Route Generation Device

Abstract

To provide a route generation device capable of generating a landing route while reducing troublesomeness of a user.SOLUTION: A route generation device 1 includes a landing route generation unit 111 and a display unit 211. The landing route generation unit 111 generates a landing route RT from a start point position SP of a ship VL to a ship stop position EP based on shore data indicating a shape of a shore. The display unit 211 displays a nautical chart and the landing route. The display unit 211 includes a touch sensor 212 that receives a landing command from a user.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a route generation device. [Background technology]

[0002] The navigation route generation device described in Patent Document 1 generates a navigation route using a home route set by a user. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-120494 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the navigation route generation device described in Patent Document 1 requires the user to specify the positions of multiple waypoints included in the home route, which is a cumbersome task for the user.

[0005] The present invention has been made in consideration of the above-mentioned problems, and its purpose is to provide a route generation device and a ship that are capable of generating a docking route while reducing the inconvenience to the user. [Means for solving the problem]

[0006] According to one aspect of the present invention, a route generation device includes a display unit, a stopping position input unit, and a docking route generation unit. The display unit displays a nautical chart. The stopping position input unit accepts input of a stopping position on the nautical chart for the vessel to dock. The docking route generation unit generates a docking route from the starting position of the vessel to the stopping position based on shore data indicating the shape of the shore. The display unit displays the docking route on the nautical chart.

[0007] According to another aspect of the present invention, a ship includes the above-described path generation device and a ship maneuvering control device. The ship maneuvering control device performs automatic ship maneuvering according to the docking path generated by the path generation device in a first ship maneuvering mode and a second ship maneuvering mode. The first ship maneuvering mode indicates a ship maneuvering mode in which the ship moves while changing the bow direction of the ship. The second ship maneuvering mode indicates a ship maneuvering mode in which the ship can move while maintaining the bow direction. The bow direction indicates the direction from the stern to the bow of the ship. The docking path indicates a path from the start position of the ship to a stopping position when docking, and includes a plurality of way points through which the ship must pass. The multiple way points are arranged between the start position and the stopping position. The ship maneuvering control device performs the automatic ship maneuvering in the second ship maneuvering mode at least between the stopping position and the way point immediately rearward of the stopping position. The ship maneuvering control device performs the automatic ship maneuvering in the first ship maneuvering mode on a route among the docking route where the automatic ship maneuvering is not performed in the second ship maneuvering mode. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide a route generation device and a ship that are capable of generating a docking route while reducing inconvenience to the user. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a diagram illustrating a configuration of a ship according to an embodiment of the present invention. FIG. [Figure 2] FIG. 10 is a diagram showing a map screen before a docking route is generated in the present embodiment. [Figure 3] FIG. 10 is a diagram showing a map screen after a docking route has been generated in this embodiment. [Figure 4] FIG. 10 is a diagram showing a map screen during automatic docking in the present embodiment. [Figure 5] FIG. 10 is a diagram showing a map screen after automatic docking in the present embodiment. [Figure 6] 4 is a flowchart showing the first part of a ship maneuvering method for docking according to the present embodiment. [Figure 7]10 is a flowchart showing the latter part of the docking maneuvering method according to the present embodiment. [Figure 8] 10 is a flowchart showing a docking route generation process according to the present embodiment. [Figure 9] 1A is a schematic diagram showing a nautical chart before and after the nautical chart expansion process according to the present embodiment, and FIG. 1B is a schematic diagram showing a nautical chart after the nautical chart expansion process according to the present embodiment. [Figure 10] 1A is a schematic diagram showing a nautical chart after polygon approximation processing according to the present embodiment, FIG. 1B is a schematic diagram showing the execution result of Voronoi diagram application processing according to the present embodiment, and FIG. 1C is a schematic diagram showing the execution result of invalid element removal processing according to the present embodiment. [Figure 11] 10 is a schematic diagram showing the results of the nautical chart expansion processing to invalid element removal processing according to the present embodiment when the processing is performed on a nautical chart showing a virtual marina. FIG. [Figure 12] 1A is a diagram for explaining a waypoint rearrangement process according to the present embodiment, and FIG. 1B is a diagram for explaining a route smoothing process according to the present embodiment. [Figure 13] FIG. 4 is a diagram for explaining a vessel control information setting process according to the embodiment. [Figure 14] FIG. 2 is a schematic diagram showing a docking route according to the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and description thereof will not be repeated.

[0011] A vessel VL according to an embodiment of the present invention will be described with reference to Figures 1 to 14. Figure 1 is a diagram showing the configuration of the vessel VL according to this embodiment.

[0012] As shown in FIG. 1, the vessel VL includes a path generation device 1, a position detection unit 2, an attitude detection unit 3, an obstacle detection unit 4, a vessel maneuvering control device 5, a propulsion device 6, and a vessel maneuvering mechanism 7.

[0013] The route generation device 1 generates a route for the vessel VL. Details of the route generation device 1 will be described later.

[0014] The position detection unit 2 detects the position of the ship VL (for example, a position on the Earth) and outputs position information indicating the position of the ship VL to the path generation device 1. The position detection unit 2 is, for example, a GNSS (Global Navigation Satellite System) device, and acquires the position of the ship VL by receiving GNSS radio waves from satellites and performing positioning calculations.

[0015] The attitude detection unit 3 detects the attitude of the ship VL (e.g., the direction of the bow) and outputs attitude information indicating the attitude of the ship VL to the ship VL. The attitude of the ship VL typically indicates the direction of the bow of the ship VL. The attitude detection unit 3 is, for example, a direction sensor, and acquires the direction of the bow of the ship VL. The direction sensor is, for example, a magnetic direction sensor or a satellite compass.

[0016] The obstacle detection unit 4 detects obstacles on land or water and outputs obstacle information indicating the obstacles to the vessel VL. The obstacle detection unit 4 is, for example, a LIDAR (Light Detection and Ranging) that emits pulsed light and detects the presence or absence of obstacles around the vessel VL from the reflected light. If an obstacle is present, the LIDAR detects the direction and distance of the obstacle based on the direction of the pulsed light when the reflected light is received and the time until the light is received. Based on the detection results of the direction and distance of the obstacle, the LIDAR acquires point cloud data representing the obstacles present around the vessel VL.

[0017] The maneuvering control device 5 controls the movement of the vessel VL by controlling the propulsion devices 6. The maneuvering control device 5 is configured by a computer. The computer is, for example, an ECU (Electronic Control Unit). The computer includes a processor and a storage device. The processor is, for example, a CPU (Central Processing Unit). The storage device stores data and computer programs and includes, for example, a main storage device and an auxiliary storage device. The main storage device is, for example, a semiconductor memory. The auxiliary storage device is, for example, a semiconductor memory, a solid state drive, and / or a hard disk drive. The storage device may include removable media. The storage device corresponds to an example of a non-transitory computer-readable storage medium.

[0018] The propulsion device 6 determines the direction of movement of the vessel VL under the control of the vessel maneuvering control device 5, and generates a propulsive force for the vessel VL.

[0019] Specifically, the propulsion device 6 includes a pair of screws 61L and 61R and a drive source (not shown). The drive source is, for example, an engine and / or an electric motor.

