Patent Description:
Conventionally, a trailering in which a hull is loaded onto a trailer has been performed mainly to land a small hull. International Publication <CIT> discloses a technique for acquiring positions of a hull and a trailer and controlling a propulsion device or the like to automatically load (mount) the hull onto the trailer. Meanwhile, there is a case in which it is desired to manually perform trailering.

However, the way the hull behaves in response to an operation such as steering varies depending on the specifications of the hull. Therefore, it is not easy for an inexperienced vessel operator to accurately predict how the hull turns when the hull is steered at a certain angle. Therefore, manual trailering is not always easy.

<CIT> relates to a shore arrival assistance device, which detects the surroundings of a boat, determines a target navigation route to a target position, and calculates a respective target propulsion force and steering angle.

<CIT> relates to automatic steering control of a ship, which determines a target route for approaching and turning around a fixed point.

<CIT> relates to an automatic steering device, which calculates a route along a plurality of target points and controls a steering mechanism of the ship accordingly.

The present invention provides a trailering support device and a method capable of supporting a trailering operation, and a marine vessel including the trailering support device.

According to a preferred embodiment of the present invention, a trailering support device configured to perform trailering for loading a hull onto a trailer, the trailering support device comprising one or more controllers configured to function as: a first acquisition unit configured to acquire characteristic information predetermined as information indicating a relationship between a steering angle of the hull and a turning radius of the hull; a second acquisition unit configured to acquire relative position information between the trailer and the hull; a detector configured to detect the steering angle of the hull; a generation unit configured to predict future movement of the hull based on the characteristic information acquired by the first acquisition unit, the relative position information acquired by the second acquisition unit, and the steering angle detected by the detector, and to generate a predicted trajectory; and a controlling unit configured to notify of a positional relationship between the hull and the trailer and to notify of the predicted trajectory generated by the generation unit.

According to this configuration, characteristic information indicating a relationship between a steering angle of a hull and a turning radius of the hull is acquired, relative position information between a trailer and the hull is acquired, and the steering angle of the hull is detected. The future movement of the hull is predicted based on the acquired characteristic information, the acquired relative position information, and the detected steering angle, and a predicted trajectory is generated. A positional relationship between the hull and the trailer is notified, and the generated predicted trajectory is notified.

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

<FIG> is a side view illustrating an example of a trailering system <NUM> to which a trailering support device according to a first preferred embodiment of the present invention is applied. <FIG> is a top view illustrating an example of the trailering system <NUM>. The trailering system <NUM> includes a marine vessel <NUM> and a trailer <NUM> on which the marine vessel <NUM> can be placed. The trailer <NUM> is a trailer for a marine vessel towed by a vehicle <NUM> operated by a driver. The marine vessel <NUM> is, for example, a so-called jet boat.

The trailering system <NUM> is a system capable of detaching the marine vessel <NUM> from the trailer <NUM> and attaching the marine vessel to the trailer <NUM>. An inclined portion (ramp) R inclined downwards toward the bottom of water is formed on the waterside. When moving the marine vessel <NUM> from the trailer <NUM> on a land <NUM> to a water surface <NUM> (when the marine vessel <NUM> leaves the trailer <NUM>), a driver drives the vehicle <NUM> to move the trailer <NUM> to the inclined portion R, as illustrated in <FIG>. Then, a vessel operator of the marine vessel <NUM> moves the marine vessel <NUM> in a direction away from the trailer <NUM>.

When moving the marine vessel <NUM> from the water surface <NUM> to the trailer <NUM> on the land <NUM> (when the marine vessel <NUM> is attached to the trailer <NUM>), the driver first moves the trailer <NUM> to the inclined portion R. Then, the vessel operator of the marine vessel <NUM> manually steers the marine vessel <NUM> to move the marine vessel <NUM> to the inclined portion R, and then loads the marine vessel <NUM> onto the trailer <NUM>.

Here, "relative position information" between the marine vessel <NUM> and the trailer <NUM> will be described. Reference positions in defining the relative position information include a reference position PT in the trailer <NUM> and a reference position PB in the marine vessel <NUM>, as illustrated in <FIG>. The reference position PT and the reference position PB may be respectively any portion of the trailer <NUM> and the marine vessel <NUM>. The "relative position information" includes to an absolute position of a hull 100a and an absolute position of the trailer <NUM>, and may include a distance L, a vessel azimuth φ (a second azimuth), and a trailer azimuth θ (a first azimuth). The distance L, the vessel azimuth φ, and the trailer azimuth θ are defined as quantities as viewed from above as illustrated in <FIG>. The distance L may be defined from the absolute position of the hull 100a and the absolute position of the trailer <NUM>.

The distance L is a distance between the trailer <NUM> and the marine vessel <NUM>. That is, the distance L is a linear distance between the reference position PT and the reference position PB. The vessel azimuth φ is a relative azimuth (direction) of the marine vessel <NUM> as viewed from the trailer <NUM>. The trailer azimuth θ is a relative azimuth (direction) of the trailer <NUM> as viewed from the marine vessel <NUM>.

<FIG> is a block diagram of the trailering system <NUM>. The marine vessel <NUM> includes the hull 100a (refer to <FIG> and <FIG>) and a propulsion device <NUM> provided on the hull 100a. The marine vessel <NUM> obtains a propulsive force by ejecting a jet by the propulsion device <NUM>.

The propulsion device <NUM> includes an engine <NUM> for generating a driving force, a forward-and-rearward switching mechanism <NUM> for transmitting the driving force of the engine <NUM> in an adjusted state, and an injection nozzle <NUM> for ejecting a jet. The propulsion device <NUM> includes a propeller (not illustrated) to which the driving force of the engine <NUM> is transmitted via the forward-and-rearward switching mechanism <NUM>. The propulsion device <NUM> generates a jet from the injection nozzle <NUM> by rotating the propeller by the driving force. In addition, the propulsion device <NUM> adjusts the traveling direction of the marine vessel <NUM> by changing the ejection direction of the jet from the injection nozzle <NUM> generated by the rotation of the propeller.

