Navigation control system, maritime work system, navigation control method, and program for autonomous vessels

Abstract

This system provides a multifaceted assessment of the operational status of an autonomous vessel and, based on the assessment results, allows for the simultaneous setting of predetermined display modes, external notification status, and navigation constraint modes. [Solution] The operational status is determined based on the presence or absence of a towed object and its towing length, the deployment status of work equipment, the soundness of the propeller or steering gear, the power supply status, the communication status, and the status of coordinated work by multiple vessels. The display mode using lights and daytime indicators is switched according to the operational status, and navigation constraint modes such as course change constraints and speed limits, as well as the content of external notifications, are changed. Furthermore, when multiple vessels jointly tow or push a single work object, the display and navigation constraints of each vessel are cooperatively set based on the dynamic envelope area including the work object. This ensures consistency between the display content and the actual maneuvering constraints, improves predictability for surrounding vessels, and enhances the safety and reliability of maritime operations.

Description

Technical Field

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[0001] The present invention relates to an autonomous sailing boat or an unmanned or semi - manned ship sailing under remote support. More specifically, it relates to a navigation control device, a marine operation system, a navigation control method, and a program that determine an operation state involving a towing body or working equipment, an abnormal state of a propulsion system or a steering system, or a cooperative work state of a plurality of autonomous sailing boats, and switch visual display, external notification, and navigation restrictions in联动 according to the state.

Background Art

[0002] In recent years, autonomous sailing ships, autonomous sailing boats, or remotely controlled boats are being used in marine operations such as ocean observation, surveillance, and port operation support. In this type of ship, not only path following and collision avoidance control during normal sailing are required, but also switching of the steering policy according to the working state and the state of the hull is required.

[0003] In actual operation, in addition to the case where the mobility decreases due to the presence of a towing body, observation equipment, laying target, etc., there are also cases where a plurality of autonomous sailing boats jointly tow or push a single object. In such scenarios, it is necessary to handle the state presentation to surrounding ships and the steering constraints of the own ship or boat group in an integrated manner.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Patent Document 1 describes navigation support for autonomous vessels, including collision avoidance maneuvers, switching between normal and emergency maneuvers, and shore support. However, it does not adequately describe the stepwise switching of display modes according to towing length or degree of work constraint, the switching of displays and notifications according to self-abnormal conditions, and the linkage between work status, including joint towing or joint pushing by multiple autonomous vessels, and navigation constraints. Therefore, the present invention aims to provide a system that can comprehensively determine the operational status of an autonomous vessel and, according to the determination results, set predetermined display modes, external notification states, and navigation constraint modes in conjunction. [Means for solving the problem]

[0006] A state-dependent display and navigation constraint-linked control system for an autonomous vessel according to one aspect of the present invention comprises a hull, propellers, steering gear, sensor group, communication device, display device, and navigation control device. The navigation control device comprises a state determination unit, a display mode determination unit, a route constraint setting unit, and an external notification unit.

[0007] The status determination unit determines one of several states, including normal navigation, towing, pushing, work-restrained, self-malfunction, joint towing, joint pushing, and group representative state, based on at least one or more of the following: presence or absence of a towed body, towing length, deployment status of work equipment or target to be laid, soundness of propellers and steering gear, power supply status, communication status, and cooperative work status with other autonomous vessels.

[0008] The display mode determination unit selects a display mode to be implemented by the display device according to the determined state from among the plurality of states. The display device includes at least one of the upper lights, side lights, rear lights, auxiliary lights, and daytime display body, and the display mode determination unit changes at least one of the following: lighting color, number of lights, vertical arrangement, display body shape, flashing mode, and whether or not it is deployed.

[0009] In towing or joint towing conditions, the status determination unit can select either a first towing display mode or a second towing display mode based on the towing length or effective occupied length calculated by the towing length calculation unit. The second towing display mode includes additional overhead lights or daytime indicators to enhance identifiability to surrounding vessels compared to the first towing display mode. In this way, by switching the display in stages according to the towing length or the extent of the joint operation, the extent of the external object can be more appropriately presented to surrounding vessels.

[0010] In a joint towing or joint pushing state, the state determination unit determines that multiple vessels are cooperatively transporting a single work object based on at least one of the position information, direction information, speed information, rigging tension information, pressing force information, and attitude information of the work object received from other autonomous vessels. The path constraint setting unit sets a dynamic envelope region including the multiple vessels and the work object, and constrains at least one of the maximum turning angular velocity, acceleration / deceleration rate, lateral movement amount, and target formation for each vessel.

[0011] In a joint pushing situation, the display mode determination unit may select a boat located on the side or outside the direction of travel of the work object as the display operator and set a concentrated display mode for that operator. This makes it easier for surrounding vessels to grasp the area occupied by the entire work, even when multiple boats are pushing from the rear or side of the work object.

[0012] In a work-constrained state, the state determination unit determines that the range for changing course has decreased based on information indicating that the sensor line is being lowered, underwater equipment is being deployed, the target to be laid is being extended, low-speed holding control is in place, or underwater work is continuing. The display mode determination unit sets a work-constrained display mode different from that of normal navigation in accordance with this determination. At the same time, the path constraint setting unit changes at least one of the following: maximum turning angular velocity, maximum lateral acceleration, target speed limit, avoidance start distance, and replanning cycle.

[0013] In a self-malfunction state, the status determination unit determines that the vessel is unable to perform sufficient evasive maneuvers in a short time due to loss of thrust from the propeller, abnormal response from the steering gear, malfunction of the main control unit, communication interruption, or transition to power-saving mode. The display mode determination unit sets the abnormality display mode corresponding to this self-malfunction state, and the external notification unit changes the content of the transmission to the remote monitoring terminal or the transmission device for surrounding vessels to indicate that a restricted state is in place. If a self-malfunction state occurs in any of the vessels in a joint towing or joint pushering state, the group control unit may instruct the redistribution of load to other vessels or switching to an alternative display role.

