Watercraft transport vehicle, watercraft raising / lowering system, and watercraft raising / lowering method

Abstract

[Problem] To make it easier to raise / lower a watercraft from a transport vehicle with few restrictions on where the watercraft is raised / lowered, etc. [Solution] The present invention is a watercraft raising / lowering system that comprises a cage truck on which a watercraft is loaded and a transport vehicle that has a cargo bed on which the cage truck can be loaded and a crane that is provided to the cargo bed and can hoist the cage truck. The crane comprises an arm part that can extend and retract in a side surface direction of the cargo bed, a hoist that is supported by the arm part, and a wire that connects to the cage truck on one side and can be wound up by the hoist on the other side. To transport the watercraft from the cargo bed onto water, the arm part is extended in the side surface direction of the cargo bed, and the wire is let out by the hoist to lower the cage truck on which the watercraft is loaded onto the water, and to transport the watercraft from water to the cargo bed, the wire is wound up by the hoist to lift the cage truck on which the watercraft is loaded from the water, and the arm part is retracted into the cargo bed.

Description

Ship transport vehicle, ship lifting system and ship lifting method

[0001] The present invention relates to a system, a method, and a transport vehicle for launching a ship from a transport vehicle into a river or the sea, or loading a ship from a river or the sea onto a transport vehicle.

[0002] In recent years, the use of relatively small manned boats, unmanned vessels (hereinafter also referred to as "unmanned boats"), and the like for various applications such as collection of marine data, provision of communication environments to sea and submarine areas, searching for suspicious vessels, and inspection and patrol of offshore infrastructures has been under consideration.

[0003] Patent Document 1 discloses a transport vehicle having a loading / unloading mechanism that transports a boat to a river bank, and launches the loaded boat into a river or loads the boat from the river, which can easily perform operations even if the conditions of the river bank vary. In particular, it is disclosed that the transport vehicle carries a boat on a tilting frame via a boat cradle, the tilting frame is tiltable, the boat cradle having a telescopic frame capable of extending and retracting can move on the telescopic frame and the tilting frame, the tilting frame is tilted to cause the telescopic frame to protrude toward the river side, and in this state the boat cradle is moved by a winch to launch and load the boat.

[0004] Japanese Patent Application Laid-Open No. Hei 6-336138

[0005] In Patent Document 1, since the transport vehicle is stopped perpendicular to the quay of the river to load and unload the boat from the rear of the transport vehicle, a large lifting / lowering space where the transport vehicle can be stopped perpendicular to the quay is required on the land side. Furthermore, since the boat to be loaded and unloaded is lifted / lowered in a direction perpendicular to the quay, a large space where the boat can be lifted / lowered in the direction perpendicular to the quay is also required on the water side. Therefore, there is a problem that places where a ship such as a boat can be lifted / lowered are limited.

[0006] Furthermore, in Patent Document 1, since the boat is loaded and unloaded by sliding it on an inclined frame, it is not possible to load or unload the boat in places where there is a large difference in height between the ground where the transport vehicle is parked and the water surface where the boat is launched. Therefore, there is a problem that the places where boats and other vessels can be launched and unloaded are limited.

[0007] Therefore, the present invention has been made in consideration of at least one of the above-mentioned problems, and one of its objectives is to provide a lifting system, method, or transport vehicle that allows for easier lifting and lowering of vessels from a transport vehicle with fewer constraints on the location of vessel lifting and lowering.

[0008] According to the present invention, a ship lifting and lowering system is obtained, comprising a cargo for loading ships, a loading platform capable of loading the cargo, and a transport vehicle having a crane provided on the loading platform for lifting the cargo, wherein the crane comprises an arm portion that can extend and retract in the lateral direction of the loading platform, a hoisting machine supported on the arm portion, and a wire connected to the cargo on one side and wound up by the hoisting machine on the other side, wherein the ship lifting and lowering system is obtained, by extending the arm portion in the lateral direction of the loading platform and extending the wire with the hoisting machine to lower the cargo loaded with the ship onto the water, thereby transporting the ship from the loading platform onto the water, and by winding up the wire with the hoisting machine to lift the cargo loaded with the ship from the water, and shortening the arm portion inside the loading platform, thereby transporting the ship from the water onto the loading platform.

[0009] According to the present invention, there are fewer restrictions on the location where ships can be launched and unloaded, and ships can be launched and unloaded from transport vehicles more easily.

[0010] This is an example of a hardware configuration diagram of the transport vehicle 3000 as seen from the side, which is an overall configuration diagram of the ship lifting and lowering system 1 according to one embodiment of the present invention. This is an example of a perspective view of the transport vehicle 3000 as seen from diagonally behind. This is another example of a perspective view of the transport vehicle 3000 as seen from diagonally behind. This is an example of a functional block diagram showing the functional configuration of the transport vehicle 3000. This is a diagram showing the interior layout configuration when multiple cargoes are loaded into the cargo compartment of a large transport vehicle. This is an example of the hardware configuration of the cargo 2000. This is an example of the hardware configuration of the cargo 2000 with the unmanned boat 1000 loaded. This is a diagram showing the process of loading the unmanned boat 1000 into the cargo 2000 on the water. This is an example of a functional block diagram showing the functional configuration of the cargo 2000. This is an example of a functional block diagram showing the functional configuration of the unmanned boat 1000. This is a transition diagram of the operation state until the unmanned boat 1000 is unloaded on the water. This is a flowchart showing the control flow of the ship lifting and lowering system in the unmanned boat lowering operation state. This is a flowchart showing the control flow of the ship lifting and lowering system in the unmanned vessel unloading operation state. This is a diagram showing the transition of operation states from when the unmanned vessel 1000 is loaded into the cargo on the water until it is loaded onto the transport vehicle. This is a flowchart showing the control flow of the ship lifting and lowering system in the cargo loading operation state. This is a diagram showing an example of a method for detecting the cargo entry point and attitude angle by the cargo position detection unit 1230. This is a flowchart showing the control flow of the ship lifting and lowering system in the vehicle loading operation state. This is a diagram showing the system configuration of the unmanned vessel system 1010 using multiple unmanned vessels 1000.

[0011] The embodiments of the present invention are described below. The present invention has the following configuration: [Item 1] A ship lifting and lowering system comprising: a cargo for loading ships; a loading platform on which the cargo can be loaded; and a transport vehicle having a crane provided on the loading platform for lifting the cargo, wherein the crane comprises an arm portion that can extend and retract in the lateral direction of the loading platform, a hoisting machine supported on the arm portion, and a wire connected to the cargo on one side and wound up by the hoisting machine on the other side, wherein the arm portion is extended in the lateral direction of the loading platform, the wire is extended by the hoisting machine to lower the cargo loaded with the ship onto the water, thereby transporting the ship from the loading platform onto the water, winding up the wire by the hoisting machine to lift the cargo loaded with the ship from the water, and shortening the arm portion inside the loading platform, thereby transporting the ship from the water onto the loading platform. [Item 2] A ship lifting system according to Item 1, wherein when the arm extends in the lateral direction of the cargo bed, the hoisting machine is fixedly connected to the arm at a position that extends outward in the lateral direction of the cargo bed. [Item 3] A ship lifting system according to Item 1 or 2, wherein the hoisting machine is movably connected along the arm, and when the arm extends in the lateral direction of the cargo bed, the hoisting machine is movable along the arm at a position that extends outward in the lateral direction of the cargo bed. [Item 4] A ship lifting system according to any one of Items 1 to 3, wherein a plurality of hoisting machines are connected to at least two locations on the arm, and the cargo is lifted and lowered by the hoisting machines. [Item 5] A ship lifting system according to any one of Items 1 to 4, wherein the plurality of hoisting machines individually adjust the length of the wire that is hoisted by the plurality of hoisting machines.[Item 6] A ship lifting system according to any one of Items 1 to 5, wherein at least a portion of the arm is provided along the front-rear direction of the cargo bed, the hoisting machine is connected along the arm so as to be movable in the front-rear direction of the cargo bed, and the hoisting machine moves in the front-rear direction of the cargo bed while suspending the cargo. [Item 7] A ship lifting system according to any one of Items 1 to 6, wherein at least a portion of the arm is extendable and retractable in the front-rear direction of the cargo bed, and the position of the hoisting machine is moved in the front-rear direction by extending and retracting at least a portion of the arm in the front-rear direction. [Item 8] A ship lifting system according to any one of Items 1 to 7, comprising an upper panel covering the upper side of the cargo bed, side panels covering the left and right sides, a front panel covering the front side, and a rear panel covering the rear side, wherein at least the side panels are deployed when the arm extends in the lateral direction of the cargo bed. [Item 9] A ship lifting system according to any one of Items 1 to 8, wherein the cargo comprises a plurality of lifting devices that can be connected to a plurality of wires that are hoisted up by a plurality of hoisting machines, and the lifting devices are provided at a plurality of different positions in the longitudinal direction of the cargo. [Item 10] A ship lifting system according to any one of Items 1 to 9, wherein the cargo comprises a plurality of lifting devices that can be connected to a plurality of wires that are hoisted up by a plurality of hoisting machines, and the lifting devices are provided at a plurality of different positions in the short direction of the cargo. [Item 11] A ship lifting system according to any one of Items 1 to 10, wherein the cargo comprises a frame and wheels connected to the frame, and the wheels are open-type wheels whose interiors are open to the outside air. [Item 12] A ship lifting system according to any one of Items 1 to 11, wherein the cargo comprises a frame, wheels connected to the frame, and a wheel sliding mechanism for sliding the wheels vertically relative to the frame.[Item 13] A ship lifting system according to any one of Items 1 to 12, wherein when the cargo is lowered onto the water by the crane, and the cargo is submerged below the water surface to a predetermined height, the system stops the lowering operation of the cargo by the hoisting machine or reduces the lowering speed of the cargo. [Item 14] A ship lifting system according to any one of Items 1 to 13, wherein the cargo is equipped with a water surface position detection unit capable of detecting the position of the water surface, and the system stops the lowering operation of the cargo by the hoisting machine or reduces the lowering speed when it is determined that the cargo is in the submerged state based on the detection information of the water surface position detection unit. [Item 15] A ship lifting system according to any one of Items 1 to 14, wherein the hoisting machine is equipped with a load detection sensor that detects the load on the wire, and the system stops the lowering operation of the cargo by the hoisting machine or reduces the lowering speed when it is determined that the cargo is in the submerged state based on the detection information of the load detection sensor. [Item 16] A ship lifting and lowering system according to any one of Items 1 to 15, wherein the ship is equipped with a water surface position detection unit capable of detecting when the ship has landed on the water surface at a predetermined height, and when the crane lowers the cargo on which the ship is loaded onto the water surface, the system stops the lowering operation of the cargo by the hoisting machine or reduces the lowering speed when the water surface position detection unit determines that the cargo has landed on the water surface at a predetermined height. [Item 17] A ship lifting and lowering system according to any one of Items 1 to 16, comprising: a seating state detection unit for detecting whether the cargo is in a seated state in which the ship is supported by a seating portion that supports the ship, and when the cargo loaded with the ship is lowered onto the water surface by the crane and the ship is unloaded from the cargo, the seating state detection unit detects that the ship has separated from the seating portion, and the thrust generating unit of the ship is operated to perform a forward or backward movement.[Item 18] A ship lifting and lowering system according to any one of Items 1 to 17, wherein the cargo is equipped with a seating state detection unit that detects whether the ship is in a seated state supported by a seating portion that supports the ship, and when the cargo loaded with the ship is lowered onto the water surface by the crane and the ship is unloaded from the cargo, the seating state detection unit detects that the ship is in a seated state and has not left the seating portion, the hoisting machine lowers the position of the cargo. [Item 19] A ship lifting and lowering system according to any one of Items 1 to 18, comprising a seating state determination unit that detects when the ship has moved away from the seating portion that supports the ship and is provided on the cargo, in accordance with the movement state of the ship when the thrust generating unit of the ship is in operation, and when the cargo on which the ship is loaded is lowered to the water surface by the crane and the ship is unloaded from the cargo, the seating state determination unit determines that the ship has moved away from the seating portion, and the hoisting machine lowers the position of the cargo. [Item 20] A ship lifting and lowering system according to any one of Items 1 to 19, comprising a seating state determination unit that detects when the ship has moved away from the seating portion that supports the ship and is provided on the cargo, in accordance with the movement state of the ship when the thrust generating unit of the ship is operating, and when the cargo on which the ship is loaded is lowered to the water surface by the crane and the ship is unloaded from the cargo, and the seating state determination unit determines that the ship is in a seated state and has not moved away from the seating portion, the hoisting machine lowers the position of the cargo. [Item 21] A ship lifting and lowering system according to any one of Items 1 to 20, in which the ship is brought into the interior of the cargo while the cargo is suspended to a height that is submerged below the water surface to a predetermined position, and the ship's movement is controlled so that the relative position between the cargo and the ship is within a predetermined range, in accordance with the detection result of a cargo position detection unit that detects the position of the cargo.[Item 22] A ship lifting and lowering system according to any one of Items 1 to 21, wherein the cargo is suspended to a height submerged below the water surface to a predetermined position, and the ship is brought into the cargo, and when it is determined that the relative position between the cargo and the ship is within a predetermined range based on the detection result of a relative position detection unit provided on either the cargo or the ship for detecting the relative position between the cargo and the ship, the hoisting machine winds up the wire to a predetermined length. [Item 23] A ship lifting and lowering system according to any one of Items 1 to 22, wherein the cargo is equipped with a seating state detection unit for detecting whether the ship is in a seated state supported by a seating portion that supports the ship, and when the cargo loaded with the ship is lifted from the water surface by the crane, when it is determined that the ship is in a seated state supported by the seating portion based on the detection result of the seating state detection unit, the hoisting machine lifts the cargo loaded with the ship. [Item 24] A transport vehicle having a cargo bed for loading a ship, and a crane provided on the upper part of the cargo bed for lifting the cargo, wherein the crane comprises an arm that can extend in the lateral direction of the cargo bed, a hoisting machine supported by the arm, and a wire connected to the cargo on one side and wound up by the hoisting machine on the other side, wherein the transport vehicle extends the arm in the lateral direction of the cargo bed, extends the wire with the hoisting machine to lower the cargo loaded with the ship onto the water, thereby transporting the ship from the cargo bed onto the water, winds up the wire with the hoisting machine to lift the cargo loaded with the ship from the water, shortens the arm into the interior of the cargo bed, thereby transporting the ship from the water onto the cargo bed.[Item 25] A method for lifting and lowering a ship using a transport vehicle having a cargo bed for loading a ship and a crane provided on the upper part of the cargo bed for lifting the cargo, comprising: a step of extending the arm of the crane in the lateral direction of the cargo bed; a step of lowering the cargo on which the ship is loaded onto the water using a hoisting machine supported by the arm and a wire connected to the cargo on one side and wound up by the hoisting machine on the other side; and a step of unloading the ship from the cargo onto the water when the cargo is submerged below the water surface to a predetermined height. [Item 26] A method for raising and lowering a ship using a transport vehicle having a cargo bed for loading a ship and a crane provided on the upper part of the cargo bed for lifting the cargo, comprising: a step of moving the ship into the cargo when the cargo has been lowered to a predetermined height above the water surface; a step of controlling the relative position of the cargo and the ship; a step of raising the cargo by a predetermined distance so that the ship is seated on the seat of the cargo; a step of lifting the cargo with the crane when the ship is seated on the seat of the cargo; and a step of storing the cargo in the cargo bed with the crane.

