle in the obstacle information estimation process.

[0037] The control unit 20 can estimate the type of obstacle by, for example, selecting one of candidates of obstacle types stored in advance in the storage unit 30. The information on the type of obstacle can include type information such as ships, specific ship classifications (fishing boats, water taxis, small multipurpose boats, recreational fishing boats, passenger boats, transportation boats, work boats, fireboats / patrol boats, pleasure yachts, pleasure motorboats, special work boats, etc.), marine structures, people (including swimming, surfing, yachts, paddle boards, etc.), rocks, shores, driftwood, seaweed, marine life, etc. The information on the type of obstacle is stored in association with size information (area, height).

[0038] The control unit 20 can estimate the position, type, size, posture, etc. of an obstacle by, for example, image analysis of image data acquired by a camera. The control unit 20 may estimate the position, type, size, posture, etc. of an obstacle by using a machine learning technique using a learning model that has been trained in advance in the obstacle information estimation process. When the control unit 20 estimates the position of an obstacle based on image data acquired by a camera, after estimating the three-dimensional position (coordinates) of the obstacle in the camera coordinate system, the control unit 20 can convert the camera coordinate system to a world coordinate system by a coordinate conversion process based on the information on the camera position (coordinates) and shooting direction, and calculate the position (coordinates) of the obstacle on the world coordinate system. The control unit 20 can estimate the bow direction of a ship as an obstacle, the direction of a person's face (front direction), and the direction (traveling direction) of an object used such as a surfboard by image analysis of image data from a camera or analysis of three-dimensional data (point cloud data, model data, etc.).

[0039] A program based on an algorithm for generating travel route information is stored in the storage unit 30. Also, ship information, obstacle information, etc. for generating the travel route information are stored.

[0040] The storage unit 30 may store candidates for types of obstacles in advance in association with the values ​​of the sizes (information on area and height in a plan view) corresponding to each type, and the ranges of the sizes (upper and lower limits). For example, the range of the area of ​​a ship can be 3 m^2 or more and 9200 m^2 or less, and the range of the height of a ship (height above the water surface) can be 0.5 m or more and 100 m or less. The range of the area of ​​a person can be 0.2 m^2 or more and 5 m^2 or less, and the range of the height of a person (height above the water surface) can be 0.1 m or more and 3 m or less.

[0041] The memory unit 30 stores information on appropriate avoidance distances associated with obstacle information such as the position, type, and size of the obstacle. The memory unit 30 may also store information on a calculation formula for calculating the appropriate avoidance distance. For example, the appropriate avoidance distance may be calculated according to the size (planar area) of the ship as an obstacle. The parameters used in the calculation may include information on the type of obstacle, the moving speed, the moving direction, etc. The memory unit 30 may also store information on a program that simulates the movement of the ship along its own navigation route (planned movement route) and the presence or absence of contact with an obstacle.

[0042] Information about each data acquisition means is stored in the storage unit 30. The information about the data acquisition means may be, for example, the position of the data acquisition means on the ship (e.g., a relative position to a specific point such as the center or center of gravity of the ship), a relative attitude (e.g., a relative direction to the bow direction of the ship), etc., but is not limited thereto.

[0043] The control unit 20 may estimate the moving speed and moving direction of an obstacle based on the ship's position information and ship's attitude information corrected in the ship's information correction process, the ship's moving speed information, moving direction information, and data (third data) from the data acquisition unit 10. The control unit 20 can acquire moving speed information and moving direction information of obstacles such as other ships relative to the ship, based on data from Lidar. The control unit 20 can also acquire moving speed information, moving direction information, etc. of obstacles using data from a radar device.

[0044] In the obstacle information estimation process, the control unit 20 can analyze image data acquired by the camera to estimate information such as the type, size, position, shape, and color of the obstacle. The control unit 20 may estimate the information of the obstacle based on any information of the obstacle estimated from the image data and the obstacle-related information stored in advance in the storage unit. For example, the control unit 20 may estimate the size of the obstacle from the image data, and determine (estimate) an obstacle candidate associated with a size range that matches the size as the type of the obstacle by referring to the storage unit. The control unit 20 may also analyze image data acquired by the camera to estimate the type of the obstacle, and determine (estimate) a size candidate associated with the type as the size of the obstacle by referring to the storage unit. The control unit 20 may also estimate any one of the type, size, and position of the obstacle based on any one or a combination of detection data acquired from a radar device and detection data from Lidar, without being limited to image data acquired by the camera. For example, three-dimensional data of an obstacle can be generated from distance data to multiple points of the obstacle by Lidar, and the three-dimensional shape, type, size, position, etc. of the obstacle can be estimated based on the three-dimensional data of the obstacle. In this way, the control unit 20 can select from among the obstacle candidates by comparing the information of the obstacle candidates stored in the storage unit 30 with the data on the obstacle acquired from the data acquisition unit 10, and estimate the type and size of the detected obstacle. Note that the control unit 20 can also estimate the position, type, and size of the obstacle based only on the data from the data acquisition unit 10.