[0014] In the group representative state, the group control unit designates a representative boat from among multiple boats. The display mode determination unit sets a concentrated display mode for the representative boat and adjusts at least one of the following intervals, formation positions, relative speeds, and load distributions for the other subordinate boats to create a behavior that is easily recognized as a unified work unit by surrounding vessels.

[0015] The other vessel recognition unit recognizes at least one of the lights, indicators, and left-right differences on other vessels using a camera, radar, lidar, or a combination thereof. The safety side determination unit estimates the permitted or prohibited side based on the recognition result, and the route constraint setting unit generates a route with the selected side using the estimation result.

[0016] Thus, according to the present invention, visual display, external notification, and maneuvering constraints can be switched in an integrated manner across towing or pushing by a single vessel, joint towing or pushing by multiple vessels, work constraint state, self-abnormal state, and group control state. [Effects of the Invention]

[0017] According to the present invention, the display mode can be automatically set according to the operating status of the autonomous vessel, thereby promoting status recognition by surrounding vessels. This makes it easier to visually indicate to those around the vessel that there is limited room to change course.

[0018] In addition, according to the present invention, since display control and navigation restriction setting can be interlocked, it is possible to suppress inconsistencies such as continuing normal avoidance in control even though the restricted state is shown in display. As a result, the predictability of route generation and control reliability can be improved.

[0019] Furthermore, according to the present invention, since a route selecting the safe side can be generated using the recognition result of other ship display, it becomes easier to select an appropriate passing side even in a sea area where there is a working ship, a towed ship, or another ship with low mobility, and the collision risk can be reduced.

[0020] Furthermore, according to the present invention, even when a plurality of autonomous navigation boats jointly tow or jointly push a single work object, since the display role, load sharing, and envelope area of the entire joint work of each boat can be managed in an integrated manner, the visibility from other ships and the stability during work can be improved.

Brief Description of the Drawings

[0021] [Figure 1] It is a block diagram showing a schematic configuration of an autonomous navigation boat system according to an embodiment of the present invention. [Figure 2] It is a flowchart of display mode switching processing according to the tow length. Steps S101 to S108 show the calculation of the tow length, comparison determination with the second threshold value, comparison determination with the first threshold value, setting of the display mode, and update of the speed upper limit and turning restriction in order. [Figure 3] It is a flowchart of transition processing to the self-abnormal state. Steps S201 to S207 show the calculation of the abnormality score, comparison determination with the reference value, switching to the abnormal display mode, transmission of the restriction state code, and application of the drift suppression control in order. [Figure 4] It is an explanatory diagram showing the display role concentration processing during group control. [Figure 5] It is a side view showing details of the first embodiment regarding the tow state. [Figure 6] It is a plan view showing the second embodiment regarding the tow state. [Figure 7]It is an explanatory diagram showing an embodiment related to a working restraint state, where (a) shows a third embodiment related to a descending observation device, and (b) shows a fourth embodiment related to a submarine laying target, respectively. [Figure 8] It is an explanatory diagram showing an embodiment related to an abnormal system, where (a) shows a fifth embodiment related to a self-abnormal state, and (b) shows a sixth embodiment related to a power supply degradation, respectively. [Figure 9] It is an explanatory diagram showing a seventh embodiment related to group control. [Figure 10] It is an explanatory diagram showing an eighth embodiment related to recognition of other ship displays. [Figure 11] It is an explanatory diagram showing an embodiment related to external notification and audit logs, where (a) shows a ninth embodiment related to external notification, and (b) shows a tenth embodiment related to audit logs, respectively. [Figure 12] It is a plan view showing an eleventh embodiment applied to port operations. [Figure 13] It is an explanatory diagram showing application examples related to the ocean, where (a) shows a twelfth embodiment applied to ocean observation, and (b) shows a thirteenth embodiment applied to floating object recovery, respectively. [Figure 14] It is an explanatory diagram showing a fourteenth embodiment applied to remote ship operation support.

Mode for Carrying Out the Invention

[0022] <000OP115>FIG. 1 shows a schematic configuration of an autonomous navigation boat system according to an embodiment of the present invention. A propeller 20, a steering device 30, a navigation control device 40, a sensor group 50, a communication device 60, and a display device 70 are mounted on a hull 10. The display device 70 may include an upper light 71, side lights 72, a rear light 73, auxiliary lights 74, and a daytime display body 75. As the towed body 80, a sensor line 81 or a towed boat 82 may be used.

[0023] The navigation control device 40 includes a state determination unit 41, a tow length calculation unit 42, a work restraint determination unit 43, a self-abnormal determination unit 44, a display mode determination unit 45, a route constraint setting unit 46, a group control unit 47, an other ship display recognition unit 48, and a safety side determination unit 49. Each of these units can be realized by a dedicated circuit, a processor, or a program execution environment.

[0024] The sensor group 50 may include a GNSS receiver 51, an IMU 52, a camera 53, a radar 54, and a lidar 55. The GNSS receiver 51 and IMU 52 acquire the ship's position, heading, speed, and acceleration. The camera 53, radar 54, and lidar 55 are used to estimate the relative positions of other ships, obstacles, indicator lights, indicators, and the towed body 80.

[0025] The towing length calculation unit 42 calculates the effective towing length based on the length of the sensor line 81, the tension, the estimated distance from the hull 10 to the towed body 80, or communication information from the towed boat 82. The towing length may also be determined by combining a value based on the amount of rotation of the winding drum, a correction value based on tension estimation, and an estimated value based on the track difference.

[0026] The state determination unit 41 determines the towing state when the calculated towing length exceeds a first threshold, and further determines the extended towing state when it exceeds a second threshold. The second threshold may be set to a length equivalent to, for example, 200 meters, but the present invention is not limited to this specific value and can be set according to the size of the vessel, the operating area, or the type of towed body 80.

[0027] The display mode determination unit 45, in the towing state, sets a first towing display mode that differs from that of normal navigation in terms of the number or arrangement of upper lights 71, the illumination of auxiliary lights 74, and the deployment of daytime indicators 75 as necessary. Furthermore, in the extended towing state, additional upper lights 71 or daytime indicators 75 are added to the first towing display mode to improve visibility to surrounding vessels.