[0012] <First Embodiment> Hereinafter, embodiments of the present invention will be described with reference to the drawings. In this specification and the drawings, components having substantially the same functional configuration are denoted by the same reference numerals, and redundant explanations will be omitted. Furthermore, the embodiments shown below are merely examples, and other known elements or alternative means can be adopted depending on their use, purpose, or scale.

[0013] [A. Configuration] (A-1. System Configuration of Ship Lifting and Lowering System 1) First, the overall system configuration of the ship lifting and lowering system 1 according to one embodiment of the present invention will be explained using Figure 1. Figure 1 is an overall configuration diagram of the ship lifting and lowering system 1 (hereinafter also referred to as "System 1") according to one embodiment of the present invention.

[0014] As shown in Figure 1, the ship lifting and lowering system 1 is equipped with a transport vehicle 3000 and a cargo 2000. The transport vehicle 3000 is connected to ships, including the unmanned vessel 1000, and the cargo 2000 via wireless communication, etc., and is also connected to a central control system 4000 that can remotely control the unmanned vessel 1000 via an internet line 6000, etc. The cargo 2000 is also connected to the unmanned vessel 1000 and the transport vehicle 3000 via wireless communication, etc. Furthermore, as described above, the unmanned vessel 1000 is connected to the cargo 2000 and the transport vehicle 3000 via wireless communication, etc., and can also receive control commands from the central control system 4000 at a remote location via an access point 5000.

[0015] (A-2. Transport Vehicle 3000) Next, the configuration of the transport vehicle 3000 will be explained using Figures 2 to 6. The transport vehicle 3000 can transport the unmanned boat 1000 by mounting a cargo 2000 loaded with the unmanned boat 1000 on its cargo bed. In addition, a crane is provided on the cargo bed that can lift the unmanned boat 1000 onto or from the water in rivers or the sea, so that when lifting or loading the unmanned boat 1000, it can be directly lifted between the cargo bed of the transport vehicle 3000 and the water without having to lower the unmanned boat 1000 onto land.

[0016] (A-2-1. Hardware Configuration of Transport Vehicle 3000) Figure 2 is a diagram showing an example of the hardware configuration of transport vehicle 3000 as seen from the side. Figure 3 is a diagram showing an example of a perspective view of transport vehicle 3000 as seen from the rear at an angle. Figures 2 and 3 specifically show the state in which cargo 2000 loaded with unmanned boat 1000 is mounted on the cargo bed.

[0017] As shown in Figures 2 and 3, the cargo bed of the transport vehicle 3000 has an upper panel covering the top of the cargo bed, side panels covering the left and right sides, a front panel covering the front (driver's side), and a rear panel covering the rear, and the cargo compartment covered by these panels constitutes the cargo bed. In addition, the side panels can be opened and closed upwards by an opening and closing mechanism, and at least one of the left and right side panels can be opened to prevent interference between the arm and the side panel when extending the transport vehicle 3000 in the lateral direction to lift and lower ships or cargo.

[0018] Furthermore, a crane capable of lifting cargo is installed on the upper part of the cargo bed. The crane consists of an arm that can extend in the lateral direction of the cargo bed, a hoisting machine connected to the arm, and a wire that is connected to the cargo on one side and hoisted up by the hoisting machine on the other side.

[0019] Furthermore, the cargo mounted on the loading platform includes a frame, wheels, a lifting device that can be connected to a wire, and a seating area to support the unmanned boat 1000.

[0020] Furthermore, between the driver's seat and the cargo bed, outriggers are provided that extend to the left and right of the transport vehicle 3000 and are placed on the ground to secure the transport vehicle 3000, preventing the truck from tipping over when the crane is in use.

[0021] Furthermore, the transport vehicle 3000 may have a ramp at the rear of the vehicle, or be configured to be connectable to the rear of the vehicle, which is used when loading cargo from land into the loading area.

[0022] Figure 4 shows another example of a perspective view of the transport vehicle 3000, seen from diagonally behind. In particular, Figure 4 shows the state in which the arm section is extended to the outside of the cargo compartment in the lateral direction of the transport vehicle 3000, and the cargo is suspended by a wire.

[0023] As shown in Figure 4, the transport vehicle 3000 extends its arm section in the lateral direction (lateral direction) of the cargo bed, extends a wire using a hoisting machine to lower the cargo loaded with the unmanned boat 1000 onto the water, thereby transporting the unmanned boat 1000 from the cargo bed onto the water. Alternatively, the hoisting machine can be used to reel in the wire, lifting the cargo loaded with the unmanned boat 1000 from the water, and shortening the arm section into the interior of the cargo bed, thereby transporting the unmanned boat from the water into the cargo bed. In the example shown in Figure 4, the arm section is composed of multiple arm members arranged in a line with the lateral direction being the longitudinal direction and connected to each other so as to be slidable. The structure is such that the entire arm section extends in the lateral direction as the multiple arm members slide relative to each other in the longitudinal direction. Alternatively, as a structure different from Figure 4 for extending the entire arm section in the lateral direction, the multiple arm members can be connected to each other with pins so as to be rotatable, and the entire arm section can extend in the lateral direction as the arm members rotate.

[0024] Furthermore, as shown in Figure 4, if multiple hoisting machines are provided, the cargo can be raised and lowered using multiple hoisting machines connected to at least two locations on the arm. The relative position of the unmanned boat 1000 loaded onto the cargo 2000 and the cargo 2000 is not always constant, and the unmanned boat 1000 may be loaded unevenly in one direction or the other. Even in such situations, the cargo can be raised and lowered while keeping the cargo 2000 approximately horizontal by using multiple hoisting machines connected to at least two locations on the arm.

[0025] Furthermore, as shown in Figure 4, at least a portion of the arm is provided in the lateral direction of the transport vehicle 3000, and the other portion of the arm is provided in the longitudinal direction of the transport vehicle 3000. The hoisting machine is also connected so as to be slidable along the arm provided in the longitudinal direction. Therefore, the hoisting machine can slide along the arm in the longitudinal direction of the transport vehicle 3000 while suspending cargo.

[0026] Furthermore, as an example different from Figure 4, at least a portion of the arm can be extended and retracted in the longitudinal direction of the transport vehicle 3000, and the position of the hoisting machine can be moved in the longitudinal direction by extending and retracting the arm. With this configuration, the hoisting machine can be moved in the longitudinal direction of the transport vehicle 3000 while the cargo is suspended. In this way, by having the function of moving the hoisting machine in the longitudinal direction of the transport vehicle 3000, when loading the unmanned boat 1000 into the cargo 2000, the position of the cargo can be moved in the longitudinal direction of the transport vehicle 3000 to adjust the unmanned boat 1000 to an appropriate seating position. In addition, when loading the cargo into the cargo bed, the loading position of the cargo in the cargo bed can be adjusted.

[0027] Furthermore, while Figure 4 shows a configuration in which the hoisting machine slides along an arm in the front-to-back direction, an alternative configuration is also possible in which the hoisting machine is connected to a lateral arm and slides along that lateral arm.

[0028] (A-2-2. Functional Block Diagram of Transport Vehicle 3000) Figure 5 is a diagram showing an example of a functional block diagram illustrating the functional configuration of transport vehicle 3000. As shown in Figure 5, transport vehicle 3000 includes a lifting / lowering state determination unit 3100, a lifting / lowering control unit 3200, a crane 3300, a driving unit 3400, a user interface unit 3500, and a communication unit 3600.

[0029] First, the lifting / lowering state determination unit 3100 is a functional unit that determines multiple lifting / lowering states when lifting / lowering cargo and the unmanned vessel 1000 loaded on the cargo using the crane 3300. The lifting / lowering state determination unit 3100 includes a water landing state determination unit 3110, a seated state determination unit 3120, and an unmanned vessel position determination unit 3130.

