JP2023135107A - Information processor, control method, program and storage medium - Google Patents

Abstract

To provide an information processor which can surely determine reliability of a parameter used in shore-arrival assistance.SOLUTION: An information processor has acquisition means, marker position acquisition means, and reliability determination means. The acquisition means acquires measurement data generated by a measurement device provided on a marine vessel. The marker position acquisition means acquires positions of two markers provided on a berthing place, on the basis of the measurement data. The reliability determination means determines reliability relating to at least one of an opposite side distance that is a distance between the marine vessel and the berthing place, and an approach angle at which the marine vessel approaches the berthing place, on the basis of a marker straight line that is a straight line passing through the positions of the two markers.SELECTED DRAWING: Figure 3

Description

The present disclosure relates to processing when a ship berths.

BACKGROUND ART Conventionally, techniques for providing support for berthing (berthing) of ships have been known. For example, Patent Document 1 discloses, in an automatic berthing device that automatically berths a ship, control that changes the attitude of the ship so that light emitted from a lidar is reflected by objects around the berthing position and received by the lidar. The method to do this is described.

JP2020-59403A

For ships, it is important to safely and smoothly berth at a berthing location, and it is particularly desired to realize a berthing support system for ship maneuvering support and automatic navigation. Therefore, in the berthing support system, it is necessary to calculate parameters such as distance, speed, angle, etc. with respect to the berthing place where the ship is about to berth, and to reliably determine the reliability of the calculated parameters.

The present disclosure has been made to solve the above-mentioned problems, and its main purpose is to provide an information processing device that can reliably determine the reliability of parameters used in berthing support. do.

The claimed invention is an information processing device that includes: an acquisition unit that acquires measurement data generated by a measurement device installed on a ship; and an acquisition unit that acquires measurement data generated by a measurement device installed on a ship; A marker position acquisition means for acquiring the position, and a marker straight line that is a straight line that passes through the positions of the two markers, and the opposite shore distance that is the distance between the ship and the berthing place, and the berthing distance of the ship. and reliability determining means for determining reliability regarding at least one of the angles of approach to the location.

Further, the claimed invention is a control method executed by a computer, which acquires measurement data generated by a measurement device installed on a ship, and based on the measurement data, controls a control method executed by a computer. The position of the marker is acquired, and based on the marker straight line, which is a straight line that passes through the positions of the two markers, the opposite shore distance, which is the distance between the ship and the berthing place, and the distance between the ship and the berthing place, are determined. Reliability regarding at least one of the approach angles is determined.

Further, the claimed invention is a program that acquires measurement data generated by a measurement device installed on a ship, and acquires the positions of two markers installed at a berthing location based on the measurement data. Based on the marker straight line, which is a straight line passing through the positions of the two markers, the opposite shore distance, which is the distance between the ship and the berthing place, and the approach angle of the ship to the berthing place. A computer is caused to execute a process of determining reliability regarding at least one of the items.

Block configuration diagram of the navigation support system. FIG. 3 is a top view illustrating the visual range of a ship and a rider included in the navigation support system. A diagram showing the viewing range of a ship and a rider from behind. FIG. 1 is a block diagram showing an example of a hardware configuration of an information processing device. Functional block diagram regarding berthing support processing. A diagram showing how the rider captures the quay that approaches the shore. A perspective view of a quay that clearly shows the straight line of the berthing side. The figure which shows an example of the data structure of reliability information. The figure which shows an example of the index and reliability included in reliability information. An overhead view of the target ship and berthing location clearly showing the indicators shown in FIG. 5B. The figure which shows an example of the hull coordinate system based on the hull of a target ship. A perspective view of a structure showing normal vectors. The figure which shows the example of the berthing place where the front marker and the rear marker were provided. The top view which clearly shows the coordinate position H _m and the distance d _m . A top view clearly showing the center of gravity G and the foot H of the perpendicular line. The figure which clearly shows the unit vector u for distance _dq calculation. The top view which clearly shows the distance _dj and the distance _dq . FIG. 3 is a diagram for explaining an example of a process related to determining the reliability of the distance to the opposite shore. The figure which shows the temporal change of difference value (DELTA) _dmq , and average value (DELTA) _dmqa . FIG. 3 is a top view clearly showing the angles Ψ _m and Ψ _q . The figure which shows the temporal change of difference value ΔΨ _mq , and the average value ΔΨ _mqa . A flowchart showing an overview of berthing support processing. 5 is a flowchart illustrating an example of a process related to reliability determination. The figure which shows the example of the situation where an object different from a quay may be erroneously determined as a quay. The figure which shows the example of the situation where an object different from a quay may be erroneously determined as a quay. The figure which shows the example when the determination result that the reliability of at least one of the distance _dq and the angle Ψ _q is low is obtained. The figure which shows the example when the determination result that the reliability of at least one of the distance _dq and the angle Ψ _q is low is obtained. The top view which clearly shows the coordinate position _Gp and the alternative straight line _Lp . The figure which shows the example when the position of a target ship is a position very close to a quay. 2 is a flowchart illustrating an example of processing related to calculation of berthing parameters.

In one preferred embodiment of the present invention, the information processing device includes an acquisition unit that acquires measurement data generated by a measurement device installed on a ship, and an acquisition unit that acquires measurement data generated by a measurement device installed on a ship; marker position acquisition means for acquiring the position of the ship; and a marker straight line that is a straight line that passes through the positions of the two markers, and a distance to the opposite shore that is the distance between the ship and the berthing place, and a Reliability determining means for determining reliability regarding at least one of the approach angles to the berthing location.

The information processing device described above includes an acquisition means, a marker position acquisition means, and a reliability determination means. The acquisition means acquires measurement data generated by a measurement device installed on the ship. The marker position acquisition means acquires the positions of two markers provided at the berthing location based on the measurement data. The reliability determination means is based on a marker straight line that is a straight line that passes through the positions of the two markers, and determines the opposite shore distance that is the distance between the ship and the berthing place, and the approach of the ship to the berthing place. Determine the reliability of at least one of the angles. This makes it possible to reliably determine the reliability of parameters used in berthing support.

In one aspect of the information processing device, the reliability determination means determines the distance from the ship to the straight line of the marker, and the position of a first marker provided on the front side of the ship from an edge portion of the berthing place. , the distance from the edge of the berthing place to the position of the second marker provided on the rear side of the ship, and the distance from the ship to the straight line of the marker. A determination distance, which is a distance used for determining such reliability, is calculated.

In one aspect of the information processing device, the reliability determining means determines the reliability of the distance from the ship to a straight line along the edge of the berthing location as the opposite shore distance, based on the determined distance.

In one aspect of the information processing device, the reliability determining means may reduce the distance from the ship to the straight line along the edge of the berthing place from the distance from the ship to the marker straight line, thereby determining the Calculates a difference value used for determining reliability regarding distance.

In one aspect of the information processing device, the reliability determining means determines the reliability of the distance from the ship to a straight line along the edge of the berthing location as the opposite shore distance, based on a temporal change in the difference value. Determine gender.

In one aspect of the above information processing device, the reliability determining means is configured to calculate a unit direction vector in the marker straight line and a distance between an edge portion of the berthing place and a position of a first marker provided on the forward side of the ship. a distance, a distance from the edge portion of the berthing place to the position of a second marker provided on the rear side of the ship, and a marker corresponding to the distance between the first marker and the second marker. A determination angle, which is an angle used to determine reliability regarding the approach angle, is calculated based on the interval and.

In one aspect of the information processing device, the reliability determining means determines, based on the determination angle, an angle that represents an inclination of a straight line along an edge of the berthing location when the front direction of the ship is used as a reference. Determine reliability as approach angle.

In one aspect of the information processing device, the reliability determination means determines the reliability determination unit based on the angle indicating the inclination of the marker straight line when the front direction of the ship is used as a reference. By subtracting the angle indicating the inclination of the straight line along the edge of the berthing location, a difference value used for determining reliability regarding the approach angle is calculated.

In one aspect of the information processing device, the reliability determining means determines the inclination of the straight line along the edge of the berthing location when the front direction of the ship is used as a reference, based on a temporal change in the difference value. The reliability of the angle as the approach angle is determined.

In one aspect of the information processing device, an alternative straight line that is a straight line parallel to the marker straight line is generated using the marker straight line and point cloud data of an edge portion of the berthing location, and The apparatus further includes opposite shore distance calculation means for calculating a distance to the alternative straight line as the opposite shore distance.

In one aspect of the information processing device, an alternative straight line that is a straight line parallel to the marker straight line is generated using the marker straight line and point cloud data of the edge portion of the berthing location, and The vehicle further includes approach angle calculation means for calculating, as the approach angle, an angle indicating the inclination of the alternative straight line with respect to the front direction.

In one aspect of the information processing device, the distance from the ship to the marker straight line, the distance from the edge portion of the berthing place to the position of a first marker provided on the front side of the ship, and the berth The ship further includes an opposite shore distance calculation means for calculating the opposite shore distance using a distance from an edge portion of the location to a position of a second marker provided on the rear side of the ship.

In one aspect of the information processing device, the opposite shore distance calculating means calculates the opposite shore distance using a distance from the ship to the marker straight line and an average value of the difference values calculated within a predetermined time. It also has.

In one aspect of the information processing device, the angle indicating the inclination of the marker straight line with respect to the front direction of the ship, and a first the distance to the marker position, the distance from the edge of the berthing place to the position of the second marker provided on the rear side of the ship, and the distance between the first marker and the second marker. The vehicle further includes approach angle calculating means for calculating the approach angle using a marker interval corresponding to a distance.

In one aspect of the information processing device, the information processing apparatus uses the angle indicating the inclination of the marker straight line with respect to the front direction of the ship and the average value of the difference values calculated within a predetermined time. It further includes approach angle calculation means for calculating an approach angle.