[0045] The control unit 20 can store various information such as generated information in the storage unit 30, update the information in the storage unit 30, output the information from the output unit 50, and transmit the information to an external device, another ship, etc. via the communication unit 60. The control unit 20 can also accept information acquired by the data acquisition unit 10, user operation information input via the input unit 40, and information received by the communication unit 60, and execute information processing based on the information.

[0046] The memory unit 30 can store various types of information stored in advance, information acquired from the data acquisition unit 10, user operation information input via the input unit 40, information received from external devices or other ships via the communication unit 60, information generated by the control unit 20, etc., and is composed of a non-volatile memory, a hard disk, etc. The memory unit 30 can store information on various parameters indicating the shape of the ship (three-dimensional model data, etc.), characteristics (characteristics related to output, speed, and turning amount), information on obstacles, two-dimensional or three-dimensional map information, navigation history information, navigation route information, tidal information, etc.

[0047] The input unit 40 receives input information based on operations from a user, etc. The input unit 40 is composed of mechanical buttons, switches, operation levers, touch panels, etc. The input unit 40 may also include a microphone that allows voice input.

[0048] The output unit 50 outputs various information as images (video), sounds, etc. The output unit 50 may include, for example, a display unit such as a liquid crystal monitor or a touch panel that displays images, an audio output unit such as a speaker that displays sounds, a vibration generating unit (vibration device) that generates vibrations, etc.

[0049] The communication unit 60 is connected to a network such as the Internet or wireless communication, and is capable of transmitting data to external devices (servers, control devices, etc.) and other ships, and receiving data from external devices.

[0050] The vessel operation control unit 70 may include an auto-rudder that controls steering, an auto-throttle that controls a power unit (engine, motor, etc.) for rotating a propeller or thruster, etc. The vessel operation control unit 70 controls the operation of the vessel 70 (movements such as forward movement, backward movement, left and right movement, turning, etc.) based on instruction information from at least one of the control unit 20, the memory unit 30, the input unit 40, and the communication unit 60, and can navigate the vessel along a predetermined route (such as a movement route generated by the control unit).

[0051] Fig. 2 shows an example of the present system installed on a ship 100. In the example of Fig. 2, the system includes a Lidar, a camera, a GNSS antenna, an AIS antenna, and a wind speed and direction meter as a data acquisition unit 10, a control unit as a control unit 20, a monitor as an output unit 50, and an auto-rudder and an auto-throttle as a ship operation control unit 70. In the example of Fig. 2, the Lidar and the camera are installed on the front side (bow side) and the rear side (stern side) of the ship 100, respectively, so that data around the ship 100, particularly the front and rear sides, can be detected with high accuracy. The configuration of the present system installed on a ship is not limited to the illustrated example, and other sensors and the like may be included.

[0052] FIG. 3 shows an example of a process flow relating to a method for estimating obstacle information in the system of this embodiment.

[0053] The control unit 20 acquires various information such as own ship information, obstacle information, and destination position information (S101). The own ship information includes the current position information of the own ship and the own ship speed information. The current position information can be acquired from the data acquisition unit 10 such as GNSS. The own ship information may be the own ship position information corrected by the own ship information correction process or the own ship attitude information. The obstacle information includes information on the position and size of the obstacle. The obstacle information may include information on the type of obstacle. The obstacle information can be generated by the control unit based on the information acquired by the data acquisition unit 10.

[0054] Next, the control unit 20 executes a parameter determination process (S102). In the parameter determination process, the control unit 20 determines a parameter related to an appropriate avoidance distance based on the information on the position and size of the obstacle.

[0055] The control unit 20 executes a process of generating travel route information (S103). The control unit 20 generates a travel route (navigation route) from the current position to the destination position using a route search algorithm stored in the storage unit 30 based on the information acquired in S101.

