Docking route generation system

Abstract

This invention provides a docking path generation system that can improve docking accuracy by aligning the ship's bearing ahead of the docking point. [Solution] A docking route generation system for generating a route (T) for docking a ship (20) at a docking facility (30), comprising: a docking point (P0) set near the docking facility (30) and having a target position and target bearing; a starting point (P1) for starting the docking operation; and an intermediate point (P2) having the same target position and substantially the same target bearing as the docking point (P0), wherein the system generates a route (T) connecting the starting point (P1), the intermediate point (P2), and the docking point (P0), wherein the intermediate point (P2) is a position offset by a predetermined distance from the docking point (P0) in a direction substantially parallel to the docking surface (30a) of the docking facility (30), and generates a straight route (T1) that linearly connects the docking point (P0) and the intermediate point (P2).

Description

TECHNICAL FIELD

[0001] The present invention relates to a berthing path generation system.

BACKGROUND ART

[0002] Conventionally, in a marine vessel maneuvering device used for automatic berthing of a ship, a controller sets, among positions along the berthing location, the nearest position in the current bow direction as a first target position, determines a position offset by an offset amount from the first target position in a direction perpendicular to the edge of the berthing location as a second target position, and after controlling a propulsion device to cause the ship to reach the second target position, controls the propulsion device to cause the ship to reach the first target position, which is known in the art.

PRIOR ART DOCUMENTS

PATENT DOCUMENTS

[0003]

PATENT DOCUMENT 1

SUMMARY OF THE INVENTION

PROBLEMS TO BE SOLVED BY THE INVENTION

[0004] In the conventional marine vessel maneuvering device, control is performed to match the heading of the ship with the target heading while bringing the ship close to the first target position, so during automatic berthing, the actual movement trajectory of the ship may swell due to, for example, the influence of angular velocity. For this reason, the ship may not be able to perform automatic berthing with high accuracy, and a problem still remains in this respect.

[0005] In view of this, the present invention provides a berthing path generation system that can improve berthing accuracy by generating a path for adjusting the heading before the berthing point.

MEANS FOR SOLVING THE PROBLEMS

[0006] To solve the above problems, the present invention adopts the following configuration. (1) Embodiment 1 of the docking route generation system according to the present invention is a docking route generation system that generates a route (T) for docking a ship (20) at a docking facility (30), comprising: a docking point (P0) set in the vicinity of the docking facility (30) and having a target position and a target bearing; a starting point (P1) for starting the docking operation; and an intermediate point (P2) having the same target position and substantially the same target bearing as the docking point (P0), wherein the system generates a route (T) connecting the starting point (P1), the intermediate point (P2), and the docking point (P0), wherein the intermediate point (P2) is a position offset by a predetermined distance from the docking point (P0) in a direction substantially parallel to the docking surface (30a) of the docking facility (30), and the system generates a straight route (T1) that linearly connects the docking point (P0) and the intermediate point (P2).

[0007] According to the docking route generation system of the present invention, when docking a vessel, the vessel is automatically guided along the generated route in the order of starting point, intermediate point, and docking point. At this time, a straight line route is set that linearly connects the docking point and the intermediate point. For example, with the docking surface of the docking facility aligned with the vessel's longitudinal direction, the vessel can be moved parallel to the extending direction of the docking surface to dock at the docking point. Since the intermediate point has the same target bearing as the target position and the docking point, a straight line route that allows the vessel to move linearly between the intermediate point and the docking point can be generated with high accuracy. Therefore, a straight line route with the same bow bearing as the docking point can be set along the docking surface of a docking facility such as a pier. In this way, the docking route generation system of the present invention can improve docking accuracy by aligning the bearing ahead of the docking point.

[0008] (2) Embodiment 2 of the present invention may be characterized in that, in the docking path generation system of Embodiment 1, the longitudinal direction of the vessel (20) when the vessel (20) docks at the docking point (P0) is substantially parallel to the docking surface (30a).

[0009] With this configuration, in a straight line path connecting the docking point and an intermediate point, the docking surface of the docking facility and the longitudinal direction of the vessel are aligned, and the vessel can be moved parallel to the extending direction of the docking surface to dock at the docking point.

[0010] (3) A third aspect of the present invention may be characterized in that, in the docking route generation system of aspect 2, when the predicted trajectory of the vessel (20) centered on the route (T) interferes with an obstacle, the intermediate point (P2) is reset and the route (T) is generated as a second intermediate point (P3).

[0011] With this configuration, if the predicted trajectory interferes with an obstacle and a straight path cannot be generated, the intermediate point can be reset. Then, using the straight path that linearly connects the reset second intermediate point and the docking point, the vessel can be moved linearly parallel to the docking surface and docked at the docking point.

[0012] (4) A fourth aspect of the present invention may be characterized in that, in the docking path generation system of aspect 3, the second intermediate point (P3) is set in the same direction as the intermediate point (P2) and closer to the intermediate point (P2) with respect to the docking point (P0).

[0013] This configuration allows for a shorter straight-line distance between the second midpoint and the berthing point without changing the ship's bearing, ensuring a sufficient straight-line path even in marinas with limited space parallel to the berthing surface. In this configuration, the straight-line path is generated so that the ship maintains its bearing as it moves from the second midpoint to the berthing point.