The marine vessel <NUM> further includes a controller <NUM>, an engine control unit (ECU) <NUM>, a shift control unit (CU) <NUM>, and a steering CU <NUM>. The controller <NUM> entirely controls the marine vessel <NUM> including the propulsion device <NUM>. The controller <NUM> includes a CPU <NUM>, a ROM <NUM>, a RAM <NUM>, and a timer <NUM>. The ROM <NUM> stores a control program. The CPU <NUM> implements various types of control processing by loading the control program stored in the ROM <NUM> to the RAM <NUM> and executing the control program. The RAM <NUM> provides a work area when the CPU <NUM> executes the control program.

The ECU <NUM>, the shift CU <NUM>, and the steering CU <NUM> control the engine <NUM>, the forward-and-rearward switching mechanism <NUM>, and the injection nozzle <NUM>, respectively, based on an instruction from the controller <NUM>.

The marine vessel <NUM> further includes a sensor group <NUM>. The sensor group <NUM> includes a tide sensor, a wind speed sensor, a wind direction sensor, an azimuth sensor, a steering angle sensor, a hook sensor, a water landing sensor, an acceleration sensor, a speed sensor, and an angular speed sensor (all not illustrated). The tide sensor detects a tide. The wind speed sensor detects a wind speed. The wind direction sensor detects a wind direction. The azimuth sensor detects an absolute azimuth of the hull 100a. The steering angle sensor detects a steering angle of hull 100a by detecting a rotation angle of a steering wheel <NUM>.

The hook sensor detects that the hook of the trailer <NUM> is hooked on the hull 100a. The water landing sensor detects that the injection nozzle <NUM> of the propulsion device <NUM> is located in the water. The acceleration sensor detects the posture of the hull 100a by detecting the inclination of the hull 100a in addition to detecting the acceleration of the hull 100a. The speed sensor detects the speed of the hull 100a, and the angular speed sensor detects the angular speed of the hull 100a. It is noted that it is not essential for the sensor group <NUM> to include all these sensors.

The steering wheel <NUM> and a shift lever <NUM> are provided on the hull 100a of the marine vessel <NUM>. The controller <NUM> controls the ejection direction of the jet ejected from the injection nozzle <NUM>, via the steering CU <NUM>, based on the rotation angle of the operated steering wheel <NUM>. In addition, the controller <NUM> performs control to change a shift position in the forward-and-rearward switching mechanism <NUM>, via the shift CU <NUM>, based on the position of the operated shift lever <NUM>.

The marine vessel <NUM> further includes a memory <NUM>, a display unit <NUM>, a setting operation unit <NUM>, a communication I/F <NUM>, a wave signal receiver <NUM>, and a GNSS receiver <NUM>. The memory <NUM> is a nonvolatile storage medium. The display unit <NUM> includes a display, and displays various types of information based on an instruction from the controller <NUM>. The display unit <NUM> may have a function of generating sound. The setting operation unit <NUM> includes an operator for performing an operation related to vessel steering, a setting operator for performing various settings, and an input operator for inputting various instructions (all not illustrated).

The communication I/F <NUM> is capable of communicating with an external device in a wireless and/or wired manner. The GNSS receiver <NUM> periodically receives a global navigation satellite systems (GNSS) signal from a GNSS satellite. A signal (described later) received by the wave signal receiver <NUM> and a signal received by the GNSS receiver <NUM> are supplied to the controller <NUM>.

The trailer <NUM> includes a wave signal generator <NUM>, a communication I/F <NUM>, an azimuth sensor <NUM>, and a GNSS receiver <NUM>. The communication I/F <NUM> is capable of communicating with an external device in a wireless and/or wired manner. The communication I/F <NUM> is further capable of communicating with the communication I/F <NUM> by near field communication or the like. It is noted that a communication method between the marine vessel <NUM> and the trailer <NUM> is not limited. The GNSS receiver <NUM> periodically receives a GNSS signal from a GNSS satellite. The azimuth sensor <NUM> detects an absolute azimuth of the trailer <NUM>.

The GNSS signal received by the GNSS receiver <NUM> is transmitted by the communication I/F <NUM> as a signal indicating a current position (an absolute position) of the trailer <NUM>, and is received by the communication I/F <NUM> of the marine vessel <NUM>. In addition, a signal indicating the azimuth (the absolute azimuth) of the trailer <NUM> detected by the azimuth sensor <NUM> is also transmitted by the communication I/F <NUM> and received by the communication I/F <NUM> of the marine vessel <NUM>. The wave signal generator <NUM> and the wave signal receiver <NUM> will be described later.

When executing predicted trajectory display processing (described later with reference to <FIG>), the controller <NUM> specifies a trailer (hereinafter, referred to as a "target trailer") on which the hull 100a is to be loaded. As a method for specifying the target trailer, a known method may be adopted. As an example of this method, for example, in a case where there are a plurality of trailers that transmit position information, the controller <NUM> acquires the current position of each trailer through wireless communication. Then, the controller <NUM> displays the acquired current positions of trailers on the screen of the display unit <NUM>. The controller <NUM> specifies, on the display screen, the target trailer by receiving designation of a desired position among the positions of the respective trailers from a user.

Alternatively, one of the trailers for which near field communication established may be specified as the target trailer. In this case, the controller <NUM> may receive information on the current position of the target trailer by wireless communication.