[0056] The control unit 20 executes a process for generating output information (S104). The output information is, for example, image information showing a moving route on a map. Here, FIG. 5 shows an example of an image displayed on an image display unit such as a monitor. In FIG. 5, the monitor screen shows the current position of the ship 100, the destination position G, a planned route R1 at the departure time (first time point in the past), and a moving route R2 at the current time point (second time point) generated based on current information (ship information, obstacle information, etc.) on a map. The map may be a two-dimensional plan view as shown in FIG. 5, or a three-dimensional stereoscopic view including height (depth) information. FIG. 5 shows a display image (arrow) showing the positions of obstacles (floating object A, other ship B), the appropriate avoidance distance (area), and the traveling direction of the other ship B, as well as the predicted position and predicted appropriate avoidance area of ​​the ship B after a predetermined time. The position of ship B after a specified time can be the predicted position of ship B at the scheduled time when ship 100 reaches the position where other ship B currently exists (the position where other ship B passes through planned route R1 or travel route R2). The control unit 20 can generate the predicted position of ship B after a specified time based on information on the current position and current speed (including traveling speed information) of other ship B. For example, the control unit 20 can calculate the position of other ship B when it proceeds in the current traveling direction at its current speed (m / S) and set it as the predicted position, but is not limited to this, and the predicted position may also be set based on route plan information transmitted from other ship B, etc. and received by the communication unit 60.

[0057] In the example of FIG. 5, the control unit 20 calculates the appropriate avoidance distance based on the information on the current position and size of the obstacle A, and the most efficient movement route R2 that can ensure the appropriate avoidance distance is generated by the control unit 20 using a route search algorithm. In this way, by generating the movement route R2 based on the information on the position and size of the obstacle A, it is possible to perform efficient navigation while increasing safety compared to navigating the planned route R1. In addition, although another ship B is currently present on the planned route R1, it is expected that the other ship B will be located at a position sufficiently distant (a position distant by more than the appropriate avoidance distance) when the ship 100 passes that position, so it is understood that the movement route R2 does not need to deviate significantly from the planned route R1. In addition, in FIG. 5, the control unit 20 outputs and displays only a part of the entire movement route leading to the destination position G (the movement route to a predetermined position P on the way) as the movement route R2, but this is not limited to this, and the entire movement route to the destination position G may be displayed. Alternatively, the control unit 20 may generate only a portion of the movement route, such as a movement route to a specified position P, rather than generating the entire movement route to the destination position G. In this case, the remaining route to the destination position may be complemented by the planned route R1, or the movement route may be generated when the vehicle reaches the vicinity of the specified position P (a preset distance from the specified position P).

[0058] The control unit 20 may execute a process of acquiring obstacle information including position information and size information (and type information, if necessary) of obstacles on or underwater, and a process of determining parameters related to the distance the ship should move away from the obstacle when avoiding the obstacle based on the obstacle information. The control unit 20 may execute a process of generating a navigation route or a process of updating a pre-stored navigation route based on the determined parameters. The output information may be image data to be displayed on the display unit, audio data to be output, etc. The image data may include text or image information of the navigation route from the current position to the destination, the position, type, and size of an obstacle, and an indication of an appropriate avoidance distance using a numerical value, a line, a color difference, etc. Specifically, the monitor may display a map showing the line indicating the navigation route, the position of the obstacle, and the appropriate avoidance distance, the type and size of the obstacle may be displayed as text or an image, or a speaker may output an audio message to warn the ship. In addition, when the ship is steered manually, the output information may be ship steering information (data on steering, propulsion output, etc.). The output information may also be data that is applied to an autopilot system to automatically navigate according to the navigation route information.

[0059] The control unit 20 can also execute the following operations: an own ship information estimation process for estimating own ship position information and own ship attitude information based on first data acquired from at least one data acquisition means; an own ship information correction process for correcting own ship position information and own ship attitude information based on second data acquired from at least one data acquisition means; an obstacle information estimation process for estimating the position, type, size, etc. of an obstacle based on the own ship position information and own ship attitude information corrected in the own ship information correction process and the third data acquired from at least one data acquisition means; and an output information generation process for generating output information based on the information on the position, type, size, etc. of the obstacle estimated in the obstacle information estimation process. The first data, the second data, and the third data may each include data acquired from a common data acquisition means. Also, the first data, the second data, and the third data may each include data acquired from one data acquisition means or from multiple data acquisition means. The control unit 20 can use the own ship information and obstacle information after the correction process in the above-mentioned movement path generation process.

