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. Other trailering support devices are known as well from <CIT>, <CIT> and <CIT>.

However, in some cases, while automatic loading control is executed, the hull does not move as predicted by the control due to disturbance such as wind, tidal current, or waves acting on the hull, and the hull may not be smoothly loaded onto the trailer. Especially, an inexperienced vessel operator is not able to accurately determine whether or not the loading of the hull onto the trailer is performable until the hull got considerably close to the trailer.

The present invention provides a trailering support device and method capable of facilitating loading of a hull onto a trailer, and a marine vessel including the trailering support device.

According to a preferred embodiment of the present invention, a trailering support device that performs trailering for loading a hull onto a trailer, the trailering support device comprising one or more controllers configured to function as a vessel steering controller configured to perform automatic vessel steering control so as to move the hull toward the trailer, an estimation unit configured to estimate, based on a content of the automatic vessel steering control, a position of the hull at a predetermined timing after start of the automatic vessel steering control and an azimuth of the hull at the predetermined timing, a detector configured to detect the position of the hull, a steering angle of the hull, and the azimuth of the hull, a determination unit configured to respectively compare the position and the azimuth which are estimated by the estimation unit with the position and the azimuth which are detected by the detector at the predetermined timing, and to determine, based on a comparison result, whether the loading of the hull onto the trailer is performable or not performable, and a notifier configured to notify, in a case where the determination unit determines that the loading of the hull onto the trailer is not performable, of an effect that the loading of the hull onto the trailer is not performable.

According to this configuration, automatic vessel steering control is performed so as to move a hull toward a trailer for loading the hull to the trailer, the position and the azimuth of the hull at a predetermined timing after the start of the automatic vessel steering control are estimated based on the content of the automatic vessel steering control, and the position, the steering angle and the azimuth of the hull are detected. Thereafter, it is determined whether or not the hull can be loaded onto the trailer based on a comparison result between the estimated position and the estimated azimuth and the position and the azimuth detected at the predetermined timing respectively, and in a case where it is determined that the hull cannot be loaded onto the trailer, the effect that the hull cannot be loaded onto the trailer 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 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 water side. 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>. Here, when an automatic separation mode is started (when a vessel steering mode is switched to the automatic separation mode), the marine vessel <NUM> is automatically steered, and the marine vessel <NUM> automatically moves in a direction away from the trailer <NUM>. As a result, the marine vessel <NUM> is automatically separated from the trailer <NUM>. It is noted that it is not essential that the marine vessel <NUM> is automatically separated 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. Here, when an automatic trailer mode is started (when the vessel steering mode is switched to the automatic trailer mode), the marine vessel <NUM> is automatically steered, and the marine vessel <NUM> automatically moves in a direction toward the trailer <NUM>. As a result, the marine vessel <NUM> is automatically mounted on the trailer <NUM>. As a method of allowing the marine vessel <NUM> to be automatically separated from and automatically mounted on the trailer <NUM>, a known method disclosed in International Publication <CIT> or the like may be adopted.

It is noted that it is efficient to allow the marine vessel <NUM> to be automatically separated from or mounted on the trailer <NUM> (especially mounted on the trailer <NUM>) as described above after a controller <NUM> specifies "relative position information" between the marine vessel <NUM> and the trailer <NUM>. The "relative position information" is defined as a quantity as viewed from above as illustrated in <FIG>, and includes a distance L, a vessel azimuth ϕ, and a trailer azimuth θ. 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 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 position) 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>.

Although it is not essential to provide the wave signal generator <NUM> and the wave signal receiver <NUM>, these units will be described later.

The controller <NUM> serving as a vessel steering controller <NUM> performs automatic vessel steering control so as to move the hull 100a toward the trailer <NUM> in the automatic trailer mode. During the execution of the automatic vessel steering control, the hull 100a may not move as predicted by the control due to disturbance such as wind, tidal current, or waves acting on the hull 100a, and the hull 100a may not be smoothly loaded onto the trailer <NUM>. Especially, an inexperienced vessel operator is not able to accurately determine whether or not the loading of the hull 100a onto the trailer <NUM> is performable until the hull 100a got considerably close to the trailer <NUM>. Therefore, in the present preferred embodiment, in a case where it is determined that the hull 100a cannot be loaded onto the trailer <NUM> in the automatic trailer mode (the automatic vessel steering control), the effect that the hull 100a cannot be loaded onto the trailer <NUM> is notified, thereby making it possible to facilitate loading of the hull 100a onto the trailer <NUM>.