Alternatively, a method disclosed in <CIT> or <CIT> may be adopted, the marine vessel <NUM> may receive a laser beam or a wave signal emitted from a certain trailer, whereby the certain trailer may be specified as the target trailer. For example, the wave signal generator <NUM> provided in the trailer <NUM> emits a wave signal from at least three different positions whose "relative positional relationship" with each other is known. As an example, the wave signal is an optical signal, the wave signal generator <NUM> is three LEDs, and the wave signal receiver <NUM> is a camera.

The relative position information may be specified based on the wave signal emitted from each position and received by the wave signal receiver <NUM> provided in the marine vessel <NUM>. For example, the controller <NUM> can extract bright spots from an image obtained by the camera imaging the optical signals emitted from the three LEDs, and can acquire the relative position information (the trailer azimuth θ, the vessel azimuth φ, and the distance L) based on the positions of the bright spots in the image and the "relative positional relationship". It is noted that, in a case where a method that does not use a laser beam or a wave signal is adopted to specification of the target trailer, it is not essential to provide with the wave signal generator <NUM> and the wave signal receiver <NUM>.

The memory <NUM> stores characteristic information 111a to be described later.

<FIG> is a diagram illustrating a functional block for implementing the trailering support device. The functional block includes, as functional units, a first acquisition unit <NUM>, a second acquisition unit <NUM>, a detector <NUM>, a generation unit <NUM>, and a controller <NUM>.

Each of these functional units is mainly implemented through cooperation between at least one of: the communication I/F <NUM>; the wave signal receiver <NUM>; the GNSS receiver <NUM>; the sensor group <NUM>; the display unit <NUM>; and the memory <NUM>, and the controller <NUM>.

The function of the first acquisition unit <NUM> is mainly implemented by the controller <NUM>. The first acquisition unit <NUM> reads and acquires the characteristic information 111a from the memory <NUM>. The characteristic information 111a is determined in advance as information indicating a relationship between the steering angle of the hull 100a and the turning radius of the hull 100a. For example, a manufacturer of the marine vessel <NUM> conducts an experiment using the hull 100a and measures the turning radius in a case where the steering angle is set to a certain value in a state where the vessel speed and the acceleration are kept constant, which is performed a plurality of times while changing the steering angle. Thereafter, the manufacturer obtains, by using interpolation processing or the like as necessary, a table or a function indicating the turning radius with respect to the steering angle, and stores the obtained table or function in the memory <NUM> as the characteristic information 111a.

The function of the second acquisition unit <NUM> is mainly implemented by the controller <NUM>, the communication I/F <NUM>, the wave signal receiver <NUM>, the GNSS receiver <NUM>, and the sensor group <NUM>. The second acquisition unit <NUM> acquires the above-described relative position information. For example, the second acquisition unit <NUM> acquires the respective absolute positions of the hull 100a and the trailer <NUM> from the information received by the GNSS receiver <NUM> and the GNSS receiver <NUM>, respectively. In addition, the second acquisition unit <NUM> may acquire the distance L, the vessel azimuth φ, and the trailer azimuth θ based on the wave signal received by the wave signal receiver <NUM>.

The function of the detector <NUM> is mainly implemented by the controller <NUM> and the sensor group <NUM>. The detector <NUM> detects the steering angle by the steering angle sensor of the sensor group <NUM>.

The function of the generation unit <NUM> is mainly implemented by the controller <NUM>. The generation unit <NUM> predicts a path of future movement of the hull 100a based on the characteristic information 111a acquired by the first acquisition unit <NUM>, the relative position information acquired by the second acquisition unit <NUM>, and the steering angle detected by the detector <NUM>. Then, the generation unit <NUM> generates the predicted path of the future movement as a predicted trajectory <NUM>. The predicted trajectory <NUM> will be described later in detail (<FIG>).

The function of the controller <NUM> is mainly implemented by the controller <NUM> and the display unit <NUM>. The controller <NUM> notifies of a positional relationship between the hull 100a and the trailer <NUM>, and notifies of the predicted trajectory <NUM>. For example, the controller <NUM> displays, on the display screen of the display unit <NUM>, an image showing the positional relationship between the hull 100a and the trailer <NUM>, and displays the predicted trajectory <NUM> generated by the generation unit <NUM> in a state of being superimposed on the image.

<FIG> is a transition diagram of a predicted trajectory display screen. The predicted trajectory display screen is displayed on the display unit <NUM> by predicted trajectory display processing (to be described later with reference to <FIG>) executed in parallel with manual trailering. In <FIG>, screens A1 to A6 corresponding to the transition of the state of the hull 100a are illustrated as the predicted trajectory display screens. The screens A1 to A6 are displayed, after the start of the predicted trajectory display processing is instructed and the target trailer is specified.

In the predicted trajectory display screen, the respective current positions of the hull 100a and the trailer <NUM> are displayed on a screen in which the azimuth is defined, as an image in which the positional relationship between the hull 100a and the trailer <NUM> can be understood. For example, a hull mark 100P indicating the position of the hull 100a and a trailer mark 200P indicating the position of the target trailer are displayed on the predicted trajectory display screen. In the predicted trajectory display screen, for example, the upper side of the display screen is set to the north, and the display position of the hull mark 100P is set as a reference (fixed). In the predicted trajectory display screen, the display position of the hull mark 100P is set as the reference (fixed), and the relative position of the trailer <NUM> with respect to the hull 100a is indicated by the trailer mark 200P. Further, the predicted trajectory <NUM> starting from the hull mark 100P is displayed in a state of being superimposed on the image (the indications of the hull mark 100P and the trailer mark 200P displayed) in which the positional relationship between the hull 100a and the trailer <NUM> can be understood.