[0014] (5) Embodiment 5 of the present invention may be characterized in that, in the docking path generation system of Embodiment 3, the second intermediate point (P3) is a point that is offset from the intermediate point (P2) while maintaining a distance from the docking point (P0).

[0015] This configuration allows the ship's bearing to be changed without altering the distance between the second midpoint and the docking point relative to the distance between the midpoint and the docking point.

[0016] (6) Embodiment 6 of the present invention may be characterized in that, in the docking route generation system of Embodiment 3, a display indicating that route generation is not possible is made when predetermined conditions are met.

[0017] With this configuration, users of the docking route generation system can recognize when route generation is not possible by checking the "Route generation impossible" message.

[0018] (7) Aspect 7 of the present invention is a docking route generation system in any one of aspects 1 to 6, wherein the vessel (20) is equipped with an external environment recognition sensor (41) that recognizes the outside world, recognizes the direction in which the docking surface (30a) of the docking facility (30) extends based on the detection result of the external environment recognition sensor (41), and determines a direction substantially parallel to the docking surface (30a) based on the recognition result of the extension direction on the docking surface (30a).

[0019] With this configuration, by using an external environment recognition sensor, the direction in which the landing surface extends can be detected with high accuracy, the direction parallel to the landing surface can be determined, and a more accurate straight path can be generated.

[0020] (8) Embodiment 8 of the present invention may be characterized in that, in any one of Embodiments 1 to 7, the docking path generation system receives user input regarding the docking direction from an input device (50) and sets the intermediate point (P2) based on the input docking direction.

[0021] With this configuration, by inputting more detailed information about the docking direction of the docking facility from the input device, the docking point can be set with greater accuracy, and intermediate points can be set to generate a straight path between the docking point and the docking point.

[0022] (9) Aspect 9 of the present invention may be characterized in that, in the berthing route generation system according to any one of Aspects 1 to 8, fixed-point holding control is started when a predetermined condition is satisfied in berthing control, and the fixed-point holding position is set as the start point.

[0023] According to this configuration, for example, when a candidate berthing facility is found near a pre-registered position, fixed-point holding control can be started, and this fixed-point holding position can be set as the start point.

[0024] (10) Aspect 10 of the present invention may be configured such that, in the berthing route generation system according to Aspect 7, the external environment recognition sensor (41) is used to detect the berthing facility (30) to set the berthing point (P0), and when the route (T) connecting the berthing point (P0), the intermediate point (P2) and the start point (P1) can be generated, the point is determined as a berthing candidate, and the berthing candidate may be displayed.

[0025] According to this configuration, when proposing berthing candidates for berthing facilities, by searching for candidates using the same logic as for berthing route generation, it is possible to reduce the problem that route generation cannot be performed after a candidate is selected. [Advantageous Effects of the Invention]

[0026] The berthing route generation system according to the present invention can improve berthing accuracy by generating a route that aligns the orientation before reaching the berthing point. [Brief Description of the Drawings]

[0027] [Figure 1] This is a schematic diagram showing the movement of a ship when performing automatic berthing using the berthing route generation system according to the embodiment of the present invention. [Figure 2] This is a schematic diagram showing the movement of the ship from the start point to the berthing point shown in Figure 1. [Figure 3] This is a plan view showing a state where the ship has berthed at the berthing point shown in Figure 1. [Figure 4] This is a side view of the propulsion device according to the embodiment. [Figure 5]This diagram shows obstacle map information using LiDAR and the area where obstacle interference is detected. [Figure 6] This is a block diagram showing the configuration of the docking route generation system. [Figure 7] This is a plan view showing the arrangement of sensor systems on a ship. [Figure 8] This is a flowchart showing the process of searching for docking facilities. [Figure 9] This is a flowchart showing the process of route generation. [Figure 10] Figure 9 shows a flowchart illustrating the processing of the subroutine that resets the intermediate points in the route generation flow. [Figure 11] This is a schematic diagram illustrating the movement of a ship when it is automatically docked using a docking path generation system that takes wind direction into consideration. [Figure 12] Figure 11 shows a flowchart of the path generation process. [Modes for carrying out the invention]

[0028] As shown in Figures 1 to 3, the docking route generation system 1 is installed and used on the vessel 20. The docking route generation system 1 is a system that generates a route for the vessel 20 to dock at the docking facility 30 and enables automatic navigation during docking.

[0029] Here, the docking facility 30 includes facilities for the vessel to anchor, such as a pier and floating dock having a docking surface 30a on which the vessel 20 can dock, trailers, lifts, etc. In this embodiment, the pier extends away from the rock face 30b, and one side extending in the direction of extension forms the docking surface 30a (see Figure 5).