In another embodiment of the present invention, a control method executed by a computer acquires measurement data generated by a measurement device installed on a ship, and based on the measurement data, positions of two markers installed at a berthing location. , and based on the marker straight line, which is a straight line passing through the positions of the two markers, calculate the opposite shore distance, which is the distance between the ship and the berthing place, and the approach angle of the ship to the berthing place. The reliability of at least one of them is determined. This makes it possible to reliably determine the reliability of parameters used in berthing support.

In yet another embodiment of the present invention, the program acquires measurement data generated by a measurement device installed on a ship, and acquires the positions of two markers installed at a berthing location based on the measurement data, Based on a marker straight line that is a straight line that passes through the positions of the two markers, at least one of the opposite shore distance that is the distance between the ship and the berthing place, and the approach angle of the ship to the berthing place. A computer is caused to execute a process of determining reliability related to. By executing this program on a computer, the above information processing device can be realized. This program can be stored in a storage medium and used.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

[Overview of driving support system]
1A to 1C are schematic configurations of a navigation support system according to this embodiment. Specifically, FIG. 1A shows a block configuration diagram of the navigation support system, and FIG. 1B shows a visual field range ("measurement range" or "distance measurable range") of a ship included in the navigation support system and a lidar 3, which will be described later. FIG. 1C is a top view illustrating the visual range 90 of the ship and the rider 3 from behind. The navigation support system includes an information processing device 1 that moves together with a ship that is a mobile object, and a sensor group 2 that is mounted on the ship. Hereinafter, a ship equipped with a driving support system will also be referred to as a "target ship."

The information processing device 1 is electrically connected to the sensor group 2 and supports the operation of the target ship based on the outputs of various sensors included in the sensor group 2. Operation support includes berthing support such as automatic berthing (berthing). Here, "berthing" includes not only the case where the target ship is attached to a quay, but also the case where the target vessel is attached to a structure such as a pier. Furthermore, hereinafter, the term "berthing location" shall be a general term for structures such as quays and piers that are targets of berthing. The information processing device 1 may be a navigation device provided on a ship, or may be an electronic control device built into the ship.

The sensor group 2 includes various external and internal sensors provided on the ship. In this embodiment, the sensor group 2 includes, for example, a lidar (Light Detection and Ranging or Laser Illuminated Detection and Ranging) 3.

The lidar 3 emits a pulsed laser in a predetermined angular range in the horizontal direction (see Figure 1B) and a predetermined angular range in the vertical direction (see Figure 1C), thereby discretely emitting the distance to an object in the outside world. This is an external sensor that generates three-dimensional point cloud data that indicates the position of the object.

The lidar 3 includes an irradiation section that irradiates laser light while changing the irradiation direction, a light reception section that receives reflected light (scattered light) of the irradiated laser light, and outputs scan data based on the light reception signal output by the light reception section. It has an output section. The data measured for each laser beam irradiation direction (scanning position) is based on the irradiation direction corresponding to the laser beam received by the light receiving unit and the response delay time of the laser beam specified based on the above-mentioned light reception signal. Generated based on Hereinafter, a point or data thereof that is measured by being irradiated with a laser beam within the measurement range of the lidar 3 will also be referred to as a "point to be measured."

In the example of FIG. 1B and FIG. 1C, the lidar 3 includes a lidar directed toward the port side of the target vessel, a lidar directed toward the port side of the target vessel, a lidar directed toward the starboard side of the target vessel, and a lidar directed toward the starboard side of the target vessel. A lidar directed toward the starboard rear side of the ship is provided on each ship. When the target ship approaches the berthing place, point cloud data that measures the berthing place is obtained by the front lidar 3 and the rear lidar 3 of the target ship, which are installed on the side where the target ship approaches the berthing place. will be generated. Hereinafter, the front rider 3 that measures the berthing location will be referred to as the "front rider," and the rear rider 3 that will measure the berthing location will be referred to as the "rear rider." The front measurement lidar and the rear measurement lidar are examples of a "first measurement device" and a "second measurement device." Note that the arrangement of the rider 3 is not limited to the examples shown in FIGS. 1B and 1C.

Here, the point cloud data can be regarded as an image (frame) in which each measurement direction is a pixel, and the measurement distance and reflection intensity value in each measurement direction are pixel values. In this case, the emitting direction of the laser beam at the elevation/depression angle (that is, the measurement direction) differs in the vertical arrangement of the pixels, and the emitting direction of the laser light at the horizontal angle differs in the horizontal arrangement of the pixels. Hereinafter, when the point cloud data is regarded as an image, the measured points corresponding to columns (that is, vertical columns) of pixels whose index positions in the horizontal direction match are also referred to as "vertical lines." Further, when point cloud data is regarded as an image, the index in the horizontal direction is called a "horizontal number", and the index in the vertical direction is called a "vertical number".

The lidar 3 is not limited to the above-described scanning type lidar, but may be a flash type lidar that generates three-dimensional data by diffusely irradiating the field of view of a two-dimensional array of sensors with laser light. The rider 3 is an example of a "measuring device" in the present invention.

[Configuration of information processing device]
FIG. 2 is a block diagram showing an example of the hardware configuration of the information processing device 1. As shown in FIG. The information processing device 1 mainly includes an interface 11, a memory 12, and a controller 13. Each of these elements is interconnected via a bus line.

The interface 11 performs interface operations related to data exchange between the information processing device 1 and external devices. In this embodiment, the interface 11 acquires output data from each sensor of the sensor group 2 and supplies it to the controller 13. Further, the interface 11 supplies, for example, a signal related to the control of the target ship generated by the controller 13 to each component of the target ship that controls the operation of the target ship. For example, the target ship has a drive source such as an engine or an electric motor, a screw that generates propulsive force in the forward direction based on the driving force of the drive source, and a thruster that generates lateral propulsive force based on the driving force of the drive source. and a rudder, etc., which is a mechanism for freely determining the direction of travel of the ship. During automatic operation such as automatic berthing, the interface 11 supplies control signals generated by the controller 13 to each of these components. Note that if the target ship is provided with an electronic control device, the interface 11 supplies the control signal generated by the controller 13 to the electronic control device. The interface 11 may be a wireless interface such as a network adapter for wireless communication, or may be a hardware interface for connecting to an external device via a cable or the like. Further, the interface 11 may perform interface operations with various peripheral devices such as an input device, a display device, and a sound output device.

The memory 12 includes various types of volatile memory and nonvolatile memory, such as RAM (Random Access Memory), ROM (Read Only Memory), hard disk drive, and flash memory. The memory 12 stores programs for the controller 13 to execute predetermined processes. Note that the program executed by the controller 13 may be stored in a storage medium other than the memory 12.

Further, the memory 12 stores information necessary for processing executed by the information processing device 1 in this embodiment. For example, the memory 12 may store map data including information regarding the location of the berthing site. In another example, the memory 12 stores information regarding the size of downsampling when downsampling is performed on point cloud data obtained when the lidar 3 scans for one cycle.

The controller 13 includes one or more processors such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), and a TPU (Tensor Processing Unit), and controls the entire information processing device 1 . In this case, the controller 13 executes a program stored in the memory 12 or the like to perform processing related to driving support for the target vessel.

Further, the controller 13 functionally includes a berthing location detection section 15 and a berthing parameter calculation section 16. The berthing location detection unit 15 performs processing related to detection of a berthing location based on the point cloud data output by the rider 3. The berthing parameter calculation unit 16 calculates parameters necessary for berthing to a berthing location (also referred to as "berthing parameters"). Here, the berthing parameters include the distance between the target ship and the berthing location (the opposite berthing distance), the approach angle of the target ship to the berthing location, the speed at which the target ship approaches the berthing location (berthing speed), and the like. Furthermore, the berthing parameter calculation unit 16 calculates information representing reliability regarding berthing to a berthing location (also referred to as “reliability information”) based on the processing results of the berthing location detection unit 15 and the berthing parameters. The controller 13 functions as an "acquisition means", a "marker position acquisition means", a "reliability determination means", a computer that executes a program, and the like.

Note that the processing executed by the controller 13 is not limited to being implemented by software based on a program, but may be implemented by a combination of hardware, firmware, and software. Further, the processing executed by the controller 13 may be realized using a user-programmable integrated circuit such as an FPGA (Field-Programmable Gate Array) or a microcomputer. In this case, this integrated circuit may be used to realize the program that the controller 13 executes in this embodiment.

[Summary of berthing support processing]
Next, an overview of the berthing support process executed by the information processing device 1 will be described. The information processing device 1 generates a straight line along the side of the berthing location (also referred to as a "berthing side straight line L") based on the point group data of the rider 3 measured in the direction in which the berthing location exists. That is, the berthed side straight line L is a straight line along the side of the quay at the berthed location. Then, the information processing device 1 calculates berthing parameters such as the opposite berth distance based on the berthing side straight line L.

FIG. 3 is a functional block diagram of the berthing location detection unit 15 and berthing parameter calculation unit 16 related to berthing support processing. The berthing location detection unit 15 functionally includes a normal vector calculation block 20 , a field of view/detection surface identification block 21 , a normal number identification block 22 , an average/variance calculation block 23 , and a berthing situation determination block 24 and has. Further, the berthing parameter calculation unit 16 functionally includes a nearby point search block 26, a straight line generation block 27, an opposite shore distance calculation block 28, an approach angle calculation block 29, a berthing speed calculation block 30, and a reliability It has an information generation block 40, a marker detection block 41, a marker straight line generation block 42, and a determination parameter calculation block 43.

The marker detection block 41 detects two markers provided at the berthing location based on the measured points forming the point cloud data, and acquires the coordinate positions of the two detected markers.

The marker straight line generation block 42 generates a marker straight line, which is a straight line passing through the coordinate positions of the two markers, based on the coordinate positions of the two markers detected by the marker detection block 41.

