JP2024007541A - Route planning system and route planning method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a support device and a method permitting safe navigation by avoiding collision between a moving body, such as a ship, and obstacles, such as multiple ships.

SOLUTION: A navigation planning system includes: a planned navigation acquisition part acquiring planned navigation information showing planned navigation of a moving body; a moving body information acquisition part acquiring moving body information including a position and a traveling direction of the moving body; an obstacle information acquisition part acquiring obstacle information including a position and a traveling direction for each of multiple obstacles; a collision risk value calculation part calculating a collision risk value on the basis of the moving body information and the obstacle information; a maximum collision risk obstacle selection part selecting the maximum collision risk object corresponding to the maximum collision risk value from among the obstacles; a congestion risk value calculation part calculating a congestion risk value showing a degree of simultaneous approach for one or multiple obstacles including/excluding the maximum collision risk obstacle; and a risk evaluation part determining navigation of a collision avoidance route differing from the planned navigation on the basis of the congestion risk value.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention mainly relates to a ship navigation system for safely navigating a ship, and more specifically, it relates to a ship navigation system for safely navigating a ship, and more specifically, even when there are multiple obstacles around the own ship, collisions with these obstacles can be avoided. This invention relates to a route planning system and route planning method for safely navigating ships.

Generally, before a ship or other moving object starts sailing, it sets a planned voyage route (route) from its starting point or departure point to its destination. BACKGROUND ART Currently, navigation systems and devices for generating a planned route and monitoring the planned route are sometimes installed in mobile bodies such as ships in order to move the mobile body safely.

In these conventional route planning systems, in order to avoid collisions with other vessels and other obstacles, it is necessary to detect the position of a moving object such as own ship and the positions of nearby obstacles and other vessels on the planned route. Multiple sensor units are used to acquire moving object information and obstacle information for identification and tracking.

US2020/0310434

By the way, while navigating the planned route, the planned route may have to be changed due to human factors such as nearby obstacles or the appearance of other ships that may cross the planned route. Furthermore, due to natural factors such as sudden changes in ocean conditions, tides, and other disturbance factors, it may be necessary to change the route from the planned route.

For this reason, ship operators must navigate their ships and other moving objects safely along the planned route while avoiding collisions with surrounding obstacles and other ships. They may also need assistance navigating the conditions and tides.

The problem to be solved by the present invention is to meet the above-mentioned requirements and to provide a system that supports ship operating personnel in safely navigating moving objects by avoiding collisions with multiple obstacles and other ships. , an apparatus and a method.

The route planning system of the present invention includes a planned route acquisition unit that acquires planned route information indicating a planned route of a mobile object moving on water, and a mobile object information acquisition unit that acquires mobile object information including the position and movement direction of the mobile object. and an obstacle information acquisition unit that acquires obstacle information including the position and movement direction for each of a plurality of obstacles existing around the moving body. and a collision risk value calculation unit that calculates a collision risk value indicating the degree of risk of collision between the moving body and each obstacle based on the moving body information and the obstacle information, and a congestion risk value including a plurality of the obstacles. Congestion risk for obstacles, calculating a congestion risk value indicating the degree of simultaneous approach of obstacles included in the congestion risk obstacle based on collision risk values corresponding to each obstacle included in the congestion risk obstacle. The present invention includes a value calculation unit and a risk evaluation unit that determines whether or not a moving object needs to navigate on an avoidance route having a route different from a planned route based on the congestion risk value.

The moving object information may further include the moving speed of the moving object, and the obstacle information may further include the moving speed of the obstacle, or these may be calculated from the position and orientation detected at a predetermined period. .

Here, the risk evaluation unit includes a congestion risk evaluation unit that compares the congestion risk threshold set for the congestion risk value and the congestion risk value and outputs the congestion risk evaluation result, and based on the congestion risk evaluation result, It may also be determined whether or not navigation along an avoidance route is necessary.

Further, the route planning system of the present invention further includes a maximum collision risk obstacle selection unit that selects a maximum collision risk obstacle corresponding to the maximum collision risk value among the obstacles, and the risk evaluation unit further includes Equipped with a maximum collision risk evaluation unit that compares the collision risk threshold set for the collision risk value with the maximum collision risk value and outputs the maximum collision risk evaluation result, and compares the congestion risk evaluation result and the maximum collision risk. Based on the evaluation results, it may be determined whether navigation along the avoidance route is necessary.

The route planning system of the present invention sets an avoidance route different from the planned route to a part or all of the untraveled route of the mobile object in the planned route when the risk evaluation unit determines that it is necessary to set an avoidance route. The ship is equipped with an avoidance route setting section.

Here, the avoidance route setting unit further generates an avoidance route candidate pattern that is a candidate for one or more avoidance routes on a route different from the planned route between the start point of the avoidance route on the unnavigated route and the planned route return point. and an avoidance route selection section that selects an avoidance route from among the avoidance route candidate patterns.

In the route planning system of the present invention, the congestion risk value calculation unit calculates the congestion risk value of the planned route based on the logical sum of a plurality of collision risk values including the maximum collision risk value among the plurality of collision risk values. may be calculated. Alternatively, the congestion risk value of the planned route may be calculated based on the logical sum of a plurality of collision risk values excluding the maximum collision risk value among the plurality of collision risk values.

In addition, the congestion risk value calculation unit calculates the congestion risk value based on the collision risk values corresponding to the plurality of obstacles selected from among the plurality of obstacles corresponding to the obstacle information acquired by the obstacle information acquisition unit. may be calculated. The congestion risk value calculation unit calculates a semi-maximum collision risk obstacle corresponding to a semi-maximum collision risk value having the next highest collision risk value after the maximal collision risk value, and an obstacle having a collision risk value smaller than the semi-maximum collision risk value. The congestion risk value may be calculated based on the collision risk value corresponding to each obstacle of the quasi-maximum collision risk obstacle group including the following.

In the route planning system of the present invention, the congestion risk value calculation unit calculates the congestion risk value of the planned route and the congestion risk value of the avoidance route based on the logical sum value of a plurality of collision risk values.

Here, the collision risk value calculation unit calculates the maximum collision risk value for each of the one or more avoidance route candidate patterns, and the congestion risk calculation unit calculates the congestion risk value for each of the one or more avoidance route candidate patterns. Calculate.

Further, the collision risk value calculation unit calculates the maximum collision risk value for each of the avoidance route candidate patterns when a moving object navigates the avoidance route candidate pattern, and the avoidance route selection unit calculates the maximum collision risk value for each of the avoidance route candidate patterns. The avoidance route candidate pattern that is less than the threshold is selected as the avoidance route, and it is determined whether the maximum collision risk value corresponding to the selected avoidance route is smaller than the maximum collision risk value for the planned route, and if it is smaller, the avoidance route is determined. It is equipped with an avoidance route navigation determination unit that determines navigation as important.

Here, the congestion risk value calculation unit calculates the avoidance route congestion risk value when the mobile object navigates the selected avoidance route, and the avoidance route selection unit further determines that the avoidance route congestion risk value is the congestion risk for the planned route. When it is smaller than the value, it is determined that navigation along the selected avoidance route is necessary.

The avoidance route selection unit may determine whether or not an avoidance route is necessary for each of the avoidance route candidate patterns, further taking into account the distance traveled by the moving body through each avoidance route candidate pattern.

The avoidance route selection unit selects, as an avoidance route, an avoidance route candidate pattern that minimizes the distance traveled by the moving object among avoidance route candidate patterns in which the maximum collision risk value and congestion risk value are both below a predetermined threshold value. You may choose.

In the route planning system of the present invention, the obstacle information is information detected by at least one device among a radar, a lidar, a sonar, and an image sensor attached to a moving object, and is received by an automatic identification system receiver. The information may include either information transmitted by other vessels other than the mobile, or information detected by radio communication at a location other than the mobile. Further, the obstacle information may include at least one of other ships, tides, weather, reefs, and stranded ships.

The route planning system of the present invention may further include a display that displays the avoidance route along with the planned route on the display image. Furthermore, it may include a route planning section that provides one or more routes for a mobile object to navigate from a departure point to a destination, and one or more sensor sections that acquire obstacle information.