[0030] Figure 4 shows a side view of the propulsion system. The vessel 20 on which the docking route generation system 1 is installed is not particularly limited and can include, for example, pleasure boats (including pontoons, V-hull boats, and fishing boats), fishing vessels, water jet boats, electric propulsion vessels, and hybrid vessels. The vessel 20 may also be a runabout or a jet ski. As shown in Figure 4, the vessel 20 is equipped with a known propulsion system 22 that provides thrust to the hull 21. The propulsion system 22 includes a propulsion device 25 such as a propeller 24 or screw that rotates when driven by a drive source such as an engine 23 or an electric motor. The propulsion system 22 is located at the stern of the vessel 20. The propulsion system 22 can be an outboard motor, an inboard / outboard motor, an inboard motor, a rim drive, a POD, etc. In this embodiment, the vessel 20 is equipped with multiple outboard motors. The target values ​​of the maneuvering input calculated by the steering control unit 50 are sent via the integrated control unit to the outboard motor's known FI-ECU and the controller of the steering device 26 that steers the outboard motor relative to the hull 21 (see Figure 6). Based on the received target values ​​of the maneuvering input, the FI-ECU and controller control the actuators for driving the throttle valve 27 on the outboard motor and the actuators of the steering device 26.

[0031] Here, in the vessel 20, the direction from the bow 20a toward the stern is defined as the longitudinal direction X1, and the direction perpendicular to the longitudinal direction X1 in a plan view is defined as the left-right direction X2, and the explanation follows.

[0032] As shown in Figure 6, the docking route generation system 1 includes a sensor system 40A, an HMI system 40B (Human-Machine Interface system), and a ship handling control unit 50 (input device). The ship handling control unit 50 controls the sensor system 40A, the HMI system 40B, the input device 50, and the propulsion system to generate a docking route for the ship 20 to automatically navigate when docking. The HMI system 40B includes an MFD (Multifunction Display) 47.

[0033] The ship handling control unit 50 comprises a first control unit 50A and a second control unit 60A. The first control unit 50A includes a space recognition unit 51 for recognizing empty space, a self-position recognition unit 52 for recognizing its own position, an image processing unit 53 for processing images acquired by cameras 43, etc., an obstacle recognition unit 54 for recognizing obstacles, a hull behavior model generation unit 55, a state management unit 56, a route generation unit 57 for generating a route, and a follow control unit 58 for following the generated route. The second control unit 60A includes a berth recognition unit 61, a trailer recognition unit 62, a short-range distance unit 63, an obstacle detection unit 64, a server 65, a UI display unit 66, and an IVI function unit 67.

[0034] The ship handling control unit 50 is one or more electronic control units provided by the ship 20. The ship handling control unit 50 is configured as a computer including a circuit, CPU, ROM, and RAM. The ROM stores a program for operating the ship handling control unit 50. Through the cooperation of the above hardware and software, the ship handling control unit 50 (50A, 60A) can be made to function as parts of the ship handling control unit 50.

[0035] As shown in Figures 6 and 7, the sensor system 40A includes a LiDAR 41 (external environment recognition sensor), an IMU 42, a camera 43, a trailer recognition camera 44, a GNSS antenna 45, and an anemometer 46.

[0036] LiDAR41 is a sensor that measures the distance to surrounding objects and recognizes the external environment. Specifically, LiDAR41 detects the presence or absence of surrounding objects by emitting pulsed light and reflecting the light. If an object is present, LiDAR41 detects the orientation and distance of the object based on the direction of the pulsed light when the reflected light is received and the time until the light is received. Based on this detection result, LiDAR41 acquires point cloud data representing the objects present in the surroundings. LiDAR41 is evenly distributed around the entire 360°. In Figure 6, it is placed at four locations (one each in the front, back, left, and right directions) at 90° intervals in the circumferential direction.

[0037] The IMU42 is a sensor that detects the movement of the ship's hull. The IMU42 is positioned near the four LiDAR41 sensors. In Figure 6, the four LiDAR41 sensors are arranged around the IMU42.

[0038] Camera 43 is a camera that captures images of the area around the hull. Camera 43 also has the function of displaying the captured images or identifying images to measure the distance to nearby objects. In Figure 6, cameras 43 are positioned on the front, rear, left, and right sides of the ship 20.

[0039] The trailer recognition camera 44 detects trailer tabs provided on the trailer. As shown in Figure 6, the trailer recognition camera 44 is positioned in front of the vessel 20. Known April tags may be used as trailer tabs, and the relative positional relationship with the trailer can be recognized by recognizing the trailer tabs with the trailer recognition camera 44. In this embodiment, the trailer recognition camera 44 and camera 43 are provided separately, but the trailer tabs may also be recognized using camera 43.

[0040] The GNSS antenna 45 detects the position and orientation of the vessel 20. The GNSS antenna 45 receives GNSS radio waves from satellites and performs known positioning calculations to obtain the current absolute position (latitude, longitude) of the vessel 20. GNSS positioning can be done using a single antenna, but using known DGNSS positioning or RTK (Real-time Kinematic) positioning is preferable because it allows for highly accurate acquisition of the vessel 20's position. The GNSS antenna 45 is mounted on the vessel 20 in a manner that avoids interference from objects above it. In addition to the GNSS antenna 45, the sensor system 40A is also equipped with an orientation sensor (not shown). The GNSS antenna 45 is used to measure the absolute position of the vessel 20, and the ship speed (ground speed) V is calculated based on the time-series positioning results. The orientation sensor obtains the orientation of the vessel 20's bow. The orientation sensor can be, for example, a magnetic orientation sensor or a satellite compass.

[0041] The anemometer 46 is a sensor that detects the direction and strength of the wind. It is mounted on the vessel 20 so that it receives wind from the front.