The determination parameter calculation block 43 determines the distance to the opposite shore based on the opposite shore distance calculated by the opposite bank distance calculation block 28, the approach angle calculated by the approach angle calculation block 29, and the marker straight line generated by the marker straight line generation block 42. At least one of the parameters used to determine the reliability of the opposite shore distance and the parameter used to determine the reliability of the approach angle is calculated.

The normal vector calculation block 20 calculates the normal vector of the surface formed by the berthing location (also referred to as the "berthing surface") based on the point cloud data generated by the lidar 3 in the direction in which the berthing location exists. . In this case, the normal vector calculation block 20 calculates the above-mentioned normal vector based on, for example, point cloud data generated by the lidar 3 whose measurement range includes the berthed side of the target ship. Information regarding the measurement range of the rider 3 and the direction of the berthing location may be registered in advance in the memory 12 or the like, for example.

In this case, the normal vector calculation block 20 preferably downsamples the point cloud data and removes data obtained by reflecting the laser beam on the water surface (also referred to as "water surface reflection data"). It is a good idea to do both.

In this case, the normal vector calculation block 20 first removes data existing below the water surface position from the point group data generated by the lidar 3 as water surface reflection data (ie, erroneous detection data). Note that the normal vector calculation block 20 estimates the water surface position based on, for example, the average value in the height direction of point cloud data generated by the lidar 3 when there are no objects other than the water surface in the vicinity. Then, the normal vector calculation block 20 performs downsampling, which is a process of integrating measured points for each grid space of a predetermined size, on the point group data after removing the water surface reflection data. Then, the normal vector calculation block 20 calculates a normal vector for each measured point indicated by the downsampled point group data using a plurality of surrounding measured points. Note that downsampling may be performed before removing data reflected on the water surface.

The field of view/detection surface identification block 21 detects the surface of the berthing location that exists within the viewing angle of the rider 3 (also referred to as the "inner surface of the field of view") and the berthing area detected based on the normal vector calculated by the normal vector calculation block 20. The surface of the location (also called the "detection surface") is identified. In this case, the visual field/detection surface specifying block 21 specifies whether the inner surface of the visual field and the detection surface include the top surface and/or the side surface of the berthing location.

The normal vector identification block 22 extracts the normal vector in the vertical direction and the normal vector in the direction perpendicular to the normal vector (i.e., the horizontal direction) from among the normal vectors calculated by the normal vector calculation block 20. The number of normal vectors in the vertical direction and the number of normal vectors in the horizontal direction are calculated. Here, the normal number identification block 22 determines the normal vector in the vertical direction, the normal to the measured point on the top surface of the berthed place, and the normal vector in the horizontal direction, the normal to the measured point on the side surface of the berthed place. The number of each is calculated as an index of the reliability of the berthing location.

The average/variance calculation block 23 extracts the normal vector in the vertical direction and the normal vector in the direction perpendicular to it (i.e., horizontal direction) from among the normal vectors calculated by the normal vector calculation block 20, The average and variance of the normal vector in the vertical direction and the average and variance of the normal vector in the horizontal direction are calculated.

The berthing situation determination block 24 uses the processing results of the visual field/detection surface identification block 21, the number of normals identification block 22, and the average/variance calculation block 23, which are specified or calculated based on the same point cloud data, as the point cloud. Obtained as a determination result representing the detection status of the berthing location at the time of data generation. Then, the berthing situation determination block 24 uses the processing results of the field of view/detection surface identification block 21, the number of normal lines identification block 22, and the average/variance calculation block 23 as the determination result of the detection status of the berthing location, and uses the berthing parameter calculation unit 16.

The nearby point search block 26 performs a process of searching for the nearest point closest to the target ship for each vertical line from the measured points forming the point cloud data. For example, as shown in FIG. 4A, when the rider 3 captures the quay to be docked, the closest point, which is the point closest to the ship, is the edge between the top and side surfaces of the quay. The set of points obtained by performing the nearest neighbor search for each vertical line is a collection of points near the edge of the quay.

The straight line generation block 27 generates a berthed side straight line L, which is a straight line along the side of the berthed place, based on the nearest neighbor point determined by the nearby point search block 26, using principal component analysis or the least squares method. According to such processing, the straight line generation block 27 can generate a berthing side straight line L as shown in FIG. 4B, for example. FIG. 4B is a perspective view of the quay clearly showing the straight line on the berthing side.

The opposite shore distance calculation block 28 calculates the opposite shore distance corresponding to the shortest distance between the target vessel and the berthing location based on the berthing side straight line L generated by the straight line generation block 27 and the marker straight line generated by the marker straight line generation block 42. Calculate. Here, when there are a plurality of riders 3 whose berthing locations can be measured, the opposite shore distance calculation block 28 generates a berthing side straight line L by collecting point cloud data of the plurality of riders 3, and The shortest distance is calculated as the opposite shore distance. Alternatively, the opposite shore distance calculation block 28 may generate the berthed side straight line L for each point cloud data of the rider 3, and calculate the shortest distance between each berthed side straight line L and each rider 3 as the opposite shore distance. Further, the opposite shore distance calculation block 28 may calculate the shortest distance from a reference point such as the center position of the ship to the berthing side straight line L as the opposite shore distance. In addition, instead of considering the shortest distance for each rider 3 as the opposite shore distance, the opposite shore distance calculation block 28 may determine the shortest distance among the shortest distances for each rider 3 as the opposite shore distance, and calculate these shortest distances. The average may be determined as the opposite shore distance.

The approach angle calculation block 29 calculates the approach angle of the target ship with respect to the berthing location based on the berthing side straight line L generated by the straight line generation block 27 and the marker straight line generated by the marker straight line generation block 42. Specifically, the approach angle calculation block 29 calculates the approach angle using "atan2", which is a function that calculates an arc tangent from two arguments that define the tangent. More specifically, the approach angle calculation block 29 calculates the approach angle from the direction vector of the berthing side straight line L by calculation of the function atan2.

The berthing speed calculation block 30 calculates the berthing speed, which is the speed at which the target vessel approaches the berthing location, based on the opposite shore distance calculated by the opposite shore distance calculation block 28. For example, the berthing speed calculation block 30 calculates the time change in the opposite shore distance (shortest distance) as the berthing speed.

The reliability information generation block 40 generates reliability information based on the processing results of the berthing situation determination block 24, the straight line generation block 27, the opposite shore distance calculation block 28, and the approach angle calculation block 29.

Here, a first specific example related to the generation of reliability information will be described. The reliability information generation block 40 generates flags for each element such as the viewing angle when detecting the berthing location, surface detection of the berthing location, the number and variance of normal vectors, and calculates the reliability of the generated flag vector. Generate as information. Hereinafter, when the flag is "1", the reliability of the corresponding element is higher than a predetermined value, and when it is "0", the reliability of the corresponding element is less than or equal to the predetermined value. shall be.

FIG. 5A is a diagram showing an example of the data structure of reliability information generated by the reliability information generation block 40. As shown in FIG. 5A, the reliability information includes items of "top surface", "side surface", "straight line", "distance", and "angle". In addition, the item "top" has sub-items "viewing angle", "detection", "number of normals", and "dispersion", and the item "side" has sub-items "viewing angle", "detection", "normal It has sub-items of ``number'' and ``dispersion''. Furthermore, the item "straight line" has the sub-item "absolute value", the item "distance" has the sub-items "amount of change", "rate of change", and "calculated value", and the item "angle" has the sub-items "amount of change", "rate of change", and "calculated value". It has sub-items "amount of change" and "calculated value".

Here, the reliability information generation block 40 sets the sub-item "viewing angle" of the item "top surface" to "1" if the top surface of the berthing place is within the viewing angle range, and the top surface is outside the viewing angle. A flag that is set to "0" in this case is registered. In addition, the reliability information generation block 40 sets the sub-item "detection" of the item "top surface" to "1" if the top surface of the berthing location is the detection surface, and "0" if the top surface is not the detection surface. Register flags. In addition, the reliability information generation block 40 sets "1 ”, and registers a flag that becomes “0” when the number is less than the threshold. The reliability information generation block 40 also specifies that the sub-item "dispersion" of the item "top surface" indicates that the dispersion of the x, y, and z components of the normal vector to the top surface of the berthing location is set to a predetermined threshold value (for example, 1. Register a flag that is set to "1" if the variance is less than 0), and set to "0" if any of the variances is equal to or greater than the threshold value. Furthermore, the reliability information generation block 40 also registers a flag defined in each sub-item of the item "side" according to the same rule as each sub-item of the item "top".

Furthermore, the reliability information generation block 40 registers a flag indicating the reliability of the berthing side straight line L in the sub-item "absolute value" of the item "straight line". For example, when the lidar 3 is installed at the front and rear of the target ship, the reliability information generation block 40 generates a straight line connecting the direction vector of the berthing side straight line L and the nearest points of the lidar 3 at the front and rear of the target ship. A flag is registered that is set to "1" when all of the differences for each component with respect to the direction vector are less than a threshold value, and becomes "0" when any of the differences is equal to or greater than the threshold value.

In addition, the reliability information generation block 40 sets the amount of change from one time before the opposite shore distance calculated by the opposite shore distance calculation block 28 to a predetermined threshold (for example, 1. A flag is registered that is set to "1" when the amount of change is less than 0 m), and set to "0" when the amount of change is greater than or equal to the threshold value. In addition, the reliability information generation block 40 determines that the rate of change from one time before the opposite coast distance calculated by the opposite shore distance calculation block 28 is set to a predetermined threshold (for example, ±10 A flag is registered that is set to "1" if the rate of change is less than %), and set to "0" if the rate of change is greater than or equal to the threshold value. In addition, the reliability information generation block 40 sets the amount of change from one time before the approach angle calculated by the approach angle calculation block 29 to a predetermined threshold (for example, 1. A flag is registered that is set to "1" when the amount of change is less than 0 degrees), and set to "0" when the amount of change is equal to or greater than the threshold value.