The route planning method of the present invention acquires planned route information indicating the planned route of a moving object moving on water, acquires moving object information including the position, moving direction, and moving speed of the moving object, and acquires information on the surrounding area of the moving object. Obtain obstacle information including the position, moving direction, and moving speed for each of the multiple obstacles that exist, and calculate the degree of risk of collision between the moving object and each obstacle based on the moving object information and obstacle information. calculate the collision risk value shown, select the maximum collision risk obstacle corresponding to the maximum collision risk value among the obstacles, and select the congestion risk obstacle that includes one or more obstacles including the maximum collision risk obstacle. , a congestion risk value indicating the degree of simultaneous approach of obstacles included in the congestion risk obstacle is calculated based on the collision risk value corresponding to each obstacle included in the congestion risk obstacle, and the congestion risk value is calculated. Based on this, it is determined whether or not to navigate an avoidance route that is different from the planned route of the mobile object.

Here, the necessity of navigating the avoidance route may be determined by comparing the congestion risk value with a congestion risk threshold value set for the congestion risk value. Further, the necessity of navigating the avoidance route may be determined by comparing a collision risk threshold value set for the maximum collision risk value with the maximum collision risk value.

In the route planning method of the present invention, when it is determined that it is necessary to set an avoidance route, an avoidance route different from the planned route is set for part or all of the untraveled route of the mobile object in the planned route. You may also do so.

Furthermore, an avoidance route candidate pattern is generated between the avoidance route starting point and the planned route return point on the unnavigated route, and is a candidate for one or more avoidance routes on a route different from the planned route, and is selected from among the avoidance route candidate patterns. An avoidance route may also be selected. Alternatively, the congestion risk value of the planned route may be calculated based on the logical sum of a plurality of collision risk values excluding the maximum collision risk value among the plurality of collision risk values.

The route planning system of the present invention further calculates the maximum collision risk value for each of the one or more avoidance route candidate patterns, and calculates the congestion risk value for each of the one or more avoidance route candidate patterns. You can do it like this.

For each of the avoidance route candidate patterns, the maximum collision risk value when a moving object navigates in the avoidance route candidate pattern is calculated, and the avoidance route candidate pattern in which the maximum collision risk value is equal to or less than a predetermined threshold value is selected as the avoidance route candidate pattern. It may be determined whether the maximum collision risk value corresponding to the selected avoidance route is smaller than the maximum collision risk value for the planned route, and if it is smaller, it may be determined that navigation on the avoidance route is essential. .

Among the avoidance route candidate patterns in which both the maximum collision risk value and the congestion risk value are below a predetermined threshold value, the avoidance route candidate pattern that minimizes the distance traveled by the moving object may be selected as the avoidance route. .

The route planning program of the present invention is a program executable by a computer, and when executed by the computer, acquires planned route information indicating the planned route of a mobile body moving on water, and acquires the position, direction of movement, and information of the mobile body. Obtain moving object information including moving speed, obtain obstacle information including the position, moving direction, and moving speed for each of a plurality of obstacles existing around the moving object, and combine the moving object information and the obstacle information. Based on this, the collision risk value indicating the degree of risk of collision between the moving object and each obstacle is calculated, the maximum collision risk obstacle corresponding to the maximum collision risk value among the obstacles is selected, and the maximum collision risk value is calculated. Obstacles included in the congestion risk obstacle based on the collision risk value corresponding to each obstacle included in the congestion risk obstacle regarding the congestion risk obstacle including one or more of the obstacles including the risk obstacle. A congestion risk value indicating the degree of simultaneous approach of the mobile object is calculated, and based on the congestion risk value, it is determined whether or not to navigate an avoidance route that is different from the planned route of the mobile object.

In this specification, the term "risk value" such as "collision risk value" and "congestion risk value" is used, but risk is quantified based on predetermined rules, and is not equivalent to the degree of risk. You can. "Collision risk value" is a numerical value of the degree of possibility of collision with an obstacle (vessel) that has a risk of collision, based on a predetermined standard, and "congestion risk value" When there are multiple obstacles, the degree of possibility of collision with one of the obstacles is quantified based on a predetermined standard.

The planned route is not limited to the entire route from the departure point to the destination, and may be a route beyond the current position of the mobile object that has already departed and is currently navigating within the planned route, or a route that will be passed through in the future. It may be a planned route ahead of the predicted position. Further, instead of the planned route, an avoidance route for the moving object may be generated, and the above may be applied in place of the planned route.

Congestion risk is a concept that indicates the degree of simultaneous approach of obstacles included in a congestion risk obstacle based on a collision risk value corresponding to each of a plurality of obstacles that may pose a congestion risk. As an example, based on the plurality of collision risk values ranging from 0, which indicates a state where there is no congestion risk, to 1, which indicates that the congestion risk is the highest collision risk among obstacles, the planned route may be determined. Calculate the congestion risk value of. Here, the range of congestion risk values is shown as a numerical range from 0 to 1, but is not limited to this.

Furthermore, the congestion risk value of the avoidance route is also determined. The congestion risk value calculation unit calculates congestion risk values for each of the planned route and the avoidance route based on a plurality of collision risk values excluding a maximum collision risk value among the plurality of collision risk values. As an example of calculating a congestion risk value based on multiple collision risk values, excluding the maximum collision risk value, calculate the logical sum of each collision risk value to be calculated, and use this as the congestion risk value. do. However, the calculation using the logical sum is just an example, and instead of simply calculating the logical sum, it is possible to show a value according to the degree of simultaneous approach of obstacles, such as multiplying the collision risk by a high coefficient and adding it in descending order of collision risk. If so, it is not limited to the above example.

As will be described in detail in the Detailed Description section, it has meaning whether or not the obstacle having the maximum risk value is included or excluded from the congestion risk value calculation, and either method is possible.

When multiple obstacles are detected on the planned route, it can be used intuitively by vessel operators to navigate safely by generating an avoidance route ahead of the current or predicted position of the moving object. To solve the problem that there is no way to display visual information.

The route planning system of the present invention allows a ship operator to avoid collisions with a plurality of surrounding obstacles, such as ships and terrain, on the avoidance route displayed on the screen of the display unit. It is possible to safely navigate moving objects such as ships.

The illustrated embodiments of the solution will be better understood by referring to the drawings. Here, like parts are designated with like numbers throughout. The following description is intended as an example only and merely describes certain selected embodiments of systems, apparatus, and methods consistent with the problems asserted herein and means for solving them. It shows.
BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram illustrating the configuration of a route planning system for safely navigating a mobile object that moves on water by operation, such as a own ship, according to an embodiment of the route planning system of the present invention. FIG. 2 is a diagram for explaining one embodiment, showing the positional relationship between the own ship and other ships in an area surrounding the own ship. This is a diagram for explaining one embodiment, showing the positional relationship between the own ship and other ships in the area surrounding the own ship. facing in a tilted direction. FIG. 2 is a block diagram illustrating the configuration of a route planning system for safely navigating a mobile object that moves on water by its own ship or the like, according to another embodiment of the route planning system of the present invention. FIG. 2 is a diagram showing an example of a risk evaluation section and related configurations in an embodiment of the route planning system of the present invention. FIG. 3 is a diagram illustrating the determination of collision risk values associated with obstacles along a planned route according to an embodiment of the route planning system of the present invention. FIG. 3 is a diagram showing determination of a collision risk value when the own ship approaches an obstacle, according to an embodiment of the route planning system of the present invention. 6 shows a relationship between the collision risk value and the time until the own ship and the obstacle are located at the closest distance, which is shown for the purpose of explaining one embodiment. FIG. 7 is a diagram showing determination of a collision risk value when the own ship approaches an obstacle according to another embodiment of the route planning system of the present invention. FIG. 7 is a diagram showing determination of a collision risk value when the own ship approaches an obstacle according to yet another embodiment of the route planning system of the present invention. FIG. 2 is a block diagram of a route planning system for safely navigating a mobile object (or own ship) according to another embodiment of the route planning system of the present invention. FIG. 3 is a block diagram of a route planning system for safely navigating a mobile object (or own ship) according to yet another embodiment of the route planning system of the present invention. It is a figure showing an example of composition of an avoidance route setting part in a route planning system of the present invention. FIG. 3 is a diagram showing an example of how avoidance route candidate patterns are generated in the route planning system of the present invention. FIG. 2 is a diagram illustrating an avoidance route for the own ship that is set when the own ship (moving body) is following the avoidance route, shown for explanation of an embodiment. 1 is a portion of a flowchart illustrating a route planning method according to an embodiment of the present invention. This is a part of a flowchart following the flowchart shown in FIG. 16.

Here, an embodiment of the route planning system of the present invention will be described using an example. Other exemplary embodiments or features may further be utilized, and other changes may be made without departing from the spirit or scope of the subject matter presented herein.

The exemplary embodiments described herein are not limiting. It is to be understood that the forms of the invention generally described herein and illustrated in the drawings may be arranged, substituted, combined, separated, and designed in a wide variety of different configurations that are expressly contemplated herein. will be easily understood.