[0028] Specifically, the display mode determination unit 45 can be configured to illuminate an auxiliary light 74 above the rear light 73, to arrange multiple upper lights 71 vertically, or to deploy a diamond-shaped daytime display unit 75. This makes it easier for surrounding vessels to see the towed body 80 spreading out behind their own vessel.

[0029] The work constraint determination unit 43 monitors whether underwater observation equipment is being lowered, sonar or probes are being deployed, cables are being laid, or seabed proximity control is being performed. Since the hull 10 may not be suitable for sharp turns or high-speed avoidance while these are being performed, the state determination unit 41 determines that the work is constrained.

[0030] When a work constraint state is determined, the display mode determination unit 45 may select a display mode that includes three rows of lights in the vertical direction, or a combination of a spherical indicator, a diamond-shaped indicator, and another spherical indicator. The specific combination of light color or shape used here may be matched to a known visual pattern that makes it easy for surrounding vessels to identify the work constraint state.

[0031] The path constraint setting unit 46 reduces the maximum turning angular velocity, limits the acceleration / deceleration rate, and biases the candidate avoidance paths toward the forward wide-angle side when the work is constrained. This suppresses sudden maneuvers that would place excessive load on equipment being lowered or objects being laid.

[0032] The self-malfunction determination unit 44 detects poor response of the propeller 20, deviation of the steering gear 30, loss of the main sensor of the sensor group 50, a drop in the main power supply voltage, transmission / reception interruption of the communication device 60, or protective shutdown of the control software. If any of these occurs and it is difficult for the vessel to immediately perform the intended evasive action, the state determination unit 41 determines that the vessel is in a self-malfunction state.

[0033] In the event of an abnormal condition, the display mode determination unit 45 may set an abnormality display mode that includes two rows of identically colored lights in the vertical direction, or two spherical indicators. Furthermore, if the hull 10 is still moving relative to the water, the side lights 72 and the rear light 73 may be additionally illuminated.

[0034] When an abnormal condition or work constraint condition is detected, the external notification unit 61 can transmit a constraint status code, estimated course change range, current speed, recommended separation distance, etc., to the ground monitoring terminal 90, the transmission device for nearby vessels, or the monitoring server. This allows for remote sharing of operational status that would be difficult to convey using only indicator lights.

[0035] When transitioning to low-power mode, the self-anomaly detection unit 44 monitors for output cessation to the propeller 20, extension of the steering update cycle, or temporary drift tolerance. In this case as well, the display can be switched to indicate to surrounding vessels that immediate maneuverability has decreased.

[0036] The group control unit 47 selects a representative vessel 100 when multiple vessels 10 cooperate in the same work area and distributes relative position targets to the other subordinate vessels 110. The representative vessel 100 is set to a centralized display mode indicating a work-restrained state or a towing state, and the subordinate vessels 110 can stabilize the outline of the virtual vessel as seen from surrounding vessels by maintaining a certain formation in its vicinity.

[0037] The selection of the representative boat 100 may be based on communication quality, battery level, the operating status of the display device 70, or its position on the open sea side. For example, designating the boat located on the outer side as the representative boat 100 can improve visibility to surrounding vessels.

[0038] When multiple hulls 10 jointly transport a single work object 120, the group control unit 47 may determine whether it is in a joint towing state or a joint pushing state based on the connection or contact state between each hull 10 and the work object 120. In a joint towing state, at least two boats each tow the work object 120 via rigging 121, and in a joint pushing state, at least two boats contact or approach the rear or side of the work object 120 to apply thrust.

[0039] In a joint towing state, the group control unit 47 calculates the load distribution based on the rigging tension, distance between boats, and azimuth deviation of the work object 120 obtained from each boat. When the tension of any boat approaches its upper limit, the path constraint setting unit 46 corrects the thrust target or course angle of the other boats to suppress uneven loading. This prevents excessive torsional loads from being applied to the object during joint towing by multiple boats.

[0040] In a joint thrusting state, the group control unit 47 may set a main thrusting boat located behind the work target 120 in the direction of travel, and an auxiliary thrusting boat located to the side to correct its attitude. The display mode determination unit 45 may select the main thrusting boat or the auxiliary thrusting boat that is easily visible from the outer sea area as the display boat, and the other boats may adopt a low-intensity auxiliary display mode or a synchronized flashing mode.

[0041] In this case, the path constraint setting unit 46 generates a joint work envelope region that includes not only the hull envelope of each individual boat, but also the relative positional changes of the work target 120 and each boat. The joint work envelope region is updated to reflect the turning radius of the work target 120, the pressing position of each boat, and the predicted amount of lateral slip. This allows for more appropriate determination of separation from offshore structures or other vessels even when multiple boats are jointly pushing.

[0042] If any of the boats enters a self-malfunction state, the group control unit 47 may instruct the remaining boats to redistribute the load, reconfigure the formation, or perform emergency deceleration. For example, if the propeller 20 of one boat malfunctions during joint towing, the towing direction of the other boat is corrected toward the center of gravity of the work object 120, and the external notification unit 61 transmits a message indicating that the joint operation has entered a degraded state. This configuration allows for consistent responses to malfunctions during joint operation.

[0043] The other vessel display recognition unit 48 extracts the lights or displays of other vessels from the image acquired by the camera 53 and classifies them using color, brightness, relative arrangement, flashing characteristics, and vertical relationship as features. In addition, during the daytime, it can recognize spherical or diamond-shaped displays by contour extraction and object detection.

[0044] The safety-side determination unit 49 evaluates, based on the recognition results of the other vessel display recognition unit 48, the side on which the target vessel has less room to change course, the side on which an obstacle exists, and the side on which passage is presumed to be permitted. If different display rows are recognized on the left and right sides of the target vessel, the ship's own path is biased towards the side on which passage is presumed to be permitted.

[0045] The route constraint setting unit 46 regenerates the waypoint sequence based on the evaluation results. When regenerating, if the vessel is in a towing state or a work-restrained state, it applies a smooth curvature constraint that moves the vessel towards the safe side while avoiding abrupt lateral movement.