In addition, the reliability information generation block 40 sets the sub-item "calculated value" of the item "distance" to "0" or "1" depending on the reliability of the distance to the opposite shore calculated by the distance to the opposite shore calculation block 28. Register flags. In addition, the reliability information generation block 40 sets the sub-item "calculated value" of the item "angle" to "0" or "1" depending on the reliability of the approach angle calculated by the approach angle calculation block 29. Register flags. Note that processing related to the registration of flags in the sub-item "calculated value" of the item "distance" and the sub-item "calculated value" of the item "angle" will be described later. Furthermore, according to the reliability information of this example, at least one of the flag in the sub-item "calculated value" of the item "distance" and the flag in the sub-item "calculated value" of the item "angle" is registered. It would be fine if it had been done. Further, each of the above-mentioned threshold values is set, for example, to a suitable value stored in advance in the memory 12 or the like. Further, reliability information may be generated for each rider 3.

Next, a second specific example related to the generation of reliability information will be described. FIG. 5B is a diagram illustrating an example of an index and reliability included in reliability information. FIG. 5C is a bird's-eye view of the target ship and berth location clearly showing the indicators shown in FIG. 5B. Note that here, markers M0 and M1, which are reference objects for berthing, are provided on the quay that is the berthing place, and the information processing device 1 converts the markers M0 and M1 into the point cloud data of the rider 3. Then, various processes such as generation of the berthing side straight line L are executed using the measured points (nearby point set) near the edge of the berthing place existing between the marker M0 and the marker M1. Hereinafter, the measured point near the edge of the berthing location that exists between marker M0 and marker M1 will also be referred to as a "target point." Note that if marker M0 and marker M1 are not detected, for example, all of the neighboring point set are considered to be target points.

The index “c ₃ ” is an index based on the score of the target point, and is expressed here as an example as a linear function where the variable x is the score of the target point. The index “c ₂ ” is an index based on the standard deviation of the target point, and is expressed here as an example as a linear function in which the variable x is the standard deviation of the target point. The index "c ₁ " is an index indicating whether or not the two riders 3 were able to measure both the front and rear quays, and here, as an example, if both were able to be measured, it is "1.0". The case where only one side can be measured is set as "0.0". The index “c ₀ ” is an index based on the interval between both ends of the target point (both ends in the direction along the berthing side straight line L), and is expressed as a linear function with the variable x being the interval between the above-mentioned ends. Further, the indices c ₀ to c ₃ are calculated so as to be limited to a range of 0 to 1.

The calculation reliability "c" is the reliability based on each of the indicators c ₀ to c ₃ described above, and here, weighting coefficients "w ₀ " to "w ₃ " according to the importance of the indicators c ₀ to c ₃ are used. It is a weighted average value of the indices c ₀ to c ₃ using . Further, an example of setting values of the weighting coefficients w ₀ to w ₃ is illustrated. Since each index c ₀ to c ₃ is in the range of 0 to 1, the calculation reliability c, which is a weighted average value thereof, is also calculated as a numerical value in the range of 0 to 1.

The overall reliability "r" is a side detection reliability " _qs " which is the reliability regarding the detection of the side of the quay, the top detection reliability "q _u " which is the reliability regarding the detection of the top of the quay, and the marker M0. The reliability is based on the marker detection reliability "m ₀ " which is the reliability regarding the detection of the marker M1, the marker detection reliability "m ₁ " which is the reliability regarding the detection of the marker M1, and the calculation reliability c. Here, weighting coefficients "w _{qs", "w qu "} , "w _m0 ", "w m1", "w _c" according to the importance for each reliability _qs , _qu , _m0 , _m1 , _c are used. It is a weighted average value of reliability q _s , q _u , m ₀ , m ₁ , and c using ``. Further, examples of setting values of the weighting coefficients w _qs , w _qu , w _m0 , w _m1 , and w _c are illustrated. Note that the information processing device 1 calculates, for example, the side detection reliability q _s based on the reliability information item “side” shown in FIG. 5A, and calculates the top detection reliability q _u based on the reliability information It may be calculated based on the item "top surface". Further, the information processing device 1 calculates the marker detection reliability m ₀ and the marker detection reliability m ₁ based on, for example, the number of points measured in the point cloud data of the marker M0 and the marker M1 by the lidar 3, respectively. Good too. Then, the side detection reliability q _s , the top detection reliability q _u , the marker detection reliability m ₀ , and the marker detection reliability m ₁ are calculated so that they are all in the range of 0 to 1. In addition, when both the front and rear quays are detected, the side detection reliability of the front quay q _s0 , the side detection reliability of the rear quay q _s1 , the top detection reliability of the front quay q _u0 , the top detection reliability of the rear quay Calculate as reliability q _u1 . The side detection reliability q _s , the top detection reliability q _u , the marker detection reliability m ₀ , the marker detection reliability m ₁ , and the calculation reliability c are all in the range of 0 to 1, so their weighted average value is The overall reliability r is also calculated as a numerical value in the range of 0 to 1. Therefore, it can be seen that the closer the overall reliability r is to 1, the higher the reliability of the calculated berthing parameter is, and the closer the overall reliability r is to 0, the lower the reliability of the calculated berthing parameter.

That is, the reliability information generated by the second specific example includes each index and reliability calculated by the method described above.

Next, a specific example of the processing of the normal vector calculation block 20, the normal number identification block 22, and the average/variance calculation block 23 will be described with reference to FIGS. 6A and 6B.

FIG. 6A is a diagram showing an example of a hull coordinate system based on the hull of the target ship. As shown in FIG. 6A, here, the front (advance) direction of the target ship is the "x" coordinate, the side direction of the target ship is the "y" coordinate, and the height direction of the target ship is the "z" coordinate. Then, the measurement data measured by the rider 3 in the coordinate system based on the rider 3 is converted into the hull coordinate system shown in FIG. 6A. Note that processing for converting point cloud data in a coordinate system based on a lidar installed on a moving body into a coordinate system of the moving body is disclosed in, for example, International Publication WO 2019/188745.

FIG. 6B is a perspective view of a berthing location (here, a quay) that clearly shows a measured point representing a measurement position measured by the rider 3 and a normal vector calculated based on the measured point with respect to the quay, which is a berthing location. . In FIG. 6B, the measured points are indicated by circles, and the normal vectors are indicated by arrows. Here, an example is shown in which both the top and side surfaces of the quay were able to be measured by the rider 3.

As shown in FIG. 6B, the normal vector calculation block 20 calculates normal vectors to the measured points on the side and top surfaces of the quay. Since the normal vector is a vector perpendicular to the target plane or curved surface, it is calculated using a plurality of measured points that can be configured as a surface. Therefore, a grid with predetermined vertical and horizontal lengths or a circle with a predetermined radius is set, and calculations are performed using the measurement points existing inside the grid. In this case, the normal vector calculation block 20 may calculate a normal vector for each point to be measured, or may calculate a normal vector for each predetermined interval. Then, the normal number identification block 22 determines that a normal vector whose z component is larger than a predetermined threshold value is a normal vector pointing in the vertical direction. Note that the normal vector is assumed to be a unit vector. Further, a normal vector whose z component is less than a predetermined threshold is determined to be a normal vector pointing in the horizontal direction. The number of normal vectors specifying block 22 specifies the number of normal vectors in the vertical direction (here, five) and the number of normal vectors in the horizontal direction (here, four). Furthermore, the average/variance calculation block 23 calculates the average and variance of the normal vector in the vertical direction and the average and variance of the normal vector in the horizontal direction. Note that the edge portion is in an oblique direction because the measurement points around the edge portion are on the top surface or the side surface.

[Processing related to reliability determination]
Next, processing related to reliability determination will be explained.

(First determination method)
FIG. 7 is a diagram showing an example of a berthing location where a front marker and a rear marker are provided.

In this determination method, for example, a case will be described in which a ship is berthed at a berthing location SBP where two markers having high reflectance characteristics, such as retroreflectors, are provided, as shown in FIG. In addition, in the following explanation of this determination method, unless otherwise specified, the marker provided on the front side of the ship berthed at the berthing site SBP will be referred to as the forward marker FM, and the marker provided on the rear side of the ship will be referred to as the forward marker FM. It shall be referred to as a rear marker RM. In addition, in this determination method, a process related to determining the reliability of the opposite shore distance will be described. In addition, in this determination method, the distance w mf from the edge part of the berthing place SBP to the position where the front marker FM is actually installed, and the distance w _mf from the edge part of the berthing place SBP to the position where the rear marker RM is actually installed. A case will be described in which the distance w _mr to the current position is known.

The berthing parameter calculation unit 16 extracts point cloud data FMG constituting the forward marker FM by, for example, extracting measured points having a predetermined intensity or more from the point cloud data generated by the rider 3. Point group data RMG constituting the rear marker RM are respectively acquired. Furthermore, the berthing parameter calculation unit 16 obtains the coordinate position M _f [m _fx m _fy m _fz ] ^T of the forward marker FM in the ship coordinate system based on the center of gravity position of each measured point included in the point cloud data FMG. . Furthermore, the berthing parameter calculation unit 16 obtains the coordinate position M _r [m _rx m _ry m _rz ] ^T of the rear marker RM in the ship coordinate system based on the center of gravity position of each measured point included in the point cloud data RMG. .

Thereafter, the berthing parameter calculation unit 16 generates a marker straight line L _m , which is a straight line passing through the front marker FM and the rear marker RM, based on the coordinate positions M _f and M _r . Specifically, the marker straight line L _m is generated, for example, as a straight line expressed by the following mathematical formulas (1) and (2). In addition, in the following mathematical formula (1), "t" represents a parameter, and "um _" represents a unit direction vector on the marker straight line _Lm .