Note that, it is not essential that the relative position information includes the trailer azimuth θ and the vessel azimuth φ if considering only to display the screen on which the positional relationship between the hull 100a and the trailer <NUM> can be understood, and it is sufficient that the relative position information includes at least the positional information of one of the hull 100a and the trailer <NUM> with respect to the other one of the hull 100a and the trailer <NUM> as the reference. Therefore, it is not essential to obtain both the position of the hull 100a and the position of the trailer <NUM>. That is, for example, it is sufficient if the absolute position of the hull 100a, the direction in which the trailer <NUM> exists with respect to the hull 100a, and the distance from the hull 100a to the trailer <NUM> are known (are acquired).

The controller <NUM> displays the hull mark 100P at a determined position on the screen. In addition, the controller <NUM> displays the trailer mark 200P at a relative position with respect to the hull mark 100P based on the relationship between the position of the trailer <NUM> and the position of the hull 100a indicated by the relative position information. Further, the controller <NUM> displays the predicted trajectory <NUM> generated by the generation unit <NUM> superimposed on the indications of the hull mark 100P and the trailer mark 200P. In this manner, the predicted trajectory display screen is formed. Then, the transition of the predicted trajectory display screen will be described with reference to the screens A1 to A6 mentioned above.

The screen A1 illustrates an initial state, which is a state immediately after the start of the predicted trajectory display processing. In this state, the predicted trajectory <NUM> significantly deviates from the trailer mark 200P.

The screen A2 is displayed in a state where the vessel operator operates the steering wheel <NUM>, and steers the hull 100a so that the hull 100a heads toward the trailer <NUM>. In this state, the predicted trajectory <NUM> passes through the trailer mark 200P. It is noted that, even in a case where the predicted trajectory <NUM> passes through the trailer mark 200P, a range to be displayed of the predicted trajectory <NUM> is not limited to a range from the hull mark 100P to the trailer mark 200P. A range of the predicted trajectory <NUM> after passing through the trailer mark 200P may be further displayed.

The screen A3 is displayed in a state where the hull 100a has been navigated after the state in which the screen A2 is displayed. It is noted that the predicted trajectory <NUM> is generated over time, from time to time, and the display thereof is updated. The display position of the hull mark 100P is fixed, and therefore the position of the trailer mark 200P changes on the screen A3. As a result of the movement of the hull 100a, the predicted trajectory <NUM> deviates from the trailer mark 200P on the screen A3.

The screen A4 is displayed in a state where the vessel operator operates the steering wheel <NUM> again in a state where the screen A3 is displayed, and steers the hull 100a so that the hull 100a heads toward the trailer <NUM>. In this state, the predicted trajectory <NUM> passes through the trailer mark 200P again.

The screen A5 is displayed in a state where the hull 100a has been navigated after the state in which the screen A4 is displayed. After the hull 100a has moved, a state in which the predicted trajectory <NUM> passes through the trailer mark 200P is maintained, on the screen A5.

The screen A6 is displayed in a state where the hull 100a has been navigated after the state in which the screen A5 is displayed. In the screen A6, a state in which the predicted trajectory <NUM> passes through the trailer mark 200P is maintained, and at this time, the marine vessel <NUM> is in a state immediately before being loaded onto the trailer <NUM>. Normally, when this vessel steering state is continued, loading of the marine vessel <NUM> onto the trailer <NUM> is implemented.

<FIG> is a flowchart illustrating the predicted trajectory display processing. This processing is started in response to an instruction to start the predicted trajectory display processing. This processing is implemented by the CPU <NUM> loading the control program stored in the ROM <NUM> in the RAM <NUM> and executing the control program. The predicted trajectory display processing will be described also with reference to <FIG>.

In step S101, the CPU <NUM> reads and acquires the characteristic information 111a from the memory <NUM>. In step S102, the CPU <NUM> specifies, by the above-described method, a target trailer onto which the hull 100a is to be loaded. In step S103, the CPU <NUM> executes other processing. Here, the CPU <NUM> can execute, for example, processing for ending the predicted trajectory display processing illustrated in <FIG>, and the like, in response to an instruction from a user.

In step S104, the CPU <NUM> acquires relative position information. In step S105, the CPU <NUM> acquires a current vessel steering state. Here, the CPU <NUM> acquires a steering angle and a speed of the hull 100a from the detection result by the sensor group <NUM>.

In step S106, the CPU <NUM> determines whether or not a "manual trailering condition" is satisfied. Here, the manual trailering condition is that both the speed of the hull 100a and the distance L satisfy a predetermined condition. Therefore, in a case where at least one of the speed of the hull 100a and the distance L does not satisfy the predetermined condition, the manual trailering condition is not satisfied.

Specifically, the manual trailering condition is satisfied when the speed of the hull 100a is less than a predetermined speed and the distance L indicated by the relative position information is less than a first predetermined distance. The predetermined speed is set to a value of a low speed corresponding to a speed of the hull 100a in idle state, the hull 100a held at a fixed point, or the like. The first predetermined distance is set to a value (for example, <NUM>) that allows visual recognition of the trailer <NUM> from the hull 100a. This is because the manual trailering can be appropriately performed when the hull 100a is at a low speed and the trailer <NUM> is in a viewing range. In addition, if the predicted trajectory <NUM> is estimated in a state where the manual trailering condition is not satisfied, the estimation accuracy of the predicted trajectory <NUM> deteriorates.

In step S106, in a case where it is determined that the manual trailering condition is not satisfied, the CPU <NUM> returns the processing to step S103, whereas in a case where it is determined that the manual trailering condition is satisfied, the CPU <NUM> advances the processing to step S107. It is noted that it is not essential to provide step S106.