[0046] Figure 2 is a flowchart showing an example of the display mode switching process according to the towing length. In step S101, the towing length calculation unit 42 acquires the payout length and tension information of the sensor line 81 or the towed boat 82. In step S102, the towing length calculation unit 42 calculates the effective towing length based on the acquired payout length and tension information. In step S103, the state determination unit 41 determines whether the calculated towing length exceeds the second threshold. If the towing length exceeds the second threshold (step S103: Yes), the process proceeds to step S104, the display mode determination unit 45 sets the extended towing display mode, and the process proceeds to step S107. If the towing length is less than or equal to the second threshold (step S103: No), the process proceeds to step S105. In step S105, the state determination unit 41 determines whether the towing length exceeds the first threshold. If the towing length exceeds the first threshold (step S105: Yes), the process proceeds to step S106, where the display mode determination unit 45 sets the first towing display mode and proceeds to step S107. If the towing length is less than or equal to the first threshold (step S105: No), the display mode determination unit 45 maintains the normal navigation display mode and proceeds to step S107. In step S107, the route constraint setting unit 46 updates the speed limit and turning constraints corresponding to the determined state. Once step S107 is completed, the process returns to step S101 at a predetermined interval and continues monitoring the towing length.

[0047] Figure 3 is a flowchart showing an example of the process for transitioning to a self-abnormal state. In step S201, the self-abnormal determination unit 44 acquires the thrust deviation, which is the difference between the command value and the actual thrust of the thruster 20, the steering deviation, which is the difference between the target angle and the actual angle of the steering wheel 30, and the link quality of the communication device 60. In step S202, the self-abnormal determination unit 44 calculates an abnormality score based on the thrust deviation, steering deviation, and link quality. In step S203, the self-abnormal determination unit 44 determines whether the abnormality score exceeds a standard value. If the abnormality score is below the standard value (step S203: No), the process returns to step S201 and monitoring continues. If the abnormality score exceeds the standard value (step S203: Yes), the process proceeds to step S204, and the state determination unit 41 determines the self-abnormal state. In step S205, the display mode determination unit 45 switches to the abnormality display mode corresponding to the self-abnormal state. In step S206, the external notification unit 61 transmits the transmission content, including the constraint status code, to the remote monitoring terminal 90 or the transmission device for surrounding vessels. In step S207, the route constraint setting unit 46 applies drift suppression or stop-hold control.

[0048] Figure 4 shows the centralized display processing during group control. The group control unit 47 sets the outermost boat or lead boat as the representative boat 100 based on the relative positions of the multiple boats. While the predetermined display is concentrated on the representative boat 100, the subordinate boats 110 are assigned follow targets for maintaining the formation. This reduces the recognition burden on surrounding vessels while making it easier to grasp the working status of the entire group from the outside.

[0049] The states of the present invention do not need to be mutually exclusive and can be superimposed by prioritizing them. For example, in the case of a towed state and a self-abnormal state, a composite display mode may be used in which the abnormal state is prioritized while the presence of the towed body 80 is left as an auxiliary indicator.

[0050] Furthermore, the present invention is not limited to lights and indicators. By combining the external notification unit 61 with digital communication, short-range wireless communication, identification signals, or monitoring server notifications, status sharing can be enhanced even at night, in severe weather, or in environments with poor visibility.

[0051] Furthermore, the display pattern adopted by the display mode determination unit 45 may be switched according to the sea area, hull size, remaining power, or operating contract. The important point is to present the operating status of the hull 10 to the surroundings in a distinguishable manner, and to impose constraints on the ship's control side that are consistent with that status.

[0052] Figure 5 is a side view showing details of the first embodiment regarding the towing state. In this embodiment, the towing length calculation unit 42 calculates the effective occupied length using the tension sensor output and an estimated delay amount obtained from the ship's track, in addition to the unwinding length of the sensor line 81. This enables display control that reflects the actual spread in the sea area, which is difficult to grasp with only the mechanical unwinding length.

[0053] In the first embodiment, when the towed body 80 is carried diagonally backward by the ocean current, the occupied area may expand not only directly behind the hull 10 but also to the sides. Therefore, the display mode determination unit 45 refers to the amount of lateral overhang in addition to the effective occupied length and switches the arrangement of the upper lights 71 or the deployment of the daytime display body 75 to a more identifiable mode. This makes it easier for surrounding vessels to understand the constraints on their own vessel's rear and sides.

[0054] In the first embodiment, the path constraint setting unit 46 sets the target turning angular velocity during a course change to a smaller value than usual when the lateral deviation of the towed body 80 is large. This is to suppress the towed body 80 from swinging violently due to sharp turns. As a result, it becomes possible to make a smooth course change that is consistent with the displayed state while reducing the load on the towed object.

[0055] Figure 6 is a plan view showing a second embodiment relating to the towing state. In this embodiment, the relative motion between the hull 10 and the towed boat 82 is calculated using position information and speed information sent from the towed boat 82 via the communication device 60. The towing length calculation unit 42 estimates the effective occupied length and the future occupied range based on this relative motion.

[0056] In the second embodiment, when the towed boat 82 vibrates from side to side due to the effects of waves, it is difficult to evaluate the extent of the danger side based solely on the distance at a single point in time. Therefore, the state determination unit 41 uses the maximum amplitude of the swing within a certain time window to determine whether or not it is possible to transition to the extended towing state. This configuration allows for appropriate response to operational conditions that include large swings over short periods of time.

[0057] In the second embodiment, the external notification unit 61 may transmit notification data including the presence of the towed boat 82 and information on its estimated occupied length. This allows the remote monitoring terminal 90 or support device for surrounding vessels to understand the constraints of the entire towed system, not just its own vessel. Therefore, it becomes possible to provide information that is useful for making decisions regarding the operation of the surrounding vessels.