[0060] In the ship information estimation process, for example, the ship's three-dimensional position is estimated based on coordinate information from a GNSS antenna as a data acquisition means, and the ship's three-dimensional attitude information is estimated based on orientation data acquired from an inertial measurement unit. The ship information estimation process may be performed based on data acquired from only one data acquisition means, but from the viewpoint of improving estimation accuracy, it is preferable to perform the estimation process based on data acquired from multiple data acquisition means.

[0061] In the ship information correction process, the ship position information and ship attitude information estimated in are corrected based on, for example, speed information acquired from at least one of Lidar and a camera. The control unit 20 estimates the current position and attitude (a predetermined time after the time) using, for example, the position (coordinates), movement direction information, and movement speed information at a time point a predetermined time ago (0.01 seconds, 0.1 seconds, 1 second, etc.). The estimated position and attitude information is then compared with the ship position information and ship attitude information estimated in the ship information estimation process, and if they do not match, the ship position information and ship attitude information can be corrected by adopting the numerical value between the two as accurate current position and current attitude information. Note that the ship information correction process may be performed in a different manner, and for example, the ship position information and ship attitude information may be corrected using the position information and attitude information calculated by the ship position and attitude estimation process based on image data from a camera, or a combination of these. In addition, from the viewpoint of increasing the accuracy of the correction process, it is preferable to perform the correction process based on data acquired from multiple data acquisition means.

[0062] Next, in the obstacle information estimation process, for example, the position and attitude of the camera are estimated based on the ship's position information and ship's attitude information corrected in the ship information correction process (the camera's position and attitude in the ship's coordinate system), and the relative position data of the obstacle in the camera coordinate system is used to perform coordinate conversion to estimate the position of the obstacle in the world coordinate system. Also, the camera's image data is analyzed to estimate the type and size of the obstacle. The position, type, and size of the obstacle may be estimated using detection data acquired from the radar device alone or in combination.

[0063] As described above, the system of this embodiment is a movement path generation system that generates movement path information to a destination position based on ship information about the ship, obstacle information about obstacles, and destination position information about the destination position, where the ship information includes the ship's current position information and ship speed information, the obstacle information includes information about the position and size of the obstacle, and the movement path information includes time information about the time it takes for the ship to move along the movement path. In this way, by generating movement path information including time information about the time it takes for the ship to move along the movement path based on obstacle information including not only the position of the obstacle but also size information, it is possible to generate a movement path for safely and efficiently avoiding obstacles and navigating.

[0064] In the system of this embodiment, the time information may include estimated passage time information regarding the estimated time when the ship is to pass a predetermined position on the movement route. This allows the ship to safely pass the predetermined position on the movement route. In this case, the need for avoidance may be determined based on information estimating the position of the obstacle at the estimated passage time.

[0065] In the system of this embodiment, the time information may include information on the time taken for the ship to move from a first position on the movement path to a second position on the movement path. This allows, for example, the travel time from the current position (first position) to a destination position (second position) to be known, enabling navigation that takes into account weather conditions at the time of reaching the destination position and information on obstacles, thereby improving safety during navigation.

[0066] In the system of this embodiment, the travel route information may include information on the planned speed of the ship at a predetermined position on the travel route. With this configuration, for example, it is possible to generate a subsequent travel route with high accuracy based on the information on the planned speed of the ship at a predetermined position on the travel route.

[0067] In the system of the present embodiment, the obstacle information may include obstacle presence estimated time information regarding the estimated time when the obstacle will be located at a predetermined position on the travel route. With such a configuration, for example, it is possible to grasp the timing when the obstacle will cross the travel route, thereby achieving both safety and efficiency at an even higher level.

[0068] In the system of the present embodiment, the obstacle information may include information on the type of the obstacle. With this configuration, for example, when generating a travel route, it is possible to determine an avoidance distance according to the type of obstacle, thereby achieving both safety and efficiency at a higher level.

[0069] In the system of the present embodiment, the obstacle information may include avoidance distance information regarding a distance to be kept away from the obstacle. With such a configuration, for example, it is possible to realize navigation in the shortest distance while maintaining an appropriate distance from the obstacle.