The berthing parameter calculation unit 16 calculates the coordinate position M _f , the coordinate position O _p [O _px O _py O _pz ] ^T , and the unit direction vector _um [u _mx u _my u _mz ] of the above formula (2). By applying ^T to the following formula (3), a coordinate position H _m [H _mx H _my H _mz ] ^T corresponding to the foot of the perpendicular line connecting the origin O and the marker straight line L _m is calculated.

The berthing parameter calculation unit 16 calculates the x coordinate value O _px and y coordinate value O _py of the coordinate position O _p and the x coordinate value H _mx and y coordinate value H _my of the coordinate position H _m into the following formula (4). By applying this, a distance d _m corresponding to the length of a perpendicular line connecting the origin O and the marker straight line L _m in the xy plane is calculated. That is, the distance d _m corresponds to the distance from the target ship to the marker straight line L _m .

According to the processing described above, for example, the coordinate position H _m and the distance d _m as shown in FIG. 8 are calculated. FIG. 8 is a top view clearly showing the coordinate position H _m and the distance d _m .

The berthing parameter calculation unit 16 applies the distance d _m , the distance w _mf , and the distance w _mr to the following formula (5) to calculate the distance d corresponding to the determination distance used for reliability determination described below. Calculate _j . The berthing parameter calculation unit 16 also calculates the distance _dq from the origin O to the berthing side straight line L. Note that the distance _dq is the distance from the opposite shore described above. That is, the berthing parameter calculation unit 16 calculates a determination distance used for determining reliability, which will be described later, based on the distance d _m , the distance w _mf , and the distance w _mr . Further, the distance _dq corresponds to the distance from the target ship to a straight line along the edge of the berthing location.

Here, a specific example of the process for calculating the distance _dq will be described.

As described above, the berthing parameter calculation unit 16 generates the berthing side straight line L shown in the following equation (6) by principal component analysis or least squares method targeting the berthing location edge point group.

Here, "[x ₀ y ₀ z ₀ ] ^T " indicates the centroid position of the measured point indicated by the berth edge point group described below, "[a b c] ^T " indicates the direction vector, and "t" indicates a mediating variable. For example, when principal component analysis is performed, the eigenvector corresponding to the largest eigenvalue becomes the direction vector of the berthing side straight line L. Note that the direction vector [a b c] ^T is generated as a unit vector.

Here, if the center of gravity position of the measured point is G and the unit direction vector is u, the above equation (6) can be expressed as the following equation (7).

Here, the center of gravity G of each measured point included in the berthing location edge point group and the leg H of the perpendicular line connecting the origin O and the berthing side straight line L have a positional relationship as shown in FIG. 9A. Further, as can be seen from FIG. 9B, which clearly shows the unit vector u, since the vector HG and the unit vector u are parallel, the relationship HG=au (a is a constant) holds true. Therefore, the berthing parameter calculation unit 16 can calculate the coordinate position of the foot H of the perpendicular line using the following formula (8).

The berthing parameter calculation unit 16 also calculates the x-coordinate value O _px and y-coordinate value O _py of the coordinate position O _p of the origin O, and the x-coordinate value H _x and y-coordinate value H _y of the coordinate position of the foot H of the perpendicular line. By applying , to the following formula (9), the distance d _q on the xy plane from the origin O to the leg H of the perpendicular line is calculated.

According to the processing described above, for example, the distance d _j and the distance d _q as shown in FIG. 10 are calculated. FIG. 10 is a top view clearly showing the distance d _j and the distance d _q .

The berthing parameter calculation unit 16 determines whether the reliability of the distance _dq as the opposite shore distance is higher than a predetermined value based on the distance _dq , the distance _dj , and the threshold THA. In this determination method, the threshold value THA may be set to a value such as 1 meter, for example.

Specifically, for example, if the value of |d _q - d _j | is less than or equal to the threshold value THA, the berthing parameter calculation unit 16 determines that the reliability of the distance d _q as the opposite shore distance is higher than a predetermined value. do. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "1" in the sub-item "calculated value" of the item "distance" included in the reliability information of FIG.

Furthermore, for example, if the value of |d _q −d _j | is larger than the threshold value THA, the berthing parameter calculation unit 16 determines that the reliability of the distance d _q as the opposite shore distance is less than or equal to a predetermined value. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "0" in the sub-item "calculated value" of the item "distance" included in the reliability information in FIG.

According to this determination method, for example, when the ship is far from the berthing place, or when the ship is in a position very close to the berthing place, the edges (top and side boundaries) of the berthing place are ), the distance Processing may be performed to determine the reliability of _dq as a distance from the opposite shore. Moreover, when such processing is performed, information indicating that the reliability of the berthing distance has been determined based on the marker straight line L _m may be added to the reliability information.

(Second determination method)
In this determination method, processing related to determining the reliability of the opposite shore distance will be described. Furthermore, in this determination method, a case will be described in which the ship is berthed at the berthing site SBP illustrated in FIG. 7, and both distances w _mf and w _mr are unknown.

The berthing parameter calculation unit 16 calculates the distance d _m and the distance d _q by performing the same processing as described in the first determination method (see FIG. 11A). In addition, the berthing parameter calculation unit 16 calculates a difference value Δd _mq used for determining reliability, which will be described later, by subtracting the distance d _q from the distance d _m . Furthermore, the berthing parameter calculation unit 16 monitors temporal changes in the difference value Δd _mq .

The berthing parameter calculation unit 16 calculates a difference value Δd _mqc corresponding to the difference value Δd _mq at the current time, and also calculates an average value Δd of the difference values Δd _mq calculated within a predetermined time in the past before the current time. Calculate _mqa (see Figure 11B).

The berthing parameter calculation unit 16 determines whether the reliability of the distance d _q as the opposite shore distance is higher than a predetermined value based on the difference value Δd _mqc , the average value Δd _mqa , and the threshold THA.

Specifically, for example, if the value of |Δd _mqc −Δd _mqa | is less than or equal to the threshold value THA, the berthing parameter calculation unit 16 determines that the reliability of the distance d _q as the opposite shore distance is higher than a predetermined value. do. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "1" in the sub-item "calculated value" of the item "distance" included in the reliability information of FIG. Furthermore, the current result Δd _mqc is used in the average value calculation process to update Δd _mqa .

Furthermore, for example, if the value of |Δd _mqc −Δd _mqa | is greater than the threshold value THA, the berthing parameter calculation unit 16 determines that the reliability of the distance d _q as the opposite shore distance is less than or equal to a predetermined value. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "0" in the sub-item "calculated value" of the item "distance" included in the reliability information in FIG.

According to this determination method, for example, when the ship is far from the berthing place, or when the ship is in a position very close to the berthing place, the measured points included in the berthing place edge point group When the number of dq becomes extremely small, processing may be performed to determine the reliability of _dq as a berthing distance. Moreover, when such processing is performed, information indicating that the reliability of the berthing distance has been determined based on the marker straight line L _m may be added to the reliability information.

(Third determination method)
In this determination method, processing related to determining the reliability of the approach angle will be described. Furthermore, in this determination method, a case will be described in which the ship is berthed at the berthing site SBP illustrated in FIG. 7, and the distances w _mf and w _mr are both known.

The berthing parameter calculation unit 16 generates a marker straight line _Lm expressed by the above formulas (1) and (2). In addition, the berthing parameter calculation unit 16 applies the x component u _mx and the y component u _my of the unit direction vector u _m used to generate the marker straight line L _m to the following equation (10), thereby calculating the x An angle Ψ _m indicating the inclination of the marker straight line L _m when the axial direction is used as a reference is calculated. In addition, the berthing parameter calculation unit 16 applies the x component u _x of the unit vector u and the y component u _y of the unit vector u to the following formula (11), thereby making the x-axis direction of the ship coordinate system a reference. An angle Ψ _q indicating the inclination of the straight line L of the berthed side in the case is calculated.

According to the processing described above, for example, the angles Ψ _m and Ψ _q as shown in FIG. 12 are calculated. FIG. 12 is a top view showing the angles Ψ _m and Ψ _q .

The berthing parameter calculation unit 16 calculates a marker interval r _m corresponding to the distance between the front marker FM and the rear marker RM based on the coordinate positions M _f and M _r . In addition, the berthing parameter calculation unit 16 calculates the reliability described below by applying the angle Ψ _m , the distance d _m , the distance w _mf , the distance w _mr , and the marker interval r _m to the following formula (12). An angle Ψ _j corresponding to the determination angle used for gender determination is calculated. That is, the berthing parameter calculation unit 16 makes a determination used for determining reliability, which will be described later, based on the unit direction vector _um in the marker straight line _Lm , the distance _wmf , the distance _wmr , and the marker interval _rm . Calculate the angle.

The berthing parameter calculation unit 16 determines whether the reliability of the angle Ψ _q as an approach angle is higher than a predetermined value based on the angle Ψ _q , the angle Ψ _j , and the threshold value THC. In this determination method, the threshold value THC may be set to a value such as 5°, for example.

Specifically, the berthing parameter calculation unit 16 determines that the reliability of the angle Ψ _q as an approach angle is higher than a predetermined value when the value of |Ψ _q −Ψ _j | is less than or equal to the threshold value THC. do. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "1" in the sub-item "calculated value" of the item "angle" included in the reliability information of FIG.

Further, for example, if the value of |Ψ _q −Ψ _j | is larger than the threshold value THC, the berthing parameter calculation unit 16 determines that the reliability of the angle Ψ _q as an approach angle is less than or equal to a predetermined value. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "0" in the sub-item "calculated value" of the item "angle" included in the reliability information in FIG.

According to this determination method, for example, when the ship is far from the berthing place, or when the ship is in a position very close to the berthing place, the measured points included in the berthing place edge point group When the number of angles Ψ q becomes extremely small, a process may be performed to determine the reliability of the angle Ψ _q as an approach angle. Further, when such processing is performed, information indicating that the reliability of the approach angle has been determined based on the marker straight line L _m may be added to the reliability information.