[0058] Next, a modified example concerning joint towing by multiple vessels will be described. In this modified example, two or more vessels 10 each connect rigging 121 to a single work object 120 and tow the work object 120 by distributing their towing positions to the left and right or front and rear of the work object 120. The group control unit 47 calculates the contribution rate of each vessel to the target course based on the tension of each rigging 121 and the relative positions of each vessel, and issues a deceleration command or a course correction command to some of the vessels if the tension balance falls outside the acceptable range.

[0059] In this modified joint towing configuration, the display mode determination unit 45 selects the boat located on the outside or the boat located at the front in the direction of travel as the representative display boat, and the display devices 70 of the other boats may be switched to synchronized or auxiliary display. This makes it easier for surrounding vessels to recognize the entire joint towing operation as a whole, rather than the individual boats.

[0060] Furthermore, in a modified version concerning joint thrusting by multiple boats, at least one hull 10 provides thrust from the rear of the work object 120, and at least one hull 10 provides attitude correction thrust from the side of the work object 120. The group control unit 47 monitors the azimuth deviation and lateral drift of the work object 120 and changes the thrust distribution between the main thrusting boat and the auxiliary thrusting boat.

[0061] In this modified joint pushing configuration, the path constraint setting unit 46 limits the turning angular velocity and approach angle of each boat to a range that satisfies the condition for maintaining contact between the work object 120 and the pushing target unit 122. Therefore, pushing operations in narrow sea areas can be stabilized while suppressing detachment from the object or sudden changes in the pressing position.

[0062] Furthermore, the joint towing state and the joint push state may be switched continuously. For example, a configuration is conceivable in which multiple boats jointly tow in open water, and after entering the harbor, some boats release the rigging 121 and transition to joint push. The state determination unit 41 can suppress discrepancies between the operational state and the displayed state by updating the display mode and navigation constraints in stages according to this transition process.

[0063] Figure 7 shows an embodiment relating to the work constraint state, where (a) shows the third embodiment relating to a descending observation instrument and (b) shows the fourth embodiment relating to the seabed installation target. The third embodiment shown in Figure 7(a) will be described. In this embodiment, the work constraint determination unit 43 calculates the degree of constraint using the depth of the descending observation instrument, the payout speed, and the deviation from the target observation position. The higher the degree of constraint, the more strongly the path constraint setting unit 46 restricts the speed limit and the turning limit.

[0064] In the third embodiment, relatively loose constraints are set when the descending observation instrument is at shallow depths, and stricter constraints are set when it is at deep depths. This allows for maintaining the feasibility of the operation while avoiding the imposition of unnecessarily excessive constraints. As a result, a balance between workability and navigational flexibility is achieved.

[0065] In the third embodiment, the display mode determination unit 45 may switch to a three-tiered display mode when the degree of constraint exceeds a predetermined range, and may adopt an intermediate display mode that adds only the auxiliary lights 74 when the degree of constraint is moderate. Such a tiered display allows surrounding vessels to recognize the degree of constraint on their own vessel in more detail.

[0066] Next, a fourth embodiment shown in Figure 7(b) will be described. In this embodiment, the allowable curvature, allowable tension, and allowable lateral displacement of the seabed laying target are set as work parameters. The path constraint setting unit 46 selects avoidance path candidates only within the range that satisfies these work parameters. This makes it possible to exclude paths that would place an excessive load on the laying target.

[0067] In the fourth embodiment, if there is a risk of exceeding the allowable tension of the object to be laid, the state determination unit 41 increases the priority of the work restraint state. The display mode determination unit 45 quickly switches from the normal state to the restraint display state accordingly. Therefore, the visual presentation to surrounding vessels and the imposition of constraints on the ship's control side can be synchronized.

[0068] In the fourth embodiment, the external notification unit 61 may also transmit a type code for the work target. The type code can include information that can identify the observation equipment, installation target, towed target, or recovery target. This makes it easier for the remote monitoring side to understand the cause of the constraint.

[0069] Figure 8 shows an embodiment relating to an abnormal system, where (a) shows the fifth embodiment relating to a self-abnormal state and (b) shows the sixth embodiment relating to power supply degradation. The fifth embodiment shown in Figure 8(a) will be described. In this embodiment, the self-abnormal determination unit 44 calculates an abnormality score by comprehensively considering the difference between the target thrust and the actual thrust of the thruster 20, the difference between the target angle and the actual angle of the steering wheel 30, and the health of the GNSS receiver 51. The higher the abnormality score, the more the display mode and notification content are changed to indicate a stronger constraint state.

[0070] In the fifth embodiment, the abnormality display method may be changed depending on whether only the propeller 20 is malfunctioning and the steering gear 30 is functioning properly, or whether both the propeller 20 and the steering gear 30 are malfunctioning. By using a limited abnormality display in the former case and a complete abnormality display in the latter case, it becomes easier to show the degree of reduced maneuverability to the outside. This helps support vessels or surrounding vessels to make a judgment.

[0071] In the fifth embodiment, the self-anomaly detection unit 44 may also transition to the anomaly display mode if it detects the loss of a major sensor among the sensor group 50. For example, if the simultaneous loss of the camera 53 and radar 54 significantly reduces surrounding recognition, the path constraint setting unit 46 will autonomously suppress large changes in the course. This configuration suppresses unstable behavior when sensing ability is reduced.

[0072] Next, a sixth embodiment shown in Figure 8(b) will be described. In this embodiment, the self-anomaly determination unit 44 sequentially determines the power saving preparation state, the constraint transition state, and the drifting permission state according to the remaining power supply. In accordance with each state, the drive priority of the display device 70, the transmission cycle of the communication device 60, and the replanning cycle of the navigation control device 40 are changed.

[0073] In the sixth embodiment, the display mode determination unit 45 prioritizes a display mode that maintains minimum visibility even when power is reduced. For example, it can prioritize lighting up the most identifiable light among multiple lights and stop the auxiliary display. This allows the display of the constraint state to continue within the range of remaining power.

[0074] In the sixth embodiment, the external notification unit 61 may be configured to maintain the transmission of the constraint status code while extending the transmission cycle. This allows for continued status sharing to the remote monitoring side while suppressing communication power. As a result, operational uncertainty due to sudden communication loss can be reduced.

