JP2017068439A - Autonomous traveling system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an autonomous traveling system capable of decelerating the speed of a vehicle before colliding against an obstacle, or capable of stopping a vehicle to prevent the vehicle from getting damaged even when colliding against an obstacle.SOLUTION: The autonomous traveling system includes: a vehicle body; a travel control unit that controls a drive member for driving the vehicle body; a distance detection section that detects a distance to an object locating in a predetermined space including a forward space in a travelling direction; and a brake information generation section that generates a piece of brake information for controlling travelling speed by using the detected distance. The travel control unit executes a series of deceleration processing before the vehicle body proceeds a distance up to the object based on the generated brake information.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an autonomous traveling device, and more particularly, to an autonomous traveling device having a function of measuring a distance to an obstacle and a function of detecting a collision with the obstacle.

2. Description of the Related Art Today, autonomous traveling devices that move autonomously are used, such as a transport robot that transports luggage, and a monitoring robot that monitors the situation in and around buildings and in predetermined sites.
Such a conventional autonomous traveling device stores in advance map information and travel route information of an area to be traveled, and uses information acquired from a camera, a distance image sensor, and a GPS (Global Positioning System) to obstruct an obstacle. Traveling on a predetermined route while avoiding
In addition, like an ordinary human-driven vehicle, the autonomous traveling device also includes a bumper in front of and behind the vehicle body to protect the vehicle body, and absorbs an impact when it collides with or comes in contact with an obstacle. In addition, a pressure-sensitive switch or the like is provided on the bumper to detect contact with an obstacle.

For example, in Patent Document 1, a pressure-sensitive switch is disposed between an attachment member attached to the outer surface of the vehicle body and an elastic material divided into a plurality along the longitudinal direction of the attachment member, and comes into contact with an obstacle. In this case, a vehicular bumper device has been proposed in which the pressure-sensitive switch is pressed by only the divided elastic material of the contacted portion being pushed in, thereby reliably detecting contact with an obstacle.
Further, in Patent Document 2, a bumper provided on the front surface is supported so as to be movable in the front-rear direction by a bumper support portion provided on the autonomous mobile device body. The bumper support portion includes a support rail and a groove portion of the support rail. And a pivot shaft that is mounted so that it can move back and forth.When the bumper collides with an obstacle, the bumper moves backward along the support rail and An autonomous traveling device that can absorb a large impact by rotating in a direction has been proposed.

  Further, in Patent Document 3, a bumper, a slide mechanism, a bumper switch, and an obstacle sensor are provided at the front part of the main frame constituting the vehicle body, and the obstacle is detected during automatic driving before colliding with the obstacle. When the obstacle is detected by the sensor, the running operation is temporarily stopped. When the obstacle comes into contact with the bumper, the bumper is pushed to move the slide mechanism toward the bumper switch at the rear to absorb the impact. In addition, a bumper for an automatic traveling machine is proposed in which an engine stop process is executed by pressing a contact of a bumper switch and inputting the switch.

Japanese Utility Model Publication No. 6-27375 JP 2009-034304 A Japanese Patent Laid-Open No. 10-6890

  In the conventional autonomous traveling device, a switch mechanism is provided in the bumper, and when the switch is operated, it is detected that the vehicle has collided with an obstacle, and then the device is stopped. However, in order to prevent damage to the switch and the device itself, even if the switch mechanism is covered with an elastic material, it can be applied only to an autonomous traveling device that travels at a speed that can be stopped immediately by a slight collision or contact. I could not.

Further, in Patent Document 1, by providing a plurality of pressure-sensitive switches, when an obstacle comes in contact with the front or in the lateral direction, the contact and the contact position can be detected. It is necessary to provide a pressure-sensitive switch, and the structure and wiring are complicated, and if it hits an obstacle while traveling at a speed of about 10 km / h or more, the elastic material alone cannot absorb the shock sufficiently. In some cases, there is a problem that a bumper or the like is damaged.
Further, as disclosed in Patent Document 2, even if the bumper is rotated up and down to absorb a large impact, for example, when the vehicle is traveling autonomously at a speed of about 10 km / h or more, a large obstacle If this happens, the impact may not be sufficiently absorbed, and the bumper or the device itself may be damaged.

Furthermore, in Patent Document 3, by providing a bumper switch and a slide mechanism in the bumper, a relatively large impact of an automatic traveling machine that travels at a traveling speed of about 6 km / h to 8 km / h can be absorbed. Since it is necessary to provide a relatively large member such as a slide mechanism, the structure is increased in size and size, the cost is increased, and it is not suitable for an application that needs to detect a slight collision. In addition, since an obstacle sensor (infrared detection sensor) is provided, when an obstacle is detected, the traveling operation can be temporarily stopped before colliding with the obstacle. If the presence of an obstacle cannot be detected by the infrared sensor, or if the detection of the obstacle is delayed, the speed cannot be controlled sufficiently. There may be a collision.
Therefore, when an obstacle is reliably detected and the obstacle is detected, it is desirable to sufficiently perform deceleration control before the collision.

