Steering control device and method for ship, and ship

Abstract

To realize proper automatic ship maneuvering by suppressing quality degradation in an acquired image due to sunlight.SOLUTION: Provided is a steering control device for a ship, which has: a main camera 24 fixed to a ship body 101 and for photographing a subject; a CPU 11 as a ship maneuvering control part for automatically ship maneuvering the ship body 101 based on a photographic image acquired by the main camera 24; and a CPU 11 as a determination part for determining whether or not sunlight 50 is positioned in a reference field angle 60 which is determined as a field angle within a photographing field angle 61 based on the photographing field angle 61 of the main camera 24. The CPU 11 as the ship maneuvering control part changes an actual traveling direction to an angle in which the sunlight 50 is out of the reference field angle 60, in the case where the sunlight 50 is positioned in the reference field angle 60.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a steering control device and method for a ship, and to a ship. [Background technology]

[0002] In the field of automobiles, autonomous driving technology is being developed. Generally, images taken by cameras are used for autonomous driving. Images taken when sunlight is in the camera's field of view may not capture the subject properly, so it is desirable to avoid backlit conditions where sunlight is in the field of view.

[0003] Therefore, in Patent Document 1, when a backlit condition is predicted, backlit avoidance measures such as changing the position of the vehicle, taking a detour, or changing the passing timing are implemented. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2022-155838 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the field of ships, there are unique circumstances that differ from those on land, such as the lack of roads, so there is room to consider ways to navigate while appropriately avoiding sunlight reflections, taking these into account.

[0006] The present invention aims to provide a steering control device for a ship that can suppress degradation of the quality of acquired images due to sunlight and achieve appropriate automatic ship steering. [Means for solving the problem]

[0007] A steering control device for a ship according to one aspect of the present invention includes an imaging unit fixed to the hull that photographs a subject, a ship steering control unit that automatically steers the hull based on the image captured by the imaging unit, and a determination unit that determines whether sunlight is located within a reference angle of view, which is defined as an angle of view within the imaging angle of view of the imaging unit, and when sunlight is located within the reference angle of view, the ship steering control unit changes the actual direction of travel of the hull to an angle where the sunlight deviates from the reference angle of view.

[0008] According to this configuration, the determination unit determines whether sunlight is located within a reference angle of view, which is defined as an angle of view within the shooting angle of view of the shooting unit based on the shooting angle of view of the shooting unit, and if sunlight is located within the reference angle of view, the steering control unit changes the actual direction of travel of the hull to an angle where the sunlight deviates from the reference angle of view. [Effects of the Invention]

[0009] According to the present invention, it is possible to suppress degradation of the quality of acquired images due to sunlight and to achieve appropriate automatic ship steering. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic side view of a ship to which a ship steering control device is applied; [Figure 2] FIG. 1 is a block diagram of a vessel. [Figure 3] FIG. 2 is a conceptual diagram illustrating the photographing angle of view and the reference angle of view of each camera. [Figure 4] 10 is a flowchart of an automatic navigation control process. [Figure 5] FIG. 10 is a schematic diagram showing the relationship between the imaging angle of view and the estimated position of sunlight. [Figure 6] FIG. 4 is a schematic diagram illustrating a first example of backlight avoidance processing. [Figure 7] 10A and 10B are schematic diagrams illustrating a second example of backlight avoidance processing. [Figure 8] 10A and 10B are schematic diagrams illustrating a first example of backlight prevention processing. [Figure 9]10A and 10B are schematic diagrams illustrating a second example of backlight avoidance processing. [Figure 10] FIG. 10 is a diagram illustrating a first example of a course correction process. [Figure 11] FIG. 10 is a diagram illustrating a second example of the course correction process. [Figure 12] FIG. 10 is a diagram illustrating a third example of the course correction process. [Figure 13] FIG. 10 is a diagram illustrating a fourth example of the course correction process. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0012] 1 is a schematic side view of a boat to which a boat steering control device according to one embodiment of the present invention is applied. The boat 100 includes a hull 101 and a boat propulsion unit 102 mounted on the hull 101. The boat propulsion unit 102 is, for example, an outboard motor. Two or more boat propulsion units 102 may be provided. The boat 100 is connected to a server 40 via a network N so as to be able to communicate with the server 40.