[0030] The water landing state determination unit 3110 can determine the water landing state, which indicates that the cargo has descended to a predetermined height relative to the water surface, when the cargo is lowered to the water surface. For example, the water landing state determination unit 3110 can determine the water landing state of the cargo based on the detection result of the water surface position detection unit 2510 installed on the cargo. Alternatively, the water landing state determination unit 3110 may also determine the water landing state based on the detection result of the change in acceleration amount at the time of cargo landing, etc., from the IMU (accelerometer, angular velocity sensor) installed on the cargo.

[0031] Alternatively, the water landing state determination unit 3110 may acquire the load on the wire detected by the load detection sensor of the hoisting machine 3320, and determine that the cargo has landed in the water when the acquired load falls within a predetermined range. This is because the load on the wire decreases due to buoyancy when the cargo lands at a predetermined height. Another example is that the water landing state determination unit 3110 may acquire information on the cable length extended from the hoisting machine 3320, and determine that the cargo has landed in the water when the acquired cable length falls within a predetermined range. This method can be used to determine if the difference in height between the ground surface and the water surface is known in advance.

[0032] Alternatively, the landing state determination unit 3110 can determine the landing state of the cargo or the unmanned vessel 1000 based on the water surface position information detected by the water surface position detection unit 1210 installed on the unmanned vessel 1000.

[0033] The landing state determined by the landing state determination unit 3110, which indicates that the cargo has descended to a predetermined height above the water surface, may be any of the following: a state in which at least a portion of the lower part of the cargo is in contact with the water surface; a state in which the water surface has risen to the waterline of the unmanned vessel 1000; or a state in which the unmanned vessel 1000 has detached from the seating section 2400 and the water surface has risen to a position in which the unmanned vessel 1000 is not in contact with the upper frame of the cargo.

[0034] The seating state determination unit 3120 can determine the seating state in which the unmanned vessel 1000 is supported by the cargo 2000 by the seating section. For example, the seating state determination unit 3120 can determine the seating state based on the detection result of the cargo's seating state detection unit 2520 (pressure sensor, etc.). Alternatively, the seating state determination unit 3120 may also determine the seating state based on the detection result of the change in acceleration when the unmanned vessel 1000 detaches from the seating section 2400, which is detected by an IMU (accelerometer, angular velocity sensor) installed in the cargo.

[0035] Alternatively, the seating state determination unit 3120 can determine the seating state based on the seating state information detected by the seating state detection unit 1220, according to the movement state of the unmanned vessel 1000 when the thrust generating unit 1310 of the unmanned vessel 1000 is operating.

[0036] As another example, the seating state determination unit 3120 may acquire information on the cable length extended from the hoisting machine 3320, and determine that the cargo has entered the water when the acquired cable length falls within a predetermined range. If the cable length at which seating disengagement occurs is known in advance, seating disengagement can be determined using this method.

[0037] The unmanned vessel position determination unit 3130 is a functional unit that determines whether the relative positions of the cargo 2000 and the unmanned vessel 1000 are within a predetermined range when unloading the unmanned vessel 1000 from the cargo 2000 on the water, or when loading the unmanned vessel 1000 into the cargo 2000. For example, the unmanned vessel position determination unit 3130 determines whether the relative positions of the cargo 2000 and the unmanned vessel 1000 are within a predetermined range based on the relative position information detected by the unmanned vessel position detection unit 2530 of the cargo, or the relative position information detected by the cargo position detection unit 1230 of the unmanned vessel 1000.

[0038] For example, when unloading the unmanned vessel 1000 from the cargo 2000 on the water, the unmanned vessel position determination unit 3130 can determine when the unmanned vessel 1000 has completely left the cargo 2000 based on the relative positions of the cargo 2000 and the unmanned vessel 1000. Another example is when loading the unmanned vessel 1000 into the cargo 2000 on the water, the unmanned vessel position determination unit 3130 can determine the relative position and relative orientation of the cargo 2000 and the unmanned vessel 1000 by photographing a code provided on the cargo with an optical camera attached to the unmanned vessel 1000.

[0039] Furthermore, the lifting / lowering state determination unit 3100 may also have a function to determine the draft state of the unmanned vessel 1000, in addition to the determination units described above, based on the water surface position information detected by the water surface position detection unit 1210 installed on the unmanned vessel 1000, to determine when the unmanned vessel 1000 is submerged in the water up to a predetermined position.

[0040] Next, the lifting / lowering control unit 3200 is a functional unit that controls the operation of the crane and unmanned vessel according to the results of various state determinations made by the lifting / lowering state determination unit 3100 and user input information received by the user interface unit 3500. The lifting / lowering control unit 3200 includes a crane operation command unit 3210, an unmanned vessel operation command unit 3220, and an interlock control unit 3230.

[0041] The crane operation command unit 3210 is a functional unit that generates crane operation commands based on the results of various state determinations made by the lifting / lowering state determination unit 3100 and user input information received by the user interface unit 3500.

[0042] For example, when the crane operation command unit 3210 is lowering cargo onto the water surface by a crane, and the cargo 2000 has reached a predetermined position below the water surface, it can generate an operation command to stop the hoisting machine 3320 from lowering the cargo 2000 or to reduce the descent speed.

[0043] Here, the determination that the cargo 2000 is in a water landing state where it has submerged below the water surface to a predetermined position can be performed by the water landing state determination unit 3110. The water landing state determination unit 3110 can determine the water landing state based on at least any one of the detection results: a detection result from a water surface position detection unit 2510 mounted on the cargo 2000, a detection result from a load detection sensor that detects a load applied to a wire, and a detection result from a water surface position detection unit 1210 of the unmanned boat 1000.

[0044] As described above, when lowering a cargo to the water surface by a crane, if the cargo is lowered excessively below the water surface, the unmanned boat 1000 may collide with the upper frame of the cargo and be damaged. Therefore, when it is determined that the cargo is in the water landing state, stopping the lowering operation of the cargo 2000 by the hoist 3320 or reducing the lowering speed can prevent the aforementioned problem.

[0045] As another example, when the crane operation command unit 3210 lowers the cargo 2000 carrying the unmanned boat 1000 to the water surface by the crane to unload the unmanned boat 1000 from the cargo 2000, and the seated state determination unit 3120 determines that the unmanned boat 1000 is in a seated state where it has not separated from the seating unit 2400, the crane operation command unit 3210 can generate an operation command for the hoist 3320 to lower the position of the cargo 2000.

[0046] As another example, when the crane operation command unit 3210 carries an unmanned boat into the cargo in a state where the cargo is suspended at a height where it submerges below the water surface to a predetermined position of the cargo, and based on a detection result from a relative position detection unit that is provided on either the cargo or the unmanned boat 1000 and detects the relative position between the cargo and the boat, when it is determined that the relative position between the cargo and the unmanned boat is within a predetermined range, the crane operation command unit 3210 can generate an operation command for the hoist to wind a wire by a predetermined length. Such an operation command allows the seating unit 2400 of the cargo to support the unmanned boat 1000 at an appropriate position.

[0047] When the crane hoists the cargo 2000 loaded with the unmanned surface vehicle 1000 from the water surface, the crane operation command unit 3210 can generate an operation command for hoisting the cargo loaded with the unmanned surface vehicle by the hoist when it is determined based on the detection result by the seated state detection unit 2520 that the unmanned surface vehicle 1000 is in a seated state supported by the seating portion. According to such an operation command, the cargo is hoisted after confirming that the unmanned surface vehicle 1000 is seated on the seating portion 2400 of the cargo, so it is possible to prevent the unmanned surface vehicle 1000 from falling during hoisting caused by hoisting the cargo in an unstable state where seating is not completed.

[0048] The unmanned surface vehicle operation command unit 3220 is a functional unit that generates an operation command for the unmanned surface vehicle 1000 based on determination results of various states obtained by the hoisting / lowering state determination unit 3100, user input information received by the user interface unit 3500, and the like. For example, when the crane lowers the cargo 2000 loaded with the unmanned surface vehicle 1000 to the water surface to carry out the unmanned surface vehicle 1000 from the cargo 2000, the unmanned surface vehicle operation command unit 3220 generates an operation command for causing a forward operation or a reverse operation by operating the thrust generating unit 1310 of the unmanned surface vehicle 1000 when the seated state determination unit 3120 detects that the unmanned surface vehicle 1000 has left the seating portion 2400 of the cargo 2000.

[0049] The interlock control unit 3230 is a functional unit having an interlock function that prohibits transition to a next action for the purposes of safety and damage protection when a next transition condition in the state transitions shown in FIG. 12 and FIG. 15 described later is not satisfied. The interlock control unit 3230 generates an interlock command, stops or corrects the operation of the crane arm, the hoist, or the like, and prohibits transition to the next state when the transition condition is not satisfied or the determination results in disapproval in any state on the state transition.

[0050] Next, the crane 3300 is provided on an upper portion of the loading platform, lifts the cargo 2000, and can hoist and lower the unmanned surface vehicle 1000 between the loading platform and the water surface. The crane 3300 includes an arm unit 3310, a hoist 3320, a wire 3330, and a crane operation control unit 3340.

[0051] The arm section 3310 is provided on the upper part of the cargo bed and is composed of a structure capable of supporting the weight of the cargo 2000 or unmanned boat 1000 being lifted. The arm section 3310 also has a structure that can extend outwards from the cargo bed in the lateral direction of the cargo bed.

[0052] The hoisting machine 3320 is fixedly connected to a predetermined position on the arm portion 3310, or is connected so as to be slidable along the arm portion 3310. The hoisting machine 3320 also has the function of winding up the wire 3330 to any desired length.

[0053] In this case, if the hoisting machine 3320 is fixedly connected to a predetermined position on the arm section 3310, the hoisting machine 3320 is fixedly connected to a predetermined position on the arm section that can extend outward in the lateral direction of the cargo bed when the arm section is extended to the side of the transport vehicle 3000. By fixing it in such a position, it becomes possible to lower the cargo onto the water from the side of the cargo bed.

[0054] Furthermore, if the hoisting machine 3320 is connected so as to be slidable along the arm portion 3310, when the arm portion extends to the side of the transport vehicle 3000, the hoisting machine 3320 can move along the arm portion and move to a position that extends outward in the lateral direction of the loading platform.

[0055] The wire 3330 is connected to the cargo lifting device on one end and is hoisted up by the hoisting machine 3320 on the other end. Here, as shown in Figure 2, if the cargo is lifted at multiple points on the frame by multiple hoisting machines 3320, each hoisting machine may have a function to individually control the amount of wire 3330 hoisted. In this way, the ability of multiple hoisting machines 3320 to individually control the amount of hoisting allows the cargo to be tilted at any angle, and the unmanned boat 1000 to be unloaded from the cargo from a position higher than the water surface and dropped into the water. Furthermore, even if the parking location of the transport vehicle 3000 is not level, the cargo can be lowered to the water surface while maintaining a horizontal angle.

[0056] The crane operation control unit 3340 is a functional unit that controls the operation of the arm unit 3310 and the hoisting machine 3320 in accordance with the crane operation commands generated by the crane operation command unit 3210.

[0057] Next, the running section 3400 is a functional section for driving the transport vehicle 3000, and includes, for example, a steering wheel, accelerator, brakes, or an engine, clutch, tires, etc.

[0058] Next, the user interface unit 3500 includes a display unit 3510 that outputs information such as display information to a user who performs the lifting and lowering operation of the unmanned boat 1000 using a transport vehicle 3000, and an input receiving unit 3520 that receives command inputs from the user.