When executing the automatic trailer mode, 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 the case of adopting a method that does not use the relative position information for specifying the target trailer, it is not essential to specify the relative position information.

<FIG> is a diagram illustrating a functional block for implementing the trailering support device. This functional block includes, as functional units, the vessel steering controller <NUM>, an estimation unit <NUM>, a detector <NUM>, a determination unit <NUM>, and a notifier <NUM>.

Each of these functional units is mainly implemented through cooperation between at least one of: the communication I/F <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 vessel steering controller <NUM> is mainly implemented by the controller <NUM>. The vessel steering controller <NUM> performs the automatic vessel steering control so as to cause the hull 100a to move toward the trailer <NUM>.

The function of the estimation unit <NUM> is mainly implemented by the controller <NUM> and the memory <NUM>. Based on the content of the automatic vessel steering control to be performed by the vessel steering controller <NUM>, the estimation unit <NUM> performs estimation processing to estimate "the position and the azimuth of the hull 100a at a "comparison timing" which is a predetermined timing". The comparison timing repeatedly arrives (for example, periodically) after the start of the automatic vessel steering control. The content of the automatic vessel steering control includes at least one of control of the steering angle of the hull 100a and control of the output of the propulsion device <NUM>. For example, the automatic vessel steering control may be implemented by controlling the steering angle, with the forward shift and constant output (idle rotation) of the propulsion device <NUM>.

For example, the comparison timing is a timing at which a predetermined period of time T has elapsed since the last time the estimation unit <NUM> estimated the position and the azimuth of the hull 100a. Alternatively, the comparison timing may be a timing at which the hull 100a has moved by a first predetermined distance since the last time the estimation unit <NUM> estimated the position and the azimuth of the hull 100a. Alternatively, the comparison timing may be an earlier timing between the timing at which the predetermined period of time T has elapsed and the timing at which the hull 100a has moved by the first predetermined distance, since the last time the estimation unit <NUM> estimated the position and the azimuth of the hull 100a.

The function of the detector <NUM> is mainly implemented by the controller <NUM>, the GNSS receiver <NUM>, and the sensor group <NUM>. The detector <NUM> detects the position, the steering angle, and the azimuth, of the hull 100a. Namely, the detector <NUM> acquires the current position (the absolute position) of the hull 100a from the GNSS signal received by the GNSS receiver <NUM>. The detector <NUM> detects the current azimuth (the absolute azimuth) of the hull 100a by the azimuth sensor in the sensor group <NUM>. Further, the detector <NUM> detects the steering angle of the hull 100a by the steering angle sensor in the sensor group <NUM>.

The determination unit <NUM> is mainly implemented by the controller <NUM>. The determination unit <NUM> compares the position and the azimuth of the hull 100a estimated by the estimation unit <NUM> with the position and the azimuth of the hull 100a detected at the comparison timing by the detector <NUM>. Then, the determination unit <NUM> determines whether or not the hull 100a can be loaded onto the trailer <NUM> (that is, determines loadable/unloadable) based on the comparison result.

The function of the notifier <NUM> is mainly implemented by the controller <NUM> and the display unit <NUM>. In a case where the determination unit <NUM> determines that the hull 100a cannot be loaded onto the trailer <NUM>, the notifier <NUM> notifies of information indicating that the hull 100a cannot be loaded onto the trailer.

<FIG> is a diagram illustrating an example of a state display screen showing the transition of a state during execution of the automatic trailer mode. In <FIG>, screens A1 to A4 are illustrated corresponding to the transition of the state. The screens A1 to A4 are displayed on the display unit <NUM> after the start of the automatic trailer mode is instructed and the target trailer is specified.

On the screen A1, a position P0 is a current position (an actually detected position) of the hull 100a at the start of the automatic trailer mode, which is an initial position. A predicted position P1 is an estimated position of the hull 100a after the lapse of the predetermined period of time T from the start of the automatic trailer mode. A predicted trajectory <NUM> is a predicted future movement trajectory of the hull 100a starting from the position P0. "AUTO" indicating that the automatic vessel steering control is being executed is displayed in a display area <NUM>.

In the screens A1 to A4, the position of the target trailer <NUM>, the predicted position of the hull 100a, the actually detected position of the hull 100a, the movement trajectory of the hull 100a, and the like are displayed. These display modes are not limited to the illustrated modes. Timings T1 and T2 to be described later both correspond to comparison timings.