[0020] The propellers 61L, 61R are arranged on both the left and right sides of the stern of the vessel VL. The propulsion device 6 rotates the propellers 61L, 61R using the driving force of a drive source. The orientation of the rotation axes of the propellers 61L, 61R can be changed around a vertical axis (hereinafter referred to as the "vertical axis"). In other words, the rotation axes of the propellers 61L, 61R rotate around the vertical axis. The propulsion device 6 can change the orientation, stop / forward / reverse rotation, and rotation speed of the rotation axes of each propeller 61L, 61R independently of each other.

[0021] The propulsion device 6 controls the screws 61L, 61R to move the vessel VL forward, backward, parallelly move while maintaining the bow direction, and turn on the spot. Parallel movement while maintaining the bow direction includes, for example, parallel movement to the left or right, or parallel movement diagonally relative to the bow direction.

[0022] The bow direction indicates the direction of the bow of the vessel VL, and is the direction from the stern of the vessel VL toward the bow. The bow direction is approximately parallel to the fore-and-aft direction of the vessel VL. The left-right direction is approximately parallel to the horizontal direction and indicates a direction approximately perpendicular to the bow direction of the vessel VL.

[0023] The ship steering mechanism 7 receives an operation from the user and outputs an operation signal to the ship steering control device 5 in accordance with the operation from the user.

[0024] Specifically, the ship steering mechanism 7 includes a steering wheel 71, a throttle lever 72, and a joystick 73.

[0025] The steering wheel 71 changes the rotation angle of the rotation shafts of the propellers 61L, 61R when they are rotated around the vertical axis. As a result, the propellers 61L, 61R also function as rudders. The steering wheel 71 can rotate in both the left and right directions. The rotation shafts of the propellers 61L, 61R rotate around the vertical axis in response to the rotation of the steering wheel 71. The steering mechanism 7 outputs an operation signal to the ship maneuvering control device 5 in response to the rotation angle of the steering wheel 71.

[0026] The throttle lever 72 changes the rotation speed and direction of the propellers 61L, 61R for each propeller 61L, 61R. Specifically, the throttle lever 72 includes a left lever (not shown) that changes the rotation speed and direction of the propeller 61L, and a right lever (not shown) that changes the rotation speed and direction of the propeller 61R. The throttle lever 72 is movable in the fore-and-aft direction. The steering mechanism 7 outputs an operation signal to the steering control device 5 according to the position of the throttle lever 72.

[0027] The joystick 73 can be tilted forward / backward and left / right, and can rotate around its axis. The orientation of the rotation axes of the propellers 61L, 61R, their stop / forward / reverse rotation, and rotation speed are changed according to the tilt direction, tilt angle, rotation direction, and rotation angle of the joystick 73. The ship steering mechanism 7 outputs an operation signal to the ship steering control device 5 according to the tilt direction, tilt angle, rotation direction, and rotation angle of the joystick 73.

[0028] Here, the ship maneuvering control device 5 has four ship maneuvering modes: a manual ship maneuvering mode, an automatic ship maneuvering mode, a steering mode, and a joystick mode.

[0029] The steering mode is an example of a “first vessel maneuvering mode.” The joystick mode is an example of a “second vessel maneuvering mode.”

[0030] The manual ship steering mode refers to a ship steering mode in which the ship VL is moved in response to a user's operation of the ship steering mechanism 7. Therefore, in the manual ship steering mode, the ship steering control device 5 controls the movement of the ship VL by controlling the propulsion device 6 based on an operation signal from the ship steering mechanism 7.

[0031] Specifically, the manual ship steering mode refers to a ship steering mode in which the ship VL is moved by controlling the propulsion devices 6 in response to operation signals from the ship steering mechanism 7 when the user operates the ship steering mechanism 7. Even more specifically, the manual ship steering mode refers to a ship steering mode in which the ship VL is moved in response to operation signals based on operation of the steering wheel 71 and throttle lever 72 by the user, or operation signals based on operation of the joystick 73 by the user.

[0032] The automatic ship steering mode refers to a ship steering mode in which the ship VL is moved by a computer. In this case, the computer is the ship steering control device 5. Specifically, the automatic ship steering mode refers to a ship steering mode in which the ship VL is moved by a computer controlling the propulsion device 6. Even more specifically, the automatic ship steering mode refers to a ship steering mode in which the ship VL is moved by a computer according to a route generated by the route generation device 1. Note that in the automatic ship steering mode, for example, operation of the ship steering mechanism 7 by a user is not involved.

[0033] The steering mode refers to a maneuvering mode in which the direction of the vessel VL is changed by changing the heading of the vessel VL. In addition, in the steering mode, the vessel VL can also be made to travel straight ahead.

[0034] The joystick mode is a maneuvering mode that allows the vessel VL to move parallel while maintaining the bow direction of the vessel VL. In addition, in the joystick mode, the vessel VL can also be turned on the spot and moved straight ahead.

[0035] The maneuvering control device 5 can move the vessel VL in the steering mode in the manual maneuvering mode. In this case, the maneuvering control device 5 moves the vessel VL by controlling the propulsion device 6 in response to an operation signal based on the user's operation of the steering wheel 71 and the throttle lever 72. The mode in which the vessel VL is moved in the steering mode in the manual maneuvering mode may be referred to as the "manual steering mode."

[0036] The maneuvering control device 5 can move the vessel VL using the joystick mode in the manual maneuvering mode. In this case, the maneuvering control device 5 moves the vessel VL by controlling the propulsion device 6 in response to an operation signal based on the user's operation of the joystick 73. The mode in which the vessel VL is moved using the joystick mode in the manual maneuvering mode may be referred to as the "manual joystick mode."

[0037] The ship maneuvering control device 5 can move the ship VL in the steering mode in the automatic ship maneuvering mode. In this case, the ship maneuvering control device 5 moves the ship VL by controlling the propulsion devices 6 with control signals that have the same function as operation signals corresponding to the user's operation of the steering wheel 71 and throttle lever 72. The mode in which the ship VL is moved in the steering mode in the automatic ship maneuvering mode may be referred to as the "automatic steering mode."

[0038] The maneuvering control device 5 can move the vessel VL using the joystick mode in the automatic maneuvering mode. In this case, the maneuvering control device 5 moves the vessel VL by controlling the propulsion devices 6 using control signals that have the same function as operation signals corresponding to user operation of the joystick 73. The mode in which the vessel VL is moved using the joystick mode in the automatic maneuvering mode may be referred to as the "automatic joystick mode."

[0039] Continuing to refer to Fig. 1, the route generation device 1 will be described. The route generation device 1 includes a route generation unit 100 and an operation and display unit 200.

[0040] The operation and display unit 200 accepts input operations from the user and displays various information. Specifically, the operation and display unit 200 includes a touch panel 210. The touch panel 210 accepts touch operations by the user and displays various information. Specifically, the touch panel 210 includes a display 211 and a touch sensor 212.

[0041] The display 211 displays various types of information. The display 211 is, for example, a liquid crystal display or an organic electroluminescence display. The touch sensor 212 detects a touch position on the display surface of the display 211 and outputs a signal indicating the touch position to the path generation unit 100. The touch sensor 212 is, for example, planar, and is disposed on the surface of or inside the display 211. The touch sensor 212 employs, for example, a capacitive or resistive film type.

[0042] The display 211 corresponds to an example of a "display unit." The touch sensor 212 corresponds to an example of an "input unit." Note that the operation display unit 200 may include one or more other input units instead of or in addition to the touch sensor 212. The other input units are, for example, a switch, a dial, or a pointing device.