[0013] The vessel propulsion device 102 is attached to the hull 101 via a mounting unit 114. The vessel propulsion device 102 includes a drive source (e.g., an engine) 103. The drive source 103 may be an electric motor. The vessel propulsion device 102 obtains thrust for moving the hull 101 by a propeller rotated by the driving force of the drive source 103. The mounting unit 114 includes a swivel bracket, a clamp bracket, a steering shaft, and a tilt shaft (none of which are shown).

[0014] The mounting unit 114 further includes a power trim and tilt mechanism (PTT mechanism) (not shown). The PTT mechanism rotates the vessel propulsion unit 102 about a tilt axis, thereby changing the inclination angle (trim angle, tilt angle) of the vessel propulsion unit 102 relative to the hull 101. The vessel propulsion unit 102 is also rotatable about a steering axis relative to the swivel bracket. During manual navigation, the vessel propulsion unit 102 rotates left and right by operating a steering wheel (not shown), thereby steering the vessel 100.

[0015] A main camera 24 and a sub-camera 25 are installed at the bow. The main camera 24 and the sub-camera 25 are a photographing unit and a separate photographing unit, respectively, fixed to the hull 101, and photograph a subject. Each camera may be attached, for example, directly to a bow rail (not shown) or via a support.

[0016] FIG. 2 is a block diagram of a vessel.

[0017] In addition to the main camera 24 and sub-camera 25 described above, the vessel 100 also has a navigation unit 21, a sensor group 22, a GNSS receiving unit 23, and a display unit 26. The vessel 100 also has a CPU 11, a ROM 12, a RAM 13, a memory 14, a communication I / F (interface) 15, a timer 16, and an input unit 17.

[0018] The CPU 11 controls the entire vessel 100. The ROM 12 or memory 14 stores a control program. The memory 14 also stores nautical chart information obtained from the server 40. The CPU 11 implements various control processes by expanding the control program stored in the ROM 12 or the like into the RAM 13 and executing it. The RAM 13 provides a work area when the CPU 11 executes the control program. The timer 16 measures time.

[0019] The navigation unit 21 includes elements necessary for navigation, such as a steering wheel, a remote control, a throttle, a shift mechanism, a turning mechanism (none of which are shown), as well as a drive source 103 (FIG. 1). The sensor group 22 may include a sensor that detects the operation of the input unit 17, as well as a direction sensor, an acceleration sensor, a speed sensor, an angular velocity sensor, an engine rotation speed sensor, a shift position sensor, a millimeter-wave radar, and the like (none of which are shown). The results of detection by the sensor group 22 are sent to the CPU 11.

[0020] The GNSS receiver 23 periodically receives GNSS signals from Global Navigation Satellite Systems (GNSS) satellites, thereby enabling the CPU 11 to acquire the current position of the ship 100.

[0021] The input unit 17 receives input of various settings, modes, etc. from the operator of the vessel 100. The communication I / F 15 is capable of communicating with the server 40 via the network N, and can also communicate with an ECU (not shown) that controls the drive source 103 of the navigation unit 21 via a CAN or the like.

[0022] The imaging directions of the main camera 24 and the sub-camera 25 are both set to face substantially forward. The display unit 26 displays various information. The captured images obtained by the cameras 24, 25 are sent to the CPU 11 and displayed on the display unit 26 in a format corresponding to the set mode. The CPU 11, which serves as a ship steering control unit, automatically steers the hull 101 mainly based on the captured images. Note that known methods can be used as the basic method for achieving unmanned automatic navigation. Therefore, automatic navigation can be achieved using not only the captured images but also detection information obtained from the sensor group 22, position information obtained from the GNSS receiving unit 23, and the like.

[0023] FIG. 3 is a conceptual diagram illustrating the photographing angle of view and the reference angle of view of each camera.

[0024] The shooting angle of view 62 of the sub-camera 25 is larger than the shooting angle of view 61 of the main camera 24. Since the cameras 24 and 25 have the same shooting direction, the center of the angle of view CL in the horizontal direction is the same, and the center of the angle of view in the vertical direction is also the same. Therefore, the shooting angle of view 61 is included in the shooting angle of view 62.

[0025] The reference angle of view 60 is a photographing angle of view used to determine whether or not the subject is in a so-called backlit state. The reference angle of view 60 is determined based on the photographing angle of view 61 as an angle of view within the photographing angle of view 61. In this embodiment, the reference angle of view 60 is smaller than the photographing angle of view 61 and is included in the photographing angle of view 61. Note that the reference angle of view 60 may be the same as the photographing angle of view 61.