In step S107, the CPU <NUM> executes estimation processing. In this estimation processing, the CPU <NUM> generates the predicted trajectory <NUM> based on the characteristic information 111a acquired in step S101, the relative position information acquired in step S104, and the steering angle acquired in step S105. For example, the CPU <NUM> obtains the turning radius corresponding to the steering angle from the characteristic information 111a. Further, the CPU <NUM> generates, based on the obtained turning radius, the predicted trajectory <NUM> with the position of the hull 100a indicated by the relative position information as a starting point.

In step S108, the CPU <NUM> executes display processing of displaying the predicted trajectory display screen illustrated in <FIG> on the display unit <NUM>. Namely, the CPU <NUM> displays, on the screen, an image including the hull mark 100P indicating the position of the hull 100a in the relative position information and the trailer mark 200P indicating the position of the target trailer in the relative position information, and further displays the predicted trajectory <NUM> in a state of being superimposed on this image (for example, the screen A1). As a result, the vessel operator can visually recognize the predicted trajectory <NUM> on the image in which the positional relationship between the hull 100a and the trailer <NUM> is known, and thus the vessel operator can appropriately determine how he/she should steer the vessel thereafter.

In step S109, the CPU <NUM> determines whether or not it is in a situation that at least one of: the fact that the hull 100a has moved by a second predetermined distance after the last generation of the predicted trajectory <NUM>; and the fact that a predetermined period of time has elapsed after the last generation of the predicted trajectory <NUM>. The last predicted trajectory <NUM> is generated in the immediately preceding step S107. It is noted that, in step S107, clocking for determining the elapse of the predetermined period of time is started. The CPU <NUM> continues determination in step S109 until the hull 100a moves by the second predetermined distance or the predetermined period of time elapses, after the last generation of the predicted trajectory <NUM>.

In step S109, the CPU <NUM> returns to step S103 in a case where at least one of: the fact that the hull 100a has moved by the second predetermined distance after the last generation of the predicted trajectory <NUM>; and the fact that the predetermined period of time has elapsed after the last generation of the predicted trajectory <NUM>, is satisfied. Therefore, by the next processing of steps S103 to S108, the new predicted trajectory <NUM> is generated based on the characteristic information 111a acquired in step S101, the newly acquired relative position information, and the newly detected steering angle, to the predicted trajectory display screen is updated (for example, the screen A2 → the screen A3).

Therefore, the predicted trajectory display screen is updated every time the hull 100a moves by the second predetermined distance or every time the predetermined period of time elapses. It is noted that, in step S109, the determination may be made using only one of the the traveling distance of the hull 100a after the last generation of the predicted trajectory <NUM> and the elapsed time after the last generation of the predicted trajectory <NUM>. It is noted that it is not essential to provide step S109, and the processing may proceed to step S103 after step S108.

According to the present preferred embodiment, at the time of manual trailering, the predicted trajectory <NUM> is generated based on the characteristic information 111a indicating the relationship between the steering angle of the hull 100a and the turning radius of the hull 100a, the relative position information between the trailer <NUM> and the hull 100a, and the detected steering angle. On the display screen, an image indicating the positional relationship between the hull 100a and the trailer <NUM> and the predicted trajectory <NUM> are superimposed and displayed.

As a result, the vessel operator can grasp how the hull 100a moves at the current steering angle or how to correct steering in order to suitably load the marine vessel <NUM> onto the trailer <NUM>, by visually recognizing the predicted trajectory <NUM> while visually recognizing the relative position between the hull 100a and the trailer <NUM>. For example, when the vessel operator rotates the steering wheel <NUM>, the display of the predicted trajectory <NUM> changes in conjunction therewith, which allows even a beginner to feel a correspondence between the steering and the predicted trajectory <NUM>. As a result, the trailering operation of the vessel operator can be supported.

In addition, the predicted trajectory display screen is updated every time the vessel moves by the second predetermined distance and/or every time the predetermined period of time elapses, which allows the vessel operator to visually recognize the latest positional relationship between the hull 100a and the trailer <NUM> and the latest predicted trajectory <NUM>.

In a case where at least one of the speed of the hull 100a and the distance L does not satisfy the predetermined condition, the predicted trajectory <NUM> is not generated (NO in S106). Therefore, it is possible to avoid generation and display of the predicted trajectory <NUM> with low accuracy.

In the first preferred embodiment, the following first, second, and third modifications may be adopted.

In the first modification, the characteristic information 111a may include information (for example, a time constant τ) indicating a speed at which the turning radius changes from a current value to a steady value according to the steering angle. The time constant τ is, for example, a period of time required for the turning radius to become <NUM>% or about <NUM>% of the steady value. In this case, in the estimation processing (S107), the turning radius corresponding to the steering angle is obtained from the characteristic information 111a, and the predicted trajectory <NUM> is generated based on the turning radius and the time constant τ. As a result, the predicted trajectory <NUM> can be obtained with higher accuracy.

In the second modification, the characteristic information 111a may include information indicating the turning radius with respect to a "combination of at least one parameter of: the output of the propulsion device <NUM>; the speed of the hull 100a; and the acceleration of the hull 100a, and the steering angle". In this case, in step S105, not only the steering angle but also the above-mentioned at least one parameter is acquired. In the estimation processing (S107), the predicted trajectory <NUM> is generated based on the turning radius corresponding to the combination of the at least one parameter and the steering angle. As a result, the predicted trajectory <NUM> corresponding to the behavior of the hull 100a can be generated.

In the third modification, the CPU <NUM> may acquire, in step S105, disturbance information (for example, at least one of the wind speed, the wind direction, and the tide) by detection. Then, in the estimation processing (S107), the CPU <NUM> may generate the predicted trajectory <NUM> based on the characteristic information 111a, the relative position information, the detected steering angle, and the detected disturbance information. As a result, the more accurate predicted trajectory <NUM> can be obtained in consideration of disturbance.