[0043] The route generation unit 100 generates a route for the vessel VL. The route generation unit 100 is configured by a computer. Specifically, the route generation unit 100 includes a control unit 110 and a storage unit 120.

[0044] The control unit 110 is configured by a processor. The processor is, for example, a CPU. The memory unit 120 is configured by a storage device and stores data and computer programs. Specifically, the memory unit 120 includes a main storage device and an auxiliary storage device. The main storage device is, for example, a semiconductor memory. The auxiliary storage device is, for example, a semiconductor memory, a solid state drive, and / or a hard disk drive. The memory unit 120 may include removable media. The memory unit 120 corresponds to an example of a non-transitory computer-readable storage medium. The memory unit 120 stores nautical chart data 121 that indicates a nautical chart.

[0045] In this specification, the term "nautical chart" is a concept that includes not only maps of the sea but also maps of lakes and rivers. Furthermore, a "nautical chart" includes water areas and shores. A "water area" is, for example, a sea, a lake, or a river. A "shore" includes berthing facilities. A "berthing facility" indicates a location where a vessel VL can be docked. A "berthing facility" may be an artificial object or a natural object. A "berthing facility" is, for example, a quay, a pier, a floating dock, or a landing area. Furthermore, a "shore" is a concept that includes not only areas of land that are adjacent to water, but also structures located on the water's edge. Furthermore, a "shore" is a concept that includes not only the shore of land, but also the shore of an island.

[0046] Specifically, the nautical chart data 121 includes water area data indicating a "water area" and shore data indicating a "shore." The shore data indicates, for example, the shape of the shore. The "nautical chart" may also include obstacles present in the water area. In other words, the nautical chart data 121 may include obstacle data indicating obstacles present in the water area. The "obstacles present in the water area" may be natural objects such as rocks and islands, or man-made objects such as lighthouses. An "obstacle" is a man-made or natural object that obstructs the movement and stopping of the vessel VL.

[0047] The control unit 110 includes a docking path generation unit 111 and a display processing unit 112. Specifically, the control unit 110 functions as the docking path generation unit 111 and the display processing unit 112 by executing a computer program stored in the storage unit 120.

[0048] The docking route generating unit 111 generates a docking route for the vessel VL based on the nautical chart data 121. The docking route indicates the route from the starting position of the vessel VL to the position where the vessel VL will be stopped when docking.

[0049] Hereinafter, the docking route may be referred to as "docking route RT", the starting point position may be referred to as "starting point position SP", and the stopping position may be referred to as "stopping position EP".

[0050] The display processing unit 112 generates image data that indicates an image to be displayed on the display 211. Then, the display processing unit 112 controls the display 211 so as to display an image based on the image data.

[0051] In this embodiment, the display processing unit 112 controls the display 211 to display the nautical chart indicated by the nautical chart data 121, the current position of the vessel VL, and the docking route RT of the vessel VL. As a result, the display 211 displays the nautical chart, the current position of the vessel VL, and the docking route RT.

[0052] Next, the map screen displayed on the display 211 will be described with reference to FIGS.

[0053] Fig. 2 is a diagram showing a map screen SC1 before the docking route RT is generated. As shown in Fig. 2, the display 211 displays the map screen SC1. The map screen SC1 is an initial screen before the docking route RT is generated.

[0054] The map screen SC1 has a first area F1 and a second area F2. A nautical chart 41 is displayed in the first area F1. The nautical chart 41 includes a water area 411 (specifically, a water area image) and a shore 412 (specifically, a shore image). The water area 411 is, for example, an image showing the sea. The shore 412 is an image showing the shore.

[0055] In addition, the first area F1 displays current position information 43 of the vessel VL. The current position information 43 indicates the current position of the vessel VL. The current position of the vessel VL is detected by the position detection unit 2. Furthermore, the first area F1 displays vessel speed information 44 of the vessel VL. The vessel speed information 44 indicates the current vessel speed of the vessel VL. The current vessel speed of the vessel VL is detected by a vessel speed sensor (not shown). The vessel speed sensor is, for example, an electromagnetic log or a Doppler sonar. The position detection unit 2 may function as the vessel speed sensor.

[0056] Furthermore, an actual ship image 42 showing the ship VL is displayed on the nautical chart 41. The actual ship image 42 is a schematic image of the ship VL. The actual ship image 42 is positioned at the current position of the ship VL on the nautical chart 41. Therefore, the actual ship image 42 shows the current position of the ship VL. Furthermore, the actual ship image 42 faces in a direction corresponding to the current attitude of the ship VL (specifically, the direction of the bow). The current attitude of the ship VL is detected by the attitude detection unit 3.

[0057] The second area F2 displays a message area 51, a starting point position input image 52, a stopping position input image 53, a route generation instruction image 54, a decision instruction image 55, a start instruction image 56, and a stop instruction image 57. The starting point position input image 52, the stopping position input image 53, the route generation instruction image 54, the decision instruction image 55, the start instruction image 56, and the stop instruction image 57 are widgets of a GUI (Graphical User Interface), such as buttons.

[0058] A message MG for the user is displayed in the message area 51. The message MG indicates, for example, a procedure for maneuvering the ship (specifically, automatic maneuvering) in accordance with the docking route RT generated by the docking route generating unit 111.

[0059] The start point position input image 52 is a button for accepting input of the start point position SP of the vessel VL on the nautical chart 41. The start point position SP indicates the position of the start point of the docking route RT (for example, FIG. 3) generated by the docking route generation unit 111. When the user touches the start point position input image 52, the docking route generation unit 111 enters a state in which it can accept the start point position SP. Then, when the user specifies the desired start point position SP on the nautical chart 41 by touch operation, the docking route generation unit 111 registers the start point position SP specified by the user in the memory unit 120. In other words, the touch sensor 212 accepts input of the start point position SP of the vessel VL on the nautical chart 41, and the memory unit 120 stores the start point position SP. The touch sensor 212 corresponds to an example of a "start point position input unit." In FIG. 2, the display 211 displays a specific image ("X" in the example of FIG. 2) indicating the start point position SP.

[0060] In this embodiment, the user can input a desired start position SP, which improves user convenience.

[0061] As another example, the docking route generating unit 111 may generate the docking route RT by setting the current position of the vessel VL as the starting position SP of the vessel VL. In this case, input of the starting position SP can be omitted, further reducing the hassle for the user.

[0062] The stopping position input image 53 is a button for accepting input of a stopping position EP of the vessel VL on the nautical chart 41 when docking. The stopping position EP indicates the end position of the docking route RT (for example, FIG. 3) generated by the docking route generation unit 111. When the user touches the stopping position input image 53, the docking route generation unit 111 enters a state in which it can accept the stopping position EP. Then, when the user specifies a desired stopping position EP on the nautical chart 41 by touch operation, the docking route generation unit 111 registers the stopping position EP specified by the user in the memory unit 120. In other words, the touch sensor 212 accepts input of the stopping position EP of the vessel VL on the nautical chart 41 when docking, and the memory unit 120 stores the stopping position EP. The touch sensor 212 corresponds to an example of a "stopping position input unit." In FIG. 2, the display 211 displays a specific image ("X" in the example of FIG. 2) indicating the stopping position EP.

[0063] The route generation instruction image 54 is a button for instructing the docking route generation unit 111 to generate a docking route RT (for example, FIG. 3). When the user touches the route generation instruction image 54, a docking route RT from the starting position SP of the vessel VL to the mooring position EP is generated.