[0070] In the system of this embodiment, the travel route information may be updated at predetermined intervals based on the ship information and the obstacle information, which are repeatedly updated at predetermined intervals. With this configuration, even if an obstacle moves in a direction or at a speed different from that originally planned, an appropriate travel route corresponding to the movement can be generated, thereby generating a safe and efficient travel route. Furthermore, by repeatedly executing the above update process at predetermined intervals, such as 0.01 seconds or 0.1 seconds, the travel route can be updated substantially in real time.

[0071] In the system of the present embodiment, the obstacle information may include at least one of moving speed information and moving direction information of the obstacle. With such a configuration, for example, it is possible to generate a more accurate moving path taking into account the movement of the obstacle.

[0072] In the system of this embodiment, the size information of the obstacle may include information on the height from the water surface to the top of the obstacle. With this configuration, for example, an avoidance distance can be set according to the height of the obstacle, thereby achieving both safety and efficiency at a higher level.

[0073] In the system of this embodiment, the ship information may include the current attitude information of the ship. With this configuration, for example, a travel route according to the orientation of the ship can be generated, thereby achieving both safety and efficiency at a higher level.

[0074] In the system of this embodiment, the ship speed information may include at least any one of the target speed, current speed, average speed, and speed limit. With this configuration, for example, a travel route can be generated taking into account various speeds. Specifically, when the target speed is included, for example, a travel route can be generated to maintain a target speed that allows safe navigation. Furthermore, when information on the ship's current speed is included, the estimation accuracy of numerical values ​​such as the time when the ship will arrive at a specified position when generating a travel route can be improved. Furthermore, when information on the ship's average speed is included, it is possible to generate travel route information that is closer to reality based on the average speed from past performance. Furthermore, when information on the speed limit is included, a travel route can be generated so as not to exceed the speed limit, further improving safety.

[0075] In the system of this embodiment, the control unit 20 may execute a process for determining a parameter related to the distance the ship should keep away from an obstacle when avoiding the obstacle, based on obstacle information including the position information and size information of the obstacle on or underwater. In this way, by determining a parameter related to an appropriate avoidance distance based on obstacle information including not only the position information of the obstacle but also the size information of the obstacle, safe and efficient navigation without making unnecessary detours is possible.

[0076] Furthermore, the parameter determination process may also determine the parameters based on the moving speed information and moving direction information of the obstacle. In this case, the appropriate avoidance distance can be determined in more detail.

[0077] In the system of this embodiment, the information on the size of the obstacle may include information on the height from the water surface to the top of the obstacle. With this configuration, for example, it is possible to determine an appropriate avoidance distance according to the height of the obstacle. Also, it is possible to improve the accuracy of estimating the type of the obstacle.

[0078] In the system of this embodiment, the type information of the obstacle may include information indicating that the obstacle is another ship or a person. This makes it possible to determine an appropriate avoidance distance according to the type information, such as another ship or a person that requires special attention. In addition, it is also possible to notify the user that the obstacle is another ship or a person, and to urge the user to be careful.

[0079] In the system of this embodiment, the control unit may execute a travel route generation process to generate navigation route information for avoiding obstacles and traveling to a destination based on the parameters. With this configuration, it is possible to navigate based on a navigation route that takes into account an appropriate avoidance distance, enabling safer and more efficient navigation.

[0080] In the system of this embodiment, the accuracy of estimating obstacles can be improved by correcting the own ship information estimated by the own ship information correction process before executing the obstacle information estimation process, which makes it easier to avoid contact with obstacles, thereby improving the safety of the ship. Also, according to this embodiment, the above process is repeatedly executed at predetermined intervals such as 0.01 seconds, 0.1 seconds, etc., so that obstacle information can be estimated with high accuracy substantially in real time.

[0081] In the system of this embodiment, the obstacle information estimation process may include a data correction process for correcting the third data based on the ship's position information and ship's attitude information corrected in the ship information correction process. That is, for example, the detection data of the radar device, the image data from the camera, the data from Lidar, etc. as the third data are corrected based on the corrected ship's position information and ship's attitude information, thereby further improving the estimation accuracy of the obstacle. The correction process may include a so-called clustering process, etc.

[0082] In the system of this embodiment, the output information may include information on the distance that the vessel should keep away from the obstacle based on information on the position, type, and size of the obstacle. With this configuration, the vessel can navigate safely and efficiently while avoiding the obstacle.

[0083] In the system of this embodiment, the information on the size of the obstacle may include information on the height from the water surface to the top of the obstacle. With this configuration, for example, it is possible to determine the distance to avoid the obstacle depending on its height, and to improve the accuracy of estimating the type of the obstacle.