In the following detailed description, reference is made to the accompanying drawings, which form a part thereof.

FIG. 1 is a block diagram showing the configuration of a route planning system 100 for safely navigating a mobile object 200 according to an embodiment of the present invention. 2 and 3 illustrate a predetermined area surrounding own ship 200 according to an embodiment of the route planning system of the present invention. Hereinafter, the moving body 200 will also be referred to as the own ship 200 as appropriate.

The route planning system 100 can be installed on the ship 200 itself in order to navigate the ship 200 from a departure point to a destination. When a voyage is started, the route planning system 100 monitors whether the own ship 200 is navigating appropriately along the planned route 202, which is the route that the own ship 200 should follow between the departure point and the destination.

The purpose of the route planning system 100 is to enable the own ship 200 to navigate safely by avoiding collisions with ships recognized as obstacles, bad sea conditions, weather, and other surrounding obstacles. used. A ship operator, that is, an operator who operates own ship 200, receives support from route planning system 100 and navigates own ship 200 along planned route 202.

As shown in FIGS. 2 and 3, in this embodiment, the planned route 202 is the route that the own ship 200 should follow in order to navigate and safely reach the destination. It shows the route and the course direction from the current position of own ship 200.

The route planning unit 2 is configured to store a plurality of routes for navigation of the own ship 200. In this embodiment, a ship operator can operate various peripheral devices operably connected to the route planning system 100 to perform various functions depending on the functions of the route planning system. can. For example, by operating peripheral devices such as a keyboard and a mouse, the user can give various instructions to the route planning system 1 regarding the position of the departure point and destination of the cruise of the own ship 200.

The route planning unit 2 can provide one or more routes for the own ship 200 to navigate from the departure point to the destination based on information such as the source location and destination acquired from the user. . In this embodiment, each route can include and be associated with the date and time of the voyage, weather conditions, tidal conditions, and the like.

The route planning unit 2 receives user input from a vessel operator or a person related thereto regarding the selection of a route as a planned route 202 for navigation of own vessel 200 from a departure point position to a destination. In this embodiment, the ship operator selects the route to travel, but in another example, the route planning unit 2 itself selects the optimal route based on current weather conditions, travel time, tidal or tidal current conditions, etc. You may choose a route.

The route planning system 1 is designed to monitor moving objects 200 such as other ships and a plurality of obstacles in the area around the own ship 200 in order to safely navigate the own ship 200 from a departure point to a destination along a planned route 202. Information related to the objects 204 and 206 is utilized. The Global Navigation Satellite System (GNSS) receiver 3 is generally mounted on the own ship 200, and acquires moving body information such as the position, moving direction, and speed of the own ship 200. The GNSS receiver 3 receives satellite signals and accurately acquires the above-mentioned moving object information regarding own ship 200.

One or more sensor units 4 acquire obstacle information including the positions, moving directions, and speeds of a plurality of obstacles 204 and 206 that may impede navigation of own ship 200. The sensor section 4 may correspond to one or more nautical electronic devices. The specific configuration of the sensor unit 4 includes a radio detection and ranging (RADAR) device, a light detection and ranging (LIDAR) device, an acoustic navigation and ranging (SONAR) device, an automatic identification system (AIS) receiver, and the own ship 200. A device equipped with a detection function such as an image sensor such as a camera or video recorder mounted on a device. The sensor unit 4 only needs to be able to detect obstacles to the navigation of the own ship 200, and is not limited to the above.Furthermore, the sensor unit 4 is not limited to sensors installed on the own ship, but can also detect objects transmitted from other ships, land management stations, etc. It may also be based on the information provided.

In this embodiment, the obstacle information includes information detected by at least one of a radar, a LIDAR device, a SONAR device, and an image sensor, information acquired by an AIS receiver, information transmitted from another ship, and information detected by at least one of a radar, a LIDAR device, a SONAR device, and an image sensor. It is assumed that information obtained by detecting wireless communication at a location other than the ship 200 is included.

In this embodiment, for ease of understanding, there are only two obstacles 204 and 206 along the planned route 202, but the number of obstacles is not limited to two and may be greater. . In various other embodiments, the plurality of obstacles planned or threatened to cross or approach the planned route 202 may be any number greater than or equal to two without departing from the scope of the present invention. may include obstacles.

In this embodiment, the obstacle information further includes information regarding other moving objects including at least one of other ships, tides, weather, reefs, and stranded ships. Information regarding other moving objects may be obtained in a similar manner to obtaining information about the plurality of obstacles 204, 206.

As shown in FIG. 1, the route planning system 1 includes a planned route acquisition section 11, a moving object information acquisition section 12, an obstacle information acquisition section 13, a collision risk value calculation section 14, a congestion risk value calculation section 15, and a risk evaluation section. It is equipped with 16. Here, in addition to FIG. 1, description will be given with reference to FIGS. 2 and 3 as appropriate.

The planned route acquisition unit 11 receives the planned route selected by the vessel operator as the planned route 202, and is operably communicably connected to the route planning unit 2. The mobile information acquisition unit 12 is operably connected to and can communicate with the GNSS receiver 3 in order to receive mobile information associated with the own ship 200. Furthermore, the mobile object information acquisition unit 12 is configured to store the received mobile object information.

The obstacle information acquisition section 13 is operably connected and capable of communicating with one or more sensor sections 4 in order to receive obstacle information related to the plurality of obstacles 204 and 206. The obstacle information acquisition unit 13 detects the position and movement direction of each of the obstacles 204 and 206 that cross the planned route through which the own ship 200 passes or approach the planned route, which are detected by the sensor unit 4. , configured to receive obstacle information including speed. In this embodiment, the planned route is the planned route 202 that the own ship 200 plans to navigate. The obstacle information acquisition unit 13 is configured to further store the above obstacle information.

In this embodiment, the moving object information acquisition section 12 periodically acquires the moving object information of the own ship 200, and the obstacle information acquisition section 13 periodically acquires the obstacle information of the plurality of obstacles 204 and 206. .

The collision risk value calculation unit 14 is operably connected to the planned route acquisition unit 11, the moving object information acquisition unit 12, and the obstacle information acquisition unit 13, and can communicate with each of them. The collision risk value calculation unit 14 receives a planned route 202, moving object information of the own ship 200, and obstacle information of a plurality of obstacles 204 and 206 as the route to be sailed, and calculates a collision with the own ship 200 due to the planned route. Calculate the risk value that quantifies the risk of Specific calculations of the collision risk value and congestion risk value will be described later.

The collision risk value calculation unit 14 further calculates a plurality of collision risk values for a plurality of obstacles 204 and 206 that are expected to be on the planned route 202 based on the moving object information and the obstacle information. It is composed of A plurality of collision risk values may be calculated from the positions, moving directions, and speeds of the own ship 200 and the plurality of obstacles 204 and 206. The plurality of collision risk values indicate the risk values of collision between the own ship 200 and the plurality of obstacles 204 and 206.

In this embodiment, if the obstacle 204 and the obstacle 206 are navigating along the predicted future routes 208 and 210, respectively, and the own ship 200 continues navigating along the planned route, the predicted There is a possibility that the future routes 208 and 210 to be planned and the planned route of the own ship 200 will interfere or collide at points as shown in the figure.

In the cases shown in FIGS. 2 and 3, multiple collision risk values related to the planned route are high, and the risk of collision between own ship 200 and multiple obstacles 204 and 206 is high. Determination of the collision risk value associated with the obstacle 204 will be described in detail later with reference to FIGS. 6 to 10.

Returning to FIG. 1, the congestion risk value calculation unit 15 is operably connected to the collision risk value calculation unit, and communicates with the collision risk value calculation unit 14 to determine the number of obstacles 204 and 206 along the planned route 202. configured to receive multiple collision risk values. Further, here, the congestion risk value calculation unit 15 is configured to determine a congestion risk value related to the planned route 202 along the current route direction based on a plurality of collision risk values. The congestion risk value indicates the degree of simultaneous approach of obstacles included in the congestion risk obstacle based on the collision risk value corresponding to each obstacle included in the risk obstacle in the congestion area.

As an example of calculation corresponding to the plurality of obstacles 204 and 206, the congestion risk value calculation unit 15 determines the congestion risk value corresponding to the planned route 202 based on the logical sum of the plurality of collision risk values. In this embodiment, the congestion risk value calculation unit 15 calculates the congestion risk value of the planned route 202 based on the logical sum of multiple collision risk values excluding the maximum collision risk value among the multiple collision risk values. seek.