The screen A2 shows a state after the predetermined period of time T has elapsed since the timing at which the screen A1 was displayed (referred to as the timing T1). An actually detected position P1' is the position of the hull 100a detected by the detector <NUM> at the timing T1. On the screen A2, a distance D is a difference (interval) at the timing T1 between the predicted position P1 and the actually detected position P1'. An angle difference α is a difference at the timing T1 between a predicted azimuth of the hull 100a (an azimuth estimated at the start of the automatic trailer mode) and an actually detected azimuth detected by the detector <NUM> at the timing T1. The predicted azimuth in the screen A2 is a straight line passing through the position P0 and the predicted position P1. The actually detected azimuth in the screen A2 is a straight line passing through the position P0 and the actually detected position P1'. The angle difference α in the screen A2 is an angle formed by the straight line representing the predicted azimuth and the straight line representing the actually detected azimuth in the screen A2.

Here, in a case where the distance D exceeds a second predetermined distance and/or the angle difference α exceeds a predetermined angle, the determination unit <NUM> determines that the hull 100a cannot be loaded onto the trailer <NUM>. The determination unit <NUM> determines that the hull 100a can be loaded onto the trailer <NUM> in a case where the distance D does not exceed the second predetermined distance and the angle difference α does not exceed the predetermined angle. In the state shown in the screen A2, the distance D does not exceed the second predetermined distance and the angle difference α does not exceed the predetermined angle, and thus "possible" indicating that the hull 100a can be loaded onto the trailer <NUM> is displayed in the display area <NUM> in the screen A2.

At the timing T1, a predicted position P2 after the predetermined period of time T has elapsed (at the timing T2) from the timing T1 is predicted, a new predicted trajectory <NUM> starting from the actually detected position P1' is predicted (the predicted trajectory is updated), and the predicted position P2 and the new predicted trajectory <NUM> are displayed on the screen.

The screen A3 shows a state after the predetermined period of time T has elapsed (the timing T2) from the timing T1 at which the screen A2 is displayed. An actually detected position P2' is the position of the hull 100a detected by the detector <NUM> at the timing T2. On the screen A3, the distance D is a difference (interval) at the timing T2 between the predicted position P2 and the actually detected position P2'. The angle difference α is a difference at the timing T2 between the predicted azimuth of the hull 100a (the azimuth estimated at the timing T1) and the actually detected azimuth detected by the detector <NUM> at the timing T2. The predicted azimuth in the screen A3 is a straight line passing through the position P1' and the predicted position P2. The actually detected azimuth in the screen A3 is a straight line passing through the position P1' and the actually detected position P2'. The angle difference α in the screen A3 is an angle formed by the straight line representing the predicted azimuth and the straight line representing the actually detected azimuth on the screen A3. In the state shown in the screen A3, the distance D exceeds the second predetermined distance and/or the angle difference α exceeds the predetermined angle, and thus "impossible" indicating that the hull 100a cannot be loaded onto the trailer <NUM> is displayed in the display area <NUM> in the screen A3.

The screen A4 shows a state immediately after the timing T2. Since it is determined that the loading is impossible at the timing T2, the estimation of the predicted position, the predicted azimuth, and the predicted trajectory in the forward direction is not performed thereafter. In this case, the vessel steering controller <NUM> performs control to cause the hull 100a to move rearwards from the actually detected position P2'. In a case where the hull 100a is caused to move rearwards, the notifier <NUM> notifies of the rearward movement of the hull 100a. As an example of this notification, the notifier <NUM> displays, in the display area <NUM>, a mark such as "R" indicating that the shift position of the forward-and-rearward switching mechanism <NUM>, which is a shift mechanism, is put in reverse. It is noted that a predicted trajectory 500R when the hull 100a moves rearwards may be predicted and displayed on the screen A4.

<FIG> is a flowchart illustrating automatic vessel steering control processing. This automatic vessel steering control processing is started in response to an instruction to start the automatic trailer mode. This automatic vessel steering control processing is implemented by the CPU <NUM> loading a control program stored in the ROM <NUM> to the RAM <NUM> and executing the program. The automatic vessel steering control processing will be described with reference to <FIG> as well.

In step S101, the CPU <NUM> specifies a target trailer (for example, the trailer <NUM> in <FIG>) on which the hull 100a is to be loaded by the above-described method. In step S102, the CPU <NUM> executes other processing. Here, the CPU <NUM> can execute, for example, processing to end the automatic vessel steering control processing illustrated in <FIG>, or the like, in response to an instruction from a user.