[0042] The ship handling control unit 50 receives ambient external recognition data acquired by the LiDAR 41, position data of the ship 20 acquired by the GNSS antenna 45, and direction data of the ship 20 acquired by the direction sensor.

[0043] The berth recognition unit 61 creates a map of obstacles around the vessel 20 based on point cloud information acquired by the LiDAR 41 and attitude information of the vessel 20 acquired by the IMU 42. In other words, obstacle map information is created. This makes it possible to search for a space larger than the vessel 20 at the berth location. In addition, berth recognition can be achieved by recognizing the berth facility 30 with the camera 43 and then extracting empty space near the berth facility 30.

[0044] The docking route generation system 1 generates a straight line route T1 that linearly connects the docking point P0 and an intermediate point P2 offset by a predetermined distance from the docking point P0, and generates a route T2 that connects the intermediate point P2 and the starting point P1 where the docking operation begins, thereby generating a route T that connects the starting point P1 to the docking point P0. The docking route generation system 1 generates a straight route T1 such that the longitudinal direction X1 of the vessel 20 and the docking surface 30a are approximately parallel when the vessel 20 docks at docking point P0. Route T2 may be a straight route or a complex route including straight lines and curves. The starting point P1 may be the current position of the vessel, or it may be an arbitrary position set by the user.

[0045] Here, "approximately parallel" refers to the range in which the angle θ of the bearing (orientation) of the vessel 20 with respect to the longitudinal direction X1 is within ±30°, when the longitudinal direction X1 of the vessel 20 is parallel to the extending direction of the docking surface 30a, as shown in Figure 3.

[0046] The control of route generation by the docking route generation system 1 and the movement of the vessel 20 based on the generated route T may be fully automatic, or it may be an assist that determines the route T and teaches the system to operate the throttle lever or steering wheel to follow the route T.

[0047] The docking point P0 is set near the docking facility 30 and has a target position and target bearing. The intermediate point P2 has a target position and approximately the same target bearing as the docking point P0. The intermediate point P2 is located at a predetermined distance offset from the docking point P0 in a direction approximately parallel to the docking surface 30a of the docking facility 30. The intermediate point P2 is the point where the route T2 from the starting point P1 and the straight route T1 switch. At this intermediate point P2, the straight route T1 with the same bow bearing as the docking point P0 is set.

[0048] In addition, the berthing point P0 can also be set by registering GPS information of a berthing facility where the ship has previously docked (if there are two, the bow direction can also be confirmed), or by registering the berthing direction. The selection of candidate berths (candidate berths) and information such as the berthing direction can be registered in the ship's steering control unit 50 by the user inputting this information using, for example, an MFD47 or tablet, by pressing buttons to select the port or starboard position, by matching (synchronizing) the obstacle map with the registered location, or by the user inputting the closest match between the registered GPS location and the results of external environment recognition.

[0049] Here, the target docking position is the position targeted by the autonomously navigating vessel 20. The target bearing is the bearing targeted by the autonomously navigating vessel 20. The target includes not only the final target (docking point P0) but also intermediate targets (intermediate point P2) before reaching it.

[0050] The docking route generation system 1 recognizes the direction in which the docking surface 30a of the docking facility 30 extends based on the detection results of the LiDAR 41, and determines a direction approximately parallel to the docking facility 30 based on the recognition result of the extension direction on the docking surface 30a. In other words, the docking route generation system 1 uses the LiDAR 41 to detect the pier facility 30 and set the docking point P0, and if it is possible to generate a route T connecting the docking point P0, the intermediate point P2, and the starting point P1, it determines it to be a docking candidate and displays the docking candidate on the MFD 47.

[0051] In the ship handling control unit 50, when predetermined conditions are met during docking control, fixed-point holding control is started and the fixed-point holding point is set to the starting point P1. In this embodiment, fixed-point holding control is started when the user selects a docking candidate displayed on the MFD47.

[0052] Intermediate point P2 receives driver input regarding the docking direction from the ship steering control unit 50 and is set based on the input docking direction.

[0053] The ship handling control unit 50 detects candidate positions for the docking point P0 where the ship 20 will dock from the obstacle map information. At this time, the docking facility (berth) recognition unit 61 uses an appropriate calculation algorithm to detect a straight line along the point cloud. This straight line represents the extension direction of the docking surface 30a of the docking facility 30. The driver operating the ship 20 can then set a target point (i.e., docking point P0) where the ship 20 will actually dock automatically, near the straight line (docking surface 30a) detected by the docking facility (berth) recognition unit 61. The driver sets the docking point P0 near the docking surface 30a of the docking facility 30 that is considered docking possible, taking into account the total length of the ship 20. At this time, as described above, the docking point P0 is set so that the extension direction of the set docking surface 30a and the longitudinal direction X1 of the ship 20 are approximately parallel. Furthermore, the driver is not limited to approaching berthing point P0 from the bow and docking from there; they may also choose to approach from the stern.

[0054] Refer to Figure 5. Figure 5 is an example of an obstacle map (grid map) that shows occupied areas (black squares in Figure 5) and unoccupied areas (white squares in Figure 5) that are not occupied by objects. The obstacle map is generated using point cloud information acquired by Lidar41. For each grid of a predetermined size (e.g., 50cm square, 1m square), an occupied area may be defined as an area where the occupancy rate of the point cloud information is above a predetermined value, and an unoccupied area if it is below the predetermined value.