The "logical sum" here refers to two propositions in a logical operation that are true when either or both are true, and false when both are false, i.e., logical circuits or binary numbers. The logical sum is based on the logic that when one or both of two inputs is 1, the output is 1, and when both are 0, the output is 0. For example, there are four obstacles Obs(1), Obs(2), Obs(3), and Obs(4), and the collision risk values are 0.3, 0.5, 0.7, and 0.9, respectively. If so, the maximum collision risk value is 0.9 for Obs(4), and the logical sum of the three Obs(1) to Obs(3) excluding this value is 0.7.

FIG. 4 is a block diagram showing the configuration of a route planning system for safely navigating a mobile body that moves on water by operation, such as a own ship, according to another embodiment of the route planning system of the present invention. The difference from FIG. 1 is that the embodiment shown in FIG. 4 includes a maximum collision risk value selection section 18.

The maximum collision risk value selection unit 18 selects an obstacle having the maximum collision risk value among the collision risk values for each of the plurality of obstacles calculated by the collision risk value calculation unit 14, that is, an obstacle with the highest collision risk. Select. In this embodiment, as described above, the possibility of collision with an obstacle having the maximum collision risk value must be evaluated as a top priority, and avoidance action must be taken as necessary.

On the other hand, for obstacles other than those with the maximum collision risk, the collision risk caused by the degree of simultaneous approach, that is, the congestion risk, is evaluated. In order to do this, one or more obstacles having a collision risk value other than the maximum collision risk value.For a set of one or more obstacles having a collision risk value other than the maximum collision risk value, the congestion risk value calculation unit 15 These collision risk values are input and the congestion risk value is calculated.

Note that in this embodiment, the risk of collision with an obstacle having the maximum collision risk value is evaluated individually, so although this is excluded, it may remain included. Additionally, when calculating the congestion risk value excluding obstacles that have the maximum collision risk value, it is more appropriate to calculate the congestion risk value by including the obstacles that have the sub-maximum risk value following the maximum risk value. Congestion risk value can be calculated.

By the way, in evaluating collision risk, the congestion risk value is calculated based on the collision risk value of each of one or more obstacles other than the obstacle with the maximum collision risk value, and the congestion risk value is calculated based on the collision risk value of each of one or more obstacles other than the obstacle with the maximum collision risk value. It is better to evaluate the collision risk values separately. This is because avoiding a collision with an obstacle having the maximum collision risk value should be given top priority. This is because, when taking a collision avoidance action, it is sufficient to consider other collision risks, for example, the collision risk with obstacles including an obstacle having a sub-maximum collision risk value, which is the next highest collision risk value. However, when calculating the congestion risk value, the maximum collision risk value may be included in the calculation.

FIG. 5 is a diagram showing an example of a risk evaluation section and its related configuration in an embodiment of the route planning system of the present invention. The maximum failure risk value selected by the maximum collision risk value selection section 18 is directly subjected to risk evaluation in the maximum collision risk evaluation section 20 in the risk evaluation section 16 by comparison with a predetermined maximum collision risk threshold value.

On the other hand, the collision risk values other than the maximum collision risk value are input to the congestion risk value calculation section 15 to calculate the congestion risk value, which is determined by the congestion risk evaluation section 19 of the risk evaluation section 16 as a predetermined congestion risk threshold value. The risk is assessed by comparing the

In this embodiment, the risk evaluation unit 16 determines that there is no risk of collision if both the maximum collision risk value and the congestion risk value are equal to or less than their respective predetermined thresholds, and outputs a risk evaluation result. If even one of the threshold values is exceeded, it is determined that there is a risk of collision. However, if the maximum collision risk value is below the threshold value, it can be determined that the imminent collision risk is small even if the congestion risk value is above the threshold value.

As described above, the risk evaluation unit 16 can operate in conjunction with the congestion risk value calculation unit 15 and obtains the congestion risk value associated with the planned route 202. The risk evaluation unit 16 further determines whether the own ship 200 should avoid the planned route 202 or continue sailing along the planned route 202, based on the congestion risk value regarding the planned route 202. The potential collision risk can be determined by evaluating the congestion risk value of the planned route 202. If the congestion risk value is high, the own ship 200 will avoid the planned route 202 and navigate another route such as the avoidance route 212 in order to avoid collisions with the plurality of obstacles 204 and 206.

In this embodiment, when the risk evaluation unit 16 determines that the own ship 200 needs to avoid the planned route 202 based on the congestion risk value, the route planning system 1, as shown in FIGS. 2 and 3, Prompts the vessel operator to navigate the vessel 200 via the avoidance route 212 from the current position of the vessel 200 or the predicted future position of the vessel 200, that is, the reference point (or waypoint) 214 serving as the starting point. . This can be done by various means such as a warning display on the screen or a sound.

In this embodiment, when the own ship 200 is navigating along the planned route 202, the planned route to be sailed is the planned route 202, but it will be clear to those skilled in the art that the scope of the present invention is not limited thereto. . As another embodiment, it may be assumed, without departing from the scope of the present invention, that when the own ship 200 is following the avoidance route 212, the route to be navigated becomes the avoidance route 212.

As another embodiment, when the own ship 200 is navigating along the avoidance route 212, the collision risk value calculation unit 14 calculates the avoidance route 212 (scheduled for avoidance route) based on moving object information and obstacle information. A plurality of collision risk values may be determined associated with a plurality of obstacles 204, 206 along a route (trajectory route).

The congestion risk value calculation unit 15 calculates the congestion risk value associated with the avoidance route 212 based on a plurality of collision risk values. The congestion risk value calculation unit 15 calculates the congestion risk value corresponding to the avoidance route 212 based on the logical sum of the plurality of collision risk values corresponding to the plurality of obstacles 204 and 206, for example, as described above. In this embodiment, the congestion risk value calculation unit 15 determines the congestion risk value of the avoidance route 212 based on the logical sum of a plurality of collision risk values excluding the maximum collision risk value among the plurality of collision risk values. There is.

The risk evaluation unit 16 determines whether the own ship 200 should deviate from the avoidance route 212 or continue navigating along the avoidance route 212, based on the congestion risk value associated with the avoidance route 212. The route planning system 1 repeats the process of avoiding collisions with a plurality of obstacles 204 and 206 along the planned route that the own ship 200 passes, that is, the planned route 202 or the avoidance route 212, and avoids collisions on the planned route. If the risk is high, recalculate and reset the avoidance route.

Referring to FIGS. 1, 2, and 3, navigation control section 5 may be operably connected to and communicate with risk evaluation section 16. The navigation control unit 5 causes the ship 200 to deviate from the planned route 202 or the avoidance route 212 set for avoiding the obstacle and further avoid it, or to continue sailing along the planned route 202 or the avoidance route 212. Based on this judgment, the navigation of the own ship 200 is monitored and controlled.

The fact that the navigation control unit 5 may deviate from the avoidance route 212 that has been set to avoid an obstacle and further avoid it is because another obstacle approaches while navigating along the avoidance route 212. This is because it is possible to imagine a situation that must be further avoided.

In order to control the navigation of the own ship 200, the navigation control unit 5 can control the position, moving direction, and speed of the own ship 200. Based on the judgment that the own ship 200 will avoid the planned route 202 or the avoidance route 212, the navigation control unit 5 will avoid the avoidance route 212 or the planned route 202, along a route other than the original avoidance route 212, etc. It may also sail its own ship 200.

As an example, based on the actual sailing direction of the own ship 200, as shown in FIG. 2, the current sailing direction of the own ship 200 is along the planned route 202. In another example, based on the actual sailing direction of own ship 200, the current sailing direction of own ship 200 is along avoidance route 212, as shown in FIG.

The display section 6 is mounted on the own ship 200 as a ship instrument for the purpose described later, or is electrically connected to the risk evaluation section 16 mounted on the own ship 200. The display unit 6 displays a planned route 202 that the own ship 200 should follow.

When the own ship 200 takes an avoidance route from the planned route 202, the display unit 6 displays the avoidance route 212 that the own ship 200 should navigate in order to avoid collision with a plurality of obstacles 204 and 206. Furthermore, when the own ship 200 deviates from the avoidance route 212 and avoids it, the display unit 6 displays another avoidance route that the own ship 200 should navigate in order to avoid collision with the plurality of obstacles 204 and 206. Thereby, the ship operator can avoid collisions with the plurality of obstacles 204 and 206, and can safely navigate his own ship 200.