In step S103, the CPU <NUM> executes estimation processing. In this estimation processing, first, the CPU <NUM> acquires the position, the steering angle, and the azimuth of the hull 100a. The CPU <NUM> determines the content of the automatic vessel steering control (the control of the steering angle and/or the output of the propulsion device <NUM>, or the like) for moving the hull 100a toward the target trailer <NUM> based on the acquired position, steering angle, and azimuth of the hull 100a. In addition, the CPU <NUM> estimates the position (such as the predicted position P1) and the azimuth (the predicted azimuth) of the hull 100a at the comparison timing after the lapse of the predetermined period of time T from the current point of time. Further, the CPU <NUM> predicts the predicted trajectory <NUM>, which is a predicted future movement trajectory of the hull 100a, starting from the current position, based on the determined content of the automatic vessel steering control.

In step S104, the CPU <NUM> starts the automatic vessel steering control based on the determined content of the automatic vessel steering control. It is noted that, in order to determine the arrival of the next comparison timing, the CPU <NUM> starts clocking.

In step S105, the CPU <NUM> displays a state display screen on the display unit <NUM>. For example, as shown in the screens A1 to A4 in <FIG>, the position of the target trailer <NUM>, the current position (such as the position P0) of the hull 100a, the predicted position (such as the predicted position P1) of the hull 100a, the predicted trajectory <NUM>, "AUTO" (the display area <NUM>), and the like are displayed.

In step S106, the CPU <NUM> detects (acquires) the position, the steering angle, and the azimuth, of the hull 100a. In step S107, the CPU <NUM> updates the display position of the current position of the hull 100a on the state display screen based on the detected position of the hull 100a. In step S108, the CPU <NUM> determines whether or not the comparison timing has arrived. As described above, in a case where the predetermined period of time T has elapsed since clocking was started in the last step S104, the CPU <NUM> determines that the comparison timing has arrived. As described above, the movement distance of the hull 100a may be used to determine the arrival of the comparison timing. In this case, the measurement of the movement distance can be started in step S104, and the arrival of the comparison timing can be determined in step S108 based on whether the hull 100a has moved by the first predetermined distance.

In step S108, the CPU <NUM> returns the processing to step S106 in a case where it is determined that the comparison timing has not arrived, whereas the CPU <NUM> proceeds the processing to step S109 in a case where it is determined that the comparison timing has arrived.

In step S109, the CPU <NUM> compares the position (the predicted position) and the azimuth (the predicted azimuth) of the hull 100a, which are estimated in step S103, with the position (the actually detected position) and the azimuth (actually detected azimuth) of the hull 100a, which are detected at the comparison timing this time (that is, which are detected in the last step S106), respectively. Then, the CPU <NUM> determines whether or not the hull 100a can be loaded onto the trailer <NUM> based on the comparison result.

Here, as described above, in a case where the distance D, which is the difference between the predicted position and the actually detected position, exceeds the second predetermined distance and/or the angle difference α, which is the difference between the predicted azimuth and the actually detected azimuth, exceeds the predetermined angle, the CPU <NUM> determines that the hull 100a cannot be loaded onto the trailer <NUM> (for example, the screen A3 in <FIG>). In a case where the distance D does not exceed the second predetermined distance and the angle difference α does not exceed the predetermined angle, the CPU <NUM> determines that the hull 100a can be loaded onto the trailer <NUM> (for example, the screen A2).

Then, in a case where the CPU <NUM> determines that the hull 100a can be loaded onto the trailer <NUM>, the processing proceeds to step S110, whereas in a case where the CPU <NUM> determines that the hull 100a cannot be loaded onto the trailer <NUM>, the processing proceeds to step S111.

In step S110, the CPU <NUM> updates the state display screen. Namely, the CPU <NUM> causes the actually detected position of the hull 100a detected in the last step S106 to be displayed (for example, the actually detected position P1' is displayed on the screen A2), and causes "possible" indicating that loading is performable to be displayed in the display area <NUM>. After step S110, the CPU <NUM> returns the processing to step S102.

As a result, in the next steps S103 to S105 after step S110, the estimation processing is executed, the automatic vessel steering control is executed according to the content of the newly determined automatic vessel steering control, and the screen display is updated. For example, as shown on the screen A3, in the next step S103 after step S110, the predicted position P2 is predicted, and the new predicted trajectory <NUM> starting from the updated actually detected position (the actually detected position P1') is predicted. Further, in step S105, the predicted position P2 and the predicted trajectory <NUM> are displayed.