[0055] As shown in Figure 3, in the docking route generation system 1, when the predicted trajectory of a vessel 20 with a predetermined width W1 centered on route T interferes with an obstacle, the intermediate point P2 (also called the first intermediate point) is reset and route T2 is generated with the second intermediate point P3. For example, the second intermediate point P3 (P31) is set to be in the same direction as the first intermediate point P2 and closer to the first intermediate point P2, relative to the docking point P0. Alternatively, the second intermediate point P3 (P32) may be set to a point that maintains the distance from the docking point P0 and is offset from the first intermediate point P2. When the second intermediate point P3 (P31, P32) is reset, the obstacle detection unit 64 of the ship handling control unit 50 displays a message indicating that route generation is impossible if the predicted trajectory (the initially generated route T) meets the predetermined conditions for interference with an obstacle. Furthermore, the conditions for resetting the second intermediate point P3 are not limited to interference with obstacles as described above, but may also be reset according to the conditions of the route evaluation criteria, such as when there is a possibility that another vessel may interfere with the ship's route in the future based on the movement trajectory of another vessel. The predetermined width W1 is an arbitrary length that is at least greater than the width of the ship 20 and is stored in the ship handling control unit 50 in advance. Preferably, the predetermined width W1 is greater than the length of the ship in the longitudinal direction.

[0056] Next, we will describe in detail an example of the processing flow by the docking route generation system 1. Figure 8 is a flowchart of the process for searching for docking facilities 30 (berths). Figure 9 is a flowchart of the route generation process. Figure 10 is a flowchart of the subroutine process for resetting intermediate points in the route generation flow shown in Figure 9.

[0057] As shown in Figure 8, when processing by the docking route generation system 1 begins, the berth search mode processing flow starts in step S1, and the flow is completed when the docking mode is activated in step S2.

[0058] In step S1, the berth search mode is implemented by receiving the destination coordinates in step S11. This is done, for example, by using a nautical chart or autopilot in the ship handling control unit 50, which includes an input device. Next, the route (path T0) is set in step S12, and automatic navigation is started in step S13. Then, the process proceeds to step S20, where candidate berths (docking facilities 30) are determined.

[0059] In step S20, the berth candidate determination begins with step S21, when the LiDAR 41 acquires a point cloud of information around the ship 20. This point cloud is then converted into a 2D map through two-dimensional processing, and the height of the target position is processed (step S22). This generates an obstacle map (grid map) that shows occupied areas (black squares in Figure 5) occupied by objects and unoccupied areas (white squares in Figure 5) not occupied by objects. Next, in step S23, the availability of empty space is determined. In step S23, the size of the unoccupied area is determined from the grid map generated in step 22. Unoccupied areas with a width of at least a first threshold and a length of at least a second threshold, i.e., empty space, are extracted along the areas occupied by objects (black squares in Figure 5). Then, in step S24, the camera 43 is used to determine if it is a berth, in conjunction with image recognition from the camera 43. If an object near the empty space extracted in step S23 is a docking facility, the empty space is determined to be a berth. Next, the coordinates and orientation of the center of the berth (docking point P0) are set (step S25), and in step S26, the intermediate point P2 is set.

[0060] Next, in step S27, it is determined whether the intermediate point P2 and the docking point P0 can be connected. If the intermediate point P2 and the docking point P0 can be connected in step S27 (step S27: YES), the process proceeds to step S28. On the other hand, if the intermediate point P2 and the docking point P0 cannot be connected in step S27 (step S27: NO), the process proceeds to step S50, which is the resetting process for the intermediate point P2. Step S50 will be described later.

[0061] In step S28, it is determined whether the intermediate point P2 and the current location can be connected. If the intermediate point P2 and the current location can be connected in step S28 (step S28: YES), the process proceeds to step S29 and the location is recognized as a berth candidate. On the other hand, if the intermediate point P2 and the current location cannot be connected in step S28 (step S28: NO), the process proceeds to step S50, which is the resetting process for the intermediate point P2.

[0062] In the operation flow for determining a berth candidate in step S20, a berth candidate is recognized in step S29. The operation flow for determining a berth candidate in step S20 is continuously executed in berth search mode S1. In other words, the berth candidate determination in step S20 is actually continued until the user specifies a berth in step S30. Furthermore, there is not limited to just one berth candidate; two or more berth candidates may be displayed on the MFD47 if they satisfy the berth candidate determination criteria from S20 to S29.

[0063] The operation flow for berth specification in step S30 begins with receiving the user's berth specification input in step S31, followed by the start of fixed-point holding in step S32. After that, the user's docking direction specification is received (step S33), and the operation flow for berth specification in step S30 is completed.

[0064] In the route generation operation flow of step S40, route T is generated. As shown in Figure 9, first in step S41, the coordinates of the docking point P0 and the heading of the ship are obtained. Then in step S42, the intermediate point P2 is set.

[0065] Next, in step S43, it is determined whether the intermediate point P2 and the docking point P0 can be connected. If the intermediate point P2 and the docking point P0 can be connected in step S43 (step S43: YES), the process proceeds to step S44. On the other hand, if the intermediate point P2 and the docking point P0 cannot be connected in step S43 (step S43: NO), the process proceeds to step S50, which is the resetting process for the intermediate point P2. Step S50 will be described later.

