Movement route generation system

Abstract

[Problem] To provide a movement route generation system capable of safely and efficiently generating a movement route for navigating while avoiding obstacles. [Solution] The movement route generation system according to the present disclosure generates movement route information to a target position on the basis of ship information relating to a ship, obstacle information relating to an obstacle, and target position information relating to the target position. The ship information includes current position information of the ship and ship speed information. The obstacle information includes information on the position and size of the obstacle. The movement route information includes time information on the time when the ship moves on the movement route.

Description

Travel Route Generation System

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

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

[0003] Japanese Patent Application Laid-Open No. 2019-036010

[0004] However, if a pilot navigates a route that is farther away than necessary to avoid an obstacle, the route becomes detour- ing , which reduces time and fuel efficiency, and it is difficult for an inexperienced pilot to judge how to move toward the destination.

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

[0006] According to the present disclosure, there is provided a travel path generation system that generates travel path information to a destination position based on ship information about the ship itself, obstacle information about obstacles, and destination position information about the destination position, wherein the ship information includes current position information and ship speed information about the ship itself, the obstacle information includes information about the position and size of the obstacle, and the travel path information includes time information about the time it takes for the ship to move along the travel path.

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

[0008] FIG. 1 is a diagram showing a travel path generation system according to an embodiment of the present disclosure; FIG. 2 is a diagram showing a ship to which an example of the system according to the embodiment is applied; FIG. 3 is a flowchart showing a series of controls in the system according to the embodiment; FIG. 4 is a diagram showing an example of an appropriate obstacle avoidance distance according to the embodiment; and FIG. 5 is a diagram showing an example of an image displayed on an image display unit according to the embodiment.

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

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

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

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

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

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

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

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

[0017] The obstacle position information may be acquired information obtained from one or more sensors or cameras constituting the data acquisition unit 10, acquired from information stored in the memory unit 30, input by a user via the input unit 40, or received from an external source via the communication unit 60, or may be information estimated by the control unit 20 based on such acquired information. The control unit 20 can estimate the obstacle position information by, for example, calculating the relative position between the ship and the obstacle by analyzing the ship's current position information and image data acquired by a camera or analyzing data from a lidar. The control unit 20 can estimate the obstacle's size information by, for example, analyzing image data acquired by a camera or analyzing data from a lidar. As described below, the size information may be the area of ​​the obstacle in a planar view or may include information on its vertical height (the height above the water surface and the overall height including the underwater area).

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

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

[0020] The control unit 20 may generate a travel route (navigation route) using, for example, a route search algorithm stored in the storage unit 30. The control unit 20 may generate a navigation route by, for example, assigning a cost (numerical value) to each node, which is the smallest unit area obtained by dividing a map (nautical chart), and performing a search process to minimize the cost from the start node to the destination node. The cost may be an evaluation value indicating the degree of safety, and is basically set based on the water depth, distance from land, etc. For example, the shallower the water, the higher the cost value, and the closer to land, an unnavigable area, the higher the cost value. A parameter based on an appropriate avoidance distance may be used to set the cost. For example, the closer a node is to an obstacle, the higher the cost value added to each node, and nodes that are further away than the appropriate avoidance distance are set to have a cost equal to or less than a predetermined value. In this way, the cost value may be used as a parameter related to the appropriate avoidance distance. In this case, the predetermined value may be 0 or any predetermined value. A search is performed to minimize the cost from the departure point to the destination using an estimated value of the cost (distance) from each node to the destination. The cost of each node used in the route search may be determined using any information, in addition to obstacle information and map information (including water depth information and unnavigable area information). For example, the cost may be determined based on weather information (including wind direction, wind speed, etc.), ocean current information, wave size information, etc. For example, the cost may be determined as follows: the higher the wind speed, the higher the cost; a node where wind is blowing in the opposite direction to the direction of travel, the higher the cost; a node where an ocean current is occurring in the opposite direction to the direction of travel, and the larger the waves, the higher the cost. The relationship between each condition information (parameter) such as weather information (including wind direction, wind speed, etc.), ocean current information, and wave size and the numerical value of the cost to be added to each node is associated and stored in advance in a storage unit.

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

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

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

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

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

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

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

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

[0029] The control unit 20 can also determine the above parameters based on the attitude (direction) of the obstacle. For example, if the attitude (bow direction) of a ship acting as an obstacle is pointing toward the host ship, the parameters can be set so that the appropriate avoidance distance is greater than when the bow direction is the same as that of the host ship. If the obstacle is a person using a surfboard, paddleboard, or the like, the parameters can be determined in a similar manner based on the person's orientation (the orientation of an object used by a person, such as a surfboard, canoe, yacht, or paddleboard) and the direction of the person's face. Such information about the obstacle's attitude and information about the parameters may be associated with each other and stored in advance in the storage unit.