It is noted that two or more of the first to third modifications may be applied in combination.

It is noted that, in the first preferred embodiment and modifications thereof, the disturbance information (for example, at least one of the wind speed, the wind direction, and the tide) may be acquired in step S105, and the fact that the disturbance is in a predetermined state may be added to a satisfaction requirement of the manual trailering condition in step S106.

According to a second preferred embodiment of the present invention, in the predicted trajectory display processing, it is determined whether or not the hull 100a can be loaded onto the trailer <NUM>, and further, the relative relationship between the direction of the hull 100a and the direction of the trailer <NUM> is displayed so as to be understood. Other points not specifically mentioned are similar to those of the first preferred embodiment. It is noted that only one of determining whether or not the hull 100a can be loaded onto the trailer <NUM> and displaying the relationship of the direction of the directions of the hull 100a and the trailer <NUM> relative to each other may be adopted.

<FIG> is a transition diagram of a predicted trajectory display screen according to the second preferred embodiment. This predicted trajectory display screen is displayed on the display unit <NUM> by predicted trajectory display processing (to be described later with reference to <FIG>) executed in parallel with the manual trailering. In <FIG>, screens B1 to B6 corresponding to the transition of the state of the hull 100a are illustrated as the predicted trajectory display screens. The screens B1 to B6 are displayed, after the start of the predicted trajectory display processing is instructed and the target trailer is specified.

Similar to the example of <FIG> (the first preferred embodiment), the hull mark 100P and the trailer mark 200P are displayed on the predicted trajectory display screen. Further, the predicted trajectory <NUM> starting from the hull mark 100P is displayed in a superimposed manner on the indications of the hull mark 100P and the trailer mark 200P. In <FIG>, as is distinct from the first preferred embodiment, the display position of the trailer mark 200P is used as a reference (fixed), and the relative position of the hull 100a with respect to the trailer <NUM> is indicated by the hull mark 100P.

As illustrated in the screen B1, an arrow-shaped mark 100F indicating the direction of the hull 100a is added to the hull mark 100P, and an extension line L100 of the center line of the mark 100F is further displayed. An arrow-shaped mark 200F indicating the direction of the trailer <NUM> is added to the trailer mark 200P, and an extension line L200 of the center line of the mark 200F is displayed. It is noted that, in <FIG>, the marks 100F and 200F and the extension lines L100 and L200, which can actually be displayed in the screens B2 to B6, are omitted.

A relative relationship between the direction of the hull 100a and the direction of the trailer <NUM> is understood by the mark 100F and the mark 200F. Particularly, when the extension line L100 and the extension line L200 are parallel to each other, it can be understood that the directions of the hull 100a and the trailer <NUM> coincide with each other. When the extension line L100 and the extension line L200 almost coincide with each other at the time when the hull 100a comes close to the trailer <NUM>, it can be understood that the feasibility of loading the marine vessel <NUM> onto the trailer <NUM> is high.

It is noted that, from the viewpoint of understanding the relative relationship between the direction of the hull 100a and the direction of the trailer <NUM>, only the mark 100F and the mark 200F, or only the extension line L100 and the extension line L200 may be displayed among the marks 100F and 200F and the extension lines L100 and L200.

Further, in a display area <NUM>, "possible" indicating that the marine vessel <NUM> can be loaded onto the trailer <NUM> ("loadable") or "impossible" indicating that the marine vessel <NUM> cannot be loaded onto the trailer <NUM> ("unloadable") is displayed. As a result, the vessel operator is able to grasp whether the the marine vessel <NUM> can be loaded onto the trailer <NUM> when vessel steering is continuously performed as it is.

A predetermined position Px is a position at which the trailer <NUM> and the hull 100a have a predetermined positional relationship on the predicted trajectory <NUM>. As an example, the predetermined position Px is a position at which the distance L between the reference position PT of the trailer <NUM> and the reference position PB of the marine vessel <NUM> (refer to <FIG>) in the longitudinal direction of the trailer <NUM> becomes a third predetermined distance D (exemplified in the screen B2). It is noted that the third predetermined distance D is predetermined <NUM> or a value lager than <NUM>. It is not essential to display a mark indicating the predetermined position Px or an indication of the third predetermined distance D on the screen.

On condition that the predicted trajectory <NUM> passes through the trailer <NUM> and both an estimated trailer azimuth θ at the predetermined position Px and an estimated vessel azimuth φ at the predetermined position Px are within an allowable range, it is determined that loading can be performed. The "allowable range" mentioned herein is, for example, a range in which both the trailer azimuth θ and the vessel azimuth φ are within ±<NUM> degrees (a range of -<NUM> degrees or more and +<NUM> degrees or less).

The screen B1 illustrates an initial state, which is a state immediately after the start of the predicted trajectory display processing. In this state, the predicted trajectory <NUM> significantly deviates from the trailer mark 200P. The predicted trajectory <NUM> does not pass through the trailer <NUM>, and hence "impossible" is displayed in the display area <NUM> in the screen B1.

The screen B2 is displayed in a state where the vessel operator operates the steering wheel <NUM>, and steers the hull 100a so that the hull 100a heads toward the trailer <NUM>. In this state, the predicted trajectory <NUM> passes through the trailer mark 200P. Moreover, both the estimated trailer azimuth θ and the estimated vessel azimuth φ at the predetermined position Px are within the allowable range. Therefore, "possible" is displayed in the display area <NUM> in the screen B2.

The screen B3 is displayed in a state where the hull 100a has been navigated after a state in which the screen B2 is displayed. As a result of the movement of the hull 100a, the predicted trajectory <NUM> deviates from the trailer mark 200P in the screen B3. Therefore, "impossible" is displayed in the display area <NUM> in the screen B3.