(Fourth determination method)
In this determination method, processing related to determining the reliability of the approach angle will be described. Furthermore, in this determination method, a case will be described in which the ship is berthed at the berthing site SBP illustrated in FIG. 7, and both distances w _mf and w _mr are unknown.

The berthing parameter calculation unit 16 calculates the angle Ψ _m and the angle Ψ _q by performing the same processing as described in the third determination method. In addition, the berthing parameter calculation unit 16 calculates a difference value ΔΨ _mq used for determining reliability, which will be described later, by subtracting the angle Ψ _q from the angle Ψ _m . Furthermore, the berthing parameter calculation unit 16 monitors temporal changes in the difference value ΔΨ _mq .

The berthing parameter calculation unit 16 calculates a difference value ΔΨ _mqc corresponding to the difference value ΔΨ _mq at the current time, and also calculates an average value ΔΨ of the difference values ΔΨ _mq calculated within a predetermined time in the past before the current time. Calculate _mqa (see FIG. 13).

The berthing parameter calculation unit 16 determines whether the reliability of the angle Ψ _q as an approach angle is higher than a predetermined value based on the difference value ΔΨ _mqc , the average value ΔΨ _mqa , and the threshold value THC.

Specifically, for example, if the value of |ΔΨ _mqc −ΔΨ _mqa | is less than or equal to the threshold value THC, the berthing parameter calculation unit 16 determines that the reliability of the angle Ψ _q as the approach angle is higher than a predetermined value. do. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "1" in the sub-item "calculated value" of the item "angle" included in the reliability information of FIG. Furthermore, ΔΨ _mqa is updated by using the current result ΔΨ _mqc in the average value calculation process.

Further, for example, if the value of |ΔΨ _mqc −ΔΨ _mqa | is larger than the threshold value THC, the berthing parameter calculation unit 16 determines that the reliability of the angle Ψ _q as an approach angle is less than or equal to a predetermined value. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "0" in the sub-item "calculated value" of the item "angle" included in the reliability information in FIG.

According to this determination method, for example, when the ship is far from the berthing place, or when the ship is in a position very close to the berthing place, the measured points included in the berthing place edge point group When the number of Ψ q becomes extremely small, a process may be performed to determine the reliability of Ψ _q as an approach angle. Further, when such processing is performed, information indicating that the reliability of the approach angle has been determined based on the marker straight line L _m may be added to the reliability information.

[Processing flow]
FIG. 14A is a flowchart showing an overview of the berthing support process in this embodiment. The information processing device 1 repeatedly executes the process shown in the flowchart of FIG. 14A.

First, the information processing device 1 acquires point cloud data in the direction of the berthing location (step S11). In this case, the information processing device 1 acquires, for example, point cloud data generated by the lidar 3 whose measurement range includes the berthed side of the target ship. Further, the information processing device 1 may further perform downsampling of the acquired point cloud data and removal of data reflected on the water surface.

Next, the berthing location detection unit 15 of the information processing device 1 calculates a normal vector based on the point cloud data acquired in step S11 (step S12). Furthermore, the berthing location detection unit 15 calculates the number of normal vectors, the variance of the normal vectors, etc. in step S12. Furthermore, the berthing location detection unit 15 specifies the inner surface of the field of view and the detection surface based on the processing result of step S12 (step S13).

Next, the berthing parameter calculation unit 16 performs a nearest neighbor search for each vertical line based on the point cloud data acquired in step S11, and determines the nearest neighbor point for each vertical line (step S14).

Next, the berthing parameter calculation unit 16 generates the berthing side straight line L using the nearest point for each vertical line obtained in step S14 (step S15).

Next, the berthing parameter calculation unit 16 uses the berthing side straight line L calculated in step S15 to calculate berthing parameters such as the opposite berthing distance, approach angle, and berthing speed (step S16). The berthing parameter calculation unit 16 calculates a distance _dq as the opposite shore distance in step S16. Furthermore, the berthing parameter calculation unit 16 calculates the angle _Ψq as the approach angle in step S16.

Next, the berthing parameter calculation unit 16 performs a process to determine the reliability of the distance _dq , which is the opposite shore distance calculated in step S16, and the angle _Ψq , which is the approach angle calculated in step S16. (Step S17).

Here, an example of the process performed in step S17 will be described with reference to FIG. 14B. FIG. 14B is a flowchart illustrating an example of a process related to reliability determination.

The berthing parameter calculation unit 16 detects the front marker FM and the rear marker RM provided at the berthing location (step S31), and then generates a marker straight line L _m passing through the front marker FM and the rear marker RM (step S31). S32).

Next, the berthing parameter calculating unit 16 calculates the distance d _m and the angle Ψ _m using the marker straight line L _m generated in step S32 (step S33).

The berthing parameter calculation unit 16 can obtain the distance w _mf , the distance w _mr , and the marker spacing r _m corresponding to the distance between markers by referring to map data stored in the memory 12, for example. It is determined whether or not (step S34).

When the berthing parameter calculation unit 16 can obtain the distance w _mf , the distance w _mr , and the marker interval r _m (step S34: Yes), after obtaining these three parameters, the berthing parameter calculation unit 16 performs the steps in step S35 described below. Perform processing. In addition, if at least one of the distance w _mf , the distance w _mr , and the marker interval r _m cannot be obtained (step S34: No), the berthing parameter calculation unit 16 performs the process of step S42, which will be described later. I do.

The berthing parameter calculation unit 16 calculates the determination distance d _j using the distance d _m , the distance w _mf , and the distance w _mr (step S35). Furthermore, the berthing parameter calculation unit 16 calculates the determination angle Ψ _j using the angle Ψ _m , the distance w _mf , the distance w _mr , and the marker interval r _m (step S35).

Next, the berthing parameter calculation unit 16 determines whether the difference between the distance _dq and the determination distance _dj is less than or equal to a predetermined value (step S36).

When the difference between the distance _dq and the determination distance _dj is less than or equal to the predetermined value (step S36: Yes), the berthing parameter calculation unit 16 determines that the distance _dq is highly reliable (step S37). Thereafter, the process of step S39, which will be described later, is performed. Furthermore, when the difference between the distance d _q and the determination distance d _j is larger than the predetermined value (step S36: No), the berthing parameter calculation unit 16 determines that the reliability of the distance d _q is low (step After S38), the process of step S39, which will be described later, is performed.

Next, the berthing parameter calculation unit 16 determines whether the difference between the angle Ψ _q and the determination angle Ψ _j is less than or equal to a predetermined value (step S39).

When the difference between the angle Ψ _q and the determination angle Ψ _j is less than or equal to the predetermined value (step S39: Yes), the berthing parameter calculation unit 16 determines that the angle Ψ _q is highly reliable (step S40). Thereafter, the process of step S18, which will be described later, is continued. Furthermore, when the difference between the angle Ψ _q and the determination angle Ψ _j is larger than the predetermined value (step S39: No), the berthing parameter calculation unit 16 determines that the reliability of the angle Ψ _q is low (step After S41), the process of step S18, which will be described later, is continued.

The berthing parameter calculation unit 16 calculates a difference value Δd _mq by subtracting the distance d _q from the distance d _m (step S42). Furthermore, the berthing parameter calculation unit 16 calculates the difference value ΔΨ _mq by subtracting the angle Ψ _q from the angle Ψ _m (step S42).

Next, the berthing parameter calculation unit 16 determines whether the difference between the current time difference value Δd _mqc and the average value Δd _mqa in the difference value Δd mq is less than or equal to a predetermined _value (step S43).

When the difference between the difference value Δd _mqc at the current time and the average value Δd _mqa is less than or equal to the predetermined value (step S43: Yes), the berthing parameter calculation unit 16 determines that the reliability of the distance d _q is high ( After updating the calculation result of the average value Δd _mqa (step S44) (step S45), the process of step S47, which will be described later, is performed. Furthermore, if the difference between the difference value Δd _mqc at the current time and the average value Δd _mqa is larger than a predetermined value (step S43: No), the berthing parameter calculation unit 16 determines that the reliability of the distance d _q is low. After doing so (step S46), the process of step S47, which will be described later, is performed.

Next, the berthing parameter calculation unit 16 determines whether the difference between the current time difference value ΔΨ _mqc and the average value ΔΨ _mqa in the difference value ΔΨ mq is less than or equal to _a predetermined value (step S47).

When the difference between the difference value ΔΨ _mqc at the current time and the average value ΔΨ _mqa is less than or equal to the predetermined value (step S47: Yes), the berthing parameter calculation unit 16 determines that the reliability of the angle Ψ _q is high ( After updating the calculation result of the average value ΔΨ _mqa (step S48) (step S49), the process of step S18, which will be described later, is continued. Furthermore, if the difference between the difference value ΔΨ _mqc at the current time and the average value ΔΨ _mqa is larger than a predetermined value (step S47: No), the berthing parameter calculation unit 16 determines that the reliability of the angle Ψ _q is low. After doing so (step S50), the process of step S18, which will be described later, is continued.

Then, the berthing parameter calculation unit 16 generates reliability information based on the reliability of the distance d _q and the angle Ψ _q obtained by the process of step S17 (step S18).

After that, the information processing device 1 controls the ship based on the reliability information (step S19). Thereby, the information processing device 1 can accurately control the ship regarding berthing based on the reliability that accurately reflects the berthing situation.

Then, the information processing device 1 determines whether or not the target ship has docked (berthed) (step S20). In this case, the information processing device 1 determines whether the target ship has berthed, for example, based on the output signals of the sensor group 2 or user input via the interface 11. Then, when the information processing device 1 determines that the target ship has berthed (step S20: Yes), the information processing device 1 ends the process of the flowchart. On the other hand, if the target ship is not berthed (step S20: No), the information processing device 1 returns the process to step S11.