[0064] FIG. 3 is a diagram showing the map screen SC2 after the docking route RT has been generated. As shown in FIG. 3, the display 211 displays the docking route RT (specifically, a docking route image) on the nautical chart 41 in the first area F1 of the map screen SC2. The docking route RT includes a plurality of way points P through which the vessel VL must pass. The plurality of way points P are arranged between the start position SP and the mooring position EP. In other words, the docking route RT is a broken line that runs from the start position SP, passes through the plurality of way points P, and reaches the mooring position EP. The way points P may or may not be visualized. In the example of FIG. 3, the way points P are visualized. In other words, the display 211 displays a specific image (black circle shapes in the example of FIG. 3) showing the plurality of way points P.

[0065] The display 211 also displays a ship image 46 indicating the attitude of the ship VL to be taken at the waypoint P. Specifically, the display 211 displays a ship image 46 indicating the attitude of the ship VL to be taken at each waypoint P at each of the multiple waypoints P. Therefore, according to this embodiment, the user can precisely recognize the planned attitude of the ship VL on the docking route RT by looking at the ship image 46 at each waypoint P. In the example of Figure 3, the ship image 46 indicating the attitude of the ship VL indicates the direction of the bow of the ship VL. The ship image 46 is a schematic image of the ship VL. Similarly, the display 211 displays a ship image 46 indicating the attitude of the ship VL to be taken at the start position SP and the stopping position EP at the start position SP and the stopping position EP.

[0066] Specifically, the bow of the vessel image 46 at each of the multiple way points P other than the way point PA immediately behind the mooring position EP and at the start position SP is oriented along the docking route RT. More specifically, at each of the multiple way points P other than the way point PA, the vessel image 46 displayed at a certain way point P is oriented in the direction of the line segment connecting that way point P to the nearest way point P ahead. In addition, the vessel image 46 displayed at the start position SP is oriented in the direction of the line segment connecting the start position SP to the nearest way point PB ahead. Therefore, the user can easily recognize that the vessel VL will be steered in steering mode (e.g., automatic steering mode) from the start position SP to the way point PA.

[0067] Furthermore, the attitude (specifically, the direction of the bow) of the vessel image 46 displayed at the waypoint PA immediately behind the stopping position EP and the attitude (specifically, the direction of the bow) of the vessel image 46 displayed at the stopping position EP are aligned with the berthing facility 412C corresponding to the stopping position EP on the shore 412. Therefore, the user can easily recognize that the vessel VL will be operated in joystick mode (for example, automatic joystick mode) from the waypoint PA to the stopping position EP.

[0068] Specifically, the attitude (specifically, the direction of the bow) of the ship image 46 displayed at the waypoint PA immediately behind the stopping position EP and at the stopping position EP is aligned with the direction in which the berthing facility 412C extends.

[0069] Furthermore, the nautical chart 41 includes two shore areas 412A and 412B that are separated by a water area 411. Specifically, the two shore areas 412A and 412B face each other across the water area 411. The docking route RT passes through approximately the midpoint between the two shore areas 412A and 412B. Therefore, according to this embodiment, the vessel VL can be prevented from coming into contact with the shore areas 412A and 412B while navigating the docking route RT, and can be prevented from entering shallow waters near the shore areas 412A and 412B. Furthermore, if there are obstacles in the water area 411, it is preferable that the docking route RT pass through approximately the midpoint between the two obstacles that face each other across the water area 411. Furthermore, if there are obstacles in the water area 411, it is preferable that the docking route RT pass through approximately the midpoint between the shore areas and the obstacles that face each other across the water area 411.

[0070] Furthermore, a message MG for the user is displayed in the second area F2 of the map screen SC2. The message MG includes content that prompts the user to check the docking route RT generated by the docking route generating unit 111.

[0071] The determination instruction image 55 is a button for instructing to confirm the docking route RT generated by the docking route generation unit 111. When the user touches the determination instruction image 55, the docking route generation unit 111 registers the docking route RT in the storage unit 120.

[0072] The start instruction image 56 is a button for instructing the ship maneuvering control device 5 to automatically maneuver the ship in accordance with the docking route RT generated by the docking route generation unit 111. "Automatic ship maneuvering" indicates maneuvering in the automatic ship maneuvering mode by the ship maneuvering control device 5. Therefore, when the user touches the determination instruction image 55, the ship maneuvering control device 5 executes automatic ship maneuvering in accordance with the docking route RT generated by the docking route generation unit 111. In other words, the ship maneuvering control device 5 executes ship maneuvering in the automatic ship maneuvering mode on the docking route RT.

[0073] 4 is a diagram showing a map screen SC3 during automatic docking of the vessel VL. As shown in Fig. 4, in the first area F1, an actual vessel image 42 corresponding to the vessel VL being automatically maneuvered for automatic docking is displayed on a nautical chart 41.

[0074] Furthermore, in the second area F2, the stop instruction image 57 is a button for instructing the ship maneuvering control device 5 to stop automatic ship maneuvering. When the user touches the stop instruction image 57, the ship maneuvering control device 5 stops the movement of the ship VL and stops automatic ship maneuvering. In other words, the touch sensor 212 accepts an input to stop automatic ship maneuvering in accordance with the docking route RT generated by the docking route generation unit 111. The touch sensor 212 corresponds to an example of an "automatic ship maneuvering stop input unit." According to this embodiment, even when automatic ship maneuvering for automatic docking is being performed, the user can stop the ship VL and perform manual ship maneuvering by touching the stop instruction image 57. For example, the user can perform manual ship maneuvering to avoid an obstacle.

[0075] Specifically, after the touch sensor 212 receives an input to stop the automatic ship-steering via the stop instruction image 57, the ship-steering mode of the ship VL transitions from the automatic ship-steering mode to the manual ship-steering mode.

[0076] In addition, the display 211 displays a message MG indicating that automatic vessel maneuvering can be stopped while the automatic vessel maneuvering is being performed. Therefore, according to this embodiment, the user can easily recognize that automatic vessel maneuvering can be stopped. For example, even when automatic vessel maneuvering for automatic docking is being performed, the user can easily recognize that the vessel VL can be stopped and obstacles can be avoided by manual vessel maneuvering.

[0077] Furthermore, the display 211 displays the maximum vessel speed MX set for automatic vessel maneuvering while automatic vessel maneuvering is being performed according to the docking route RT generated by the docking route generation unit 111. Therefore, according to this embodiment, the user can compare the current vessel speed of the vessel VL indicated by the vessel speed information 44 with the maximum vessel speed MX set for automatic vessel maneuvering. As a result, the user can perform vessel maneuvering according to the comparison result. For example, if the current vessel speed exceeds the maximum vessel speed MX, the user can touch the stop instruction image 57 to stop the automatic vessel maneuvering and manually maneuver the vessel speed to reduce it. The docking route generation unit 111 sets the maximum vessel speed MX based on the distance between the waypoint P and the shore 412. For example, the farther the waypoint P is from the shore 412, the larger the maximum vessel speed MX set by the docking route generation unit 111. For example, the docking route generation unit 111 sets the maximum vessel speed MX for each waypoint P.

[0078] Furthermore, the ship maneuvering control device 5 performs automatic ship maneuvering in the steering mode and the joystick mode in accordance with the docking route RT generated by the route generation device 1. In other words, the ship maneuvering control device 5 performs ship maneuvering in the automatic steering mode and the automatic joystick mode in accordance with the docking route RT generated by the route generation device 1.