[0059] The display unit 3510 can display and output on the display screen the determination results from the lifting / lowering status determination unit 3100 of the transport vehicle 3000, operation command information generated by the lifting / lowering control unit 3200, the operating status of the crane 3300, the operating status of the travel unit 3400, and various detection information received from the cargo 2000 and unmanned vessel 1000 via the communication unit 3600.

[0060] The input receiving unit 3520 is a functional unit that receives input information such as operation commands entered by the user. For example, the input receiving unit 3520 can receive operation commands for the arm section 3310 or the hoisting machine 3320 of the crane 3300. The input receiving unit 3520 may also have the function of receiving operation commands for the unmanned vessel 1000.

[0061] Next, the communication unit 3600 is a functional unit that communicates directly or indirectly via wireless communication with the communication unit 2600 of the cargo 2000, the communication unit 1400 of the unmanned vessel 1000, the integrated control system 4000, and the like. For example, the communication unit 3600 can acquire detection information detected by the detection unit 2500 of the cargo 2000. The communication unit 3600 can also acquire information acquired or determined by the measurement unit 1100 or the self-state determination unit 1200 of the unmanned vessel 1000. Furthermore, the communication unit 3600 can transmit operation commands to the unmanned vessel 1000 that are generated by the unmanned vessel operation command unit 3220.

[0062] (A-2-3. Other examples of transport vehicle 3000) Figure 6 shows the interior layout when multiple cargo units are loaded into the cargo compartment of a large transport vehicle. As shown in Figure 6, when multiple cargo units are loaded into the cargo compartment of the large transport vehicle 3001, the cargo units carrying the unmanned boat 1000 can be stacked on top of each other, and multiple cargo units can also be loaded in a row in the front-to-back direction of the cargo compartment of the large transport vehicle 3001. The example shown in Figure 6 shows a total of six cargo units loaded in two layers, one above the other, and three locations in the front and back.

[0063] Although not shown in the diagram, by mounting a crane 3300 on top of the cargo compartment of such a large transport vehicle 3001, the unmanned boat 1000 can be directly lifted and lowered from the cargo compartment onto the water. In this case, the crane's hoisting machine 3320 is designed to slide along an arm 3310 that extends in the front-rear direction, allowing cargo to be loaded and unloaded at any position in the front-rear direction of the cargo compartment.

[0064] (A-3. Cargo 2000) Next, the configuration of the Cargo 2000 will be explained using Figures 7 to 10. The Cargo 2000 is capable of carrying the unmanned boat 1000 and is equipped with lifting equipment so that it can be lifted by a crane. In addition, by providing wheels, the unmanned boat 1000 that is loaded can be moved by human power or by a power generating device such as a motor.

[0065] (A-3-1. Hardware Configuration of Cargo 2000) Figure 7 shows an example of the hardware configuration of Cargo 2000. Figure 8 shows an example of the hardware configuration of Cargo 2000 with an unmanned boat 1000 loaded on it. Figure 9 shows the process of loading the unmanned boat 1000 into Cargo 2000 on the water. As shown in Figures 7 and 8, Cargo 2000 is equipped with wheels 2100, a frame 2200, a lifting device 2300 that can be connected to a wire, and a seating section 2400 that supports the unmanned boat 1000.

[0066] Multiple lifting devices 2300 are provided at different positions on the front and rear of the cargo in the longitudinal direction, and each lifting device 2300 is lifted by a different hoisting machine 3320 and wire 3330. Here, if the position of the unmanned boat 1000 seated on the cargo is biased in either the front or rear direction in the longitudinal direction of the cargo, the center of gravity of the combined weight of the cargo and the unmanned boat 1000 will be shifted forward or backward from the center of the cargo in the longitudinal direction. Even in such cases, as described above, by providing multiple lifting devices 2300 at different positions on the front and rear of the cargo in the longitudinal direction, the cargo and the unmanned boat 1000 can be kept horizontal when the cargo is lifted, and accidents in which the unmanned boat 1000 falls from the cargo during lifting can be prevented.

[0067] Furthermore, as an example different from the examples shown in Figures 7 and 8, multiple lifting devices 2300 can be provided at different positions in the short-side direction of the cargo (i.e., the width direction of the cargo), and each lifting device 2300 can be configured to be lifted by a different hoisting machine 3320 and wire 3330. In this case, if the position of the unmanned boat 1000 seated on the cargo is biased to one side in the width direction of the cargo, the center of gravity of the combined weight of the cargo and the unmanned boat 1000 will be shifted from the center in the short-side direction of the cargo. Even in such a case, as described above, by providing multiple lifting devices 2300 at different positions in the short-side direction of the cargo, the cargo and the unmanned boat 1000 can be kept horizontal when the cargo is lifted, and accidents in which the unmanned boat 1000 falls from the cargo during lifting can be prevented.

[0068] Furthermore, as a different example, multiple lifting devices 2300 can be installed at four locations along the longitudinal direction of the cargo: front, rear, left, and right. Alternatively, multiple lifting devices 2300 can be installed at each of the four corners of the cargo frame. Such configurations enhance the effect of keeping the cargo and the unmanned boat 1000 horizontal when the cargo is lifted, and prevent accidents in which the unmanned boat 1000 falls from the cargo during lifting.

[0069] Furthermore, as shown in Figure 9, when loading the unmanned vessel 1000 into the cargo 2000, the support column of the communication antenna located on top of the unmanned vessel 1000 is folded forward to prevent interference with the cargo's frame, and this is an example of how it is loaded into the cargo. However, by removing the upper frame extending in the short direction (width direction) of the cargo and installing lifting devices on the upper part of the left and right frames extending in the long direction of the cargo, or by replacing the upper frame extending in the short direction (width direction) of the cargo with an arch-shaped frame whose central part curves upward, it is also possible to load the cargo without folding the support column of the communication antenna.

[0070] Furthermore, as shown in Figure 9, when loading the unmanned boat 1000 into the cargo 2000 on the water, or when unloading the unmanned boat 1000 from the cargo 2000 on the water, it is necessary to lower the underside of the cargo to a predetermined height relative to the water surface. In this case, if the wheels 2100 provided on the cargo are hollow, sealed tires, a large buoyancy will be generated by the tires, and if the buoyancy of the tires exceeds the weight of the cargo, it will not be possible to sink the cargo to the position necessary for loading and unloading the unmanned boat 1000.

[0071] Therefore, Figures 7 and 8 show an example in which an open-type wheel 2100 is used, in which the inside of the wheel 2100 does not have a hollow, sealed space inside, and the inside of the wheel 2100 is open to the outside air. Because such a wheel generates less buoyancy when submerged in water, it is possible to more easily bring the underside of the cargo to a predetermined height above the water surface. Note that the wheel does not necessarily have to be an open-type wheel 2100 as shown in Figures 7 and 8; a hollow, sealed wheel may also be used as long as the buoyancy of the wheel does not exceed the weight of the cargo.

[0072] Furthermore, the system may be equipped with a wheel sliding mechanism that allows the wheels to slide up and down relative to the frame, and the wheels may be connected to the frame in a movable manner. With such a configuration, when the cargo is brought into the water, the buoyancy generated by the wheels is not transmitted to the cargo, preventing an increase in the cargo's buoyancy. This effect is particularly significant when using wheels 2100 with high buoyancy, such as hollow sealed tires. In addition, when loading cargo onto the cargo bed, sliding the wheels upward and bringing the frame to the ground prevents the cargo from moving within the cargo bed due to the wheels during transport.

[0073] (A-3-2. Functional Block Diagram of Cargo 2000) Figure 10 is a diagram showing an example of a functional block diagram illustrating the functional configuration of Cargo 2000. As shown in Figure 10, Cargo 2000 is equipped with wheels 2100, a frame 2200, a lifting device 2300, a seating section 2400, a detection section 2500, and a communication section 2600.

[0074] The detection unit 2500 is a functional unit that detects state quantities for determining the state of the cargo's landing on the water, the relative positional relationship between the unmanned vessel and the cargo, and the seated state of the unmanned vessel. It comprises a water surface position detection unit 2510, a seated state detection unit 2520, and an unmanned vessel position detection unit 2530.

[0075] The water surface position detection unit 2510 is a functional unit that detects the water surface position when cargo suspended by a crane lands on the water surface. The water surface position detection unit 2510 can determine whether or not the cargo has landed on the water, indicating that it has descended to a predetermined height relative to the water surface. Alternatively, the water surface position information detected by the water surface position detection unit 2510 can be transmitted via the communication unit 2600 to the landing state determination unit 3110 of the transport vehicle 3000, and the landing state determination unit 3110 can determine whether or not the cargo has landed on the water based on the water surface position information.

[0076] The water surface position detection unit 2510 can be fitted with any sensor capable of detecting the water surface position, such as image analysis acquired by an optical camera attached to the cargo, or other optical sensors, laser sensors, or acoustic sensors.

[0077] The seating state detection unit 2520 is a functional unit that detects whether or not the unmanned boat 1000 is in a seated state, supported by the seating unit 2400. The seating state detection unit 2520 can determine whether or not the boat is in a seated state based on the detected information. Alternatively, the detection information regarding the seated state detected by the seating state detection unit 2520 can be transmitted via the communication unit 2600 to the seating state determination unit 3120 of the transport vehicle 3000, and the seating state determination unit 3120 can determine whether or not the boat is in a seated state based on the water surface position information.

[0078] The seating state detection unit 2520 can be fitted with, for example, a pressure sensor provided on the seating unit 2400, a contact-type sensor capable of detecting the contact state between the seating unit 2400 and the unmanned vessel 1000, or a non-contact type sensor such as an optical sensor, laser sensor, or acoustic wave sensor.

[0079] The unmanned vessel position detection unit 2530 is a functional unit that detects the relative position of the cargo 2000 and the unmanned vessel 1000 when the cargo, suspended by a crane, has landed on the water surface and the unmanned vessel 1000 is being moved into the cargo 2000. The unmanned vessel position detection unit 2530 may also have a function to determine whether the relative position is within a predetermined range. Alternatively, the detection information regarding the relative position detected by the unmanned vessel position detection unit 2530 can be transmitted to the unmanned vessel position detection unit 2530 of the transport vehicle 3000 via the communication unit 2600, and the unmanned vessel position detection unit 2530 can determine whether the relative position is within a predetermined range based on the detection information regarding the relative position.

[0080] Next, the communication unit 2600 is a functional unit that communicates with the communication unit 3600 of the transport vehicle 3000 and the communication unit 1400 of the unmanned vessel 1000, respectively. For example, the communication unit 2600 can transmit various detection information detected by the detection unit 2500 to the transport vehicle 3000 and the unmanned vessel 1000.

[0081] (A-4. Unmanned Vessel 1000) Next, the functional configuration of the unmanned vessel 1000 will be explained using Figure 11. Figure 11 is a diagram showing an example of a functional block diagram illustrating the functional configuration of the unmanned vessel 1000. As shown in Figure 11, the unmanned vessel 1000 is equipped with a measurement unit 1100, a self-state determination unit 1200, a navigation unit 1300, and a communication unit 1400. In this embodiment, an example of loading and unloading the unmanned vessel 1000 using the ship lifting and unloading system 1 is shown, but it is not necessarily required to be an unmanned vessel 1000; it may be a boat that can carry people or other vessels.

[0082] (A-4-1. Measurement Unit 1100) The measurement unit 1100 is a functional unit that measures various state quantities using various sensors. The measurement unit 1100 includes a marine measurement sensor 1110, an underwater measurement sensor 1120, and a measurement control unit 1130.