[0075] Figure 9 is an explanatory diagram showing a seventh embodiment of group control. In this embodiment, the group control unit 47 calculates a visibility evaluation value based on the relative positions of the multiple boats, their placement on the open sea side, and the health of the display device 70. The boat with the highest visibility evaluation value is selected as the representative boat 100. This allows the display role to be concentrated on the boat that is most easily recognizable by surrounding vessels.

[0076] In the seventh embodiment, if the representative boat 100 enters an abnormal state, the group control unit 47 may immediately select a replacement representative boat. The display mode determination unit 45 sets a concentrated display mode for the new representative boat and causes the old representative boat to revert to a reduced or abnormal display mode. This maintains the visibility and predictability of the entire group.

[0077] In the seventh embodiment, the dependent boat 110 may move not only according to its relative position to the representative boat 100, but also according to constraints on the virtual hull shape. That is, the group control unit 47 treats the entire group as a single occupied area and controls the dependent boat 110 so as not to significantly disrupt its shape. This configuration stabilizes the group behavior as seen from surrounding vessels.

[0078] Figure 10 is an explanatory diagram showing an eighth embodiment of the recognition of other vessels. In this embodiment, the other vessel recognition unit 48 extracts candidate light sources from the camera 53 image and then associates them with targets detected by the radar 54. Furthermore, it evaluates the temporal continuity and vertical relationship to determine the display arrangement class of the other vessels. This suppresses false detections due to background lights and wavefront reflections.

[0079] In the eighth embodiment, for display object recognition during the daytime, the other ship display recognition unit 48 calculates the similarity between spherical and diamond-shaped candidates based on the contour extraction results. Furthermore, by evaluating the vertical arrangement relationship of these candidates, it estimates a display object arrangement corresponding to a work constraint state or an abnormal state. Therefore, display recognition performance can be improved throughout the day and night.

[0080] In the eighth embodiment, when the safety side determination unit 49 detects different displays on the left and right, it does not simply choose one side, but also takes into account the towing or restraining state of its own vessel when determining the candidate side to pass through. If the constraints on the own vessel are significant, the side that allows for approach with a smoother curvature may be prioritized. This makes it possible to select a route that reflects the constraints of both the own vessel and other vessels.

[0081] Figure 11 shows an embodiment of external notification and audit logging, where (a) shows the ninth embodiment of external notification and (b) shows the tenth embodiment of audit logging. The ninth embodiment shown in Figure 11(a) will be described. In this embodiment, the external notification unit 61 transmits extended notification data including a recommended separation distance, a recommended approach direction, and an estimated occupied length, in addition to the constraint status code. This information is used by the remote monitoring terminal 90 or the navigation support device on the support vessel. This allows for not only status confirmation but also the provision of information for making decisions on support actions.

[0082] In the ninth embodiment, the extended notification data may include validity period information. By including validity period information, the receiving party can avoid relying on outdated constraint information. As a result, timely information sharing becomes possible even in rapidly changing ocean conditions.

[0083] In the ninth embodiment, if the communication quality deteriorates, the external notification unit 61 may switch to a simplified notification mode with a reduced amount of transmitted data. In the simplified notification mode, a configuration such as transmitting only the constraint status code and the occupied length category is conceivable. In this way, the notification content can be adapted according to the communication bandwidth.

[0084] Next, a tenth embodiment shown in Figure 11(b) will be described. In this embodiment, the navigation control device 40 includes an audit log unit that records state transition times, display mode switching history, notification content history, and route replanning history. The information recorded in the audit log unit can be used for post-operation verification or control algorithm improvement. This makes it easier to build an operational improvement cycle.

[0085] In the tenth embodiment, the history data stored in the audit log section may be periodically transmitted to the remote monitoring terminal 90. The remote monitoring side can compare the histories of multiple cases and analyze which display mode was effective under which constraints. Therefore, this can be used to optimize settings in the future.

[0086] In the tenth embodiment, the audit log unit may be configured to save short-term, high-frequency logs before and after an anomaly occurs. This allows for detailed tracking of the transition process to a self-abnormal state. As a result, the validity of the anomaly detection threshold or control switching logic becomes easier to verify.

[0087] Figure 12 is a plan view showing an eleventh embodiment applied to port operations. In this embodiment, the vessel 10 moves slowly within the port while towing or accompanying an object to be inspected. Because there are many narrow channels and fixed structures within the port, the route constraint setting unit 46 also takes into account the distance between the virtual occupied area, including the external object, and the quay. This enables practical control even in confined environments.

[0088] In the 11th embodiment, the safety-side determination unit 49 may refer to navigation restriction information received from the port management system. For example, if there is a one-way traffic restriction or an area with one entry zone, not only the display recognition results of the own vessel and other vessels, but also the port-side constraints are reflected in the route generation. This configuration allows for the acquisition of a route that is more suitable for the operating conditions of the actual sea area.

[0089] In the 11th embodiment, external sensor information, such as that from a port surveillance camera, may be acquired via the communication device 60. By using the external sensor information as auxiliary information for the other vessel display and recognition unit 48, the accuracy of display and recognition can be improved even in environments with many blind spots. Therefore, it becomes easier to cope with the visibility constraints unique to harbors.

[0090] Figure 13 shows examples of applications related to the ocean, with (a) showing the 12th embodiment applied to ocean observation and (b) showing the 13th embodiment applied to the recovery of floating debris. The 12th embodiment shown in Figure 13(a) will be described. In this embodiment, the hull 10 cruises along a series of observation points while towing a long sensor line 81. The state determination unit 41 handles multiple states by switching between them over time, such as maintaining the towing state when moving between observation points and transitioning to a work-restrained state during observation. This enables continuous state management that is in line with actual operation.

[0091] In the 12th embodiment, if the quality of the observation data falls below a certain threshold, the path constraint setting unit 46 may switch to observation priority mode. In observation priority mode, the speed is reduced to improve attitude stability, while the display mode for surrounding vessels is maintained. This configuration ensures a balance between observation quality and surrounding recognition.