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

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

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

[0033] Furthermore, the ship's attitude information may be based on a reference attitude when the ship is stationary on the water surface, and changes (yaw direction, roll direction, pitch direction) from the reference attitude may be detected. In a planar view (two-dimensional), the ship's attitude direction may be the direction the bow is pointing or any other preset direction. In three-dimensional views, the ship's attitude information may be based on a direction parallel to the horizontal plane, but the reference attitude may also be a direction upward or downward at any preset angle relative to the horizontal plane.

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

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

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

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

[0038] The control unit 20 can estimate the position, type, size, posture, etc. of an obstacle by, for example, image analysis of image data acquired by a camera. In the obstacle information estimation process, the control unit 20 may estimate the position, type, size, posture, etc. of an obstacle using machine learning technology that uses a pre-trained learning model. When the control unit 20 estimates the position of an obstacle based on image data acquired by a camera, the control unit 20 estimates the three-dimensional position (coordinates) of the obstacle in the camera coordinate system, and then converts the camera coordinate system into a world coordinate system by coordinate transformation processing based on information about the camera position (coordinates) and shooting orientation, thereby calculating the position (coordinates) of the obstacle on the world coordinate system. The control unit 20 can estimate the bow direction of a ship, the direction of a person's face (front direction), and the direction (direction of travel) of an object used, such as a surfboard, as obstacles by image analysis of image data from the camera or analysis of three-dimensional data (point cloud data, model data, etc.).

[0039] The storage unit 30 stores a program based on an algorithm for generating travel route information, as well as ship information, obstacle information, and the like, which are used to generate the travel route information.

[0040] The storage unit 30 may store candidate obstacle types, their corresponding size values ​​(information about area and height in a planar view), and size ranges (upper and lower limits), in association with each other in advance. For example, the area range of a ship can be 3 m^2 or more and 9200 m^2 or less, and the height range of a ship (height above the water surface) can be 0.5 m or more and 100 m or less. The area range of a person can be 0.2 m^2 or more and 5 m^2 or less, and the height range of a person (height above the water surface) can be 0.1 m or more and 3 m or less.

[0041] The memory unit 30 stores information on appropriate avoidance distances associated with obstacle information such as the position, type, and size of the obstacle. The memory unit 30 may also store information on a calculation formula for calculating the appropriate avoidance distance. For example, the appropriate avoidance distance may be calculated according to the size (planar area) of the ship as an obstacle. The parameters used in the calculation may include information on the type of obstacle, moving speed, moving direction, etc. The memory unit 30 may also store information on a program that simulates movement of the ship along its navigation route (planned route) and whether or not it will come into contact with an obstacle.

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

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

[0044] In the obstacle information estimation process, the control unit 20 can analyze image data acquired by the camera to estimate information such as the type, size, position, shape, and color of the obstacle. The control unit 20 may also estimate the obstacle information based on any information about the obstacle estimated from the image data and obstacle-related information pre-stored in the storage unit. For example, the control unit 20 may estimate the size of the obstacle from the image data, refer to the storage unit, and determine (estimate) an obstacle type from a candidate obstacle associated with a size range that matches the estimated size. The control unit 20 may also analyze image data acquired by the camera to estimate the type of the obstacle, and refer to the storage unit to determine (estimate) a candidate size associated with the type of the obstacle. Furthermore, the type, size, and position of the obstacle may be estimated based on detection data acquired from a radar device, detection data from a lidar, or a combination of these, rather than on image data acquired by the camera. For example, 3D data of an obstacle can be generated from distance data to multiple points on the obstacle using Lidar, and the 3D shape, type, size, position, etc. of the obstacle can be estimated based on the 3D data. In this way, the control unit 20 can select from the obstacle candidates and estimate the type and size of the detected obstacle by comparing the information on the obstacle candidate stored in the storage unit 30 with the data on the obstacle acquired from the data acquisition unit 10. Note that the control unit 20 can also estimate the position, type, and size of the obstacle based only on the data from the data acquisition unit 10.