[0079] The ship maneuvering control device 5 performs automatic ship maneuvering in joystick mode (specifically, automatic joystick mode) at least between the stopping position EP and the way point PA immediately rearward of the stopping position EP. Therefore, according to this embodiment, the ship VL can smoothly dock at the berthing facility 412C. Furthermore, the ship maneuvering control device 5 performs automatic ship maneuvering in steering mode (specifically, automatic steering mode) for a route of the docking route RT where automatic ship maneuvering is not performed in joystick mode (specifically, automatic joystick mode). In the example of FIG. 4, the ship maneuvering control device 5 performs automatic ship maneuvering in steering mode from the start point position SP to the way point PA.

[0080] For example, the maneuvering control device 5 may perform automatic maneuvering in steering mode from the starting point position SP to the way point PC immediately aft of the way point PA, and then perform automatic maneuvering in joystick mode from the way point PA to the stopping position EP.

[0081] Figure 5 is a diagram showing the map screen SC4 after the vessel VL has automatically docked. As shown in Figure 5, an actual vessel image 42 is displayed at the mooring position EP. This indicates that the vessel VL has arrived at the mooring position EP. In addition, in the second area F2, a message MG indicates that the vessel VL has arrived at the mooring position EP.

[0082] Next, a docking maneuvering method according to this embodiment will be described with reference to Figures 1, 6, and 7. Figures 6 and 7 are flowcharts showing the docking maneuvering method. As shown in Figures 6 and 7, the docking maneuvering method includes steps S1 to S14.

[0083] As shown in FIGS. 1 and 6, in step S1, the display 211 displays a nautical chart 41 and an actual vessel image 42 showing the current position of the vessel VL (FIG. 2).

[0084] Next, in step S2, the touch sensor 212 receives input of the start position SP of the docking route RT (FIG. 2).

[0085] Next, in step S3, the touch sensor 212 receives an input of the ship's mooring position EP when docking (FIG. 2).

[0086] Next, in step S4, the docking route generation unit 111 generates a docking route RT from the start position SP of the vessel VL to the mooring position EP based on the shore data indicating the shape of the shore 412. Therefore, according to this embodiment, it is possible to generate the docking route RT while reliably avoiding contact with the shore 412 and reducing the hassle for the user. In other words, the user can generate the docking route RT by a simple input operation of simply inputting the start position SP and the mooring position EP of the vessel VL.

[0087] In particular, it is preferable that the docking route generating unit 111 generates the docking route RT based on the shore data and obstacle data indicating obstacles present in the water area 411. According to this preferable example, the docking route RT is generated as a route that avoids obstacles in advance. Therefore, the vessel VL can navigate while avoiding obstacles without making sudden changes in course.

[0088] Next, in step S5, the display 211 displays the docking route RT (FIG. 3).

[0089] Next, in step S6, the docking route generation unit 111 determines whether or not the touch sensor 212 has detected that the decision instruction image 55 (FIG. 3) has been touched.

[0090] If it is determined in step S6 that the decision instructing image 55 has not been touched (No), the process waits for step S6.

[0091] On the other hand, if it is determined in step S6 that the decision instructing image 55 has been touched (Yes), the process proceeds to step S7.

[0092] Next, in step S7, the vessel maneuvering control device 5 determines whether or not the touch sensor 212 has detected that the start instruction image 56 (FIG. 3) has been touched.

[0093] If it is determined in step S7 that the start instruction image 56 has not been touched (No), the process waits for step S7.

[0094] On the other hand, if it is determined in step S7 that the start instruction image 56 has been touched (Yes), the process proceeds to step S8.

[0095] Next, in step S8, the ship maneuvering control device 5 starts automatic maneuvering of the ship VL in accordance with the docking route RT generated by the docking route generating unit 111. Specifically, the ship maneuvering control device 5 starts automatic maneuvering in the automatic steering mode.

[0096] Next, as shown in FIG. 7, in step S9, the ship maneuvering control device 5 determines whether or not the touch sensor 212 has detected that the stop instruction image 57 (FIG. 4), which instructs the ship to stop automatic ship maneuvering, has been touched.

[0097] If it is determined in step S9 that the stop instruction image 57 has not been touched (No), the process proceeds to step S10.

[0098] Next, in step S10, the ship maneuvering control device 5 determines whether or not the obstacle detection unit 4 has detected an obstacle.

[0099] If it is determined in step S10 that an obstacle has not been detected (No), the process proceeds to step S11.

[0100] Next, in step S11, the vessel maneuvering control device 5 determines whether or not the vessel VL has arrived at the berthing position EP.

[0101] If it is determined in step S11 that the vessel VL has not arrived at the mooring position EP (No), the processing proceeds to step S9.

[0102] On the other hand, if it is determined in step S11 that the vessel VL has arrived at the mooring position EP (Yes), the processing proceeds to step S12.

[0103] Next, in step S12, the vessel maneuvering control device 5 executes fixed-point maintenance control in the automatic joystick mode. Fixed-point maintenance control is control for keeping the vessel VL at the mooring position EP. Then, the user moors the vessel VL, and the docking maneuvering method ends.

[0104] On the other hand, if it is determined in step S9 that the stop instruction image 57 has been touched (Yes), or if it is determined in step S10 that an obstacle has been detected (Yes), the process proceeds to step S13.

[0105] Next, in step S13, the ship maneuvering control device 5 stops the movement of the ship VL and stops the automatic ship maneuvering. Specifically, the ship maneuvering control device 5 transitions the ship maneuvering mode from the automatic ship maneuvering mode to the manual ship maneuvering mode.

[0106] Next, in step S14, the ship maneuvering control device 5 starts manual ship maneuvering based on the operation of the ship maneuvering mechanism 7 by the user. Then, the docking ship maneuvering method ends. Note that the user can also start automatic ship maneuvering again after starting manual ship maneuvering. In this case, the process starts from step S2.

[0107] Next, the docking route generation process of step S4 in Fig. 6 will be described with reference to Fig. 1 and Fig. 8. Fig. 8 is a flowchart showing the docking route generation process. As shown in Fig. 8, the docking route generation process includes steps S21 to S23. Specifically, the docking route generation process includes steps S31 to S41.

[0108] In step S21, the docking route generation unit 111 executes a process of processing the nautical chart 41. Step S21 includes steps S31 and S32.

[0109] Next, in step S22, the docking route generation unit 111 generates a graph based on the processed nautical chart 41. The graph is a graph in graph theory, and is configured as a set of multiple nodes and a set of multiple branches. Step S22 includes steps S33 to S36.

[0110] Next, in step S23, the docking route generating unit 111 generates a docking route RT for the vessel VL based on the graph. Step S23 includes steps S37 to S41. Then, the processing returns to the main routine in FIG.

[0111] Next, the docking route generation process will be described in detail with reference to FIGS. 1 and 8 to 14.

[0112] 1 and 8, in step S31, the docking route generation unit 111 acquires a nautical chart 41 of a predetermined area including the current position of the vessel VL. The predetermined area is, for example, the range of the nautical chart 41 displayed on the display 211.

[0113] Next, in step S32, the docking route generating unit 111 executes an expansion process on the nautical chart 41. The expansion process will be described below using a specific example.