[0066] In step S44, it is determined whether the intermediate point P2 and the current location can be connected. If the intermediate point P2 and the current location can be connected in step S44 (step S44: YES), the process proceeds to step S45, where a target speed is assigned to the ship 20. Here, the process of assigning the target speed is set such that, for example, the same target speed is set from the current location to the intermediate point P2, and then the ship gradually decelerates from the intermediate point P2 to the docking point P0. On the other hand, if the intermediate point P2 and the current location cannot be connected in step S44 (step S44: NO), the process proceeds to step S50, which involves resetting the intermediate point P2.

[0067] Next, as shown in Figure 10, the operation flow shown as a subroutine for resetting the intermediate point P2 in step S50 first determines in step S51 whether the distance to the docking point P0 has reached a predetermined lower limit. If the distance to the docking point P0 has reached the lower limit (step S51: YES), the process proceeds to step S52. On the other hand, if the distance to the docking point P0 has not reached the lower limit (step S51: NO), the process proceeds to step S54. In step S54, a process is performed to shorten the distance to the docking point P0 without changing the bearing of the ship 20, and the process returns to step S43 of the route generation operation flow shown in Figure 9.

[0068] Step S52 determines whether the bearing of the vessel 20 has reached a preset upper limit. If the bearing of the vessel 20 has reached the upper limit (Step S52: YES), the process proceeds to Step S53. On the other hand, if the bearing of the vessel 20 has not reached the upper limit (Step S52: NO), the process proceeds to Step S55. In Step S55, the bearing of the vessel 20 is shifted by a predetermined angle θ, and the process returns to Step S43 of the route generation operation flow shown in Figure 9.

[0069] Next, in step S53, if the distance to the docking point P0 reaches the lower limit in step S51 (step S51: YES) and the bearing of the vessel 20 reaches the upper limit in step S52 (step S52: YES), the user is notified that "route generation is not possible". Specifically, for example, if a route cannot be generated even when the distance from an intermediate point P2, set 10m away from the docking point P0, is gradually reduced to, for example, 5m, and the upper limit of the ship's bearing 20 is not reached, then the angle θ from the original bearing is changed. If a route cannot be generated even after offsetting by, for example, 30° to the left or right, then it is determined that route generation is not possible, and the process returns to the route generation operation flow.

[0070] The route generation operation flow in step S40 is completed when the target speed of the vessel 20 is added in step S45. Once the route generation operation flow in step S40 is completed, the process proceeds to the docking mode in step S2. In the docking mode in step S2, arbitrary maneuvering control is performed so that the vessel follows the route set in the route generation operation flow in step S40.

[0071] Next, the workflow for route generation in relation to wind direction will be explained using Figures 11 and 12. Figure 11 is a schematic diagram showing the movement of a ship when it is automatically docked considering wind direction using the docking route generation system. Figure 12 is a flowchart showing the route generation process shown in Figure 11. As shown in Figure 11, when considering the wind direction when generating a route T for docking the ship 20 at the docking facility 30, the first intermediate point P2 is reset to a position shifted to the leeward intermediate point P2' (first intermediate point, intermediate point) on the leeward side. Here, the arrow W in Figure 11 indicates the wind direction, and in this embodiment, it is oriented perpendicular to the docking surface 30a.

[0072] In this way, the docking route generation system 1, when considering wind direction, generates a route T2' connecting the starting point P1, the downwind midpoint P2', and the docking point P0. The reset downwind midpoint P2' is a position offset by a predetermined distance from the docking point P0 in a direction approximately parallel to the docking surface 30a of the docking facility 30. Then, in the processing of the docking route generation system 1, a route T1' connecting the docking point P0 and the downwind midpoint P2' is generated. When route generation considering wind direction, the orientation of the vessel 20 that has moved to the downwind midpoint P2' is such that the bow 20a faces upwind and the stern faces downwind. Therefore, in the reset route T' from the downwind midpoint P2' to the docking point P0, the vessel 20 moves towards the docking point P0 while facing the headwind.

[0073] As shown in Figure 12, in the docking route generation system 1 described above, the operation flow that takes wind direction into account is shown as a subroutine that resets the intermediate point P2 (here, the downwind intermediate point P2') in step S50 shown in Figure 9. Specifically, in the operation flow shown in Figure 12, first in step S56, wind direction information is acquired by the navigating vessel 20, and the process proceeds to step S57. The wind direction information is obtained using an anemometer 46 mounted on the ship steering control unit 50 shown in Figure 6. Next, in step S57, after the process of resetting the downwind intermediate point P2' which has been shifted by a predetermined angle θ (see Figure 11) downwind is performed, the process returns to step S43 of the route generation operation flow shown in Figure 9.

[0074] In this way, the docking path generation system 1 processes the wind direction and shifts the leeward midpoint P2' downwind from the initially set midpoint P2, allowing the ship to move to the docking point P0 with a headwind (counter-rudder). In other words, the ship 20 can set a traversable path while suppressing the difficult-to-control tailwind.