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

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

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

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

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

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

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

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

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

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

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

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

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

[0058] The control unit 20 may acquire obstacle information, including position information and size information (and, if necessary, type information) of obstacles on or underwater, and may determine, based on the obstacle information, parameters related to the distance the ship should keep from the obstacle when avoiding the obstacle. The control unit 20 may generate a navigation route or update a pre-stored navigation route based on the determined parameters. The output information may be image data to be displayed on the display unit, audio data to be output, etc. The image data may include text or image information on the navigation route from the current position to the destination, the position, type, and size of obstacles, and an appropriate avoidance distance indicated by numerical values, lines, color differences, etc. Specifically, the monitor may display a map showing the navigation route, the position of obstacles, and the appropriate avoidance distance, text or images showing the type and size of obstacles, or audio output from a speaker to warn the ship. Furthermore, when the ship is manually steered, the output information may be ship maneuvering information (data on steering, propulsion power, etc.). The output information may also be data that is applied to an autopilot system to automatically navigate in accordance with the navigation route information.

[0059] The control unit 20 can also execute the following operations: a ship information estimation process that estimates ship position information and ship attitude information based on first data acquired from at least one data acquisition means; a ship information correction process that corrects ship position information and ship attitude information based on second data acquired from at least one data acquisition means; an obstacle information estimation process that estimates the position, type, size, etc. of an obstacle based on the ship position information and ship attitude information corrected in the ship information correction process and third data acquired from at least one data acquisition means; and an output information generation process that generates output information based on the information on the position, type, size, etc. of the obstacle estimated in the obstacle information estimation process. The first data, second data, and third data may each include data acquired from a common data acquisition means. Furthermore, the first data, second data, and third data may each include data acquired from a single data acquisition means or from multiple data acquisition means. The control unit 20 can use the ship information and obstacle information after the correction process in the travel path generation process.

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

[0061] In the ship information correction process, the ship position information and ship attitude information estimated in the process are corrected based on, for example, speed information acquired from at least one of Lidar and a camera. For example, the control unit 20 estimates the current position and attitude (a predetermined time after the time) using the position (coordinates), movement direction information, and movement speed information from a predetermined time ago (0.01 seconds, 0.1 seconds, 1 second, etc.). The control unit 20 then compares the estimated position and attitude information with the ship position information and ship attitude information estimated in the ship information estimation process. If they do not match, the ship position information and ship attitude information can be corrected by adopting the intermediate values ​​as accurate current position and current attitude information. Note that the ship information correction process may be performed using other methods. For example, the ship position information and ship attitude information may be corrected using position information and attitude information calculated by a ship position and attitude estimation process based on image data from a camera, or a combination of these methods may be used. Furthermore, from the perspective of improving the accuracy of the correction process, it is preferable to perform the correction process based on data acquired from multiple data acquisition means.

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

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

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

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

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

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

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

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

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

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

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

[0073] In the system of this embodiment, the ship information may include the ship's current attitude information. This configuration makes it possible to generate a travel route according to the ship's orientation, thereby achieving both safety and efficiency at an even higher level.

[0074] In the system of this embodiment, the ship speed information may include at least one of a target speed, a current speed, an average speed, and a speed limit. This configuration makes it possible to generate a travel route that takes various speeds into account. Specifically, if the target speed is included, a travel route can be generated that maintains a target speed that allows safe navigation. Furthermore, if the ship's current speed information is included, the accuracy of estimating values ​​such as the time the ship will reach a predetermined position when generating a travel route can be improved. Furthermore, if the ship's average speed information is included, it is possible to generate more realistic travel route information based on average speeds from past performance. Furthermore, if the speed limit information is included, a travel route can be generated that does not exceed the speed limit, further improving safety.

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

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

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

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

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

[0080] In the system of this embodiment, the own ship information estimated by the own ship information correction process is corrected by the own ship information correction process before the obstacle information estimation process is performed, thereby improving the accuracy of obstacle estimation, and as a result, it becomes easier to avoid contact with obstacles, etc., thereby improving the safety of the ship. Furthermore, according to this embodiment, by repeatedly performing the above process at predetermined intervals such as 0.01 seconds or 0.1 seconds, it is possible to estimate obstacle information with high accuracy substantially in real time.

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

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

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

[0084] In the system of this embodiment, the obstacle information estimation process may include a process for determining whether the obstacle is another ship or a person. With this configuration, for example, the user can be notified that the obstacle is another ship or a person that requires special attention, and be urged to take caution or safely avoid the obstacle.

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

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

[0087] In the system of this embodiment, the third data may include data acquired from Lidar. With this configuration, for example, it is possible to estimate information such as the position, type, size, and shape of an obstacle with high accuracy using the three-dimensional point cloud data acquired from Lidar.

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

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

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

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

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

[0093] Information on the determination result as to whether each data acquisition means is functioning properly may be output from the output unit 50 as an image, sound, signal, or the like.