[0083] The marine measurement sensor 1110 may include one (monocular) or more electro-optical sensors, optical cameras, infrared sensors (IR sensors), stereo cameras, and other optical sensors that acquire image data of the surrounding marine area; laser sensors such as LiDAR that acquire point cloud data; optical distance measuring sensors such as ToF sensors (Time of Flight sensors); and radar sensors that detect millimeter waves and microwaves. By measuring the marine area around the unmanned vessel 1000, the marine measurement sensor 1110 acquires measurement data of marine objects 7100 and sea surface positions within the measurable range of the marine area. Furthermore, each of the above sensors can be used as a distance measuring sensor to measure the distance to objects and the sea surface based on the measurement data.

[0084] The underwater measurement sensor 1120 can be composed of an acoustic wave sensor (also called an acoustic wave measurement unit), which includes a sonar that uses sound waves such as ultrasound to acquire acoustic data of the surrounding underwater area, or an optical sensor. The acoustic wave sensor can be used as a distance measuring sensor to measure the distance to the underwater object 7200 being measured by measuring the sound waves that are reflected back from the object after being generated. The acoustic wave sensor may be either an active sonar that generates sound waves and measures the sound waves that resonate from objects in the water, or a passive sonar that measures the sound emitted from objects in the water. The active sonar can be composed of, for example, a side-scan sonar, a multi-beam sonar, or a single-beam sonar. The acoustic wave sensor may also be composed of a USBL transceiver or an acoustic communication modem.

[0085] Furthermore, the underwater measurement sensor 1120 may also consist of, in addition to the sensors described above, a seawater condition measurement sensor that measures seawater conditions such as salinity, hydrogen ion concentration (pH), water temperature, seawater components, and density; an oceanographic measurement sensor that measures oceanographic conditions such as ocean currents, tidal currents, wave height, wave period, and ocean current or tidal current speed in the surrounding sea area; a meteorological measurement sensor that measures meteorological conditions such as air temperature, humidity, wind speed, solar radiation, atmospheric pressure, rainfall, other weather conditions, and air quality on the surrounding sea surface; and a marine ecological measurement sensor that measures the condition of seaweed beds and plankton in the sea.

[0086] The measurement control unit 1130 controls the attitude angle of at least one of the three axes of the surface measurement sensor 1110 or underwater measurement sensor 1120 relative to the unmanned vessel 1000 by operating a sensor attitude change device that can change the attitude of the surface measurement sensor 1110 or underwater measurement sensor 1120. Furthermore, if the surface measurement sensor 1110 or underwater measurement sensor 1120 is an optical sensor, the measurement control unit 1130 can adjust the frame rate, shutter speed, etc. If the surface measurement sensor 1110 or underwater measurement sensor 1120 is a laser sensor, the measurement control unit 1130 can adjust the output of the emitting laser. Furthermore, if the surface measurement sensor 1110 or underwater measurement sensor 1120 is a radar sensor, the measurement control unit 1130 can adjust the output of millimeter waves or microwaves. In addition, the measurement control unit 1130 can adjust the measurement sensitivity of the measurement sensor to an arbitrary control amount. Furthermore, if the surface measurement sensor 1110 or the underwater measurement sensor 1120 is an optical sensor, the measurement control unit 1130 can change the zoom amount and resolution of the optical sensor to any control amount.

[0087] (A-4-2. Self-operated aircraft status determination unit 1200) The self-operated aircraft status determination unit 1200 is a functional unit that determines the status of the unmanned vessel 1000 regarding its lifting and lowering and navigation, as well as the status of the inside and outside of the aircraft.

[0088] The water surface position detection unit 1210 is a functional unit equipped with a sensor that detects the position of the water surface and detects when the unmanned vessel 1000 has landed on the water surface at a predetermined height. As the water surface position detection unit 1210, any sensor capable of detecting the water surface position can be applied, such as image analysis acquired by an optical camera attached to the unmanned vessel 1000, or other optical sensors, laser sensors, or acoustic sensors.

[0089] The seating state detection unit 1220 is a functional unit that detects whether the unmanned vessel 1000 has moved away from the cargo seating area 2400, depending on the movement state of the unmanned vessel when the thrust generation unit 1310 (described later) is operated to generate forward or backward thrust. For example, when the thrust generation unit 1310 is operated to generate forward or backward thrust, the seating state detection unit 1220 determines that the unmanned vessel 1000 has moved away from the cargo seating area 2400 if the self-position determination function of the navigation state determination unit 1240 (described later) confirms that the vessel is moving forward or backward. Conversely, if the thrust generation unit 1310 is operated to generate forward or backward thrust and the self-position does not change, it can be determined that the unmanned vessel 1000 is in a seated state supported by the cargo seating area 2400.

[0090] The cargo position detection unit 1230 is a functional unit that detects the position of the cargo when loading the unmanned vessel 1000 into the cargo or when unloading it from the cargo. As the cargo position detection unit 1230, for example, image analysis acquired by an optical camera attached to the unmanned vessel 1000, or other sensors that can detect the relative position to the cargo, such as optical sensors, laser sensors, or sonic sensors, can be applied.

[0091] The navigation state determination unit 1240 determines the aircraft's position (two-dimensional or three-dimensional), speed, heading, direction of movement, acceleration / deceleration, turning speed, roll attitude angle, and other state quantities related to the navigation state. The navigation state determination unit 1240 may also have a function to detect whether a collision with the cargo occurs during loading or unloading, or whether a collision with an obstacle occurs during navigation.

[0092] The internal state determination unit 1250 determines the amount of power generated by the power generation unit 1510 mounted on the aircraft, the remaining energy in the energy storage unit 1520 (composed of batteries, etc.), the remaining fuel, the distance that can be traveled calculated from the remaining energy and fuel, temporary abnormal conditions of equipment mounted on the aircraft (temperature abnormalities, communication abnormalities, etc.), and equipment failure status.

[0093] The external status determination unit 1260 determines the communication status, such as communication strength (dB value, etc.), communication speed, and communication delay of wireless communication with other unmanned vessels 1000 within the unmanned vessel system 1010, or wireless communication with the central control system 4000 via the airborne access point 5100 (or ground access point 5200), or the ocean currents and tidal currents (flow velocity, flow direction), wind speed (wind speed, wind direction), wave height, and weather (rain, snow, cloudy, etc.) around the vessel.

[0094] The method by which the navigation state determination unit 1240 determines the position, speed, direction of movement, and acceleration / deceleration of the aircraft is not particularly limited, but for example, the position, speed, and direction of movement of the aircraft at the present time can be determined using GNSS (Global Navigation Satellite System), GPS (Global Positioning System), RTK-GNSS (Real Time Kinematic - Global Navigation Satellite System), etc. Here, the position information includes at least two-dimensional coordinate information in a plan view (e.g., latitude, longitude), and preferably three-dimensional coordinate information including altitude information. The acceleration and deceleration can be calculated based on the amount of change in the determined speed over time.

[0095] Furthermore, the method for measuring the aircraft's heading involves determining the aircraft's heading at the current time using, for example, a geomagnetic sensor, a GNSS compass, or SLAM technology utilizing the seabed shape. The heading includes at least the attitude angle (direction) in a plan view around the Z axis, and preferably includes attitude information around the three axes: the X, Y, and Z axes. The turning speed can be calculated based on the amount of change over time of the determined heading information.

[0096] (A-4-3. Navigation Unit 1300) Next, the navigation unit 1300 comprises a thrust generation unit 1310, an attitude control mechanism unit 1320, and a navigation control unit 1330, and is a functional unit that navigates the aircraft in any direction according to control commands received from the integrated control system 4000 or the transport vehicle 3000 via the communication unit 1400. The thrust generation unit 1310 is composed of, for example, a propeller, and can generate thrust by driving the propeller using the power of an engine or electric motor. The thrust generation unit 1310 can also be composed of a sail that generates thrust by receiving wind, or it can be composed of a wave glider that generates thrust by receiving wave force.

[0097] The attitude control mechanism 1320 consists of a rudder plate or a propeller attitude changing mechanism that can change the attitude angle of the propeller (mainly the yaw angle around the Z axis) provided on the underside of the hull of the unmanned vessel 1000, and by changing these angles, the direction of the nose (yaw angle) of the unmanned vessel 1000 can be controlled.

[0098] The navigation control unit 1330 is a functional unit that controls the aircraft's navigation operation by controlling the output from the thrust generation unit 1310 and the operation of the attitude control mechanism unit 1320. The navigation control unit 1330 has one or more processors, such as a programmable processor (e.g., a central processing unit (CPU), MPU, or DSP), and includes a processing unit that can access memory (storage unit). The memory stores logic, code, and / or program instructions that the processing unit can execute to perform one or more processing steps. The processing unit includes a control module configured to control the aircraft's navigation state. For example, the control module adjusts the aircraft's position on the sea surface, speed, acceleration / deceleration, heading, turning speed, and attitude angles around three axes. In other words, the navigation control unit 1330 controls the aircraft's navigation operation by causing it to perform various actions such as moving forward, backward, accelerating, decelerating, and turning.

[0099] Furthermore, the navigation control unit 1330 is equipped with an interlock control function and can perform an interlock to prevent the transition to the next action for safety and damage protection purposes if the next transition condition in the state transitions shown in Figures 12 and 15 described later is not met. The navigation control unit 1330 generates an interlock command when the transition condition is not met or is deemed impossible in any state in the state transition, stopping or modifying the navigation operation or other operations of the navigation unit 1300, and preventing the transition to the next state.

[0100] (A-4-4. Communication Unit 1400) Next, the communication unit 1400 is a functional unit that includes a wireless communication unit 1410, an underwater communication unit 1420, and a communication control unit 1430, and communicates with transport vehicles 3000, cargo 2000, other unmanned vessels 1000 within the unmanned vessel system, the overall control system 4000, surface objects 7100, underwater objects 7200, etc.

[0101] The wireless communication unit 1410 is equipped with a wireless communication antenna and can communicate with transport vehicles 3000, cargo 2000, other unmanned vessels 1000 within the unmanned vessel system, and objects at sea 7100. Furthermore, the wireless communication unit 1410 is equipped with a long-range wireless communication antenna capable of communicating with air access points 5100 and ground access points 5200, and can communicate with the central control system 4000 via the air access points 5100 and ground access points 5200. In addition to the above-mentioned communication units, the communication unit 1400 may also be equipped with an AIS antenna and a VHF antenna, and may have a communication unit that communicates with external surveillance boats and AIS base stations.

[0102] The underwater communication unit 1420 is a functional unit that communicates with the underwater object 7200. For example, the underwater communication unit 1420 can use a USBL transceiver or an acoustic communication modem to communicate underwater with the underwater object 7200, such as an underwater diver.

[0103] When an acoustic communication modem is used as the underwater communication unit 1420, it can communicate underwater with an acoustic communication modem mounted on an underwater object 7200 such as an underwater diver. Furthermore, when a USBL transceiver is used as the underwater communication unit 1420, it can communicate underwater with an acoustic positioning transponder mounted on an underwater object 7200 such as an underwater diver.

[0104] The communication control unit 1430 has the function of controlling the communication path, radio frequency, and communication means of the wireless communication unit 1410 and the underwater communication unit 1420 according to the results of the external state determination unit 1260, which determine the communication status such as communication strength (dB value, etc.), communication speed, and communication delay of wireless communication with other unmanned vessels 1000 within the unmanned vessel system 1010, or wireless communication with the integrated control system 4000 via the airborne access point 5100 (or ground access point 5200), or the determination results such as ocean currents and tidal currents (flow velocity, flow direction), wind speed (wind speed, wind direction), wave height, and weather (rain, snow, cloudy, etc.) around the vessel.