According to the process described above, the acquisition means acquires the measurement data generated by the measurement device installed on the ship. Moreover, according to the process described above, the marker position acquisition means acquires the positions of the two markers provided at the berthing location based on the measurement data. In addition, according to the process described above, the distance between the ship and the berthing place and the approach angle of the ship to the berthing place can be calculated based on the marker straight line that is a straight line that passes through the positions of the two markers. The reliability of at least one of them is determined.

By the way, according to the conventionally known technology, for example, as shown in FIG. 15A, due to the presence of fenders on the side of the quay, it is difficult to detect the quay properly. Objects may be incorrectly determined to be quays. Further, according to the conventionally known technology, for example, as shown in FIG. 15B, when another vessel having a highly flat stern is anchored near the target vessel, the stern of the other vessel is may be incorrectly determined as a quay. If the quay is incorrectly determined, there is a high possibility that the berthed side straight line cannot be correctly generated, and in that case, an inaccurate opposite shore distance will be calculated as shown in FIGS. 15A and 15B. Therefore, the above-mentioned erroneous determination causes inaccurate values to be calculated as parameters used in berthing support, and also leads to a decrease in safety during berthing. Therefore, it is desirable to be able to reliably detect the occurrence of an erroneous determination as described above.

On the other hand, according to this embodiment, when an erroneous determination occurs according to the situation in FIG. 15A, the distance d _q and the distance d _m calculated as shown in FIG. 15C or the angle Ψ Based on the parameters of _q and angle Ψ _m , it is possible to obtain a determination result that the reliability of at least one of distance d _q and angle Ψ _q is low, and to generate reliability information according to the determination result. be able to. Further, according to this embodiment, when an erroneous determination occurs according to the situation in FIG. 15B, the distance d _q and the distance d _m calculated as in FIG. 15D, or the angle Ψ _q and Based on the parameter of the angle Ψ _m , it is possible to obtain a determination result that the reliability of at least one of the distance d _q and the angle Ψ _q is low, and to generate reliability information according to the determination result. I can do it. Therefore, according to this embodiment, it is possible to reliably determine the reliability of parameters used in berthing support.

<Second example>
Next, a second embodiment will be described below. In addition, in this example, descriptions of parts to which the same configuration as in the first example can be applied will be omitted as appropriate, and the description will focus on parts different from the first example. . Specifically, in this embodiment, while the system configuration, hardware configuration, and functional configuration are substantially the same as those in the first embodiment, the content of the processing performed in the berthing parameter calculation unit 16 is different from that in the first embodiment. are different. Therefore, in the following, the processing performed by the berthing parameter calculation unit 16 will be mainly explained. Specifically, in this embodiment, a process related to determining the reliability of a distance d _p (to be described later) as a distance from the opposite shore, and determining the reliability of an angle Ψ _p (to be described later) as an approach angle will be described. Furthermore, in this embodiment, a case will be described in which a ship is berthed at the berthing site SBP illustrated in FIG. 7, and the distances w _mf and w _mr are both known. In addition, in this embodiment, useful processing will be described in the case where the number of measured points included in the berthing location edge point group decreases due to reasons such as fenders being installed at the berthing location. explain.

When the number of measured points (nearest neighbor points) included in the berthing location edge point group is less than or equal to a predetermined number, the berthing parameter calculation unit 16 calculates the center of gravity G of each measured point included in the berthing location edge point group. The coordinate position G _p [G _px G _py G _pz ] ^T is calculated. Furthermore, the berthing parameter calculation unit 16 generates a marker straight line _Lm expressed by the above formulas (1) and (2). Furthermore, the berthing parameter calculation unit 16 generates an alternative straight line L _p that passes through the coordinate position G _p and is parallel to the unit direction vector u _m of the marker straight line L _m (see FIG. 16). Specifically, the alternative straight line _Lp is generated, for example, as a straight line expressed by the following equation (13). Note that in the following formula (13), "t" represents a mediating variable.

The berthing parameter calculation unit 16 calculates the coordinate position H corresponding to the leg of the perpendicular line connecting the origin O and the alternative straight line L _p by applying the coordinate position G _p instead of the coordinate position M _f in the above formula (3). _p [H _px H _py H _pz ] ^T is calculated. In addition, the berthing parameter calculation unit 16 applies the x coordinate value H _px instead of the x coordinate value H _mx and the y coordinate value H _py instead of the y coordinate value H _my in the above formula (4). By applying , a distance d _p corresponding to the length of a perpendicular line connecting the origin O and the alternative straight line L _p is calculated.

The berthing parameter calculation unit 16 calculates the distance d _j by performing processing similar to the processing described above in the first determination method. Furthermore, the berthing parameter calculation unit 16 determines whether the reliability of the distance _dp as the opposite shore distance is higher than a predetermined value based on the distance _dp , the distance _dj , and the threshold THA.

Specifically, for example, if the value of |d _p −d _j | is less than or equal to the threshold value THA, the berthing parameter calculation unit 16 determines that the reliability of the distance d _p as the opposite shore distance is higher than a predetermined value. do. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "1" in the sub-item "calculated value" of the item "distance" included in the reliability information of FIG.

Furthermore, for example, if the value of |d _p −d _j | is larger than the threshold value THA, the berthing parameter calculation unit 16 determines that the reliability of the distance d _p as the opposite shore distance is less than or equal to a predetermined value. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "0" in the sub-item "calculated value" of the item "distance" included in the reliability information in FIG.

When the berthing parameter calculation unit 16 makes a determination regarding the reliability of the distance _dp as the opposite shore distance, the berthing parameter calculation unit 16 provides information indicating that the distance _dp is a distance calculated based on the marker straight line _Lm . Add to reliability information. In addition, the berthing parameter calculation unit 16 sets the distance d _p to the opposite shore distance d _q .

On the other hand, the berthing parameter calculation unit 16 calculates an angle Ψ _p indicating the inclination of the alternative straight line L _p when the x-axis direction of the ship coordinate system is used as a reference. In addition, the berthing parameter calculation unit 16 calculates the angle Ψ _j by performing processing similar to the processing described above in the third determination method. Furthermore, the berthing parameter calculation unit 16 determines whether the reliability of the angle Ψ _p as an approach angle is higher than a predetermined value based on the angle Ψ _p , the angle Ψ _j , and the threshold value THC.

Specifically, the berthing parameter calculation unit 16 determines that the reliability of the angle Ψ _p as an approach angle is higher than a predetermined value when the value of |Ψ _p −Ψ _j | is less than or equal to the threshold value THC. do. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "1" in the sub-item "calculated value" of the item "angle" included in the reliability information of FIG.

Furthermore, for example, if the value of |Ψ _p −Ψ _j | is larger than the threshold value THC, the berthing parameter calculation unit 16 determines that the reliability of the angle Ψ _p as an approach angle is less than or equal to a predetermined value. When such a determination is made, the berthing parameter calculation unit 16 registers a flag "0" in the sub-item "calculated value" of the item "angle" included in the reliability information in FIG.

When the berthing parameter calculation unit 16 makes a determination regarding the reliability of the angle Ψ _p as an approach angle, the berthing parameter calculation unit 16 provides information indicating that the angle Ψ _p is an angle calculated based on the marker straight line L _m . Add to reliability information. In addition, the berthing parameter calculation unit 16 sets the angle Ψ _p to the approach angle Ψ _q .

Note that the processing related to this determination method is performed, for example, when the flag "0" is registered in the sub-item "absolute value" of the item "straight line" included in the reliability information in FIG. Good too.

According to this embodiment, it is difficult to generate the berthed side straight line L due to the small number of measured points included in the berthing location edge point group, or there is a risk that the accuracy of the berthed side straight line L will decrease. In this case, the berthing parameter calculation unit 16 determines the coordinate position G _p of the center of gravity of the berthing location edge point group, and generates an alternative straight line L _p by utilizing the marker straight line L _m . Further, according to this embodiment, the distance d _p to the alternative straight line L _p can be calculated, and the distance d _p can be set as the opposite shore distance d _q . Further, according to this embodiment, the angle Ψ _p can be calculated using the vector of the alternative straight line L _p and the angle Ψ _p can be set as the approach angle Ψ _q .

[Modified example]
For example, if the target ship is located very close to the quay as shown in Figure 17, the illumination angle from the lidar to the quay side becomes shallow, making it difficult to capture the quay side. . As a result, the number of measured points is significantly reduced, and a situation may arise in which the center of gravity of the edge point group of the berthing location cannot be accurately determined. In such a situation, even if the alternative straight line L _p is generated using the marker straight line L _m , it will be inaccurate. Therefore, when the number of measured points is very small, it can be determined that the reliability of the calculated value using the measured points is low. Therefore, in this modification, the distance to the quay and the angle with respect to the quay are calculated by performing the following processing.

When the number of measured points included in the berthing location edge point group is less than or equal to a predetermined value, the berthing parameter calculation unit 16 calculates the distance d _m , the distance w _mf , and the distance w _mr using the following formula (14). The distance d _q is calculated by applying

Alternatively, when the number of measured points included in the berthing location edge point group is less than or equal to a predetermined value, the berthing parameter calculation unit 16 applies the distance d _m and the average value Δd _mqa to the following formula (15). By doing so, the distance _dq is calculated.

When the number of measured points included in the berthing location edge point group is less than or equal to a predetermined value, the berthing parameter calculation unit 16 calculates the angle Ψ _m , the distance w _mf , the distance w _mr , the marker interval r _m , The angle Ψ _q is calculated by applying Ψ q to the following formula (16).

Alternatively, when the number of measured points included in the berthing location edge point group is less than or equal to a predetermined value, the berthing parameter calculation unit 16 applies the angle Ψ _m and the average value ΔΨ _mqa to the following formula (17). By doing so, the distance _dq is calculated.