[0075] As described above, the docking route generation system 1 in the above embodiment generates a route T for docking a vessel 20 at a docking facility 30. The docking route generation system 1 has a docking point P0 set near the docking facility 30 and having a target position and target bearing, a starting point P1 for starting the docking operation, and an intermediate point P2 having a target position and approximately the same target bearing as the docking point P0. It generates a route T connecting the starting point P1, the intermediate point P2, and the docking point P0. The intermediate point P2 is a position offset by a predetermined distance from the docking point P0 in a direction approximately parallel to the docking surface 30a of the docking facility 30. It generates a straight route T1 that linearly connects the docking point P0 and the intermediate point P2.

[0076] According to the docking route generation system 1 of this embodiment, when docking a vessel 20, the vessel 20 is automatically navigated in the order of starting point P1, intermediate point P2, and docking point P0 according to the generated route T. At this time, a straight route T1 is set that linearly connects the docking point P0 and the intermediate point P2. For example, with the docking surface 30a of the docking facility 30 and the longitudinal direction X1 of the vessel 20 aligned, the vessel 20 can be moved parallel to the extending direction of the docking surface 30a and docked at the docking point P0. Since the intermediate point P2 has the same target position and target bearing as the docking point P0, a straight route T1 that allows the vessel 20 to move linearly between the intermediate point P2 and the docking point P0 can be generated with high accuracy. Therefore, a straight route T1 with the same bow bearing as the docking point P0 can be set along the docking surface 30a of the docking facility 30, such as a pier. Thus, in the docking path generation system 1 of this embodiment, docking accuracy can be improved by aligning the bearing before docking point P0.

[0077] In the docking route generation system 1 described above, the longitudinal direction of the vessel 20 when the vessel 20 docks at docking point P0 is approximately parallel to the docking surface 30a. With this configuration, in a straight line path T1 connecting the docking point P0 and the intermediate point P2, the docking surface 30a of the docking facility 30 and the longitudinal direction X1 of the vessel 20 are aligned, and the vessel 20 can be moved parallel to the extending direction of the docking surface 30a to dock at the docking point P0.

[0078] In the docking route generation system 1 described above, if the predicted trajectory of the vessel 20 centered on route T interferes with an obstacle, the intermediate point P2 is reset and route T is generated with the second intermediate point P3. With this configuration, if the predicted trajectory interferes with an obstacle and a straight path T1 cannot be generated, the intermediate point P3 can be reset. Then, using the straight path T1 that linearly connects the reset second intermediate point P3 and the docking point P0, the vessel 20 can be linearly moved parallel to the docking surface 30a and docked at the docking point P0.

[0079] In the docking route generation system 1 described above, the second intermediate point P3 is set to be in the same direction as the first intermediate point P2 and closer to the first intermediate point P2, relative to the docking point P0. With this configuration, the straight-line distance of the straight-line path T1 connecting the second intermediate point P3 and the docking point P0 can be shortened without changing the bearing of the vessel 20. Therefore, even in marinas and the like where space parallel to the docking surface 30a is narrow, a sufficient straight-line path T1 can be secured. In this case, a straight-line path is generated so that the vessel 20 moves from the second intermediate point P3 to the docking point P0 while maintaining its bearing.

[0080] In the docking route generation system 1 described above, the second intermediate point P3 is a point that maintains the distance from the docking point P0 and is offset from the first intermediate point P2. With this configuration, the distance between the second intermediate point P3 and the docking point P0 remains unchanged compared to the distance between the first intermediate point P2 and the docking point P0, while only the bearing of the vessel 20 can be changed.

[0081] In the docking route generation system 1 described above, if predetermined conditions are met, a message indicating that route generation is impossible will be displayed. With this configuration, users of the docking route generation system 1 can recognize that route generation is not possible under certain conditions by checking the "Route generation impossible" message.

[0082] In the docking route generation system 1 described above, the ship 20 is equipped with an external environment recognition sensor (LiDAR 41) that recognizes the outside world. Based on the detection results of the LiDAR 41, the direction in which the docking surface 30a of the docking facility 30 extends is recognized, and based on the recognition result of the extension direction on the docking surface 30a, a direction substantially parallel to the docking surface 30a is determined. With this configuration, the LiDAR 41 can be used to accurately detect the direction in which the landing surface 30a extends, determine the direction parallel to the landing surface 30a, and generate a more accurate straight path T1.

[0083] Furthermore, the docking path generation system 1 in the above embodiment receives user input regarding the docking direction from the input device 50 and sets an intermediate point P2 based on the input docking direction. With this configuration, by inputting more detailed information regarding the docking direction of the docking facility 30 from the input device, the docking point P0 can be set with greater accuracy, and the intermediate point P2 that generates the straight path T1 can be set between the docking point P0 and the intermediate point T1.

[0084] Furthermore, in the above embodiment, the docking path generation system 1 starts fixed-point holding control when predetermined conditions are met during docking control, and sets the fixed-point holding point as the starting point. With this configuration, for example, if a candidate for a docking facility 30 is found near a pre-registered location, the fixed-point holding control can be started, and this fixed-point holding location can be set as the starting point.

[0085] Furthermore, the docking route generation system 1 in the above embodiment uses LiDAR 41 to detect the docking facility 30 and set the docking point P0. If a route T connecting the docking point P0, the intermediate point P2, and the starting point P1 can be generated, it is determined to be a docking candidate and the docking candidate is displayed. With this configuration, when proposing docking candidates for the docking facility 30, the same logic used for docking route generation can be used to search for candidates, thereby reducing the problem of being unable to generate a route after a candidate has been selected.