[0114] FIG. 9(a) is a schematic diagram showing a nautical chart M1 before expansion. FIG. 9(b) is a schematic diagram showing a nautical chart M2 after expansion. As shown in FIG. 9(a), the nautical chart M1 includes an X-axis and a Y-axis. The X-axis and Y-axis have length scales. The nautical chart M1 includes land 80A, 80B, and a water area 81. The land 80A, 80B include shores. Therefore, the land 80A, 80B can be read as shores 80A, 80B. Furthermore, the land 80A, 80B may be, for example, obstacles present in the water area 81. Therefore, the land 80A can be read as obstacle 80A, the land 80B can be read as obstacle 80B, and the land 80A, 80B can be read as obstacles 80A, 80B.

[0115] As shown in FIG. 9(b), in the nautical chart M2, the docking route generating unit 111 expands the lands 80A and 80B to add an expanded area 82A to the land 80A and an expanded area 82B to the land 80B.

[0116] The width W1 of each of the expansion areas 82A, 82B, i.e., the expansion amount W1, is set to half the width in the left-right direction of the vessel VL (hereinafter referred to as "width W2"). ​​In the example of Figure 9(b), when the width W2 of the vessel VL is 20m, expansion areas 82A, 82B with an expansion amount W1 of 10m are added to the land 80A, 80B, respectively.

[0117] The water area 81A of the nautical chart M2, other than the land areas 80A, 80B and the expansion areas 82A, 82B, indicates the area where the vessel VL may be present. Specifically, the water area 81A indicates the area where the center position of the vessel VL in the transverse direction may be present.

[0118] The reason for expanding the land 80A, 80B is as follows. That is, since the ship VL has a width W2 in the transverse direction, it cannot exist in the entire water area 81 in Figure 9(a). For example, if the transverse center position of the ship VL approaches the land 80A in Figure 9(a) closer than half the width W2 of the ship VL, the ship VL will come into contact with the land 80A. Therefore, the transverse center position of the ship VL cannot exist within the expanded area 82A in Figure 9(b). In other words, the ship VL can only exist in the water area 81A in Figure 9(b). Therefore, in order to secure an area in the nautical chart M2 where the ship VL can exist, the land 80A, 80B are expanded.

[0119] As long as an area in which the vessel VL can be present can be secured on the nautical chart M2, the expansion amount W1 is not limited to half the width W2 of the vessel VL. For example, the expansion amount W1 may be set to a value that is equal to or greater than half the width W2 of the vessel VL and equal to or less than the width W2.

[0120] 9(b), the outer edges of the expansion areas 82A and 82B include curved lines. Therefore, the docking route generation unit 111 performs polygon approximation processing on the expanded nautical chart M2 as a preprocessing step for generating a graph.

[0121] 8, in step S33, the docking route generation unit 111 performs polygon approximation processing on the expanded nautical chart M2. Specifically, the docking route generation unit 111 performs polygon approximation processing on the outer edges of the expanded areas 82A and 82B of the nautical chart M2.

[0122] Figure 10(a) is a schematic diagram showing the nautical chart M3 after polygonal approximation processing. As shown in Figure 10(a), the nautical chart M3 shows expanded areas 84A and 84B after polygonal approximation processing. Through polygonal approximation processing, the water area 81B of the nautical chart M3 other than the land 80A, 80B and the expanded areas 84A, 84B is set as an area where the vessel VL can be present. Through polygonal approximation, a vertex VA is formed in the expanded area 84A, and a vertex VB is formed in the expanded area 84B. The vertex VA indicates a corner of the expanded area 84A, and the vertex VB indicates a corner of the expanded area 84B.

[0123] Returning to Figure 8, in step S34, the docking route generation unit 111 applies a Voronoi diagram to the nautical chart M3 (Figure 10(a)) after polygon approximation processing to generate a graph. A Voronoi diagram is a diagram obtained by dividing a plane when multiple kernel points are given, depending on which kernel point is closest to it. Note that in this embodiment, the Voronoi diagram is used as the region division method, but the region division method is not limited to the Voronoi diagram.

[0124] FIG. 10(b) is a schematic diagram showing the results of the Voronoi diagram application process. As shown in FIG. 10(b), the nautical chart M4 (i.e., a graph) is obtained by applying the Voronoi diagram to the nautical chart M3 after the polygon approximation process in FIG. 10(a). The docking path generation unit 111 sets the vertex VA of the expansion area 84A and the vertex VB of the expansion area 84B in FIG. 10(a) as the kernel points MP. In FIG. 10(b), the kernel points MP are indicated by dots. Then, the docking path generation unit 111 generates the Voronoi diagram based on the multiple kernel points MP. As a result, the nautical chart M4 includes Voronoi edges VS, Voronoi regions VR, and Voronoi points VP. In FIG. 10(b), the Voronoi edges VS are indicated by dashed lines, the Voronoi regions VR are indicated by white areas, and the Voronoi points VP are indicated by black circles.

[0125] The docking path generation unit 111 sets the Voronoi edges VS to the branches BR of the graph and the Voronoi points VP to the nodes ND of the graph. As a result, a graph is generated. In other words, the nautical chart M4 is represented by the graph.

[0126] Returning to Figure 8, in step S35, the docking route generation unit 111 executes invalid element removal processing on the nautical chart M4 (Figure 10(b)) as a graph. The invalid element removal processing is processing to remove invalid nodes ND and invalid branches BR from the nautical chart M4 as a graph. Elements indicate nodes ND and branches BR that are elements of the graph.

[0127] Fig. 10(c) is a schematic diagram showing the nautical chart M5 after the invalid element removal process As shown in Fig. 10(c), the nautical chart M5 includes a valid branch BRa and a valid node NDa.

[0128] 10(a) and 10(b), the docking path generation unit 111 invalidates the nodes ND included in the land 80A, 80B and the expansion areas 84A, 84B among the plurality of nodes ND, thereby removing the invalid nodes ND. In other words, the docking path generation unit 111 validates the nodes ND not included in the land 80A, 80B and the expansion areas 84A, 84B among the plurality of nodes ND, thereby leaving valid nodes ND, i.e., node NDa in FIG. 10(c). In other words, the docking path generation unit 111 validates the nodes ND present in the water area 81B (FIG. 10(a)), which is an area where the vessel VL can be present, thereby leaving valid nodes ND.

[0129] 10(a) and 10(b), the docking path generation unit 111 invalidates the branches BRs connected to the nodes ND included in the land 80A, 80B and the expansion regions 84A, 84B among the multiple nodes ND, thereby removing the invalid branches BR. In other words, the docking path generation unit 111 validates the branches BRs that do not pass through the land 80A, 80B and the expansion regions 84A, 84B among the multiple branches BR, thereby leaving the valid branches BR, i.e., branch BRa in FIG. 10(c). In other words, the docking path generation unit 111 validates the branches BRs that exist only in the water region 81B (FIG. 10(a)), which is a region where the vessel VL can be present, thereby leaving the valid branches BR.

[0130] In this way, the docking path generation unit 111 removes invalid nodes ND and invalid branches BR from the nautical chart M4 (i.e., the graph) in Figure 10(b). As a result, the nautical chart M5 (i.e., the graph) shown in Figure 10(c) is obtained. In other words, the nautical chart M5 is a graph in which invalid nodes ND and invalid branches BR have been removed and valid nodes ND and valid branches BR remain. The reason for performing the invalid element removal process is that the land 80A, 80B and the expansion areas 82A, 82B are areas in which the vessel VL cannot exist from the perspective of contact, and therefore cannot be part of the route of the vessel VL.