[0026] 3, sunlight 50 indicates the light of the sun reflected on the image at the photographing angle of view. The sunlight 50 reflected at the ends of the reference angle of view 60, the photographing angle of view 61, and the photographing angle of view 62 are indicated by sunlight 50-1, 50-2, and 50-3, respectively.

[0027] For example, sunlight 50-1 and 50-2 are included in the images captured by both cameras 24 and 25. However, sunlight 50-3 is included in the image captured by sub-camera 25 but not in the image captured by main camera 24.

[0028] FIG. 4 is a flowchart of the automatic navigation control process. This process is realized by the CPU 11 loading a program stored in the ROM 12 or the like into the RAM 13 and executing it. This process starts when an automatic navigation start command is received, and ends when an end command or an unplanned operation is received. If the image used for automatic navigation is acquired in backlit conditions, the image quality will be reduced, making appropriate automatic navigation difficult. Therefore, backlight determination processing and navigation control according to the determination result are executed.

[0029] In step S101, the CPU 11 as a determination unit executes backlight determination processing to determine whether the current photographing state corresponds to a "backlight state" or a "state immediately before backlighting."

[0030] When sunlight 50 is reflected or it is estimated that sunlight 50 is located within the reference angle of view 60, it is determined that the image is backlit (this will be described with reference to FIGS. 3 and 5).

[0031] On the other hand, if sunlight 50 enters an area (frame area) within the photographing angle of view 61 but outside the reference angle of view 60, it is determined to be in a pre-backlit state (described in FIG. 8). Also, if sunlight 50 outside the reference angle of view 60 is predicted to enter the reference angle of view 60, it is determined to be in a pre-backlit state (described in FIG. 9). The pre-backlit state may be defined as a critical state close to a backlit state.

[0032] A method for determining whether a backlit condition exists will be described with reference to Figures 3 and 5. Figure 5 is a schematic diagram showing the relationship between the shooting angle of view and the estimated position of sunlight. First, CPU 11 determines that a backlit condition exists when sunlight 50 is actually captured and is located within reference angle of view 60. For example, in Figure 3, this corresponds to the case where sunlight 50-1 is determined to exist within reference angle of view 60. In this case, the backlit condition may be determined using one or both of the images obtained by cameras 24 and 25.

[0033] Specifically, when there is a location within the reference angle of view 60 where the brightness is equal to or greater than a threshold in the image captured by the main camera 24, the CPU 11 determines that the sunlight 50 is located within the reference angle of view 60. Alternatively, when there is a location within the angle of view corresponding to the reference angle of view 60 where the brightness is equal to or greater than a threshold in the image captured by the sub camera 25, the CPU 11 determines that the sunlight 50 is located within the reference angle of view 60.

[0034] Alternatively, the backlit state may be determined based on the estimated position of sunlight and the overall amount of light in the image, without relying on locally high brightness within the reference angle of view 60 .

[0035] For example, as shown in FIG. 5, the CPU 11 estimates the position of sunlight based on the current position of the hull 101 and the current time. The estimated current position of sunlight is designated as estimated position 51. In the example of FIG. 5, the estimated position 51 is within the reference angle of view 60. The CPU 11 determines that sunlight 50 is located within the reference angle of view 60 if the estimated position 51 is within the reference angle of view 60 and the total amount of light in the image within the reference angle of view 60 is equal to or greater than a predetermined amount of light. Therefore, even if the estimated position 51 is estimated to be within the reference angle of view 60 when the weather is rainy or cloudy, if the total amount of light in the image within the reference angle of view 60 is less than the predetermined amount of light, it is not determined that a backlit condition exists. This is because an image without sunlight reflection can be used without hindrance for automatic navigation.

[0036] In step S102, CPU 11 determines whether the result of the backlight determination process in step S101 corresponds to a backlight state. If the result of the backlight determination process corresponds to a backlight state, CPU 11 proceeds to step S103, and if the result of the backlight determination process does not correspond to a backlight state, CPU 11 proceeds to step S104.