[0086] The configuration in the above embodiment is just one example of the present invention, and various modifications are possible without departing from the spirit of the invention, such as replacing the components of the embodiment with well-known components.

[0087] In the embodiment described above, when the predicted trajectory of the vessel 20 centered on the route T interferes with an obstacle, the control is performed to reset the first intermediate point P2 and generate route T as the second intermediate point P3. However, the system is not limited to this, and the operation flow for resetting the second intermediate point P3 may be omitted. Also, when resetting the second intermediate point P3, it is set to a position that is in the same direction as the first intermediate point P2 and closer to the first intermediate point P2 with respect to the docking point P0, but the system is not limited to this. Furthermore, the system is not limited to the second intermediate point P3 being a point that maintains a distance from the docking point P0 and is offset from the first intermediate point P2.

[0088] Furthermore, while this embodiment displays a message indicating that route generation is impossible when certain conditions are met, it is not limited to displaying such a message.

[0089] Furthermore, in this embodiment, the direction in which the docking surface 30a of the docking facility 30 extends is recognized based on the detection results of the LiDAR 41, and a direction substantially parallel to the docking surface 30a is determined based on the recognition result of the extension direction of the docking surface 30a. However, the embodiment is not limited to this, and the extension direction of the docking surface 30a may be recognized using other recognition methods.

[0090] Furthermore, the system is not limited to receiving user input regarding the docking direction from the input device 50 and setting the intermediate point P2 based on the input docking direction.

[0091] Furthermore, in docking control, when predetermined conditions are met, fixed-point holding control is initiated, and it is not limited to setting the fixed-point holding point as the starting point.

[0092] Furthermore, the ship handling control unit 50 in the above-described embodiment may be configured to include a program that performs processing (operation flow) by the docking route generation system 1.

[0093] Furthermore, it is preferable that the docking route generation system 1 is installed on the ship 20.

[0094] Furthermore, the docking route generation system 1 of this embodiment may also be part of an automated navigation system for ships performing automated navigation. [Explanation of Symbols]

[0095] 1. Docking Route Generation System 20 ships 30 Docking facilities 30a Berthing surface 40A Sensor System 41. LiDAR (External Environment Sensor) 43 Cameras 50. Ship Steering Control Unit (Input Device) P0 Berthing point P1 starting point P2 First Midpoint (Midpoint) P2' Downwind midpoint (First midpoint, midpoint) P3 2nd intermediate point T-path T1 Straight path X1 Anteroposterior direction X2 Left / right direction

Claims

1. A docking route generation system that generates a route (T) for docking a ship (20) at a docking facility (30), A docking point (P0) is set near the aforementioned docking facility (30) and has a target position and target bearing, The starting point (P1) for the docking operation, The aforementioned target position and the intermediate point (P2) having approximately the same target bearing as the aforementioned docking point (P0) are located, A path (T) is generated connecting the starting point (P1), the intermediate point (P2), and the docking point (P0). The aforementioned intermediate point (P2) is a position offset by a predetermined distance from the docking point (P0) in a direction substantially parallel to the docking surface (30a) of the docking facility (30), A docking path generation system that generates a straight path (T1) that linearly connects the docking point (P0) and the intermediate point (P2).

2. The docking path generation system according to claim 1, wherein the longitudinal direction of the vessel (20) when the vessel (20) docks at the docking point (P0) is substantially parallel to the docking surface (30a).

3. The docking route generation system according to claim 1, wherein when the predicted trajectory of the vessel (20) centered on the aforementioned route (T) interferes with an obstacle, the intermediate point (P2) is reset and the route (T) is generated as a second intermediate point (P3).

4. The docking route generation system according to claim 3, wherein the second intermediate point (P3) is set in the same direction as the intermediate point (P2) and closer to the intermediate point (P2) with respect to the docking point (P0).

5. The docking path generation system according to claim 3, wherein the second intermediate point (P3) is a point offset from the intermediate point (P2) while maintaining a distance from the docking point (P0).

6. The docking route generation system according to claim 3, which displays a message indicating that route generation is not possible when predetermined conditions are met.

7. The aforementioned vessel (20) is equipped with an external environment recognition sensor (41) that recognizes the external environment, Based on the detection result of the external environment recognition sensor (41), the direction in which the docking surface (30a) of the docking facility (30) extends is recognized. A rigging path generation system according to claim 1, wherein a direction substantially parallel to the rigging surface (30a) is determined based on the recognition result of the extension direction on the rigging surface (30a).

8. A docking path generation system according to claim 1, comprising receiving user input regarding the docking direction from an input device (50), and setting the intermediate point (P2) based on the input docking direction.

9. The docking path generation system according to claim 1, wherein when predetermined conditions are met in docking control, fixed point holding control is started and the fixed point holding point is set as the starting point.

10. A docking route generation system according to claim 7, wherein the docking facility (30) is detected using the external environment recognition sensor (41) and the docking point (P0) is set, and if it is possible to generate the route (T) connecting the docking point (P0), the intermediate point (P2), and the starting point (P1), it is determined to be a docking candidate and the docking candidate is displayed.

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