[0105] (A-5. Waterborne Dispatch of Unmanned Vehicle 1000) Next, the operational procedures for loading the unmanned vessel 1000 onto a transport vehicle, transporting it by the transport vehicle, and disembarking it onto the water, as well as the system control methods in these operations, will be explained using Figures 12 to 14.

[0106] (A-5-1. Transition of Operational States until Unmanned Boat 1000 is Transported on the Water) Figure 12 is a diagram showing the transition of operational states until the unmanned boat 1000 is transported on the water. As shown in Figure 12, the operational states until the unmanned boat 1000 is transported on the water can be broadly divided into three states. The first is the cargo compartment loading operation state, in which the cargo and unmanned boat are loaded into the cargo compartment of the transport vehicle and transported; the second is the unmanned boat descent operation state, in which the unmanned boat is lowered from the cargo compartment to the water surface at the unmanned boat descent point; and the third is the unmanned boat transport operation state, in which the unmanned boat is transported from the cargo at the water surface. When the operation starts, the states transition in the order of cargo compartment loading operation state, unmanned boat descent operation state, and unmanned boat transport operation state. In addition, if the following transition conditions are not met during these state transitions, an interlock function may be provided for safety and damage protection purposes. In any state transition, if the transition conditions are not met or the system fails to respond to the judgment, an interlock is commanded, causing the cargo, crane, arm, hoisting machine, wire, etc., to stop or modify their operation, preventing the system from transitioning to the next state. The same applies to the unmanned vessel 1000.

[0107] First, let's explain the cargo loading operation status. In the cargo loading operation status, the transport vehicle 3000 first moves to the cargo loading point (status 101). Next, the cargo is loaded onto the cargo bed of the transport vehicle 3000 at the cargo loading point (status 102). Here, the cargo can be loaded onto the cargo bed manually using the ramp provided at the rear of the cargo bed. Next, with the cargo loaded on the cargo bed, it moves to the loading point of the unmanned boat (status 103).

[0108] Next, the cargo is unloaded from the truck bed onto land at the loading point for the unmanned boat (status 104). Here, the cargo may be unloaded manually using a ramp or by using a crane. Next, the unmanned boat is loaded onto the cargo on land (status 105). Next, the cargo with the unmanned boat loaded is loaded onto the truck bed (status 106). Here, the cargo with the unmanned boat loaded is loaded onto the truck bed manually using a ramp or by using a crane.

[0109] Next, at the loading point for the unmanned boats, it is confirmed that loading of all unmanned boats has been completed (status 107). If additional unmanned boats are needed, the vehicle moves to accommodate them (status 108), and the operation status transitions to status 102. On the other hand, if additional unmanned boats are not needed, the vehicle and cargo are transported to the point where the unmanned boats are launched from the water (status 109). This concludes the cargo loading operation.

[0110] Next, the unmanned boat descent operation status will be explained. In the unmanned boat descent operation status, first, when the transport vehicle arrives at the water surface loading point, preparations for descent are made, such as parking the transport vehicle, securing the outriggers, deploying the side panels of the cargo compartment, and confirming the connection between the wire and the cargo (status 110). Next, the cargo is lifted and moved into the air outside the cargo compartment (status 111). Next, the cargo is left to wait in the air while suspended (status 112). Next, the wire is extended and the cargo is lowered into the water (status 113). Next, once the cargo has sunk to a predetermined height below the water surface and is in a landing state, the descent of the cargo is stopped (status 114). Here, if the cargo descent operation cannot be performed, such as when there is an obstacle at the planned cargo descent location on the water surface in status 112 or 113, the status can be changed back from status 113 to 112, and further back from 112 to 111.

[0111] Next, the unmanned vessel removal operation state will be explained. In the unmanned vessel removal operation state, first, the unmanned vessel 1000 is placed in the cargo in a waiting state with the vessel submerged in water (status 115). Next, preparations for removal are made, including releasing the seated position of the unmanned vessel supported by the seating section of the cargo (status 116). Next, the thrust generating unit of the unmanned vessel is operated to move it forward or backward and remove the unmanned vessel to the outside of the cargo (status 117). If a collision occurs between the unmanned vessel and the cargo frame, etc., an insertion operation is performed to return the unmanned vessel to the cargo (status 118), and the state transitions to status 115, where the unmanned vessel 1000 is waiting inside the cargo. Conversely, if no collision occurs between the unmanned vessel and the cargo frame, etc., the removal operation of the unmanned vessel continues and the unmanned vessel is completely removed to the outside of the cargo (status 119).

[0112] (A-5-2. Control Flow in Unmanned Vehicle Drop Operation State) Figure 13 is a flowchart showing the control flow of the ship lifting and lowering system in the unmanned vessel drop operation state.

[0113] First, park the transport vehicle and secure the outriggers (step 101).

[0114] Next, the side panels of the cargo area are unfolded (step 102). In this step, the configuration is not limited to opening only the side panels; for example, as shown in Figure 3, a portion of the upper panel and the side panels may be opened outwards.

[0115] Next, the connection between the wire and the cargo lifting device is checked (step 103). This step may be performed visually or automatically by the system.

[0116] Next, the cargo is lifted using a hoisting machine (step 104).

[0117] Next, the arm is extended (step 105). In this step, the arm is extended in the direction of the side of the loading platform.

[0118] Next, preparations for the cargo descent are made (step 106). In this step, with the cargo waiting in the air, safety checks are performed to ensure that there are no obstacles at the water surface where the cargo will be lowered.

[0119] Next, the cargo is lowered (step 107). In this step, the length of the wire is extended at a predetermined speed using a hoisting machine, gradually lowering the cargo onto the water.

[0120] Next, the water landing state determination unit 3110 of the transport vehicle 3000 determines the next process to proceed to, depending on whether or not it has detected that the cargo has landed in water (step 108). In this step, if the cargo has landed in water, the process proceeds to step 109; on the other hand, if the cargo has not landed in water, the process proceeds to step 110.

[0121] Next, in step 108, if the cargo is detected to be submerged in water, the hoisting machine stops lowering the cargo or reduces the lowering speed (step 109). This step allows the cargo to be maintained in a submerged state, submerged to a predetermined height. By setting the submerged state to a height such that the unmanned vessel 1000 does not separate from the seating section 2400, it is possible to prevent the unmanned vessel 1000 from separating from the seating section 2400 and colliding with the frame inside the cargo due to wave movement.

[0122] Next, in step 108, if the state of the cargo landing on the water is not detected, the cargo is lowered a further predetermined distance (step 110). Here, if the state of the cargo landing on the water is not detected, it is assumed that the cargo is still at a high position above the water surface, so the cargo is lowered a further predetermined distance by the hoisting machine.

[0123] (A-5-3. Control Flow in Unmanned Vessel Dispatch Operation State) Figure 14 is a flowchart showing the control flow of the vessel lifting and lowering system in the unmanned vessel dispatch operation state.

[0124] First, the cargo is in a state where it has landed on the water and the unmanned vessel 1000 is seated and supported by the seating section 2400, waiting inside the cargo (step 201). In this step, the unmanned vessel 1000 is seated and supported by the seating section of the cargo.

[0125] Next, the lifting / lowering control unit 3200 determines the next process to proceed to, depending on whether or not it has issued a command to start unloading (step 202). If a command to start unloading has been issued, the process proceeds to step 203; on the other hand, if a command to start unloading has not been issued, the process proceeds to step 201.

[0126] Next, if a command to start unloading is issued in step 202, the cargo is lowered a predetermined distance and the draft state of the unmanned vessel 1000 is determined (step 203). In other words, the cargo is lowered a predetermined distance so that the unmanned vessel 1000 is submerged in the water up to a predetermined position, and a determination is made as to whether or not the unmanned vessel 1000 is in a draft state.

[0127] Next, the process to proceed to is determined based on whether or not the unmanned vessel 1000 is in a draft state (step 204). If it is determined in this step that the vessel is in a draft state, the process proceeds to step 205; on the other hand, if it is determined that the vessel is not in a draft state, the process proceeds to step 203.

[0128] Next, if it is determined in step 204 that the vessel is in a waterline state, the cargo is lowered a predetermined distance and a determination is made as to whether the unmanned vessel 1000 is dismounted (step 205). In other words, the cargo is lowered a predetermined distance so that the unmanned vessel 1000 is separated from the seating area, and a determination is made as to whether or not it is dismounted.

[0129] Next, the process to proceed to is determined based on whether or not the unmanned boat 1000 is in an unseatened state (step 206). If it is determined in this step that the boat is in an unseatened state, the process proceeds to step 207; on the other hand, if it is determined that the boat is not in an unseatened state, the process proceeds to step 205.

[0130] Next, the process to proceed to is determined based on whether the relative position and attitude angle of the cargo and the unmanned vessel 1000 are within a predetermined range (step 207). If it is determined in this step that the relative position and attitude angle are within a predetermined range, the process proceeds to step 209; on the other hand, if it is determined that the relative position and attitude angle are not within a predetermined range, the process proceeds to step 208. In this step, the attitude angle is determined in particular to determine whether the longitudinal orientation of the cargo and the unmanned vessel 1000 is within a predetermined angular difference.

[0131] Next, if step 207 determines that the relative position and attitude angle are not within a predetermined range, the cargo position and angle are adjusted (step 208). In this step, for example, the cargo position and attitude angle can be adjusted by adjusting the position of the hoist and the amount of wire hoisted. After step 208, the process transitions to step 207.

[0132] Next, if it is determined in step 207 that the relative position and attitude angle are within a predetermined range, a command to allow the unmanned vessel 1000 to be removed from the cargo is transmitted from the transport vehicle 3000 to the unmanned vessel 1000 (step 209).

[0133] Next, the navigation unit 1300 of the unmanned vessel 1000 adjusts the direction of travel of the unmanned vessel 1000 and moves it forward or backward (step 210).

[0134] Next, the navigation status determination unit 1240 of the unmanned vessel 1000 determines whether or not there is a collision between the unmanned vessel 1000 and the cargo (step 211).

[0135] Next, the process to proceed to is determined based on the result of the determination of whether or not there was a collision between the unmanned vessel 1000 and the cargo (step 212). If it is determined in this step that there was contact between the unmanned vessel 1000 and the cargo, the process proceeds to step 213; on the other hand, if it is determined that there was no contact, the process proceeds to step 214.

[0136] Next, if step 212 determines that there is contact between the unmanned vessel 1000 and the cargo, the navigation unit 1300 stops moving the unmanned vessel 1000, adjusts the relative attitude angle between the unmanned vessel 1000 and the cargo 2000, or returns the relative position to the position before the start of unloading (step 213). After this step, the process transitions to step 210.

[0137] Next, if it is determined in step 212 that there is no contact between the unmanned vessel 1000 and the cargo, the navigation unit 1300 continues to move the unmanned vessel forward or backward (step 214).

[0138] Next, the unmanned vessel position determination unit 3130 determines whether the unmanned vessel 1000 has been completely unloaded from the cargo (step 215). In this step, the unmanned vessel position determination unit 3130 can determine whether the unmanned vessel 1000 has been completely unloaded from the cargo based on detection information from at least one of the unmanned vessel position detection unit 2530 of the cargo or the cargo position detection unit 1230 of the unmanned vessel 1000.

[0139] Next, the process to proceed to is determined based on whether or not the unmanned vessel 1000 has been completely unloaded from the cargo (step 216). If it is determined in this step that the unloading is not complete, the process proceeds to step 210; on the other hand, if it is determined that the unloading is complete, the process proceeds to step 217.