[0037] In step S103, since it is determined that sunlight 50 is located within the reference angle of view 60, the CPU 11 executes backlight avoidance processing. In backlight avoidance processing, the CPU 11, as a ship steering control unit, controls the navigation unit 21 to change the actual traveling direction of the hull 101 to an angle where sunlight 50 deviates from the reference angle of view 60. For example, the CPU 11 calculates the thrust and direction required to change the actual traveling direction for each ship propulsion unit 102, and controls each ship propulsion unit 102 in accordance with the calculation results. An example of backlight avoidance processing will be described with reference to Figures 6 and 7.

[0038] 6(a) and (b) are schematic diagrams illustrating a first example of backlight avoidance processing. In FIG. 6(a), sunlight 50 is shown at a reference angle of view 60, as in FIG. 3. FIG. 6(b) corresponds to a conceptual diagram of the reference angle of view 60 viewed from above. As an example, the angle θ0 in the left-right direction of the reference angle of view 60 is set to 60°. AC is the actual traveling direction, which coincides with the center of the angle of view CL in the captured image.

[0039] As shown in Figures 6(a) and 6(b), when sunlight 50 is located within the reference angle of view 60, the CPU 11 changes the actual traveling direction AC of the hull 101 in the left-right direction so that the center CL (center) of the reference angle of view 60 moves away from the sunlight 50. In Figures 6(a) and 6(b), the sunlight 50 is located to the right of the center CL of the angle of view, so the CPU 11 changes the actual traveling direction AC to the left. The angle by which the actual traveling direction AC is changed is assumed to be half the reference angle of view (θ0 / 2). By changing the angle (θ0 / 2), the sunlight 50 moves out of the reference angle of view 60.

[0040] FIG. 7 is a schematic diagram illustrating a second example of backlight avoidance processing. In the example of FIG. 7, sunlight 50 is located within a reference angle of view 60. The CPU 11 changes at least the minimum turning angle θA and the actual traveling direction AC of the hull 101 in the left-right direction in which the minimum turning angle θA required for sunlight 50 to deviate from the reference angle of view 60 is smaller. The minimum turning angle θA is calculated by the CPU 11. In the example of FIG. 7, sunlight 50 is located to the right of the center of the angle of view CL within the reference angle of view 60. In this case, the CPU 11 changes the actual traveling direction AC to the left by an angle equal to or greater than the minimum turning angle θA. This causes sunlight 50 to deviate from the reference angle of view 60.

[0041] In the first and second examples, if sunlight 50 is on the center CL of the angle of view, the actual traveling direction AC may be changed to a predetermined left or right direction. Either the first or second example may be used for the backlight avoidance processing. The user may specify in advance which processing to perform. After step S103, the CPU 11 returns to step S101.

[0042] In step S104, CPU 11 determines whether the result of the backlight determination process (step S101) corresponds to the immediately before backlight state. If the result of the backlight determination process corresponds to the immediately before backlight state, CPU 11 proceeds to step S105, and if the result of the backlight determination process does not correspond to the immediately before backlight state, CPU 11 proceeds to step S106.

[0043] In step S105, the CPU 11 executes backlight avoidance processing. In backlight avoidance processing, the CPU 11 as a ship steering control unit controls the navigation unit 21 to change the first predetermined angle θ1 and the actual traveling direction AC of the hull 101 in a direction in which the center CL (center) of the reference angle of view 60 in the left-right direction moves away from the sunlight 50. An example of a state just before backlight occurs and backlight avoidance processing will be described with reference to Figures 8 and 9.

[0044] FIG. 8 is a schematic diagram illustrating a first example of backlight avoidance processing. In the example of FIG. 8, sunlight 50 is in an area (frame area) within the photographing angle of view 61 but outside the reference angle of view 60. Because sunlight 50 is outside the reference angle of view 60, it is not yet backlit, but there is a possibility that it will soon become backlit. Therefore, CPU 11 changes the first predetermined angle θ1 and actual traveling direction AC to the left, which is the direction in the left-right direction that moves the center of the angle of view CL away from sunlight 50. This makes it possible to prevent a backlit condition from occurring.

[0045] Figure 9 is a schematic diagram illustrating a second example of backlight avoidance processing. In the example of Figure 9, the CPU 11 acquires an estimated position 51 of sunlight based on the current position of the hull 101 and the current time. The CPU 11 constantly acquires weather information via the network N. The CPU 11 predicts the possibility that sunlight 50 will fall within the reference angle of view 60 based on the estimated position 51 and the weather information. If the CPU 11 predicts that sunlight 50 will fall within the reference angle of view 60, it changes the first predetermined angle θ1 and the actual traveling direction AC of the hull 101 in the left-right direction so that the center CL (center) of the reference angle of view 60 moves away from the estimated position 51 (sunlight 50).