[0084] In the system of this embodiment, the obstacle information estimation process may include a process for determining whether the type of obstacle is another ship or a person. With this configuration, for example, it is possible to inform the user that the obstacle is another ship or a person that requires special attention, urge the user to be careful, or allow the user to safely avoid the obstacle.

[0085] In the system of the present embodiment, the first data may include positioning data received from a positioning satellite and data acquired from an inertial measurement unit. With this configuration, the own ship information estimation process can be performed quickly and efficiently.

[0086] In the system of the present embodiment, the second data may include speed data acquired from at least one of the Lidar and the camera. With this configuration, even if the positioning data received from the positioning satellite cannot be acquired, the ship information correction process can be performed with high accuracy.

[0087] In the system of the present embodiment, the third data may include data acquired from Lidar. With such a configuration, for example, information such as the position, type, size, and shape of an obstacle can be estimated with high accuracy using the 3D point cloud data acquired from Lidar.

[0088] In the system of the present embodiment, the third data may include image data acquired from a camera. With this configuration, for example, information such as the relative position, type, size, and shape of an obstacle can be estimated with high accuracy by image analysis of the image data.

[0089] In the system of this embodiment, in environments where signals from positioning satellites cannot be received or signal interference occurs, such as under a bridge, in other words, where GNSS and the like do not function, self-position estimation processing can be performed based on data from at least one of the Lidar and the camera.

[0090] When the control unit 20 determines based on the signal from the data acquisition unit 10 that a signal from a positioning satellite has not been received, the control unit 20 may notify the fact that a signal from a positioning satellite has not been received by using an image or sound from the output unit 50, or may automatically switch the method of ship's position estimation processing. The switching process of the ship's position estimation processing method may be, for example, switching from self-position estimation processing based on data such as GNSS to self-position estimation processing based on data from Lidar and a camera. Then, when it determines that a signal from a positioning satellite has been received again, the method of ship's position estimation processing may be returned to the original method based on data from the positioning satellite.

[0091] In the system of this embodiment, the control unit 20 may determine the type of data to be used in each process based on priority information previously stored in the storage unit 30. For example, in the obstacle information estimation process, the priority can be set in advance such that the combination of camera image data and Lidar data is given the highest priority, followed by camera image data only, Lidar data only, and radar device data only. The priority can be set, for example, taking into consideration high estimation accuracy and low information processing load.

[0092] In the system of this embodiment, the control unit 20 may repeatedly determine whether each data acquisition means is functioning properly based on the presence or absence of a signal from the data acquisition means, and may determine the type of data to be used for each process based on the determination result. For example, if it is determined that GNSS data cannot be acquired, the control unit 20 may execute a ship information estimation process using data acquired by Lidar to estimate the position information and attitude information of the ship.

[0093] Information on the determination result as to whether each data acquisition means is functioning properly or not may be output from the output unit 50 as an image, sound, signal, or the like.

[0094] The system of this embodiment can be installed when a new ship is manufactured, but it can also be implemented on an existing ship by installing various components such as various sensors, cameras, drive devices, power sources, and information processing devices.

[0095] The system of this embodiment can be installed in a newly constructed ship, but can also be installed (retrofitted) in an existing ship. That is, the data acquisition unit 10, control unit 20, storage unit 30, input unit 40, output unit 50, communication unit 60, and ship operation control unit 70 may be entirely or partially formed as a system unit, and the system unit may be installed later in an existing ship.

[0096] In the system of this embodiment, for example, meteorological information and ocean current information may be acquired via the data acquisition unit 10 or the communication unit 60. In this case, for example, by using the meteorological information and ocean current information in at least one of the above-mentioned ship information estimation process, ship information correction process, and obstacle information estimation process, the estimation accuracy of the ship or obstacle can be further improved.

[0097] In the system of this embodiment, output information on obstacles generated by the control unit, and information such as weather information and ocean current information acquired via the data acquisition unit 10 or the communication unit 60 may be transmitted to other ships. In this case, for example, other ships can be notified of emergencies such as natural disasters and accidents. Information may also be shared with rescue teams and the coast guard to respond to marine distress and emergencies.

[0098] In the system of this embodiment, the current position and attitude of the ship may be predicted based on speed data of the ship at a specific point in time in the past, as described above, or the accuracy of estimating the ship's position information and attitude may be improved by predicting the ship's movement using machine learning or the like from information such as parameters indicating the ship's characteristics and navigation history.