[0140] Next, if it is determined in step 216 that the unmanned vessel 1000 has been successfully unloaded, information indicating that the unmanned vessel 1000 has been successfully unloaded is displayed on the display unit 3510 of the transport vehicle 3000 and transmitted to the unmanned vessel 1000 and the central control system 4000 (step 217).

[0141] (A-6. Waterborne Dispatch of Unmanned Vehicle 1000) Next, the operational procedures for loading the unmanned vessel 1000 into the cargo hold from the water, retrieving it from the water, and loading it onto the transport vehicle, as well as the system control methods used in these operations, will be explained using Figures 15 to 18.

[0142] (A-6-1. Transition of Operational States until Unmanned Boat 1000 is Transported on Water) Figure 15 is a diagram illustrating the transition of operational states from the time the unmanned boat 1000 is loaded into the cargo on the water until it is loaded onto the transport vehicle. As shown in Figure 15, the operational states from the time the unmanned boat 1000 is loaded into the cargo on the water until it is loaded onto the transport vehicle can be broadly divided into two states. The first is the cargo loading operation state in which the unmanned boat 1000 is loaded into the cargo on the water, and the second is the vehicle loading operation state in which the cargo is lifted and loaded onto the cargo bed of the transport vehicle. In addition, if the following transition conditions are not met in these state transitions, an interlock function may be provided for the purpose of safety and damage protection. If the transition conditions are not met or the judgment is made that it is not possible in any state in the state transition, an interlock will be commanded and the cargo, crane, arm, hoisting machine, wire, etc. will stop operating or their operation will be modified, and the transition to the next state will not be made. The same applies to the unmanned boat 1000.

[0143] First, let's explain the cargo loading operation status. In the cargo loading operation status, preparations are first made on the water to load the unmanned vessel 1000 into the cargo (status 201). Here, the cargo is brought into a water-landing position, and adjustments are made to the position and attitude angle of the unmanned vessel 1000 and the cargo. Next, the unmanned vessel 1000 is moved into the cargo and loaded (status 202).

[0144] Next, the loading of the unmanned boat into the cargo is completed (status 203). Then, the unmanned boat 1000 is made to wait inside the cargo (status 204). At this point, if contact occurs between the unmanned boat and the cargo when moving and loading the unmanned boat 1000 into the cargo in status 202, the unmanned boat can be removed from the cargo (status 205), and the loading can be restarted from status 201.

[0145] Next, the vehicle loading operation status will be explained. In the vehicle loading operation status, first the cargo lifting is started (status 206). Next, the cargo is lifted (status 207). Next, the cargo is left suspended in the air and preparations are made for loading it into the cargo compartment (status 208). Next, the transport vehicle 3000 is loaded into the cargo compartment (status 209). Next, after loading is complete, preparations for transport are made (status 210). Next, once the transport preparations are complete, the status changes to "transport preparations complete" (status 211).

[0146] (A-6-2. Control Flow in Cargo Loading Operation State) Figure 16 is a flowchart showing the control flow of the ship's loading and unloading system in the cargo loading operation state.

[0147] First, the cargo is left in a waiting position after being submerged in water (step 301).

[0148] Next, the cargo position detection unit 1230 of the unmanned vessel 1000 detects the entry point to the cargo (step 302).

[0149] Next, the process to proceed to is determined based on whether or not the detection of the cargo entry point has been completed (step 303). If the detection of the cargo entry point is completed in this step, the process proceeds to step 304; on the other hand, if the detection of the entry point is not completed, the process returns to step 301.

[0150] Next, the cargo position detection unit 1230 of the unmanned vessel 1000 detects the attitude angle of the cargo (step 304). In this step, the azimuth angle of the cargo is detected in particular.

[0151] Here, Figure 17 shows an example of a method for detecting the cargo entry point and attitude angle using the cargo position detection unit 1230. As shown in Figure 17, the cargo position detection unit 1230 can detect the position and orientation of the cargo by capturing code information printed on the center or side frames of the cargo frame with a camera mounted on the unmanned vessel 1000 and processing the captured images.

[0152] Next, the process to proceed to is determined based on whether or not the cargo attitude angle has been detected (step 305). If the detection of the cargo attitude angle is completed in this step, the process proceeds to step 306; on the other hand, if the detection of the attitude angle is not completed, the process returns to step 301.

[0153] Next, the entry vector for entering through the cargo entrance is aligned with the direction of travel vector of the unmanned vessel 1000 (step 306). In this step, the alignment may be performed using the navigation unit 1300 of the unmanned vessel 1000, or by controlling the operation of the crane to move the cargo and perform the alignment, or a combination of these may be used.

[0154] Next, the process to proceed to is determined based on whether or not the vector alignment is complete (step 307). If the alignment is complete in this step, the process proceeds to step 308; on the other hand, if the alignment is not complete, the process returns to step 301.

[0155] Next, permission is granted for the unmanned vessel 1000 to enter the cargo area (step 308). For example, a cargo entry permission signal is sent to the unmanned vessel 1000.

[0156] Next, the unmanned boat 1000 is made to perform the folding operation of the antenna, etc. (step 309).

[0157] Next, the unmanned boat 1000 is moved into the cargo area (step 310).

[0158] Next, it is determined whether the position and orientation of the unmanned boat 1000 within the cargo are within a predetermined allowable range (step 311). For example, it is determined that it is within a position range where it will not collide with the cargo frame, and that the difference in orientation between the cargo and the unmanned boat is within a predetermined angular range.

[0159] Next, the process to proceed to is determined based on whether the position and orientation are within a predetermined tolerance range (step 312). If it is determined in this step that either the position or orientation is outside the predetermined tolerance range, the process proceeds to step 313. On the other hand, if it is determined that both the position and orientation are within the predetermined tolerance range, the process proceeds to step 314.

[0160] Next, if it is determined in step 312 that either the position or orientation is outside a predetermined tolerance range, the position or orientation of the unmanned vessel 1000 is corrected (step 313). After this step, the process transitions to step 311.

[0161] Next, if it is determined in step 312 that either the position or orientation is within a predetermined tolerance range, the hoisting machine raises the cargo by a predetermined distance (step 314). This step allows the unmanned boat 1000 to be seated on the seating section 2400.

[0162] Next, it is determined whether the unmanned boat 1000 is in a seated position supported by the seating section 2400 (step 315).

[0163] Next, the process to proceed to is determined based on whether or not the unmanned vessel 1000 is in a seated state supported by the seating section 2400 (step 316). If a seated state is detected in this step, the process proceeds to step 317; on the other hand, if a seated state is not detected, the process proceeds to step 318.

[0164] Next, if a seated state is detected in step 316, a notification is sent indicating that the unmanned vessel has completed cargo loading (step 317). In this step, for example, information indicating that the unmanned vessel 1000 has completed cargo loading is displayed on the display unit 3510 of the transport vehicle 3000 and transmitted to the unmanned vessel 1000 and the central control system 4000.

[0165] Next, if a seated state is not detected in step 316, the cargo position is raised by a predetermined distance (step 318). After this step, the process transitions to step 315.

[0166] (A-6-3. Control Flow in Vehicle Loading Operation State) Figure 18 is a flowchart showing the control flow of the ship lifting and lowering system in the vehicle loading operation state.

[0167] First, the cargo is lifted from the water surface to the side of the transport vehicle (step 401).

[0168] Next, the cargo is suspended in the air at the side of the transport vehicle and prepared for loading into the cargo compartment (step 402). In this step, for example, it is confirmed that there are no obstacles in the cargo compartment.

[0169] Next, the arm is retracted and moved to the inside of the cargo bed, thereby moving the cargo into the cargo compartment (step 403).

[0170] Next, the cargo position is adjusted within the cargo compartment (step 404).

[0171] Next, unload the cargo into the cargo area (step 405).

[0172] Next, close the side panels of the cargo area (step 406).

[0173] Next, retract the outriggers (step 407).

[0174] (A-7. Unmanned boat system 1010 having multiple unmanned boats 1000) Next, an example of the use of the unmanned boat system 1010 using multiple unmanned boats 1000 will be described. Figure 19 is a diagram showing the system configuration of the unmanned boat system 1010 using multiple unmanned boats 1000.

[0175] As shown in Figure 19, the unmanned vessel system 1010, which comprises multiple unmanned vessels 1000, is connected to the central control system 4000 via a wireless communication network. The central control system 4000 is also configured to communicate with user terminals (not shown) via an internet connection or the like, and can send and receive information from each other. The central control system 4000 can also transmit control commands to the multiple unmanned vessels 1000 deployed at sea via an aerial access point (indicated as "aerial AP" in the figure) 5100 and a ground access point (indicated as "aerial AP" in the figure) 5200, and can receive operational status and measurement data from the multiple unmanned vessels 1000.

[0176] The unmanned vessel system 1010 comprises one or more unmanned vessels 1000. When the unmanned vessel system 1010 consists of multiple unmanned vessels 1000, the multiple unmanned vessels 1000 are connected to each other by wireless communication (shown as dotted lines in the diagram) and can form a communication network. In addition, at least one unmanned vessel 1000 belonging to the unmanned vessel system 1010 communicates wirelessly with the central control system 4000 via an aerial access point 5100 or a ground access point 5200.

[0177] The unmanned vessel 1000 measures objects 7100 on the sea surface using the sea surface measurement sensor 1140, and measures objects 7200 that are submerged in the sea using the underwater measurement sensor 1150. The sea surface measurement sensor 1140 can acquire measurement data on objects 7100 on the sea surface, including, for example, moving objects on the sea such as ships, floating objects, and people adrift, as well as offshore facilities (wind power generation facilities, wave power generation facilities, offshore oil plants, offshore runways, etc.), ocean conditions (ocean currents, tidal currents, wave height, wave period, wave speed), weather, coastal organisms (seals, penguins, polar bears, etc.), remote islands, reefs, etc. Furthermore, the underwater measurement sensor 1150 can acquire measurement data on underwater objects 7200, including coastal land conditions such as stranding points, low tide lines, and coastal shapes, as well as seawater conditions (salinity, hydrogen ion concentration, water temperature, seawater composition, seawater density), marine ecosystems (seaweed beds, plankton, etc.), and marine biological ecosystems (whales, sea turtles, fish schools, etc.).

[0178] Furthermore, the unmanned vessel 1000 can determine various states of itself using the self-state determination unit 1200. In addition, the unmanned vessel 1000 can send and receive information with communication partners at sea (such as other unmanned vessels 1000) and underwater communication partners (such as divers and submersibles) using the wireless communication unit 1410 and underwater communication unit 1420 included in the communication unit 1400.

[0179] Various information, including measurement data acquired by the measurement unit 1100 of the unmanned vessel 1000, status information of the unmanned vessel 1000, and information about the communication partner acquired by the communication unit 1400, is transmitted to the central control system 4000 via the airborne access point 5100 and the ground access point 5200. Based on the measurement data acquired from the unmanned vessel 1000, the status information of the unmanned vessel 1000, and the information about the communication partner acquired by the communication unit 1400, the central control system 4000 can determine control commands for the unmanned vessel 1000 that constitute the unmanned vessel system 1010 and control the operation of the unmanned vessel 1000. The generated control commands and other information are displayed on a user terminal (not shown), and command input can also be obtained from the user via the user terminal.

[0180] The aerial access point 5100, described as an example of a non-terrestrial network for transmitting and receiving information between the central control system 4000 and the unmanned craft 1000, can utilize, for example, communication satellites 5110 or other communication satellites placed in geosynchronous orbit, medium orbit (MEO), low Earth orbit, or other orbits. Furthermore, the communication network applicable to the present invention is not limited to this, and a non-terrestrial network using an unmanned aerial vehicle called a HAPS (High Altitude Platform Station) 5120 can also be used. When using a HAPS, for example, an unmanned aerial vehicle that circles at an altitude of approximately 8 to 50 km can be used.