[0046] In the example of FIG. 9, it is assumed that estimated position 51 is located to the right of reference angle of view 60, and that estimated position 51 is predicted to move relatively to the left. At this time, if the weather information indicates that the weather is sunny, such that the sun may be captured in the captured image, it is predicted that sunlight 50 will soon enter reference angle of view 60, creating a backlit condition. Therefore, CPU 11 changes first predetermined angle θ1 and actual traveling direction AC to the left, which is the direction in the left-right direction that moves center of angle of view CL away from sunlight 50. This makes it possible to prevent a backlit condition from occurring.

[0047] If the weather information indicates rain or the like, the state will not be backlit even if estimated position 51 is located within reference angle of view 60. Therefore, in step S104 described above, it is not predicted that sunlight 50 will fall within reference angle of view 60, and it is not determined that the state is about to become backlit.

[0048] The first predetermined angle θ1 is, for example, 10°. Note that the first predetermined angle θ1 may be the same value or different values ​​in the first and second examples. After step S105, the CPU 11 returns to step S101.

[0049] In step S106, the CPU 11 calculates the deviation θB between the target traveling direction TC and the actual traveling direction TA of the hull 101, and determines whether there is a course deviation. If the deviation θB is greater than a predetermined deviation amount, it is determined that there is a deviation between the target traveling direction TC and the actual traveling direction TA. The predetermined deviation amount is a value equal to or less than the second predetermined angle θ2 and equal to or less than half the angle (θ0 / 2) of the reference angle of view. Note that the second predetermined angle θ2 may be larger or smaller than θ0 / 2. The value of the second predetermined angle θ2 is not important, but is, for example, 12°. In this embodiment, the predetermined deviation amount is the same as the second predetermined angle θ2.

[0050] If the determination in step S106 indicates that there is a course deviation, the CPU 11 proceeds to step S107, and if there is no course deviation, the CPU 11 returns to step S101. Note that steps S106 and S107 are usually executed when sunlight 50 is not located within the reference angle of view 60.

[0051] In step S107, the CPU 11 executes a course correction process, and then returns to step S101. The course correction process is a process in which the CPU 11, functioning as the ship steering control unit, controls the navigation unit 21 to reduce or eliminate course deviation. Four methods of the course correction process (first to fourth examples) will be explained using Figures 10 to 13. One of these four methods may be applied, or two or more methods may be used in combination as long as there is no contradiction.

[0052] 10, 11, 12, and 13 are diagrams illustrating a first, second, third, and fourth example of the course correction processing, respectively. Note that as a result of the course correction processing, sunlight 50 may end up being positioned within the reference angle of view 60. However, by returning to step S101, the backlight determination processing is performed again, and backlight avoidance processing, etc., is executed as necessary.

[0053] In the first example shown in FIG. 10, a deviation θB greater than half the angle of the reference angle of view 60 occurs in the left-right direction ("θ0 / 2" < θB). In this case, the CPU 11 changes the actual traveling direction AC by the angle of the reference angle of view (θ0) toward the target traveling direction TC in the left-right direction. In the example shown in FIG. 10, the CPU 11 changes the actual traveling direction AC to the right by the angle of the reference angle of view (θ0). By controlling in this manner, the deviation θB is reduced. As a result, if sunlight 50 is not positioned within the reference angle of view 60, it is possible to prevent the deviation in one direction from continuing for a long period of time.

[0054] In the second example shown in FIG. 11, a deviation θB greater than the second predetermined angle θ2 occurs in the left-right direction (θ2<θB). In this case, the CPU 11 changes the third predetermined angle θ3 and the actual traveling direction AC in a direction that brings the actual traveling direction AC closer to the target traveling direction TC. The third predetermined angle θ3 is a value that is not greater than the second predetermined angle θ2, for example, 10°. As a result, the deviation θB decreases. This allows the actual traveling direction AC to be gradually returned to the target traveling direction TC when sunlight 50 is not positioned within the reference angle of view 60.