[0099] In the system of this embodiment, the control unit may delete unnecessary obstacle information when the obstacle information acquired from the multiple data acquisition means is duplicated. That is, the control unit may perform a duplication determination process to determine whether the multiple obstacle information estimated (detected) by the multiple data acquisition means is the same obstacle or not, and when it is determined that there are two or more obstacle information for one obstacle, it may delete the obstacle information other than one and leave only one obstacle information in the storage unit. The duplication determination process may determine that the position information (coordinates) of another ship acquired by the first data acquisition means (AIS, etc.) and the position information of another ship (obstacle) estimated from the data of the second data acquisition means (camera, Lidar, radar device) are the same, or that the value (distance) indicating the difference between these two points (coordinates) is within a predetermined threshold range. On the other hand, when it is determined that the value (distance) indicating the difference between the two points (coordinates) is outside the predetermined threshold range (exceeds the threshold), it may determine that the two obstacles are different, and the two obstacle information may be maintained without being deleted. The first data acquisition means and the second data acquisition means may be only one data acquisition means or a combination of multiple data acquisition means. The first data acquisition means and the second data acquisition means are assumed to be different data acquisition means, but some of them may be the same data acquisition means.

[0100] In the system of this embodiment, instead of or in combination with the method of avoiding an obstacle by setting an appropriate avoidance distance, a method of avoiding a collision by decelerating (including stopping) the ship and waiting for the obstacle to pass, or a method of avoiding a collision by first crossing the moving direction of the obstacle based on the relative position and relative speed with respect to the obstacle, can be included. In that case, costs are set for all selectable options, and the control unit can calculate the costs for all avoidance methods based on the above-mentioned algorithm and select the route with the lowest cost. In other words, it is not limited to the case where the speed of the ship is constant, but it is possible to generate a movement route that reaches the destination at the minimum cost while securing the appropriate avoidance distance by decelerating and accelerating the speed. In addition, the information on the acceleration (combined deceleration and acceleration per unit time) of deceleration and acceleration, and the parameters of the lower limit and upper limit of the speed can be set according to the type, operating capacity, weight, size, etc. of the hull, and can be stored in the storage unit in advance.

[0101] Furthermore, in the system of this embodiment, a parameter related to cost may be separately set to preferentially select an avoidance route that complies with laws and regulations regarding ship traffic. Specifically, the cost may be set to give priority to the right side as seen from the ship. For example, when trying to avoid an obstacle (another ship) approaching at high speed from the starboard side of the ship, the cost of the ship crossing first may be set to be higher by a predetermined value than the avoidance method of the ship slowing down and waiting for the obstacle to pass. In this case, the cost of slowing down or stopping the ship and waiting for the obstacle to pass may be calculated and compared with the cost of the ship going around the rear of the obstacle to avoid the obstacle. On the other hand, when trying to avoid an obstacle approaching at high speed from the port side of the ship, the cost of the ship crossing first may be set to be lower than the avoidance method of slowing down and waiting for the obstacle to pass.

[0102] Although the preferred embodiment of the present disclosure has been described in detail above with reference to the attached drawings, the technical scope of the present disclosure is not limited to such examples. It is clear that a person having ordinary knowledge in the technical field of the present disclosure can conceive of various modified or amended examples within the scope of the technical ideas described in the claims, and it is understood that these also naturally belong to the technical scope of the present disclosure.

[0103] The device described in this specification may be realized as a single device, or may be realized by a plurality of devices (e.g., cloud servers) partially or entirely connected via a network. For example, the control unit and the storage unit may be realized by different servers connected to each other via a network.

[0104] The series of processes performed by the device described in this specification may be realized using any of software, hardware, and a combination of software and hardware. A computer program for realizing each function of the control unit according to this embodiment may be created and implemented in a PC or the like. A computer-readable recording medium in which such a computer program is stored may also be provided. The recording medium may be, for example, a magnetic disk, an optical disk, a magneto-optical disk, a flash memory, or the like. The above computer program may also be distributed, for example, via a network, without using a recording medium.

[0105] In addition, the processes described herein using flowchart diagrams do not necessarily have to be performed in the order shown. Some process steps may be performed in parallel. Additional process steps may be employed, and some process steps may be omitted.