According to this modification, when it is difficult to calculate the coordinate position G _p of the center of gravity of the berthed area edge point group due to a small number of measured points included in the berthed area edge point group, or when the berthed side edge point group is difficult to calculate, Even if there is a risk of a decrease in the accuracy of L, the berthing parameter calculation unit 16 can calculate the distance _dq corresponding to the opposite shore distance, and can also calculate the angle _Ψq corresponding to the approach angle. .

[Processing flow]
FIG. 18 is a flowchart illustrating an example of processing related to calculation of berthing parameters. The processing flow related to the berthing support processing in this embodiment is substantially the same as the processing flow already described (FIG. 14A) in the first embodiment. On the other hand, in this embodiment, processing different from that in the first embodiment is performed in step S16. Therefore, details of the process performed in step S16 that is different from the first embodiment will be described below.

The berthing parameter calculation unit 16 detects the front marker FM and the rear marker RM provided at the berthing location (step S61), and then generates a marker straight line _Lm passing through the front marker FM and the rear marker RM (step S61). S62).

Subsequently, the berthing parameter calculation unit 16 determines whether the number of measured points included in the berthing location edge point group is equal to or greater than the threshold value TH1 (step S63).

When the number of measured points included in the berthing location edge point group is equal to or greater than the threshold TH1 (step S63: Yes), the berthing parameter calculation unit 16 calculates the distance d _q and the angle Ψ _q using the berthing side straight line L. After calculating (step S64), the process of step S17 is continued. Furthermore, if the number of measured points included in the berthing location edge point group is less than the threshold TH1 (step S63: No), the berthing parameter calculation unit 16 further calculates the number of measured points included in the berthing location edge point group. It is determined whether the number of measurement points is greater than or equal to a threshold value TH2 (step S65). Note that the threshold value TH2 only needs to be set as a value less than the threshold value TH1.

When the number of measured points included in the berthing location edge point group is less than the threshold TH2 (step S65: No), the berthing parameter calculation unit 16 performs the process of step S69, which will be described later. In addition, if the number of measured points included in the berthing location edge point group is less than the threshold TH1 and greater than or equal to the threshold TH2 (step S65: Yes), the berthing parameter calculation unit 16 calculates a value corresponding to the berthing location edge point group. A coordinate position G _p is calculated (step S66), an alternative straight line L _p passing through the coordinate position G _p is generated (step S67), and a distance d _q and an angle Ψ _q are calculated using the alternative straight line L _p . After doing so (step S68), the process of step S17 is continued.

The berthing parameter calculation unit 16 can obtain the distance w _mf , the distance w _mr , and the marker spacing r _m corresponding to the distance between markers by referring to map data stored in the memory 12, for example. It is determined whether or not (step S69).

If the berthing parameter calculation unit 16 can obtain the distance w _mf , the distance w _mr , and the marker interval r _m (step S69: Yes), after obtaining these three parameters, the berthing parameter calculation unit 16 calculates the distance d _m , A distance _dq is calculated using the distance _wmf and the distance _wmr (step S70). Then, the berthing parameter calculation unit 16 calculates the angle Ψ _q using the angle Ψ _m , the distance w _mf , the distance w _mr , and the marker interval r _m (step S71), and then performs the process of step S17. Continue.

When at least one of the distance _wmf , the distance _wmr , and the marker interval _rm cannot be obtained (step S69: No), the berthing parameter calculation unit 16 calculates the distance _dm and the average value _Δdmqa. The distance _dq is calculated using (step S72). Then, the berthing parameter calculation unit 16 calculates the angle Ψ _q using the angle Ψ _m and the average value ΔΨ _mqa (step S73), and then continues to perform the process of step S17.

As described above, according to the present embodiment, it is possible to determine whether each of the distance d _q and the angle Ψ _q is a parameter calculated based on the marker straight line L _m . Therefore, according to this embodiment, it is possible to reliably determine the reliability of parameters used in berthing support.

In the embodiments described above, the program can be stored using various types of non-transitory computer readable media and delivered to a computer, such as a controller. Non-transitory computer-readable media include various types of tangible storage media. Examples of non-transitory computer-readable media include magnetic storage media (e.g., flexible disks, magnetic tape, hard disk drives), magneto-optical storage media (e.g., magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, CD-R/W, semiconductor memory (for example, mask ROM, PROM (Programmable ROM), EPROM (Erasable PROM), flash ROM, RAM (Random Access Memory)).

Although the present invention has been described above with reference to the embodiments, the present invention is not limited to the above embodiments. The configuration and details of the present invention can be modified in various ways that can be understood by those skilled in the art within the scope of the present invention. That is, it goes without saying that the present invention includes the entire disclosure including the claims and various modifications and modifications that a person skilled in the art would be able to make in accordance with the technical idea. In addition, the disclosures of the above cited patent documents, etc. are incorporated into this document by reference.

1 Information processing device 2 Sensor group 3 Lidar

Claims (18)

an acquisition means for acquiring measurement data generated by a measurement device installed on the ship;
marker position acquisition means for acquiring the positions of two markers provided at the berthing location based on the measurement data;
Based on a marker straight line that is a straight line that passes through the positions of the two markers, at least one of the opposite shore distance that is the distance between the ship and the berthing place, and the approach angle of the ship to the berthing place. reliability determination means for determining reliability related to;
An information processing device having: The reliability determining means includes a distance from the ship to the straight line of the marker, a distance from an edge portion of the berthing place to a position of a first marker provided on the front side of the ship, and an edge of the berthing place. The distance used to determine the reliability of the opposite shore distance based on the distance from the part to the position of a second marker provided on the rear side of the ship, and the distance from the ship to the straight line of the marker. The information processing device according to claim 1, which calculates a certain determination distance. The information processing device according to claim 2, wherein the reliability determining means determines the reliability of the distance from the ship to a straight line along an edge of the berthing location as the opposite shore distance, based on the determined distance. The reliability determining means is used to determine reliability regarding the opposite shore distance by subtracting the distance from the ship to a straight line along the edge of the berthing location from the distance from the ship to the marker straight line. The information processing device according to claim 1, which calculates a difference value. 5. The reliability determining means determines the reliability of the distance from the ship to a straight line along the edge of the berthing location as the opposite shore distance, based on a temporal change in the difference value. Information processing device. The reliability determining means includes a unit direction vector in the marker straight line, a distance from an edge portion of the berthing place to a position of a first marker provided on the forward side of the ship, and a distance from an edge portion of the berthing place. The approach angle is determined based on the distance to the position of the second marker provided on the rear side of the ship and the marker interval corresponding to the distance between the first marker and the second marker. The information processing device according to claim 1, which calculates a determination angle that is an angle used for determining the reliability. The reliability determining means determines the reliability of an angle indicating an inclination of a straight line along an edge of the berthing location as the approach angle when the front direction of the ship is used as a reference, based on the determination angle. The information processing device according to item 6. The reliability determining means determines the inclination of the straight line along the edge of the berthing place when the front direction of the ship is used as a reference from the angle indicating the slope of the marker straight line when the front direction of the ship is taken as a reference. The information processing apparatus according to claim 1, wherein a difference value used for determining reliability regarding the approach angle is calculated by subtracting an angle indicating the approach angle. The reliability determining means determines the reliability of an angle representing an inclination of a straight line along an edge of the berthing location as the approach angle based on a temporal change in the difference value. The information processing device according to claim 8, which determines gender. Using the marker straight line and the point cloud data of the edge portion of the berthing location, generate an alternative straight line that is a straight line parallel to the marker straight line, and calculate the distance from the ship to the alternative straight line as the opposite shore distance. 2. The information processing apparatus according to claim 1, further comprising means for calculating an opposite shore distance. Using the marker straight line and the point group data of the edge portion of the berthing location, an alternative straight line that is a straight line parallel to the marker straight line is generated, and the alternative straight line is generated when the front direction of the ship is used as a reference. The information processing apparatus according to claim 1, further comprising approach angle calculation means for calculating an angle indicating an inclination of a straight line as the approach angle. a distance from the vessel to the marker straight line; a distance from the edge of the berthing place to a position of a first marker provided on the front side of the vessel; and a distance from the edge of the berthing place to the rear side of the vessel. 2. The information processing apparatus according to claim 1, further comprising an opposite shore distance calculation means for calculating the opposite shore distance using a distance to a position of a second marker provided in the opposite shore distance. The information processing according to claim 4, further comprising an opposite shore distance calculation means for calculating the opposite shore distance using a distance from the ship to the marker straight line and an average value of the difference values calculated within a predetermined time. Device. An angle indicating the inclination of the marker straight line when based on the front direction of the ship, a distance from an edge portion of the berthing place to a position of a first marker provided on the front side of the ship, and the berth. Using a distance from the edge of the location to the position of a second marker provided on the rear side of the ship, and a marker interval corresponding to the distance between the first marker and the second marker. The information processing apparatus according to claim 1, further comprising approach angle calculation means for calculating the approach angle. Approach angle calculation means for calculating the approach angle using an angle indicating the inclination of the marker straight line when the front direction of the ship is used as a reference, and an average value of the difference values calculated within a predetermined time. The information processing device according to claim 8, further comprising: A control method executed by a computer,
Obtain measurement data generated by measurement equipment installed on the ship,
Based on the measurement data, acquire the positions of two markers provided at the berth location,
Based on a marker straight line that is a straight line that passes through the positions of the two markers, at least one of the opposite shore distance that is the distance between the ship and the berthing place, and the approach angle of the ship to the berthing place. A control method for determining reliability related to. Obtain measurement data generated by measurement equipment installed on the ship,
Based on the measurement data, acquire the positions of two markers provided at the berth location,
Based on a marker straight line that is a straight line that passes through the positions of the two markers, at least one of the opposite shore distance that is the distance between the ship and the berthing place, and the approach angle of the ship to the berthing place. A program that causes a computer to execute processing for determining reliability related to. A storage medium storing the program according to claim 17.