[0055] In the third example shown in FIG. 12, a deviation θB greater than the second predetermined angle θ2 occurs in the left-right direction (θ2<θB). In this case, when the total light intensity of the image captured by the sub-camera 25 falls below the predetermined light intensity, the CPU 11 waits a predetermined time and then returns the actual traveling direction AC to the target traveling direction TC. If the total light intensity is less than the predetermined light intensity, it is assumed that the surroundings have become dark, such as in the evening, or that the weather has become rainy or cloudy. In this case, even if the estimated position 51 falls within the reference angle of view 60, it is not expected that the vehicle will be backlit. Since the need to avoid backlighting has decreased, the deviation θB is set to zero by quickly returning the actual traveling direction AC to the target traveling direction TC. Note that the reason for waiting for the predetermined time to pass is to prevent divergence of control, taking into account the possibility that the total light intensity may temporarily fall below the predetermined light intensity. Note that waiting for the predetermined time to pass is not essential.

[0056] 13, the CPU 11 acquires an estimated position 51 of sunlight based on the current position and current time of the hull 101. In the example shown in Fig. 13, the target traveling direction TC is closer to the estimated position 51 than the center CL of the reference angle of view 60. Furthermore, it is assumed that the estimated position 51 (sunlight 50) is predicted to be outside the reference angle of view 60 and gradually move away from the reference angle of view 60 based on the current orientation, position, time, etc.

[0057] In such a case, the CPU 11 changes the fourth predetermined angle θ4 and the actual traveling direction AC in the left-right direction approaching the estimated position 51 (to the right in the example of FIG. 13) each time the estimated position 51 moves away by the fourth predetermined angle θ4 (for example, 10°). As a result, in a situation where the sunlight 50 is moving away and the left-right direction in which the sunlight 50 is located is the same as the direction in which the target traveling direction TC is shifted, the actual traveling direction AC can be gradually brought closer to the target traveling direction TC.

[0058] According to this embodiment, when sunlight 50 is located within the reference angle of view 60, the CPU 11 changes the actual direction of travel until the angle of sunlight 50 deviates from the reference angle of view 60. This prevents images used for automatic navigation from being acquired in a backlit condition, etc. This makes it possible to prevent degradation of the quality of acquired images due to sunlight and achieve appropriate automatic ship maneuvering.

[0059] The angles θ0, θ1, θ2, θ3, θ4, and θA are stored in advance in the memory 14, but may be changed afterwards. Furthermore, the values ​​of the angles θ0, θ1, θ2, θ3, θ4, and θA are not limited to the values ​​shown in the example.

[0060] It is not essential to perform the backlight avoidance process (S104) or the course correction process (S106). Even if a mode is executed in which the backlight avoidance process (S103) is not performed and the backlight avoidance process (S104) or the course correction process (S106) is performed alone, this still contributes to suppressing degradation of the quality of the captured image.

[0061] The present invention has been described in detail above based on its preferred embodiments, but the present invention is not limited to these specific embodiments, and various forms within the scope of the invention that do not deviate from the gist of the invention are also included in the present invention.

[0062] The present invention is applicable to various watercraft propelled by outboard motors, inboard motors, or inboard-outboard motors, as well as jet boats.

[0063] The present invention can also be realized by supplying a program that realizes one or more of the functions of the above-described embodiments to a system or device via a network or a non-transitory storage medium, and having one or more processors in the computer of the system or device read and execute the program. The above program and the storage medium storing the program constitute the present invention. The present invention can also be realized by a circuit (e.g., ASIC) that realizes one or more of the functions. [Explanation of symbols]

[0064] 24 Main camera, 11 CPU, 50 Sunlight, 60 Reference angle of view, 61 Shooting angle of view, 101 Hull

Claims

1. a photographing unit fixed to the hull and adapted to photograph a subject; a ship steering control unit that automatically steers the ship based on the captured image obtained by the image capturing unit; and a determination unit that determines whether sunlight is located within a reference angle of view, which is determined as an angle of view within the photographing angle of view of the photographing unit, based on the photographing angle of view of the photographing unit; The ship steering control unit is a steering control device for a ship that, when sunlight is located within the reference angle of view, changes the actual traveling direction of the hull to an angle where the sunlight deviates from the reference angle of view.

2. The steering control device for a vessel according to claim 1 , wherein the determination unit determines that sunlight is located within the reference angle of view when there is a location within the reference angle of view where the brightness is equal to or greater than a threshold value.

3. 2. A steering control device for a ship as described in claim 1, wherein the determination unit determines that sunlight is located within the reference angle of view when, in an image captured by another photographing unit having a wide photographing angle of view that encompasses the photographing angle of view of the photographing unit, there is a location within the angle of view corresponding to the reference angle of view where the brightness is equal to or greater than a threshold value.