[0092] In the 12th embodiment, a state transition corresponding to the winding speed of the sensor line 81 may be set during the retrieval process after the observation is completed. By maintaining the degraded towing state until winding is complete and returning to the normal state after complete retrieval, the discrepancy between the displayed state and the actual occupied state can be suppressed.

[0093] Next, the 13th embodiment shown in Figure 13(b) will be described. In this embodiment, the hull 10 moves toward the recovery point while towing the object to be recovered by a rig. Since the shape of the object to be recovered and the water surface resistance are not constant, the state determination unit 41 dynamically calculates the degree of constraint using tension fluctuations and relative motion. This makes it possible to set appropriate constraints even when recovering an irregularly shaped object.

[0094] In the 13th embodiment, if the object to be recovered swings significantly, the display mode determination unit 45 may switch to the extended towing display mode. Furthermore, the route constraint setting unit 46 can suppress the amplification of swinging by selecting smooth maneuvering that is not synchronized with the swinging period of the object to be recovered. As a result, this contributes to stabilizing the recovery operation.

[0095] In the 13th embodiment, if part of the object to be recovered is difficult to see at night, the external notification unit 61 may transmit the estimated occupied length and estimated occupied width. This allows the support vessel or monitoring side to understand the extent of the entire object to be recovered, not just the hull 10.

[0096] Figure 14 is an explanatory diagram showing a 14th embodiment applied to remote ship handling support. In this embodiment, an autonomous vessel is operated with the assistance of a remote operator. When the state determination unit 41 detects a constraint state, the display mode determination unit 45 and the path constraint setting unit 46 autonomously switch to degraded control and simultaneously send an alarm to the remote operator. This enables automated initial response even if there is a delay in the operator's reaction.

[0097] In the 14th embodiment, the remote operator may explicitly switch to manual priority mode after confirming the constraint status. Even in this case, the display mode determination unit 45 can maintain the display corresponding to the constraint status. Therefore, even if the control entity changes, the display of the status to the outside will continue.

[0098] In the 14th embodiment, even in manual priority mode, the path constraint setting unit 46 may retain a minimum curvature constraint or speed constraint. This suppresses excessive load on external objects due to completely unrestricted operation. As a result, both operator assistance and equipment protection can be achieved.

[0099] Finally, each embodiment and modification of the present invention can be applied in appropriate combinations with one another. For example, representative boat switching based on visibility evaluation, stage constraints based on constraint score, and extended notification data transmission may be used simultaneously. Such combinations enable flexible system configurations tailored to the sea area, application, and aircraft specifications. [Explanation of Symbols]

[0100] 10 hull 20 Propulsion device 30 Steering Wheel 40 Navigation control system 41 State determination unit 42 Towing Length Calculation Unit 43 Work restraint determination section 44 Self-abnormality determination section 45 Display Mode Determination Unit 46 Route constraint setting section 47 Group Control Unit 48 Other ship display recognition unit 49 Safe side judgment section 50 sensor group 60 Communication equipment 61 External Notification Department 70 Display device 71 Upper light 72 Side light 73 Rear lights 74 Auxiliary light 75 Daytime display unit 80 Towed Vehicle 81 Sensor Line 82 Towed boat 90 Ground monitoring terminals 100 representative boats 110 Subordinate boats 120 Work Objects 121 Rigging 122 Target area for thrusting

Claims

1. A navigation control device installed on an autonomous vessel, A status determination unit that determines the operational status of its own vessel based on at least one of the following: the presence or absence of a towed body and its towing length, the deployment status of work equipment, the soundness of the propeller or steering gear, the power supply status, the communication status, and the status of cooperative work with other autonomous vessels. A display mode determination unit that determines a predetermined display mode to be implemented by the display device according to the aforementioned operating state, The system includes a route constraint setting unit that sets a navigation constraint mode, including constraints on changing course, according to the aforementioned operating state, The display device includes at least one of the upper light, side light, rear light, auxiliary light, and daytime indicator, The display mode determination unit changes at least one of the following according to the operating state: the lighting color, the number of lights, the vertical arrangement, the shape of the display body, the flashing mode, and whether or not the display body is deployed. The state determination unit is characterized in that, in addition to towing or pushing by a single autonomous vessel, it can determine a cooperative work state in which multiple autonomous vessels jointly tow or push a single work object. Navigation control system.

2. The state determination unit determines a first towing state when the towing length exceeds a first threshold, When the towing length or effective occupied length exceeds a second threshold greater than the first threshold, an extended towing state is determined. The display mode determination unit is characterized by setting a display mode that includes a greater number of upper lights or additional daytime indicators in the extended towing state than in the first towing state. The navigation control device according to claim 1.

3. The state determination unit determines the cooperative work state to be a joint towing state or a joint pushing state based on at least one of the position information, direction information, speed information, rigging tension information, pressing force information, and attitude information of the work target, received from another autonomous vessel. The route constraint setting unit is characterized by setting a navigation constraint mode for each vessel based on a dynamic envelope region that includes a plurality of autonomous vessels and the work target. The navigation control device according to claim 1.

4. The aforementioned state determination unit determines a work-constrained state in which there is less room for course change than in a normal navigation state, based on the descent of underwater observation equipment, the deployment of the object to be laid, the continuation of low-speed holding work, or the load deviation during joint work exceeding the permissible range. The path constraint setting unit is characterized by changing at least one of the maximum turning angular velocity, speed limit, avoidance start distance, or lateral movement amount in the work constraint state. The navigation control device according to claim 1.

5. The state determination unit determines a self-abnormal state in which it is difficult to perform sufficient evasive action in a short time, based on thrust loss of the propeller, steering gear response abnormality, communication interruption, or power saving transition. The display mode determination unit sets an abnormality display mode corresponding to the self-abnormal state, and when the self-abnormal state is determined in the cooperative operation state, it instructs the redistribution of load to the remaining autonomous vessels or the switching of the display mode. The navigation control device according to claim 1.