FIG. 6 illustrates the determination of a collision risk value associated with an obstacle 204 along a planned route according to an embodiment of the route planning system of the present invention. The collision risk value calculation unit 14 calculates a collision risk value for the obstacle 204 based on the moving object information and the obstacle information. Here, the collision risk value of the obstacle 204 is determined based on the position, moving direction, and speed of the own ship 200 and the obstacle 204.

The collision risk value calculation unit 14 further calculates the closest distance Dc between the own ship 200 and the obstacle 204 and the closest distance Dx or Dy in a specific direction based on the moving object information and the obstacle information. It is configured to ask for. In this embodiment, the distance of closest approach Dc is the distance between the current position of own ship 200 and the point of closest approach 302. In the figure, the closest distance Dx in the vertical direction (for example, the direction of navigation as seen from the own ship 200) is the distance between the current position of the own ship 200 and the closest point 304 in the vertical direction.

The distance Dy of closest approach in the direction perpendicular to the vertical direction (here, transverse to the ship's navigation direction, referred to as the horizontal direction) is the distance between the current position of own ship 200 and the point of closest approach in the horizontal direction. 306. The collision risk value calculation unit 14 calculates the positional relationship between the own ship 200 and the obstacle 204, the relative speed between the own ship 200 and the obstacle 204, and the moving direction and speed of the own ship 200 and the obstacle 204. The closest distances Dc, Dx, and Dy when 204 approaches are calculated.

The collision risk value calculation unit 14 calculates the collision risk value of the obstacle 204 based on at least one of the closest distance Dc between the own ship 200 and the obstacle 204 and the closest distance Dx or Dy in a specific direction.

In this embodiment, if the closest approach distance Dc is less than or equal to a predetermined distance and the risk evaluation unit 16 determines that the risk of collision is high, the own ship 200 needs to avoid the obstacle 204. In this case, the own ship 200 deviates from the planned route 202 and sails along a different route, that is, the set avoidance route 212. On the other hand, if the closest distance Dc is greater than the predetermined distance, the risk evaluation unit 16 determines that the risk of collision is low, and the own ship 200 may continue navigating along the planned route 202.

In another embodiment, if the distance of closest approach Dx or Dy in a specific direction is less than a predetermined distance and the risk evaluation unit 16 determines that the risk of collision is high, the own ship 200 avoids the planned route and takes another route, i.e. It is necessary to avoid the obstacle 204 by navigating along an avoidance route. On the other hand, if the distance of closest approach in the specific directions Dx and Dy is greater than the predetermined distance, the risk evaluation unit 16 determines that the risk of collision is low, and in this case, the own ship 200 may continue navigating along the planned route. .

In this embodiment, the collision risk value is calculated by specifying the positional relationship between the own ship 200 and the obstacle 204 based on the vertical closest distance Dx and/or the horizontal closest distance Dy. You may. Generally, the risk of collision between own ship 200 and obstacle 204 increases when obstacle 204 crosses in front of own ship 200.

In this embodiment, the collision risk value calculation unit 14 is further configured to determine the time Tc required for the own ship 200 to cross the closest distance Dc. The collision risk value calculation unit 14 further determines the starting point (for example, departure point) of the planned route 202 based on the closest approach distance Dc and the time Tc required for another ship serving as an obstacle 204 to reach the closest approach distance 302. The collision risk value of the obstacle 204 when the own ship 200 is navigating toward the destination is determined from the collision risk value. The time Tc required for another ship to reach the closest approach distance 302 is calculated based on the moving body information and obstacle information.

If the collision risk value is calculated based on the closest distance Dc between the own ship 200 and the obstacle 204, the collision risk value will increase even if the time it takes for the own ship 200 to approach the obstacle 204 is very long. As a result, own ship 200 may have to deviate from the planned route to avoid collision with obstacle 204 after a while. Therefore, in the present embodiment, collisions related to the obstacle 204 are made taking into account the closest distance Dc between the own ship 200 and the obstacle 204 and the time Tc required for the own ship 200 to reach the point of closest approach 302. Determine the risk value.

As an example, the collision risk value for the obstacle 204 is calculated and determined based on the following formula (1).

FIG. 7 shows how a collision risk value is determined when the own ship 200 approaches an obstacle 204 according to an embodiment of the route planning system of the present invention. When an obstacle 204 enters an elliptical region 402 centered on own ship 200, the collision risk value increases. Here, as an example, the elliptical area 402 is determined based on an area within 1.5 NM (nautical mile) in front, 0.2 NM in the rear, and 0.5 NM on the side of own ship 200. As the distance between own ship 200 and obstacle 204 decreases, the collision risk value increases.

Therefore, the collision risk value is inversely proportional to the distance between own ship 200 and obstacle 204.

FIG. 7 further shows the relationship between the collision risk value and the vertical distance between the own ship 200 and the obstacle 204, and the relationship between the collision risk value and the horizontal distance between the own ship 200 and the obstacle 204. It shows. Here, as an example, FIG. 7 shows the collision risk values of the closest distances Dx and Dy in the vertical and horizontal directions.

FIG. 8 shows the relationship between the time Tc required for another ship, which is an obstacle for the own ship 200, to reach the point of closest approach 302 and the collision risk value. When the time Tc is small, the collision risk value becomes high. In the example shown here, when the time Tc is less than or equal to a predetermined time, the collision risk value is high, and in this state, the maximum value is determined to be 1.

FIG. 9 shows how a collision risk value is determined when the own ship 200 approaches an obstacle 204, according to another embodiment of the route planning system of the present invention. The obstacle bumper area 602 of the obstacle 204 is determined based on the position, direction of movement, and speed of the obstacle 204, ie, the vessel. Obstacle bumper area 602 of obstacle 204 is located on predicted future path 206 of obstacle 204 based on the direction of movement of obstacle 204 .

Obstacle bumper area 602 of obstacle 204 includes obstacle 204 and the surrounding area of obstacle 204 . Obstacle bumper areas 602 of obstacles 204 are based on safe passing distances 604a, 604b, and 604c, which are the closest distances allowed on the sides, front, and rear of own ship 200, respectively, to prevent collisions. can be determined.

Further, the obstacle bumper area 602 corresponds to an approach prohibited area, and the direction in which there is a risk of collision and the distance between the own ship 200 and the obstacle 204 can be recognized at the same time. The point of closest approach between own ship 200 and obstacle 204 in the vertical or horizontal direction 606 or 608 (with respect to obstacle 204) is determined based on the moving object information and the obstacle information. When the closest point 606 or 608 between the own ship 200 and the obstacle 204 in the vertical or horizontal direction is outside the obstacle bumper area 602, there is no risk of collision. As shown in FIG. 9, in this embodiment, both the vertical closest point 606 at a distance Rx and the horizontal closest point 608 at a distance Ry from the obstacle 204 are located in the obstacle bumper area 602. Since there is no such thing, there is no fear of collision.

In this embodiment, the collision risk value calculation unit 14 calculates the time required for the own ship 200 to enter the obstacle bumper area 602 based on the relative speed between the own ship 200 and the obstacle 204. The collision risk value calculation unit 14 further calculates the collision risk value of the obstacle 204 based on the time until the own ship 200 enters the obstacle bumper area 602.

FIG. 10 shows determination of a collision risk value when own ship 200 approaches obstacle 204 according to yet another embodiment of the route planning system of the present invention. The movable moving body bumper area 702 of the own ship 200 is determined based on the position, moving direction, and speed of the own ship 200. The moving body bumper area 702 of the own ship 200 is located on the planned route of the own ship 200 (that is, the planned route 202 of this embodiment) based on the moving direction of the own ship 200, and is located on the own ship 200 and its surrounding area. include.

The closest point 304 in the vertical direction or the closest point 306 in the horizontal direction between the own ship 200 and the obstacle 204 with respect to the own ship 200 is calculated based on the moving object information and the obstacle information. If the vertical closest point 304 and the horizontal closest point 306 between own ship 200 and obstacle 204 are outside the vehicle bumper, there will be no risk of collision in region 702.

As shown in FIG. 10, in this embodiment, since the point closest to the vertical direction 304 at the distance Rx from the own ship 200 is in the movable moving object bumper region 702, there is a risk of collision. If the own ship 200 continues to sail in the current direction along the planned route and enters the obstacle bumper area 602 of the obstacle 204, there is a risk of collision.

In this embodiment, the collision risk calculation unit 14 calculates the time required for the movable body bumper area 702 to enter the obstacle bumper area 602 based on the relative speed between the own ship 200 and the obstacle 204. The determination is made based on the respective speeds of the ship 200 and the obstacle 204 and the distance between them. Collision risk value calculation unit 14 further calculates a collision risk value related to obstacle 204 based on the time until moving object bumper region 702 invades obstacle bumper region 602. The collision risk value associated with the obstacle 204 may be determined in a manner similar to the determination of the collision risk value associated with the obstacle 204 described in FIGS. 6-10.