In step S111, the CPU <NUM> updates the state display screen. Namely, the CPU <NUM> causes the actually detected position of the hull 100a detected in the last step S106 to be displayed (for example, the actually detected position P2' is displayed on the screen A3), and causes "impossible" indicating that loading is not performable to be displayed in the display area <NUM>.

In step S112, the CPU <NUM> performs control so as to reduce the speed of the hull 100a, thereby preventing the hull 100a from getting excessively close to the trailer <NUM>. For example, the CPU <NUM> sets the output of the propulsion device <NUM> (rpm of the engine <NUM>) to a predetermined value or less. Further, the CPU <NUM> may set the shift position of the forward-and-rearward switching mechanism <NUM> to the neutral position. It is noted that the processing in step S112 may include processing of stopping the hull 100a or processing of holding the hull 100a at a fixed point.

In step S113, the CPU <NUM> executes rearward movement processing of causing the hull 100a to move rearwards, and updates the state display screen. In the rearward movement processing, the CPU <NUM> determines at least one of the steering angle and the output of the propulsion device <NUM>, as the content of the automatic vessel steering control for rearward movement. Then, the CPU <NUM> switches the shift position to the rearward movement, and starts the vessel steering control according to the content of the automatic vessel steering control for rearward movement. It is noted that in the rearward movement processing, the hull 100a may move rearwards by a certain distance or for a certain period of time.

When determining and controlling the steering angle for causing the hull 100a to move rearwards, the CPU <NUM> causes the hull 100a to move rearwards by setting the steering angle (the steering direction) to the steering angle (a direction) (referred to as "reverse steering" in this case), which is opposite to the previous steering angle (the steering direction) for forward movement. In this way, when the hull 100a cannot be loaded onto the trailer <NUM> due to disturbance such as cross wind, the hull 100a can move rearwards along a trajectory close to the movement trajectory at the time of forward movement of the hull 100a.

In a case where such reverse steering is adopted, the CPU <NUM> stores the steering angle at the time of forward movement of the hull 100a in the memory <NUM> as needed, and uses the last stored steering angle as the immediately preceding steering angle at the time of forward movement of the hull 100a. It is noted that, in a case where the reverse steering is adopted, the CPU <NUM> may determine the steering angle at the time of rearward movement of the hull 100a based on the stored steering angle at the time of the forward movement and the output of the propulsion device <NUM> determined for the rearward movement. In this case, for example, the CPU <NUM> may set the steering angle at the time of the rearward movement to be smaller as the output at the time of rearward movement is larger. Alternatively, from the viewpoint of reducing a processing load, the steering angle for the rearward movement may be set to a steering angle having the same value as and in a direction opposite to the stored steering angle, without performing calculation or the like.

In the update of the state display screen in step S113, as exemplified in the screen A4, the CPU <NUM> displays, in the display area <NUM>, a mark such as "R" indicating that the shift position is put in reverse. Further, the CPU <NUM> may predict the predicted trajectory 500R when the hull 100a moves rearwards, which is a predicted future movement trajectory of the hull 100a starting from the current position, based on the content of the automatic vessel steering control for rearward movement, and may display the predicted predicted trajectory 500R on the screen.

After step S113, the CPU <NUM> returns the processing to step S102. In the subsequent processing after step S102, the forward movement in the automatic trailer mode may be resumed. Alternatively, the automatic trailer mode may be interrupted in step S113, and the automatic trailer mode may be resumed by a restart instruction from a user in other processing in next step S102.

According to the present preferred embodiment, the position and the azimuth of the hull 100a at the comparison timing are estimated based on the determined content of the automatic vessel steering control. Then, it is determined whether or not the hull 100a can be loaded onto the trailer <NUM>, based on the comparison result between the estimated position and azimuth and the position and azimuth detected at the comparison timing, respectively. In a case where it is determined that the hull 100a cannot be loaded onto the trailer <NUM>, this matter is notified. As a result, even when the hull 100a does not move as predicted by the control due to disturbance such as wind, tidal current or waves, the vessel operator can recognize that situation before it becomes difficult to load the hull 100a onto the trailer <NUM>. Therefore, the loading of the hull 100a onto the trailer <NUM> can be facilitated.

In addition, in a case where it is determined that the hull 100a can be loaded onto the trailer <NUM>, this matter is notified by displaying the indication of "possible", and in a case where it is determined that the hull 100a cannot be loaded onto the trailer <NUM>, this matter is notified by displaying the indication of "impossible". As a result, the vessel operator can recognize whether or not the hull 100a can be loaded onto the trailer <NUM>, by viewing the displayed indication.