[0106] In addition, the effects described in this specification are merely descriptive or exemplary and are not limiting. In other words, the technology according to the present disclosure may achieve other effects that are apparent to a person skilled in the art from the description of this specification, in addition to or in place of the above effects.

[0107] Note that the following configurations also fall within the technical scope of the present disclosure. (Item 1) A travel route generation system that generates travel route information to a destination position based on ship information related to the ship, obstacle information related to an obstacle, and destination position information related to a destination position, the system comprising: The ship information includes current position information and ship speed information of the ship, The obstacle information includes information on the position and size of the obstacle, A movement route generation system, wherein the movement route information includes time information regarding the time it takes for the ship to move along the movement route. (Item 2) 2. A movement route generation system as described in item 1, wherein the time information includes scheduled passage time information regarding the scheduled time when the ship will pass a specified position on the movement route. (Item 3) 3. The movement path generation system according to item 1 or 2, wherein the time information includes information on the time it takes for the ship to move from a first position on the movement path to a second position on the movement path. (Item 4) 3. The movement route generation system according to item 1 or 2, wherein the movement route information includes planned speed information of the ship at a predetermined position on the movement route. (Item 5) 3. The travel route generation system according to item 1 or 2, wherein the obstacle information includes obstacle presence estimated time information regarding a scheduled time when the obstacle will be located at a predetermined position on the travel route. (Item 6) 3. The travel route generation system according to item 1 or 2, wherein the obstacle information includes information on a type of the obstacle. (Item 7) 3. The travel path generation system according to item 1 or 2, wherein the obstacle information includes avoidance distance information regarding a distance to be kept away from the obstacle. (Item 8) 3. The travel route generation system according to item 1 or 2, wherein the travel route information is updated at predetermined intervals based on the ship information and the obstacle information which are repeatedly updated at predetermined intervals. (Item 9) 3. The travel route generation system according to item 1 or 2, wherein the obstacle information includes at least one of moving speed information and moving direction information of the obstacle. (Item 10) 3. The travel path generation system according to item 1 or 2, wherein the size information of the obstacle includes information on the height from the water surface to the top of the obstacle. (Item 11) 3. A route generation system as described in item 1 or 2, wherein the ship information includes the current attitude information of the ship. (Item 12) 3. The route generation system according to item 1 or 2, wherein the ship speed information includes at least one of a target speed, a current speed, an average speed, and a speed limit. [Explanation of symbols]

[0108] 1. Travel Route Generation System 10 Data Acquisition Section 20 Control section 30 Storage section 40 Input section 50 Output section 60 Communications Department 70 Ship motion control unit

Claims

1. A travel route generation system that generates travel route information to a destination position based on ship information related to the ship, obstacle information related to an obstacle, and destination position information related to a destination position, the system comprising: The ship information includes current position information and ship speed information of the ship, The obstacle information includes information on the position and size of the obstacle, A movement route generation system, wherein the movement route information includes time information regarding the time it takes for the ship to move along the movement route.

2. The movement route generation system according to claim 1 , wherein the time information includes estimated passage time information regarding a scheduled time when the ship is to pass a predetermined position on the movement route.

3. The movement route generation system according to claim 1 or 2, wherein the time information includes information on the time it takes for the ship to move from a first position on the movement route to a second position on the movement route.

4. The movement route generation system according to claim 1 or 2, wherein the movement route information includes information on a planned speed of the ship at a predetermined position on the movement route.

5. The travel route generation system according to claim 1 , wherein the obstacle information includes obstacle presence estimated time information regarding an estimated time when the obstacle will be located at a predetermined position on the travel route.

6. The travel route generation system according to claim 1 , wherein the obstacle information includes information on a type of the obstacle.

7. The travel route generation system according to claim 1 , wherein the obstacle information includes avoidance distance information regarding a distance to be kept away from the obstacle.

8. 3. The travel route generation system according to claim 1, further comprising: updating the travel route information at predetermined intervals based on the ship information and the obstacle information which are repeatedly updated at predetermined intervals.

9. The travel route generation system according to claim 1 , wherein the obstacle information includes at least one of moving speed information and moving direction information of the obstacle.

10. The travel route generation system according to claim 1 , wherein the size information of the obstacle includes information on a height from a water surface to a top of the obstacle.

11. The travel route generation system according to claim 1 or 2, wherein the ship information includes current attitude information of the ship.

12. The travel route generation system according to claim 1 or 2, wherein the ship speed information includes at least any one of a target speed, a current speed, an average speed, and a speed limit.

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