11 and 12 are both block diagrams showing a route planning system 100 for safely navigating own ship 200 according to another embodiment of the route planning system of the present invention. There is no difference except that the embodiment shown in FIG. 11 calculates the congestion risk value including the maximum collision risk value, and the embodiment shown in FIG. 12 calculates the congestion risk value excluding the maximum collision risk value. The difference from the embodiment of the route planning system of the present invention shown in FIG. 1 is that the embodiment shown in FIGS. 11 and 12 further includes an avoidance route setting unit 17 that generates an avoidance route.

In one embodiment of the route planning system 100 shown in FIGS. 1 and 4, the main purpose is to evaluate the risk of collision with an obstacle and determine whether or not to avoid. In contrast, an embodiment of the route planning system 100 shown in FIGS. 11 and 12 generates an avoidance route when it is determined that avoidance is necessary, evaluates the collision risk of the avoidance route, and makes a final decision. It's different. An embodiment having the configuration shown in FIG. 12 will be described below.

FIG. 13 is a diagram showing an example of the configuration of the avoidance route setting section in the route planning system of the present invention. In an embodiment of the route planning system of the present invention shown in FIG. 13, the avoidance route setting section 17 includes an avoidance route candidate pattern generation section 22 and an avoidance route selection section 21.

If it is determined as a result of the collision risk evaluation that the ship 200 should deviate from the planned route and navigate on an avoidance route, the avoidance route candidate pattern generation unit 22 automatically generates one or more avoidance route candidate patterns.

FIG. 14 is a diagram showing an example of how avoidance route candidate patterns are generated in the route planning system of the present invention. The avoidance route candidate pattern generation unit 22 automatically generates one or more route patterns starting from the avoidance starting point WP1 on the planned route 202 and ending at the return point WP4 on the planned route 202. This route pattern may be a avoidance route candidate pattern by storing in advance a plurality of nodes connecting two points and straight lines or curves connecting them, and superimposing them on the avoidance start point WP1 and the return point WP4. The curve may be generated by an appropriate function each time.

Further, the positions of the avoidance start point WP1 and the return point WP4 may be arbitrarily set for each avoidance route candidate pattern as long as they are on the planned route 202. The avoidance start point WP1 can be determined as appropriate, such as by setting the current navigation position of the ship as the avoidance start point WP1, for example, when the risk of collision is increasing. The position of the return point WP4 may be determined in accordance with the policy for setting the distance of the avoidance route, as will be described later.

Returning to FIG. 13, the collision risk value calculation unit 14 calculates a collision risk value for each of the plurality of avoidance route candidate patterns generated by the avoidance route candidate pattern generation unit 22. As shown in FIG. 14, obstacles 204, 302, 304, 306, 308, 310, and 312 that pose a collision risk are captured near the own ship. First, the collision risk values for the plurality of obstacles when navigating the planned route 202 are calculated, and the maximum collision risk obstacle having the maximum collision risk value among them is selected, and the maximum collision risk value and congestion risk value are calculated. is calculated. Here, since the obstacle 204 is present and the risk of collision is high, it is determined that an avoidance route should be set.

Next, the avoidance route candidate pattern generation unit 22 generates a plurality of avoidance route candidate patterns 1102 (patterns indicated by broken lines), and for each of them, similarly to the above, the collision risk value for the plurality of obstacles is determined, and the maximum The maximum collision risk obstacle having a collision risk value of is selected, and the maximum collision risk value and congestion risk value are also calculated. Risk evaluation for these is performed by the risk evaluation unit 16, and the optimal avoidance route 212 is selected.

Next, collision risk evaluation when the own ship 200 deviates from the planned route 202 and is sailing along the avoidance route 212 will be described.

FIG. 15 shows an area surrounding own ship 200 when own ship 200 is navigating along avoidance route 212, according to an embodiment of the present invention.

The route planning system 100 includes a route planning system 1 , a route planning section 2 , a GNSS 3 , one or more sensor sections 4 , a navigation control section 5 , and a display section 6 . The route planning system 1 includes a planned route acquisition unit 11 , a moving object information acquisition unit 12 , an obstacle information acquisition unit 13 , a collision risk value calculation unit 14 , a congestion risk value calculation unit 15 , a risk evaluation unit 16 , and an avoidance route setting unit 17 It is equipped with The route planning unit 2, GNSS 3, one or more sensor units 4, planned route acquisition unit 11, moving object information acquisition unit 12, obstacle information acquisition unit 13, collision risk value calculation unit 14, and risk evaluation unit 16 are shown in FIG. Each functions in the same way as described with reference to .

Referring again to FIG. 11, the avoidance route setting section 17 is operably connected to the risk evaluation section 16, and communication is possible. The avoidance route setting unit 17 generates an avoidance route 212 for the own ship 200. The avoidance route setting unit 17 generates an avoidance route 212 instead of the risk evaluation unit 16, as shown in FIG. 1, using the current position 214 or the predicted position as a reference point of the own ship 200.

In FIG. 15, the predicted position of own ship 200 is one of a predicted position on the current route, a predicted position on planned route 202, and a predicted position on avoidance route 212. The avoidance route setting unit 17 can determine the predicted position based on the current speed and the turning angular velocity of the own ship 200. In this embodiment, the avoidance route setting unit 17 sets the avoidance route 212 based on the maximum collision risk value calculated for the plurality of obstacles 204 and 206 and the congestion risk value related to the planned route 202, that is, the planned route. generate.

If the maximum collision risk value and congestion risk value calculated for a plurality of obstacles related to the planned route 202 are high, the avoidance route setting unit 17 determines whether the own ship should avoid collision with the plurality of obstacles 204 and 206. 200 avoidance routes 212 are generated. The generated avoidance route 212 can start the avoidance route from the avoidance starting point (or waypoint) WP1 and return to the planned route 202 at the return point (or waypoint) WP4 to the planned route 202. A ship operator, that is, a user who operates his own ship 200 can navigate his own ship 200 along the generated avoidance route 212 in order to avoid collisions with the plurality of obstacles 902 and 904.

In another embodiment, the own ship 200 is following an avoidance route 212, and the avoidance route setting unit 17 reproduces the avoidance route 212 based on a plurality of obstacles such as obstacles 902 and 904 along the avoidance route 212. Decide whether to do so. In this embodiment, the planned route is the avoidance route 212.

When the avoidance route is regenerated, the collision risk value calculation unit 14 calculates the current collision risk associated with the planned route based on a plurality of collision risk values for a plurality of obstacles that are attempting to cross or approach the planned route. Determine the value.

When the current collision risk value related to the planned route is high, the risk of collision between own ship 200 and a plurality of obstacles becomes high. The current collision risk value may be indicated by a number between 0 and 1. Note that the collision risk value is not limited to the evaluation using the above numerical values, and the degree of danger may be set within an arbitrary range. Further, the current collision risk value indicates the degree of approach when paying attention to the most dangerous target among the surrounding targets when the own ship 200 navigates the planned route while maintaining the same speed.

Furthermore, the collision risk value calculation unit 14 calculates a avoidance collision risk value associated with the generated avoidance route based on a plurality of collision risk values for a plurality of obstacles along the avoidance route.

When the avoidance collision risk value calculated on the avoidance route is high, the risk of collision between own ship 200 and a plurality of obstacles becomes high. The avoidance collision risk value is the risk of danger due to approach when the own ship 200 navigates the avoidance route while maintaining the same speed and focuses on the obstacle with the highest risk of collision among surrounding obstacles. Indicates degree. The avoidance collision risk value may be expressed as a numerical value from 0 to 1, but the evaluation is not limited to the numerical values described above, and the degree of fear of collision may be set within an arbitrary range.

The congestion risk value calculation unit 15 is further configured to calculate and determine a congestion risk value regarding the planned route and a congestion risk value regarding the avoidance route. Here, the congestion risk value indicates the degree to which a plurality of surrounding obstacles, excluding the obstacle with the greatest risk of collision, approach simultaneously when the own ship 200 navigates the planned route while maintaining the same speed.

The congestion risk value is calculated based on the respective collision risk values for a plurality of obstacles, and here, the congestion risk value is calculated based on the value of their logical sum. The congestion risk values for the planned route and the avoidance route may each be indicated by a numerical value in the range of 0 to 1, and here they are indicated by a numerical value in the range of 0 to 1. Note that the method of setting numerical values and the range thereof are not limited to this, and may be set arbitrarily.