The screen B4 is displayed in a state where the vessel operator operates the steering wheel <NUM> again in a state where the screen B3 is displayed, and steers the hull 100a so that the hull 100a heads toward the trailer <NUM>. In this state, the predicted trajectory <NUM> passes through the trailer mark 200P again. However, the predicted trajectory <NUM> is substantially straight, and at least one of the estimated trailer azimuth θ and the estimated vessel azimuth φ at the predetermined position Px exceeds ±<NUM> degrees (out of the allowable range). Therefore, "impossible" is displayed in the display area <NUM> in the screen B4.

The screen B5 is displayed in a state in which the vessel operator operates the steering wheel <NUM> again in a state where the screen B4 is displayed, to correct the azimuth and the steering such that the shape of the predicted trajectory <NUM> becomes curved. In this state, the predicted trajectory <NUM> passes through the trailer mark 200P again. The predicted trajectory <NUM> passes through the trailer <NUM>, and the estimated trailer azimuth θ and the estimated vessel azimuth φ at the predetermined position Px are both within ±<NUM> degrees (within the allowable range). Therefore, "possible" is displayed in the display area <NUM> in the screen B5.

The screen B6 is displayed in a state where, after the screen B5 is displayed, the hull 100a moves along the predicted trajectory <NUM> and is located at the predetermined position Px, and the hull 100a (the marine vessel <NUM>) is just before being loaded onto the trailer <NUM>. In the screen B6, "possible" is still displayed in the display area <NUM>. Normally, when this vessel steering state is continued, the loading of the marine vessel <NUM> onto the trailer <NUM> is implemented.

<FIG> is a flowchart illustrating the predicted trajectory display processing according to the second preferred embodiment. A start condition and an execution subject of this processing are similar to those of the predicted trajectory display processing (<FIG>) according to the first preferred embodiment. The predicted trajectory display processing (<FIG>) according to the second preferred embodiment is different from the flowchart of the predicted trajectory display processing (<FIG>) according to the first preferred embodiment in that steps S201 to S203 are added between steps S107 and S108. Furthermore, a part of the processing in steps S107 and S108 of the second preferred embodiment is different from that of the first preferred embodiment.

In the second preferred embodiment, the processing of steps S101 to S106 is similar to that of the first preferred embodiment. However, in the second preferred embodiment, the relative position information acquired in step S104 includes the current trailer azimuth θ and the current vessel azimuth φ.

In the estimation processing in step S107, the CPU <NUM> generates the predicted trajectory <NUM> as in the first preferred embodiment. Further, the CPU <NUM> estimates the trailer azimuth θ and the vessel azimuth φ at the predetermined position Px from a tangential direction of the predicted trajectory <NUM> at the predetermined position Px, a predicted position of the hull 100a, and an absolute azimuth of the trailer <NUM>.

In step S201, it is determined whether or not the hull 100a can be loaded onto the trailer <NUM>. As described above, in a case where the predicted trajectory <NUM> does not pass through the trailer <NUM>, the CPU <NUM> determines that the loading cannot be performed (NO in step S201). In a case where at least one of the trailer azimuth θ and the vessel azimuth φ at the predetermined position Px estimated in step S107 exceeds the allowable range (is out of the allowable range), the CPU <NUM> determines that the loading cannot be performed (NO in step S201). In a case where the predicted trajectory <NUM> passes through the trailer <NUM> and none of the estimated trailer azimuth θ and the estimated vessel azimuth φ exceeds the allowable range (both of the estimated trailer azimuth θ and the estimated vessel azimuth φ fall within the allowable range), the CPU <NUM> determines that the loading can be performed (YES in step S201).

In a case where it is determined that the loading can be performed, the CPU <NUM> displays "possible" in the display area <NUM> in step S202, thereby notifying of that the loading can be performed. Thus, the vessel operator is able to understand that the current trailering operation is appropriately performed.

On the other hand, in a case where it is determined that the loading cannot be performed, the CPU <NUM> displays "impossible" in the display area <NUM> in step S203, thereby notifying of that the loading cannot be performed. Thus, the vessel operator is able to understand that the trailering operation should be corrected.

After steps S202 and S203, the processing proceeds to step S108. In the display processing in step S108, the CPU <NUM> displays the hull mark 100P and the trailer mark 200P on the screen. At this time, the CPU <NUM> also displays the marks 100F and 200F and the extension lines L100 and L200 on the screen so that the relative relationship between the direction of the hull 100a and the direction of the trailer <NUM> can be understood. Further, the CPU <NUM> displays the predicted trajectory <NUM> on this screen in a superimposed manner. Thereafter, the processing proceeds to step S109. The processing in step S109 of the second preferred embodiment is similar to that of the first preferred embodiment.

According to the second preferred embodiment, it is possible to achieve the effects similar to those of the first preferred embodiment, regarding supporting the trailering operation.

Further, the marks 100F and 200F and the extension lines L100 and L200 are displayed on the predicted trajectory display screen so that the relative relationship between the direction of the hull 100a and the direction of the trailer <NUM> can be understood, which makes it possible for the vessel operator to more easily determine whether or not the current operation state is appropriate.

When the predicted trajectory <NUM> does not pass through the trailer <NUM>, or when at least one of the trailer azimuth θ and the vessel azimuth φ at the predetermined position Px on the predicted trajectory <NUM> exceeds the allowable range (is out of the allowable range), it is notified of that the hull 100a cannot be loaded onto the trailer <NUM> (S203). Accordingly, it is possible to allow the vessel operator to understand that the trailering operation should be corrected.

In addition, when the predicted trajectory <NUM> passes through the trailer <NUM> and neither the estimated trailer azimuth θ nor the estimated vessel azimuth φ exceeds the allowable range (both of them fall within the allowable range), it is notified of that the hull 100a can be loaded onto the trailer <NUM>. Thus, the vessel operator can understand that the current trailering operation is appropriately performed.