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

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

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

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

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

[0099] In the system of this embodiment, the control unit may delete unnecessary obstacle information if the obstacle information acquired from multiple data acquisition means is duplicated. That is, the control unit performs a duplication determination process to determine whether the multiple obstacle information estimated (detected) by the multiple data acquisition means is the same obstacle. If it determines that there are two or more obstacle information pieces for one obstacle, it may delete the remaining obstacle information pieces and leave only one obstacle information piece in the storage unit. The duplication determination process may determine that the position information (coordinates) of another ship acquired by a first data acquisition means (e.g., AIS) and the position information of another ship (obstacle) estimated from data from a second data acquisition means (e.g., camera, lidar, radar device) are the same, or if the value (distance) indicating the difference between these two points (coordinates) is within a predetermined threshold. On the other hand, if it determines that the value (distance) indicating the difference between the two points (coordinates) is outside the predetermined threshold (exceeding the threshold), it may determine that the two obstacles are different, and the two obstacle information pieces may be maintained without being deleted. The first data acquisition means and the second data acquisition means may be a single data acquisition means or a combination of multiple data acquisition means. Although the first data acquisition means and the second data acquisition means are assumed to be different data acquisition means, some of them may be the same data acquisition means.

[0100] In the system of this embodiment, instead of or in combination with the method of avoiding an obstacle by setting an appropriate avoidance distance, a collision avoidance method can be used, such as slowing down (including stopping) the ship and waiting for the obstacle to pass, or avoiding a collision by first crossing the obstacle's direction of movement based on the ship's relative position and speed. In this case, costs are set for all available options, and the control unit calculates the costs for all avoidance methods using the above-mentioned algorithm and selects the route with the lowest cost. In other words, it is not limited to maintaining a constant ship speed, but it is possible to generate a travel path that minimizes the cost of passing an obstacle while maintaining an appropriate avoidance distance by decelerating and accelerating the ship. In addition, parameters for the acceleration (deceleration and acceleration per unit time) of deceleration and acceleration, as well as the minimum and maximum speed limits, can be set according to the ship's type, operating capacity, weight, size, etc., and stored in advance in the storage unit.

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

[0102] Although the preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, the technical scope of the present disclosure is not limited to such examples. It is clear that a person skilled in the art of the present disclosure can conceive of various modified or altered examples within the scope of the technical idea described in the claims, and it is understood that these also naturally fall within the technical scope of the present disclosure.

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

[0104] The series of processes performed by the device described herein may be implemented using software, hardware, or a combination of software and hardware. A computer program for implementing each function of the control unit according to this embodiment may be created and installed on a PC or the like. A computer-readable recording medium storing such a computer program may also be provided. Examples of the recording medium include a magnetic disk, an optical disk, a magneto-optical disk, and a flash memory. The computer program may also be distributed, for example, via a network, without using a recording medium.

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

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

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

[0108] REFERENCE SIGNS LIST 1 Travel path generation system 10 Data acquisition unit 20 Control unit 30 Storage unit 40 Input unit 50 Output unit 60 Communication unit 70 Ship operation control unit

Claims

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

2. A movement route generation system as described in claim 1, wherein the time information includes estimated passage time information regarding the estimated time when the ship is to pass a specified position on the movement route.

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

4. A movement route generation system as described in claim 1 or 2, wherein the movement route information includes planned speed information of the ship at a specified position on the movement route.

5. A travel route generation system as described in claim 1 or 2, wherein the obstacle information includes obstacle presence scheduled time information regarding the scheduled time when the obstacle will be located at a predetermined position on the travel route.

6. A travel route generation system according to claim 1 or 2, wherein the obstacle information includes information on the type of the obstacle.

7. A travel route generation system according to claim 1 or 2, wherein the obstacle information includes avoidance distance information regarding the distance to be kept away from the obstacle.

8. A travel route generation system as described in claim 1 or 2, which updates the travel route information at predetermined intervals based on the ship information and the obstacle information which are repeatedly updated at predetermined intervals.

9. A travel route generation system as described in claim 1 or 2, wherein the obstacle information includes at least one of moving speed information and moving direction information of the obstacle.

10. A travel path generation system as described in claim 1 or 2, wherein the obstacle size information includes information on the height from the water surface to the top of the obstacle.

11. A travel route generation system as described in claim 1 or 2, wherein the ship information includes the ship's current attitude information.

12. A travel route generation system as described in claim 1 or 2, wherein the ship speed information includes at least one of a target speed, a current speed, an average speed, and a speed limit.

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