The congestion risk value for the planned route becomes high when the number of obstacles that approach own ship 200 at the same time is large. When there is only one obstacle approaching own ship 200, in the example shown here, the maximum collision risk obstacle that is subject to the maximum collision risk is excluded, and when the congestion risk value is calculated, the congestion risk value is It becomes 0. If a plurality of obstacles (for example, other ships) are approaching own ship 200, the values of both the collision risk value and the congestion risk value will be different.

For example, the collision risk value and congestion risk value when there are multiple obstacles are determined based on the following equations (2) and (3).

In this embodiment, the collision risk value Riski can be calculated for each obstacle with respect to a plurality of obstacles, and the plurality of obstacles are assigned an 'N' number. In this example, the collision risk values of a plurality of obstacles are calculated by applying the following formulas (2) to (4).

Here, N indicates the number of the obstacle.

In this embodiment, by applying the following formulas (3) to (5), the congestion risk value is determined based on the collision risk value Riski determined for each obstacle excluding the obstacle with the maximum collision risk value. .

Referring to FIG. 11, the navigation control section 5 is operably connected to and can communicate with the avoidance route setting section 17. The navigation control unit 5 is configured to monitor and control the navigation of the own ship 200, and when it is determined that it is necessary to avoid a collision based on the moving object information and obstacle information, the navigation control unit 5 is configured to monitor and control the navigation of the own ship 200. control so that the ship deviates from the planned route 202. Thereby, the ship operator can avoid collisions with a plurality of obstacles when the collision risk value is high, and can safely navigate his ship 200 along the planned route or the avoidance route.

In this embodiment, the display unit 6 is located outside the route planning system 1, but it will be clear to those skilled in the art that the route planning system of the present invention is not limited thereto. In another embodiment, the display 6 is internal to the route planning system 1 without departing from the scope of the invention.

A route planning method 1200 according to an embodiment of the present invention will be described with appropriate reference to the flowcharts shown in FIGS. 16 and 17.

In step 1202, the planned route acquisition unit 11 receives the planned route 202, which is the route of the own ship 200. The route planning unit 2 can provide one or more routes for the own ship 200 to navigate from a departure point (starting point) to a destination.

In step 1204, the obstacle information acquisition unit 13 receives obstacle information from one or more sensor units 4. The obstacle information includes the positions, moving directions, and speeds of the plurality of obstacles 204 and 206 (or 902 and 904). The obstacle information may further include one or more pieces of information related to other moving objects such as other ships, tides, weather, reefs, stranded ships, and the like.

In step 1206, the moving object information acquisition unit 12 receives moving object information such as the position, moving direction, and speed of own ship 200.

In step 1208, the collision risk value calculation unit 14 calculates a plurality of collision risk values related to the planned route of the own ship 200 based on the moving object information and the obstacle information. In one embodiment, the route to be taken is the planned route 202, but in another embodiment, the route to be taken is the avoidance route 212.

In step 1210, when the risk evaluation unit 16 determines that navigating along the planned route has a low collision risk, and determines that there is no need for the own ship 200 to deviate from the planned route to avoid it, and there is no need to generate an avoidance route. , execute step 1204.
In step 1210, if the risk evaluation unit 16 determines that the risk of collision is high on the planned route and it is necessary to request the own ship 200 and generate an avoidance route in order to avoid the planned route, step 1212 is executed.

In step 1212, the avoidance route setting unit 17 generates an avoidance route for the own ship 200, and displays the avoidance route on the screen of the display unit 6. In step 1214, the collision risk value calculation unit 14 determines a plurality of collision risk values associated with a plurality of obstacles along the planned route. The collision risk value calculation unit 14 calculates collision risk values for each of the planned route and the avoidance route.

In step 1216, the congestion risk value calculation unit 15 calculates and obtains the congestion risk value of the planned route, the congestion risk value of the avoidance route, and the distance to reach the own ship's rendezvous point (point of return to the planned route).

In step 1218, the risk evaluation unit 16 excludes avoidance routes that exceed the congestion risk value of the planned route from the candidates. In step 1220, avoidance routes exceeding a predetermined congestion risk value are excluded from the candidates.

In step 1222, the route with the shortest distance to the confluence point is selected as the avoidance route for the moving object (own ship). Then, in step 1224, the moving object (own ship) navigates along the avoidance route.

As described above, the route planning system 1 of the present invention allows a ship operator, that is, an operator operating his/her own ship, to select the planned route (planned route 202 or avoidance route 212) displayed on the screen of the display unit 6 and the generated avoidance route. In the avoidance route (the avoidance route 212 or other avoidance route), the own ship 200 can be safely navigated by avoiding collisions or complications with multiple surrounding obstacles such as other ships and terrain that become obstacles. can.

Having thus described embodiments of the route planning system and route planning method of the present invention, various exemplary logical blocks and units described in connection with the embodiments of the invention presented herein are can be implemented or executed by a suitable machine.

The processor may be a microprocessor, but also a controller, microcontroller, state machine, or a combination thereof. A processor may include electrical circuitry configured to process computer-executable instructions. In another embodiment, the processor includes an application specific integrated circuit (ASIC), field programmable gate array (FPGA), or other programmable device that performs logical operations without processing computer executable instructions. .

A processor may be implemented as a combination of computing devices, such as, for example, a digital signal processor (DSP) and microprocessor combination, multiple microprocessors, one or more microprocessors in combination with a DSP core, or other such configurations. You can also.

Although primarily discussed here in terms of digital technology, processors may also include primarily analog components. For example, some or all of the signal processing algorithms described herein may be implemented by analog circuits or mixed analog and digital circuits.

A computing environment includes any type of computer system, including, but not limited to, a computer system based on a microprocessor, mainframe computer, digital signal processor, portable computing device, device controller, or computing engine within a device. can be included.

1 Route planning device 2 Route planning unit 3 Global navigation satellite system (GNSS) receiver 4 One or more sensor units 5 Navigation control unit 6 Display unit (display)
11 Planned Route Acquisition Unit 12 Moving Object Information Acquisition Unit 13 Obstacle Information Acquisition Unit 14 Collision Risk (Danger Level) Calculation Unit 15 Congestion Risk (Danger Level) Calculation Unit 16 Risk Evaluation Unit 17 Avoidance Route Setting Unit 18 Maximum Collision Risk Value Selection Section 19 Congestion risk evaluation section 20 Maximum collision risk evaluation section 21 Avoidance route selection section 22 Avoidance route candidate pattern generation section 100 Route planning system 200 Mobile object (own ship)
202 Planned route 204, 206, 902, 904 Obstacle 212 Avoidance route 302, 304, 306, 308, 310, 312 Congestion risk obstruction 1102 Avoidance route candidate pattern WP1 (From planned route to avoidance route) Starting point WP4 Return point (from avoidance route, etc. to the planned route)

Claims (31)