It is noted that, on the predicted trajectory display screen, the display position of the hull mark 100P is used as the reference (fixed) in the first preferred embodiment (<FIG>), and the display position of the trailer mark 200P is used as the reference (fixed) in the second preferred embodiment (<FIG>). However, in the first preferred embodiment and the second preferred embodiment, it does not matter which display position of the hull mark 100P or the trailer mark 200P is fixed as a reference. In addition, it is not essential to display the predicted trajectory display screen (<FIG>) with an azimuth such as the north being fixed. In addition, the predicted trajectory display screen (<FIG>) may be displayed with an azimuth such as the north being fixed.

It is noted that the indication of "possible", the indication of "impossible", the hull mark 100P, the trailer mark 200P, the predicted trajectory <NUM>, the marks 100F and 200F, the extension lines L100 and L200, and the like are examples of display modes, and display modes are not limited thereto. For example, whether or the hull 100a can be loaded onto the trailer <NUM> may be notified by displaying a message or the like, instead of displaying "possible" and "impossible". Instead of these displays or in addition to these displays, whether the hull 100a can be loaded onto the trailer <NUM> may be notified by voice.

It is noted that in the first preferred embodiment and the second preferred embodiment, the method of notifying of the positional relationship between the hull 100a and the trailer <NUM>, of the relative relationship between the direction of the hull 100a and the direction of the trailer <NUM>, and of the predicted trajectory <NUM> is not limited to the screen display. For example, in addition to the screen display or instead of the screen display, notification may be performed by voice. In this case, for example, by issuing a voice message notifying of the relative azimuth and distance of the trailer <NUM> with respect to the hull 100a, the positional relationship between them or the relative relationship between the directions of them may be notified. Further, for the predicted trajectory <NUM>, a voice message may be issued to notify of whether or not the predicted trajectory <NUM> is passing through the trailer <NUM> and/or of whether or not the predicted trajectory <NUM> deviates from the trailer <NUM>. When the predicted trajectory <NUM> deviates from the trailer <NUM>, the direction of the deviation (left or right with respect to the trailer <NUM>) and/or the amount of deviation may also be notified by a voice message.

According to an aspect of the present disclosure, provided is a trailering support device configured to perform trailering for loading a hull onto a trailer, the trailering support device comprising one or more controllers configured to function as: a first acquisition unit configured to acquire characteristic information predetermined as information indicating a relationship between a steering angle of the hull and a turning radius of the hull; a second acquisition unit configured to acquire relative position information between the trailer and the hull; a detector configured to detect the steering angle of the hull; a generation unit configured to predict future movement of the hull based on the characteristic information acquired by the first acquisition unit, the relative position information acquired by the second acquisition unit, and the steering angle detected by the detector, and to generate a predicted trajectory; and a controlling unit configured to notify of a positional relationship between the hull and the trailer and to notify of the predicted trajectory generated by the generation unit.

The relative position information includes position information of one of the hull and the trailer with reference to the other of the hull and the trailer as a reference.

The relative position information further includes a first azimuth which is an azimuth of the trailer as viewed from the hull and a second azimuth which is an azimuth of the hull as viewed from the trailer.

The controlling unit is further configured to: estimate the first azimuth and the second azimuth at a position where the trailer and the hull form a predetermined positional relationship on the predicted trajectory; and in a case where at least one of the estimated first azimuth and the estimated second azimuth exceeds an allowable range, notify that the loading of the hull onto the trailer is not performable.

For example, the controlling unit notifies of that the loading of the hull onto the trailer is performable, in a case where the predicted trajectory passes through the trailer and neither the estimated first azimuth nor the estimated second azimuth exceeds the allowable range.

For example, the allowable range is a range of -<NUM> degrees or more and +<NUM> degrees or less.

The present invention can also be realized by processing in which a program for implementing one or more functions of the above-described preferred embodiments is supplied to a system or a device via a network or a non-transitory storage medium, and one or more processors of a computer of the system or the device reads and executes the program. The above program and the storage medium storing the above program constitute the present invention. Further, the present invention can also be implemented by a circuit (for example, ASIC) that implements one or more functions.

It is noted that the present invention is not limited to being applied to the jet boat, and can also be applied to various marine vessels propelled by an outboard motor, an inboard motor, or an inboard/outboard motor.

Claim 1:
A trailering support device configured to perform trailering for loading a hull (100a) onto a trailer (<NUM>), the trailering support device comprising
one or more controllers configured to function as:
a first acquisition unit (<NUM>) configured to acquire characteristic information (111a) predetermined as information indicating a relationship between a steering angle of the hull (100a) and a turning radius of the hull (100a);
a second acquisition unit (<NUM>) configured to acquire relative position information between the trailer (<NUM>) and the hull (100a);
and a detector (<NUM>) configured to detect the steering angle of the hull (100a);
characterized in that the one or more controllers are further configured to function as: a generation unit (<NUM>) configured to predict future movement of the hull (100a) based on the characteristic information (111a) acquired by the first acquisition unit (<NUM>), the relative position information acquired by the second acquisition unit (<NUM>), and the steering angle detected by the detector (<NUM>), and to generate a predicted trajectory (<NUM>); and
a controlling unit (<NUM>) configured to notify of a positional relationship between the hull (100a) and the trailer (<NUM>) and to notify of the predicted trajectory (<NUM>) generated by the generation unit (<NUM>), wherein
the controlling unit (<NUM>) is configured to, on a display screen (<NUM>), display an image showing the positional relationship between the hull (100a) and the trailer (<NUM>), and display the predicted trajectory (<NUM>) on the image in a superimposed manner.