[0181] The embodiments described above are merely illustrative to facilitate understanding of the present invention and are not intended to limit its scope. The present invention can be modified and improved without departing from its spirit, and it goes without saying that the present invention includes equivalents thereof.

[0182] [B. Effects of this Embodiment] The above-described embodiment reduces constraints on the location of ship launching and retrieval, and makes it easier to launch and retrieve ships from transport vehicles. For example, ships can be launched and retrieved even in locations where there is no large enough space on the land side to park the transport vehicle perpendicular to the quay, or where there is no large enough space on the water side to launch and retrieve ships perpendicular to the quay, or in locations where there is a large difference in height between the ground and the water surface.

[0183] 1...Ship lifting and lowering system (system) 1000...Unmanned vessel 1010...Unmanned vessel system 1100...Measurement unit 1110...Sea surface measurement sensor 1120...Underwater measurement sensor 1130...Measurement control unit 1200...Self-state determination unit 1210...Water surface position detection unit 1220...Seated state detection unit 1230...Cargo position detection unit 1240...Navigation state determination unit 1250...Internal state determination unit 1260...External state determination unit 1300...Navigation unit 1310...Thrust generation unit 1320...Attitude control mechanism unit 1330...Navigation control unit 1400...Communication unit 1410...Wireless communication unit 1420...Underwater communication unit 1430...Communication control unit 2000...Cargo 2100...Wheels 2200...Frame 2300...Lifting equipment 2400...Seating Unit 2500...Detection Unit 2510...Water Surface Position Detection Unit 2520...Seating State Detection Unit 2530...Unmanned Vehicle Position Detection Unit 2600...Communication Unit 3000...Transport Vehicle 3001...Large Transport Vehicle 3100...Lifting / Lowering State Determination Unit 3110...Water Landing State Determination Unit 3120...Seating State Determination Unit 3130...Unmanned Vehicle Position Determination Unit 3200...Lifting / Lowering Control Unit 3210...Crane Operation Command Unit 3220...Unmanned Vehicle Operation Command Unit 3300...Crane 3310...Arm Unit 3320...Hoisting Machine 3330...Wire 3340...Crane Operation Control Unit 3400...Traveling Unit 3500...User Interface Unit 3510...Display Unit 3520...Input Reception Unit 3600...Communication Unit 4000...Integrated Control System 5000...Access point 5100...Air access point 5110...Communication satellite 5120...HAPS 5200...Ground access point 6000...Internet connection 7000...Object 7100...Sea object 7200...Underwater object

Claims

1. A ship lifting and lowering system comprising: a cargo for loading ships; a loading platform capable of loading the cargo; and a transport vehicle having a crane provided on the loading platform for lifting the cargo, wherein the crane comprises an arm portion that is extendable and retractable in the lateral direction of the loading platform; a hoisting machine supported on the arm portion; and a wire connected to the cargo on one side and wound up by the hoisting machine on the other side, wherein the system allows for the ship to be moved from the loading platform to the water by extending the arm portion in the lateral direction of the loading platform and extending the wire with the hoisting machine to lower the cargo loaded with the ship onto the water, and by winding up the wire with the hoisting machine to lift the cargo loaded with the ship from the water and shortening the arm portion into the interior of the loading platform, thereby moving the ship from the water into the loading platform.

2. A ship lifting system according to claim 1, wherein when the arm extends in the lateral direction of the cargo bed, the hoisting machine is fixedly connected to the arm at a position that extends outward in the lateral direction of the cargo bed.

3. A ship lifting system according to claim 1, wherein the hoisting machine is movably connected along the arm portion, and when the arm portion extends in the lateral direction of the cargo bed portion, the hoisting machine is movable along the arm portion to a position outside the lateral direction of the cargo bed portion.

4. A ship lifting system according to claim 1, comprising a plurality of hoisting machines connected to at least two locations on the arm portion, wherein the cargo is lifted and lowered by the hoisting machines.

5. A ship lifting system according to claim 4, wherein the plurality of hoisting machines individually adjust the length of the wire that is lifted by the plurality of hoisting machines.

6. A ship lifting and lowering system according to claim 1, wherein at least a portion of the arm portion is provided along the front-rear direction of the cargo bed portion, the hoisting machine is connected along the arm portion so as to be movable in the front-rear direction of the cargo bed portion, and the hoisting machine moves in the front-rear direction of the cargo bed portion while suspending the cargo.

7. A ship lifting system according to claim 1, wherein at least a portion of the arm portion is extendable and retractable in the front-rear direction of the cargo bed portion, and the position of the hoisting machine is moved in the front-rear direction by extending and retracting at least a portion of the arm portion in the front-rear direction.

8. A ship lifting system according to claim 1, comprising an upper panel covering the upper side of the cargo bed, side panels covering the left and right sides, a front panel covering the front side, and a rear panel covering the rear side, wherein at least the side panels are deployed when the arm extends in the lateral direction of the cargo bed.

9. A ship lifting system according to claim 4, wherein the cargo comprises a plurality of lifting devices that can be connected to a plurality of wires that are hoisted up by a plurality of hoisting machines, and the lifting devices are provided at a plurality of different positions in the longitudinal direction of the cargo.

10. A ship lifting system according to claim 4, wherein the cargo comprises a plurality of lifting devices that can be connected to a plurality of wires that are hoisted up by a plurality of hoisting machines, and the lifting devices are provided at a plurality of different positions in the short direction of the cargo.

11. A ship lifting and lowering system according to claim 1, wherein the cargo has a frame and wheels connected to the frame, and the wheels are open-type wheels in which the inside of the wheel is open to the outside air.

12. A ship lifting system according to claim 1, wherein the cargo comprises a frame, wheels connected to the frame, and a wheel sliding mechanism for sliding the wheels vertically relative to the frame.

13. A ship lifting and lowering system according to claim 1, wherein when the cargo is lowered onto the water by the crane, and the cargo is submerged below the water surface to a predetermined height, the lowering operation of the cargo by the hoisting machine is stopped or the lowering speed of the cargo is reduced.

14. A ship lifting and lowering system according to claim 13, wherein the cargo is equipped with a water surface position detection unit capable of detecting the position of the water surface, and when it is determined that the cargo is in the state of being in the water based on the detection information of the water surface position detection unit, the lowering operation of the cargo by the hoisting machine is stopped or the lowering speed is reduced.

15. A ship lifting and lowering system according to claim 13, wherein the hoisting machine is equipped with a load detection sensor for detecting the load on the wire, and when it is determined that the ship is in the water-touching state based on the detection information of the load detection sensor, the hoisting machine stops lowering the cargo or reduces the lowering speed.

16. A ship lifting and lowering system according to claim 1, wherein the ship is equipped with a water surface position detection unit capable of detecting when the ship has landed on the water surface at a predetermined height, and when the cargo on which the ship is loaded is lowered onto the water surface by the crane, the system stops the lowering operation of the cargo by the hoisting machine or reduces the lowering speed when it is determined, based on the water surface position detection unit, that the cargo has landed on the water surface at a predetermined height.

17. A ship lifting and lowering system according to claim 1, wherein the cargo includes a seating state detection unit that detects whether the ship is in a seated state supported by a seating portion that supports the ship, and when the cargo loaded with the ship is lowered onto the water surface by the crane and the ship is unloaded from the cargo, the seating state detection unit detects that the ship has separated from the seating portion, and the thrust generating unit of the ship is operated to perform a forward or reverse movement.

18. A ship lifting and lowering system according to claim 1, wherein the cargo includes a seating state detection unit that detects whether the ship is in a seated state supported by a seating portion that supports the ship, and when the cargo loaded with the ship is lowered onto the water surface by the crane and the ship is unloaded from the cargo, the seating state detection unit detects that the ship is in a seated state and has not left the seating portion, the hoisting machine lowers the position of the cargo.

19. A ship lifting and lowering system according to claim 1, comprising a seating state determination unit that detects when the ship has moved away from the seating portion that supports the ship and is provided on the cargo, in accordance with the movement state of the ship when the thrust generating unit of the ship is in operation, and when the cargo on which the ship is loaded is lowered to the water surface by the crane and the ship is unloaded from the cargo, the seating state determination unit determines that the ship has moved away from the seating portion, and the hoisting machine lowers the position of the cargo.

20. A ship lifting and lowering system according to claim 1, comprising: a seating state determination unit that detects when the ship has moved away from the seating portion that supports the ship and is provided on the cargo, in accordance with the movement state of the ship when the thrust generating unit of the ship is in operation; and when the cargo on which the ship is loaded is lowered to the water surface by the crane and the ship is unloaded from the cargo, and the seating state determination unit determines that the ship is in a seated state and has not moved away from the seating portion, the hoisting machine lowers the position of the cargo.

21. A ship lifting and lowering system according to claim 1, wherein the cargo is suspended to a height below the water surface to a predetermined position of the cargo, and the ship is brought into the cargo, wherein the ship's movement is controlled according to the detection result of a cargo position detection unit that detects the position of the cargo, so that the relative position between the cargo and the ship is within a predetermined range.

22. A ship lifting and lowering system according to claim 1, wherein the cargo is suspended to a height below the water surface to a predetermined position, and the ship is brought into the cargo, and based on the detection result of a relative position detection unit that detects the relative position of the cargo and the ship and is provided on either the cargo or the ship, if it is determined that the relative position of the cargo and the ship is within a predetermined range, the hoisting machine winds up the wire to a predetermined length.

23. A ship lifting and lowering system according to claim 22, wherein the cargo comprises a seating state detection unit that detects whether the ship is in a seated state supported by a seating portion that supports the ship, and when the cargo loaded with the ship is lifted from the water surface by the crane, and the seating state detection unit determines that the ship is in a seated state supported by the seating portion, the cargo loaded with the ship is lifted by the hoisting machine.

24. A transport vehicle having a cargo bed for loading a ship, and a crane provided on the upper part of the cargo bed for lifting the cargo, wherein the crane comprises an arm that can extend in the lateral direction of the cargo bed, a hoisting machine supported by the arm, and a wire connected to the cargo on one side and wound up by the hoisting machine on the other side, wherein the transport vehicle extends the arm in the lateral direction of the cargo bed, extends the wire with the hoisting machine to lower the cargo loaded with the ship onto the water, thereby transporting the ship from the cargo bed onto the water, winds up the wire with the hoisting machine to lift the cargo loaded with the ship from the water, shortens the arm into the interior of the cargo bed, thereby transporting the ship from the water onto the cargo bed.

25. A method for lifting and lowering a ship using a transport vehicle having a cargo bed for loading a ship and a crane provided on the upper part of the cargo bed for lifting the cargo, comprising: a step of extending the arm of the crane in the lateral direction of the cargo bed; a step of lowering the cargo on which the ship is loaded onto the water using a hoisting machine supported by the arm and a wire connected to the cargo on one side and wound up by the hoisting machine on the other side; and a step of unloading the ship from the cargo onto the water when the cargo is submerged below the water surface to a predetermined height.

26. A method for raising and lowering a vessel using a transport vehicle having a cargo bed for loading a vessel and a crane provided on the upper part of the cargo bed for lifting the cargo, comprising: a step of moving the vessel into the cargo when the cargo has been lowered to a predetermined height above the water surface; a step of controlling the relative position of the cargo and the vessel; a step of raising the cargo by a predetermined distance so that the vessel is seated on the seat of the cargo; a step of lifting the cargo with the crane when the vessel is seated on the seat of the cargo; and a step of storing the cargo in the cargo bed with the crane.

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