[0131] In the Voronoi diagram, in principle, boundaries are drawn at positions equidistant from land 80A and land 80A, so that the vessel VL can be effectively prevented from coming into contact with land 80A and land 80B.

[0132] In Figure 10(c), land 80A and 80B are added to the nautical chart M5 as a graph for ease of understanding, but in reality, land 80A and 80B are not added to the graph in the invalid element removal process.

[0133] Here, in the explanation of steps S31 to S35 in Fig. 8, nautical charts M1 to M5 shown in Fig. 9 and Fig. 10 have been explained as a simple example. However, in reality, in step S35, a graph including multiple valid nodes and multiple valid branches is generated according to the shores and obstacles included in the nautical chart. Hereinafter, a valid node will be referred to as node NDa, and a valid branch will be referred to as branch BRa.

[0134] Fig. 11 is a schematic diagram showing the results of executing the nautical chart processing S32 to invalid element removal S35 according to this embodiment on a nautical chart M6 showing a virtual marina. As shown in Fig. 11, the nautical chart M6 as a graph includes multiple nodes NDa and multiple branches BRa. For ease of understanding, a water area 411 and a shore 412 are added to the nautical chart M6 as a graph.

[0135] Returning to Fig. 8, in step S36, the docking path generation unit 111 executes an adjacency matrix generation process for the graph including the node NDa and the branch BRa generated in step S35. An adjacency matrix is ​​a square matrix used to represent a graph. In other words, by executing the adjacency matrix generation process, the docking path generation unit 111 represents the graph including the node NDa and the branch BRa by an adjacency matrix.

[0136] Next, in step S37, the docking path generation unit 111 inputs a start node and an end node to the graph including the valid node NDa and branch BRa. Specifically, the docking path generation unit 111 sets the start position SP input in step S2 of Fig. 6 as the start node in the graph. Also, the docking path generation unit 111 sets the mooring position EP input in step S3 of Fig. 6 as the end node in the graph. Then, the docking path generation unit 111 connects the start node to the node NDa near the start node, and connects the end node to the node NDa near the end node.

[0137] Next, in step S38, the Dijkstra algorithm is applied to the graph in which the start node and end node are set to generate docking route candidates (not shown). The Dijkstra algorithm is a search algorithm for the shortest path problem. The docking route generation unit 111 searches for the shortest route from the start node, which is the start position SP, to the end node, which is the mooring position EP, using the Dijkstra algorithm, and obtains the docking route candidate, which is the shortest route. Note that the algorithm for searching the shortest route is not limited to the Dijkstra algorithm, as long as it can obtain the shortest route.

[0138] Next, in step S39, the docking route generation unit 111 executes a via point rearrangement process for the docking route candidate. The via point rearrangement process is a process for making the intervals between adjacent via point candidates (not shown) included in the docking route candidate approximately uniform. "Approximately uniform" means that the variation in the intervals between adjacent via point candidates for all via point candidates is within a predetermined range.

[0139] The reason for executing the way point rearrangement process is to improve the route tracking accuracy of the vessel VL. Specifically, as can be seen from FIG. 11, the spacing between the multiple nodes NDa obtained in the Voronoi diagram is not constant. Therefore, if the nodes NDa are treated as way points P as they are, on a route where the spacing between the nodes NDa is dense, the vessel VL will frequently change course every time the way point P changes. As a result, there is a possibility that the route tracking accuracy of the vessel VL will decrease. Therefore, the way point candidates are rearranged so that the spacing between the way point candidates included in the docking route candidates is approximately uniform.

[0140] An example of the way point rearrangement process is as follows. That is, the docking route generation unit 111 executes the way point rearrangement process from the mooring position EP along the candidate docking route toward the start position SP. Therefore, even after the way point rearrangement process, it is possible to avoid changing the mooring position EP in the docking route RT (Fig. 3) that is finally generated. As a result, it is possible to guide the vessel VL to the target mooring position EP with high accuracy.

[0141] Specifically, the docking route generation unit 111 rearranges the candidate waypoints so that the distance between adjacent candidate waypoints is "N x L." "N" is, for example, a positive number between 1.0 and 2.0. "L" is the overall length of the vessel VL. The overall length of the vessel VL is the length in the fore-and-aft direction of the vessel VL.

[0142] As a result of the via point rearrangement process being executed, the distance between two adjacent via points P at all via points P on the finally obtained docking route RT (for example, FIG. 3) is approximately equal to or greater than the total length of the vessel VL and is approximately equal to or less than twice the total length of the vessel VL. In other words, the docking route generation unit 111 generates the docking route RT so that the distance between two adjacent via points P at all via points P on the docking route RT is approximately equal to or greater than the total length of the vessel VL and is approximately equal to or less than twice the total length of the vessel VL. Therefore, according to this embodiment, it is possible to suppress a decrease in the accuracy of tracking the vessel VL with respect to the docking route RT.

[0143] Figure 12(a) is a diagram for explaining the way point rearrangement process. As shown in Figure 12(a), on the nautical chart M7, the way point candidates Pa (black circles) included in the docking route candidate RTa are arranged in an angular S-shape. Through the way point rearrangement process, the way point candidates Pa are rearranged, and new way point candidates Pb (white circles) are generated. The multiple way point candidates Pb are arranged in a straight line. As a result, a new straight docking route candidate RTb is generated.

[0144] 8, in step S40, the docking route generating unit 111 performs a route smoothing process on the new docking route candidate RTb generated by the via point rearrangement process. The route smoothing process is a process of smoothly connecting adjacent via point candidates Pa among the multiple via point candidates Pa included in the docking route candidate RTa.

[0145] The reason for performing the route smoothing process is to further improve the route tracking accuracy of the vessel VL. Specifically, as can be seen from FIG. 11, the polygonal line consisting of multiple branches BRa connecting each node NDa obtained in the Voronoi diagram has sharp corners. Therefore, if the node NDa is treated as the way point P as is, the course change angle at the way point P will be large. As a result, the route tracking accuracy of the vessel VL may decrease. Therefore, the multiple way point candidates Pb obtained in the way point rearrangement process are smoothed. Specifically, the docking route generation unit 111 smooths the multiple way point candidates Pb by applying the steepest descent method to the multiple way point candidates Pb. Note that, as long as the multiple way point candidates Pb are smoothed, an algorithm other than the steepest descent method may be used for the route smoothing process.

[0146] The docking route generation unit 111 determines the docking route candidate after the route smoothing process as the docking route RT, and determines the via point candidate after the route smoothing process as the via point P.

[0147] FIG. 12(b) is a diagram for explaining the route smoothing process. As shown in FIG. 12(b), on the nautical chart M8, the way point candidates Pb (black circles) included in the docking route candidate RTb are arranged in a sharp S-shape. By the route smoothing process, the multiple way point candidates Pb are smoothed, and new way point candidates Pc (white circles) are generated. The multiple way point candidates Pc are arranged in a smooth S-shape. As a result, a new docking route candidate RTc in a smooth S-shape is generated.

[0148] Specifically, the angle θ formed by the two line segments SG connected to each other via the candidate via point Pc is greater than 90 degrees. In other words, the change angle θ of the candidate docking route RTc at the candidate via point Pc is greater than 90 degrees. Therefore, the angularity of the candidate docking route RTc is reduced, and the candidate docking route RTc is smoothed.