a planned route acquisition unit that acquires planned route information indicating a planned route of a mobile object moving on water;
a moving object information acquisition unit that obtains moving object information including the position and movement direction of the moving object;
an obstacle information acquisition unit that acquires obstacle information including a position and a movement direction for each of a plurality of obstacles existing around the mobile object;
a collision risk value calculation unit that calculates a collision risk value indicating the degree of risk of collision between the mobile body and each obstacle based on the mobile body information and the obstacle information;
For a congestion risk obstacle including a plurality of the obstacles, the degree of simultaneous approach of obstacles included in the congestion risk obstacle is determined based on the collision risk value corresponding to each obstacle included in the congestion risk obstacle. a congestion risk value calculation unit that calculates a congestion risk value indicated;
a risk evaluation unit that determines, based on the congestion risk value, whether or not the mobile object needs to navigate an avoidance route that is different from the planned route;
A route planning system equipped with The route planning system according to claim 1,
The risk assessment department is
comprising a congestion risk evaluation unit that compares the congestion risk threshold value set for the congestion risk value with the congestion risk value and outputs a congestion risk evaluation result;
determining whether or not to navigate the avoidance route based on the congestion risk assessment result;
Route planning system. The route planning system according to claim 2, further comprising:
comprising a maximum collision risk obstacle selection unit that selects a maximum collision risk obstacle corresponding to a maximum collision risk value among the obstacles,
The risk assessment department further includes:
comprising a maximum collision risk evaluation unit that compares a collision risk threshold set for the maximum collision risk value with the maximum collision risk value and outputs a maximum collision risk evaluation result;
A route planning system that determines the necessity of navigating an avoidance route based on the congestion risk evaluation result and the maximum collision risk evaluation result. The route planning system according to claim 3, further comprising:
When the risk evaluation unit determines that it is necessary to set the avoidance route, an avoidance route that is different from the planned route is set for part or all of the untraveled route of the mobile object among the planned route. Equipped with a setting section,
Route planning system. The route planning system according to claim 4,
The avoidance route setting section further includes:
an avoidance route candidate pattern generation unit that generates an avoidance route candidate pattern that is a candidate for one or more avoidance routes on a route different from the planned route between a avoidance route start point and a planned route return point on the unnavigated route;
an avoidance route selection unit that selects an avoidance route from among the avoidance route candidate patterns;
A route planning system equipped with The route planning system according to claim 5,
The congestion risk value calculation unit calculates a congestion risk value of the planned route based on a logical sum value of a plurality of collision risk values including a maximum collision risk value among the plurality of collision risk values.
Route planning system. The route planning system according to claim 5,
The congestion risk value calculation unit calculates the congestion risk value of the planned route based on the logical sum of a plurality of collision risk values excluding a maximum collision risk value among the plurality of collision risk values.
Route planning system. The route planning system according to claim 7,
The congestion risk value calculation unit calculates the congestion risk value based on collision risk values corresponding to a plurality of obstacles selected from among a plurality of obstacles corresponding to the obstacle information acquired by the obstacle information acquisition unit. Calculate the risk value,
Route planning system. The route planning system according to claim 8,
The congestion risk value calculation unit includes:
a semi-maximum collision risk that includes a semi-maximum collision risk obstacle that corresponds to a semi-maximum collision risk value that is the next largest collision risk value after the maximal collision risk value; and an obstacle that has a collision risk value that is smaller than the semi-maximum collision risk value. calculating the congestion risk value based on a collision risk value corresponding to each obstacle in the obstacle group;
Route planning system. The route planning system according to claim 9,
The congestion risk value calculation unit calculates a congestion risk value of the planned route and a congestion risk value of the avoidance route based on a logical sum value of the plurality of collision risk values.
Route planning system. A route planning system according to any one of claims 5 to 10,
The collision risk value calculation unit further includes:
calculating the maximum collision risk value for each of the one or more avoidance route candidate patterns;
The congestion risk calculation unit further includes:
calculating the congestion risk value for each of the one or more avoidance route candidate patterns;
Route planning system. The route planning system according to claim 11,
The collision risk value calculation unit includes:
calculating the maximum collision risk value for each of the avoidance route candidate patterns when the mobile object navigates the avoidance route candidate pattern;
The avoidance route selection section includes:
selecting an avoidance route candidate pattern in which the maximum collision risk value is less than or equal to a predetermined threshold as the avoidance route;
determining whether the maximum collision risk value corresponding to the selected avoidance route is smaller than the maximum collision risk value for the planned route;
comprising an avoidance route navigation determination unit that determines that navigation on the avoidance route is essential when it is small;
Route planning system. The route planning system according to claim 12,
The congestion risk value calculation unit calculates an avoidance route congestion risk value when the moving object navigates the selected avoidance route,
The avoidance route selection unit further includes:
When the avoidance route congestion risk value is smaller than the congestion risk value for the planned route, determining that navigation on the selected avoidance route is essential;
Route planning system. The route planning system according to claim 13,
The avoidance route selection section includes:
The route planning system further determines whether or not an avoidance route is necessary for each of the avoidance route candidate patterns, further taking into consideration the distance traveled by the mobile object through each of the avoidance route candidate patterns. The route planning system according to claim 14,
The avoidance route selection section includes:
Among the avoidance route candidate patterns in which the maximum collision risk value and the congestion risk value are both below a predetermined threshold, the avoidance route candidate pattern that minimizes the distance traveled by the mobile object is selected as the avoidance route. A route planning system. A route planning system according to any one of claims 1 to 10,
The moving object information includes a moving speed of the moving object.
Route planning system. The route planning system according to claim 16,
The obstacle information includes a moving speed of the obstacle.
Route planning system. The route planning system according to claim 13,
The obstacle information is
Information detected by at least one device among radar, lidar, sonar, and image sensor mounted on the moving body;
information received by the automatic identification system receiver;
A route planning system that includes either information transmitted by a ship other than the mobile object, or information detected by wireless communication at a location other than the mobile object. The route planning system according to claim 18,
The obstacle information further includes information regarding other objects, including at least one of other ships, tides, weather, reefs, and stranded ships;
Route planning system. The route planning system according to claim 19, further comprising:
A route planning system comprising a display that displays the avoidance route along with the planned route on a display image. The route planning system according to claim 20, further comprising:
a route planning unit that provides one or more routes for the mobile object to navigate from the departure point to the destination;
A route planning system comprising one or more sensor units that acquire the obstacle information. A route planning method, comprising:
Obtain planned route information indicating the planned route of a mobile object moving on water,
Obtaining moving object information including the position, moving direction, and moving speed of the moving object,
Obtaining obstacle information including the position, moving direction, and moving speed for each of a plurality of obstacles existing around the moving object,
Calculating a collision risk value indicating the degree of risk of collision between the moving body and each obstacle based on the moving body information and the obstacle information,
Selecting a maximum collision risk obstacle corresponding to the maximum collision risk value among the obstacles,
For congestion risk obstacles including one or more of the obstacles including the maximum collision risk obstacle, the congestion risk obstacle is determined based on the collision risk value corresponding to each of the obstacles included in the congestion risk obstacle. Calculate the congestion risk value that indicates the degree of simultaneous approach of included obstacles,
Based on the congestion risk value, determining whether or not the mobile object needs to navigate an avoidance route that is different from the planned route;
Route planning method. 23. The route planning method according to claim 22,
The necessity of navigating the avoidance route is as follows:
determining by comparing the congestion risk value with a congestion risk threshold set for the congestion risk value;
Route planning method. 24. The route planning method according to claim 23,
The necessity of navigating the avoidance route further includes:
determining by comparing a collision risk threshold set for the maximum collision risk value with the maximum collision risk value;
Route planning method. 25. The route planning method according to claim 24, further comprising:
When it is determined that it is necessary to set the avoidance route, setting an avoidance route different from the planned route for a part or all of the route that the mobile object has not navigated among the planned route;
Route planning method. 26. The route planning method according to claim 25, further comprising:
generating an avoidance route candidate pattern that is a candidate for one or more avoidance routes on a route different from the planned route between the avoidance start point and the planned route return point on the unnavigated route;
Selecting an avoidance route from among the avoidance route candidate patterns,
Route planning method. 27. The route planning method according to claim 26,
calculating a congestion risk value for the planned route based on a logical sum value of a plurality of collision risk values excluding a maximum collision risk value among the plurality of collision risk values;
Route planning method. The route planning method according to any one of claims 25 to 27, further comprising:
calculating the maximum collision risk value for each of the one or more avoidance route candidate patterns;
calculating the congestion risk value for each of the one or more avoidance route candidate patterns;
Route planning method. The route planning method according to claim 28,
calculating the maximum collision risk value for each of the avoidance route candidate patterns when the mobile object navigates the avoidance route candidate pattern;
selecting an avoidance route candidate pattern in which the maximum collision risk value is less than or equal to a predetermined threshold as the avoidance route;
determining whether the maximum collision risk value corresponding to the selected avoidance route is smaller than the maximum collision risk value for the planned route;
When it is small, it is determined that navigation along the avoidance route is necessary.
Route planning method. The route planning method according to claim 29,
Among the avoidance route candidate patterns in which the maximum collision risk value and the congestion risk value are both below a predetermined threshold, the avoidance route candidate pattern that minimizes the distance traveled by the mobile object is selected as the avoidance route. Route planning method. A computer-executable program that, when run on a computer,
Obtain planned route information indicating the planned route of a mobile object moving on water,
acquiring moving body information including the position, moving direction, and moving speed of the moving body;
Obtaining obstacle information including the position, moving direction, and moving speed for each of a plurality of obstacles existing around the moving body;
Calculating a collision risk value indicating the degree of risk of collision between the moving body and each obstacle based on the moving body information and the obstacle information,
Selecting a maximum collision risk obstacle corresponding to the maximum collision risk value among the obstacles,
For congestion risk obstacles including one or more of the obstacles including the maximum collision risk obstacle, the congestion risk obstacle is determined based on the collision risk value corresponding to each of the obstacles included in the congestion risk obstacle. A congestion risk value indicating the degree of simultaneous approach of included obstacles is calculated,
Based on the congestion risk value, it is determined whether or not the mobile object needs to navigate an avoidance route that is different from the planned route;
computer program.

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