6. It further includes a swarm control unit that coordinately controls multiple autonomous vessels, The group control unit sets a representative vessel or a designated vessel among the plurality of autonomous vessels, The display mode determination unit sets a predetermined display mode for the representative boat or the display person, The route constraint setting unit is characterized by setting formation maintenance constraints or load sharing constraints for other autonomous vessels based on the representative vessel or indicator vessel. The navigation control device according to claim 1.

7. The group control unit calculates a visibility evaluation value based on at least one of the following: the relative positions of the multiple autonomous vessels, their placement on the open sea side, the health of the display devices, the communication quality, or their external positional relationship to the work target. The representative boat or display unit is dynamically switched based on the visibility evaluation value. The navigation control device according to claim 6.

8. A unit for recognizing other vessels' displays, which recognizes groups of lights or displays installed on other vessels, The system further comprises a safety-side determination unit that estimates the permissible passage side based on the recognition result by the aforementioned other vessel display recognition unit, The route constraint setting unit is characterized by generating the ship's route based on the permitted passage side, the position of the work object, and the dynamic envelope region. The navigation control device according to claim 3.

9. The system further includes an external notification unit that changes the content of external transmissions according to the aforementioned operating status, The external notification unit is characterized by transmitting at least one of the following information to a remote monitoring terminal or a transmission device for surrounding vessels: the vessel's constraint status, current speed, estimated course change range, recommended separation distance, recommended approach direction, estimated occupied length, or effective time information. The navigation control device according to claim 1.

10. The system further comprises an audit log section that records at least one of the following: display mode history, anomaly detection history, notification content history, route replanning history, or load sharing change history. The navigation control device according to claim 1.

11. The aforementioned state determination unit calculates the effective occupied length by considering, in addition to the towed body's outward length, the curvature of the towed body due to currents or wind, the amplitude of the movement of the work target during joint towing, or the amount of lateral slip during joint pushing. The display mode determination unit and the route constraint setting unit are characterized in that they set the display mode and navigation constraint mode based on the effective occupied length. The navigation control device according to claim 3.

12. Further comprising an external notification unit that changes the content of external transmission according to the operating status, The state determination unit determines the power saving preparation state, the constraint transition state, and the drifting allowance state according to the remaining main power supply. The display mode determination unit and the external notification unit change the display mode and notification content according to each state, and in the cooperative work state, the unit that has the highest remaining power among the multiple autonomous vessels is preferentially selected as the representative vessel or display unit. The navigation control device according to claim 6.

13. A maritime work system comprising multiple autonomous vessels and a display device and navigation control device installed on each autonomous vessel, The display device includes at least one of the upper light, side light, rear light, auxiliary light, and daytime indicator, The aforementioned group of autonomous vessels are configured to jointly tow or jointly push a single work object. Each of the navigation control devices comprises a display mode determination unit and a path constraint setting unit, and generates a dynamic envelope region of the entire collaborative operation based on relative position information with other autonomous vessels and state information regarding the work target, and based on the dynamic envelope region, the display mode determination unit cooperatively sets the display mode of each autonomous vessel, and the path constraint setting unit cooperatively sets the navigation constraints of each autonomous vessel. The display mode determination unit is characterized by changing at least one of the following: the lighting color, the number of lights, the vertical arrangement, the shape of the display body, the flashing mode, and whether or not the display body is unfolded. A marine work system.

14. The aforementioned plurality of autonomous vessels are characterized in that, in a joint towing state, they share the tension via a plurality of rigging connected to the work object, and in a joint thrusting state, they apply thrust to different positions behind or to the side of the work object. The marine work system according to claim 13.

15. Each of the aforementioned navigation control devices is characterized by changing the load distribution based on at least one of the rigging tension, pressing force, or azimuth deviation of the work object, and resetting the thrust target or formation of the remaining autonomous vessels if an abnormality occurs in any of the autonomous vessels. The marine work system according to claim 13.

16. Each of the aforementioned navigation control devices is: A unit for recognizing other vessels' displays, which recognizes groups of lights or displays installed on other vessels, A safety-side determination unit estimates the permissible passage side based on the recognition result by the aforementioned other vessel display recognition unit, It also includes an external notification unit, The path constraint setting unit generates the passage paths of the plurality of autonomous vessels based on the permitted passage side, the position of the work object, and the dynamic envelope region. The external notification unit is characterized by transmitting at least one of the following information to a remote monitoring terminal or a transmission device for surrounding vessels: the constraint status of the entire joint operation, current speed, estimated course change range, recommended separation distance, recommended approach direction, estimated occupied length, or effective time information. The marine work system according to claim 13.

17. A method for controlling the navigation of an autonomous vessel, A step of determining the operational status based on at least one of the following: the presence or absence of a towed body and its towing length, the deployment status of work equipment, the soundness of the propeller or steering gear, the power supply status, the communication status, and the status of cooperative work with other autonomous vessels. The process includes the steps of setting a predetermined display mode by changing at least one of the following: the lighting color, number of lights, vertical arrangement, display shape, flashing pattern, and whether or not the display is deployed, using a display device that includes at least one of the upper lights, side lights, rear lights, auxiliary lights, and daytime indicators, according to the aforementioned operating state; and setting a navigation constraint mode according to the aforementioned operating state. The aforementioned operational status determination step is characterized by its ability to determine a cooperative work state in which multiple autonomous vessels jointly tow or jointly push a single work object. Navigation control method.

18. On the computer, A step of determining the operational status based on at least one of the following: the presence or absence of a towed body and its towing length, the deployment status of work equipment, the soundness of the propeller or steering gear, the power supply status, the communication status, and the status of cooperative work with other autonomous vessels. Depending on the operating state, the following steps are performed: setting a predetermined display mode by changing at least one of the following: the lighting color, number of lights, vertical arrangement, display shape, flashing pattern, and whether or not the display is deployed, using a display device that includes at least one of the upper lights, side lights, rear lights, auxiliary lights, and daytime indicators; and setting a navigation constraint mode according to the operating state. The aforementioned operational status determination step is characterized in that it is possible to determine a cooperative work state in which multiple autonomous vessels jointly tow or jointly push a single work object. program.

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