[0149] Then, the docking route candidate RTc is determined as the docking route RT, and the way point candidate Pc is determined as the way point P. Therefore, for example, as shown in FIG. 3, at all of the multiple way points P, the angle θ of change in the bow direction of the vessel VL is greater than 90 degrees, at least at all of the way points P except for the way point PA immediately aft of the stopping position EP. In other words, the docking route generation unit 111 generates the docking route RT so that the angle θ of change in the bow direction of the vessel VL is greater than 90 degrees, at all of the multiple way points P except for the way point PA immediately aft of the stopping position EP. Therefore, according to this embodiment, the angularity of the docking route RT is reduced, and a decrease in the accuracy of tracking the docking route RT of the vessel VL can be further suppressed. In addition, a docking route RT can be generated according to the steering characteristics of the vessel VL.

[0150] Returning to Fig. 8, in step S41, the docking route generation unit 111 executes vessel control information setting processing. The vessel control information setting processing is processing for setting vessel control information for the docking route RT generated by the processing of steps S31 to S40. The vessel control information indicates control information required to perform automatic vessel maneuvering in accordance with the docking route RT. The vessel control information includes, for example, at least one of attitude information indicating the attitude of the vessel VL when performing automatic vessel maneuvering, vessel speed information indicating the vessel speed of the vessel VL when performing automatic vessel maneuvering, and vessel maneuvering mode information indicating the vessel maneuvering mode of the vessel VL when performing automatic vessel maneuvering.

[0151] Fig. 13 is a diagram for explaining the vessel control information setting process. As shown in Fig. 13, a docking route RT, a plurality of waypoints P1 to P6, a start position SP, a mooring position EP, and a plurality of vessel images 46 are arranged on a nautical chart M9.

[0152] The docking route generation unit 111 sets the attitude of the vessel VL (specifically, the direction of the bow) at the plurality of waypoints P1 to P6, the start position SP, and the mooring position EP.

[0153] Specifically, the docking route generation unit 111 sets the attitude (specifically, the direction of the bow) of the vessel VL at each of way points P1 to P5 from the nearest way point P1 ahead of the start position SP to the nearest way point P5 behind way point P6, and at the start position SP, in a direction along the docking route RT. Way point P6 indicates the nearest way point P behind the stopping position EP. In addition, the docking route generation unit 111 sets the attitude (specifically, the direction of the bow) of the vessel VL at the stopping position EP and way point P6 in accordance with the berthing facility 412C (for example, Figure 3).

[0154] Furthermore, the docking route generating unit 111 sets the vessel speed of the vessel VL at the plurality of waypoints P1 to P6, the starting position SP, and the mooring position EP.

[0155] Furthermore, the docking route generation unit 111 sets the automatic ship steering mode as the ship steering mode for the docking route RT. Specifically, the docking route generation unit 111 sets the automatic joystick mode for the route from the stopping position EP to the way point P6 immediately rearward of the stopping position EP, of the docking route RT. Furthermore, the docking route generation unit 111 sets the automatic steering mode for the route for which the automatic joystick mode is not set, of the docking route RT. Specifically, the docking route generation unit 111 sets the automatic steering mode for the route from the start position SP to the way point P6, of the docking route RT.

[0156] The docking route generating unit 111 may set the automatic joystick mode for the route from the stopping position EP to the via point P5 immediately behind the via point P6, among the docking route RT. The docking route generating unit 111 may also set the automatic steering mode for the route from the start position SP to the via point P5, among the docking route RT.

[0157] As described above with reference to FIGS. 8 to 13, according to this embodiment, the docking route generating unit 111 generates the docking route RT by executing the processes of steps S31 to S41.

[0158] Fig. 14 is a schematic diagram showing a docking route RT generated by the processing of steps S31 to S41 in Fig. 8. For reference, in Fig. 14, a graph GH generated by the graph generation processing (step S22) in Fig. 8 is shown on a nautical chart M10. The graph GH includes a plurality of nodes NDa and a plurality of branches BRa.

[0159] According to this embodiment, as shown in Figure 14, the docking path generation unit 111 can generate a docking path RT that enables the vessel VL shown by the vessel image 46 to navigate smoothly and dock smoothly while reliably avoiding contact with the shore 412 and obstacles.

[0160] In the embodiment described with reference to Fig. 1, the directions of the rotation axes of the propellers 61L and 61R are configured to be independently changeable. However, the type of the propulsion device 6 may be changed to another type as long as it can substantially achieve translation and on-the-spot turning while maintaining the bow direction of the vessel VL. For example, the propulsion device 6 may be configured with a pair of left and right propellers whose rotation axes cannot be changed, a rudder, and side thrusters provided on the bow side. Alternatively, for example, the propulsion device 6 may be configured with a single propeller whose rotation axis cannot be changed, a rudder, and side thrusters provided on both the bow and stern sides.

[0161] The embodiments and examples of the present invention have been described above with reference to the drawings. However, the present invention is not limited to the above embodiments and can be implemented in various forms without departing from the spirit of the present invention. Furthermore, the components disclosed in the above embodiments can be modified as appropriate. For example, some of the components shown in one embodiment may be added to the components of another embodiment, or some of the components shown in one embodiment may be deleted from the embodiment.

[0162] Furthermore, the drawings mainly show each component in a schematic manner to facilitate understanding of the invention, and the thickness, length, number, spacing, etc. of each component shown in the drawings may differ from the actual ones due to the convenience of creating the drawings. Furthermore, the configuration of each component shown in the above embodiment is merely an example and is not particularly limited, and it goes without saying that various modifications are possible within a range that does not substantially deviate from the effects of the present invention. [Industrial Applicability]

[0163] The present invention relates to a route generation device and a ship, and has industrial applicability. [Explanation of symbols]

[0164] 1. Route generation device 5. Ship steering control device 111 Berthing route generation unit 211 Display (display unit) 212 Touch sensor (stopping position input section, automatic steering stop input section) VL ship

Claims

1. a docking route generating unit that generates a docking route from a starting point position of the ship to a docking position based on shore data indicating the shape of the shore; a display unit that displays a nautical chart and the docking route; Equipped with the display unit has a command input unit that accepts a docking command from a user, The command input unit has a start point position input unit that accepts input of the start point position when the ship docks.

2. a docking route generating unit that generates a docking route from a starting point position of the ship to a docking position based on shore data indicating the shape of the shore; a display unit that displays a nautical chart and the docking route; Equipped with the display unit has a command input unit that accepts a docking command from a user, The display unit displays the maximum ship speed set for automatic ship maneuvering while performing automatic ship maneuvering according to the docking path generated by the docking path generation unit.

3. The route generation device according to claim 1 or 2, wherein the command input unit includes a stopping position input unit that receives input of the stopping position when the ship is docked.

4. 4. The route generation device according to claim 1, wherein the command input unit has a route generation instruction unit that instructs generation of the docking route.

5. the docking route includes waypoints through which the vessel should pass, The waypoints are arranged between the starting point position and the stopping position, 5. The route generation device according to claim 1, wherein the display unit displays a ship image showing the attitude of the ship to be taken at the waypoint.

6. A route generation device as described in claim 5, wherein the attitude of the ship image displayed at the waypoint closest to the stopping position and the attitude of the ship image displayed at the stopping position are along a berthing facility on the shore that corresponds to the stopping position.

Images