In addition, in a case where the distance D, which is the difference between the predicted position and the actually detected position, exceeds the second predetermined distance and/or the angle difference α, which is the difference between the predicted azimuth and the actually detected azimuth, exceeds the predetermined angle, it is determined that the hull 100a cannot be loaded onto the trailer <NUM>. As a result, the automatic vessel steering control is prevented from being continuously performed with a large deviation from the prediction in terms of the distance or the movement direction.

In addition, since the comparison timing repeatedly arrives after the start of the automatic vessel steering control, it is possible to periodically notify the vessel operator of whether or not the hull 100a can be loaded onto the trailer <NUM>, while causing the hull 100a to move toward the trailer <NUM>.

In addition, in a case where it is determined that the hull 100a cannot be loaded onto the trailer <NUM>, the hull 100a is caused to reduce the speed thereof or the hull 100a is caused to move rearwards, thereby making it possible to prevent the hull 100a from getting excessively close to the trailer <NUM>. It is noted that, it is not essential to temporarily reduce the speed of the hull 100a in a case where it is determined that the hull 100a cannot be loaded onto the trailer <NUM>, , and the processing may immediately proceed to the rearward movement processing (S113).

In addition, the steering angle at a time when it is determined that the hull 100a cannot be loaded onto the trailer <NUM> is stored, and the steering angle at the time when the hull 100a is caused to move rearwards is set in a direction opposite to the stored steering angle. Accordingly, when the hull 100a cannot be loaded onto the trailer <NUM> due to disturbance such as crosswind, the hull 100a can move rearwards along a trajectory close to the movement trajectory at the time of forward movement of the hull 100a. In particular, by determining the steering angle at the time when the hull 100a is caused to move rearwards based on the stored steering angle and the output of the propulsion device <NUM> for causing the hull 100a to move rearwards, it is possible to cause the hull 100a to move rearwards along the trajectory closer to the movement trajectory at the time of forward movement of the hull 100a, in consideration of the output of the propulsion device <NUM>. It is noted that, in a case where the steering angle at the time when the hull 100a is caused to move rearwards is set to a steering angle in the direction opposite to the stored steering angle and having the same magnitude as the stored steering angle, a processing load such as calculation of the steering angle can be reduced.

In addition, when the automatic vessel steering control for causing the hull 100a to move rearwards is executed, the mark such as "R" is displayed to notify the vessel operator of the effect that the automatic vessel steering control is to be executed, thereby making it possible to alert the vessel operator that the vessel is moving rearwards.

In addition, when the automatic vessel steering control is being executed, "AUTO" is displayed to notify the vessel operator of the effect that the automatic vessel steering control is being executed, so that the vessel operator can visually recognize that the manual vessel steering is invalid.

It is noted that the indication modes such as "possible", "impossible", "R", "AUTO", the predicted trajectory <NUM> and 500R are examples, and the display modes are not limited thereto. In particular, the indications indicating a situation is not limited to "possible", "impossible", "R", and "AUTO", and each situation may be notified by displaying a message or the like. Further, instead of these displays or in addition thereto, each situation may be notified by audio.

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 that performs trailering for loading a hull (100a) onto a trailer (<NUM>), the trailering support device comprising
one or more controllers configured to function as:
a vessel steering controller (<NUM>) configured to perform automatic vessel steering control so as to move the hull (100a) toward the trailer (<NUM>);
an estimation unit (<NUM>) configured to estimate, based on a content of the automatic vessel steering control, a position of the hull (100a) at a predetermined timing after start of the automatic vessel steering control and an azimuth of the hull (100a) at the predetermined timing;
a detector (<NUM>) configured to detect the position of the hull (100a), a steering angle of the hull (100a), and the azimuth of the hull (100a);
characterised in that the trailering support device further comprises
a determination unit (<NUM>) configured to respectively compare the position and the azimuth which are estimated by the estimation unit (<NUM>) with the position and the azimuth which are detected by the detector (<NUM>) at the predetermined timing, and to determine, based on a comparison result, whether the loading of the hull (100a) onto the trailer (<NUM>) is performable or not performable; and
a notifier (<NUM>) configured to notify, in a case where the determination unit (<NUM>) determines that the loading of the hull (100a) onto the trailer (<NUM>) is not performable, of an effect that the loading of the hull (100a) onto the trailer (<NUM>) is not performable.