4. 2. A steering control device for a ship according to claim 1, wherein the determination unit estimates a position of sunlight based on the position of the hull and a current time, and determines whether sunlight is located within the reference angle of view based on the estimated position of sunlight and a total amount of light of an image within the reference angle of view.

5. 5. The steering control device for a ship according to claim 4, wherein the determination unit determines that the sunlight is located within the reference angle of view when the estimated position of the sunlight is within the reference angle of view and when a total light amount of an image within the reference angle of view is equal to or greater than a predetermined light amount.

6. 2. The ship steering control device according to claim 1, wherein, when sunlight is located within the reference angle of view, the ship maneuvering control unit changes the actual traveling direction of the hull by an angle that is half the reference angle of view in the left-right direction so that a center of the reference angle of view moves away from sunlight.

7. 2. The ship steering control device according to claim 1, wherein, when sunlight is located within the reference angle of view, the ship maneuvering control unit changes at least the minimum turning angle and the actual traveling direction of the hull in a left-right direction in which a minimum turning angle required for the sunlight to move out of the reference angle of view is smaller.

8. the reference angle of view is smaller than the photographing angle of view of the photographing unit, 2. The ship steering control device according to claim 1, wherein, when sunlight enters an area within the photographing angle of view but outside the reference angle of view, the ship steering control unit changes the actual direction of travel of the hull by a first predetermined angle in a left-right direction in a direction in which a center of the reference angle of view moves away from sunlight.

9. the determination unit estimates the position of sunlight based on the position of the ship and the current time; 2. The ship steering control device according to claim 1, wherein the ship maneuvering control unit predicts a possibility that sunlight will fall within the reference angle of view based on the estimated position of sunlight and weather information, and when it is predicted that sunlight will fall within the reference angle of view, changes the actual direction of travel of the hull by a first predetermined angle in a direction in the left-right direction such that a center of the reference angle of view moves away from sunlight.

10. 2. The steering control device for a ship according to claim 1, wherein, when sunlight is not positioned within the reference angle of view and a deviation greater than half the angle of the reference angle of view occurs between the target traveling direction and the actual traveling direction of the ship, the ship maneuvering control unit changes the actual traveling direction of the ship by an angle of the reference angle of view toward the target traveling direction in either the left or right direction.

11. 2. A steering control device for a ship according to claim 1, wherein, when sunlight is not positioned within the reference angle of view and a deviation greater than a second predetermined angle occurs between the target traveling direction and the actual traveling direction of the ship, the ship maneuvering control unit changes the actual traveling direction of the ship by a third predetermined angle not greater than the second predetermined angle in a direction that brings the actual traveling direction of the ship closer to the target traveling direction.

12. 2. A steering control device for a ship according to claim 1, wherein, in a case where sunlight is not positioned within the reference angle of view and there is a deviation between the target traveling direction and the actual traveling direction of the hull that is greater than a second predetermined angle, when the total amount of light in an image captured by another photographing unit having a wide photographing angle of view that includes the photographing angle of view of the photographing unit becomes less than a predetermined amount of light, the ship steering control unit waits for a predetermined time to elapse and then returns the actual traveling direction of the hull to the target traveling direction.

13. the determination unit estimates the position of sunlight based on the position of the ship and the current time; 2. The ship steering control device according to claim 1, wherein, when sunlight is predicted to gradually move away from the reference angle of view outside the reference angle of view and the target traveling direction of the hull is closer to the sunlight than a center of the reference angle of view, the ship maneuvering control unit changes the fourth specified angle and the actual traveling direction of the hull in a direction closer to the sunlight in the left or right direction each time the position of the sunlight moves away by a fourth specified angle.

14. A steering control method for a ship having a hull to which an imaging unit that images a subject is fixed, comprising: automatically steering the hull based on the photographed image obtained by the photographing unit; determining whether sunlight is located within a reference angle of view, which is determined as an angle of view within the photographing angle of view of the photographing unit, based on the photographing angle of view of the photographing unit; A steering control method for a ship, which, when sunlight is located within the reference angle of view, changes the actual traveling direction of the hull to an angle at which the sunlight deviates from the reference angle of view.

15. A ship comprising a steering control device for a ship according to any one of claims 1 to 13.

Images