  Therefore, the present invention has been made in consideration of the above circumstances, and even when traveling at a relatively high speed, it is assumed that the vehicle decelerates before colliding with an obstacle or collides with an obstacle. It is another object of the present invention to provide an autonomous traveling device that can collide and stop at a speed that does not damage the bumper or the device.

  The present invention includes a vehicle body, a travel control unit that controls a drive member that travels the vehicle body, a distance detection unit that detects a distance to an object existing in a predetermined space including a front space in the travel direction, and the detection. A braking information generating unit that generates braking information for controlling the traveling speed using the determined distance, and a traveling control unit based on the generated braking information, the vehicle body advances the distance to the object. In the meantime, the present invention provides an autonomous traveling device characterized in that deceleration processing is executed.

In addition, when the distance to the object detected by the distance detection unit becomes shorter than a predetermined distance, the travel control unit starts the deceleration process of the vehicle body and before the vehicle collides with the object, the vehicle body It is characterized by stopping.
In addition, a collision detection unit that detects a collision with the object is provided, and when the collision control unit detects a collision with the object after the traveling control unit executes the deceleration process, the traveling control unit A process for stopping the vehicle body is performed.

The bumper further protects the vehicle body, and the bumper is attached between the outer surface base material provided on the outermost surface, the elastic member provided inside the outer surface base material, and the elastic member and the vehicle body. The collision detection unit is a pressure-sensitive switch that detects that a collision has occurred when a pressing force equal to or greater than a predetermined value is applied, and the object is detected by the pressure-sensitive switch. When the collision is detected, the travel control unit executes a process of stopping the vehicle body before the elastic member is completely contracted.
Further, a plurality of the collision detection units are attached between the elastic member constituting the bumper and the vehicle body at a predetermined distance from each other, and the bumper includes a front portion of the vehicle body in the traveling direction, It is provided at any one position or all positions among the side surface of the vehicle body and the position of the rear portion in the traveling direction of the vehicle body.

  Further, the distance detection unit irradiates the light toward a light emitting unit that emits light to a predetermined front space in the traveling direction, a light receiving unit that receives light, and a plurality of predetermined measurement points in the front space. The distance detection unit receives the time when the light is emitted from the light emitting unit and the light reflected by the object is received by the light receiving unit. A distance between the light emitting unit and the plurality of measurement points is calculated using a time difference from the time when the fact is confirmed, and a distance from the calculated distance to the object is detected. To do.

  According to the present invention, since the distance to the object is detected and the deceleration process of the vehicle body is executed based on the braking information generated by using this distance, even if the vehicle is traveling at a relatively high speed, Before it collides with an object that is an object, it can sufficiently decelerate, the vehicle body can be stopped before it collides with the object, or it can be decelerated to a speed that does not damage the vehicle body even when it collides with an object can do.

BRIEF DESCRIPTION OF THE DRAWINGS It is an external view of one Example of the autonomous traveling apparatus of this invention. It is explanatory drawing of the structure relevant to driving | running | working of the autonomous running apparatus of this invention. It is a block diagram of a configuration of an embodiment of the autonomous mobile device of the present invention. It is a schematic explanatory drawing of one Example of the distance detection part of this invention. It is a schematic explanatory drawing of the scanning direction of the laser radiate | emitted from the distance detection part of this invention. It is the schematic explanatory drawing which looked at the irradiation area of the laser of this invention from the upper direction and back. It is explanatory drawing of one Example of the bumper attached to the autonomous running apparatus of this invention. It is a schematic explanatory drawing of the operation | movement at the time of the collision of the autonomous running apparatus of this invention. It is a graph which shows the relationship between the time after colliding with an obstacle, and traveling speed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, this invention is not limited by description of the following examples.
<Configuration of autonomous traveling device>
In FIG. 1, the external view of one Example of the autonomous running apparatus of this invention is shown.
In FIG. 1, an autonomous traveling device 1 of the present invention is a vehicle having a function of autonomously moving while avoiding an obstacle based on predetermined route information.
In addition to the moving function, the autonomous mobile device 1 may include various functions such as a transport function, a monitoring function, a cleaning function, a guidance function, and a notification function.
In the following embodiments, an autonomous traveling apparatus capable of autonomously traveling in a predetermined outdoor monitoring area or passage and monitoring or transporting the monitoring area will be mainly described.

In the external view of FIG. 1, the autonomous traveling device 1 (hereinafter also referred to as a vehicle) mainly includes a vehicle body 10, four wheels (21, 22), a monitoring unit 2, and a control unit 3.
The monitoring unit 2 is a part having a function of confirming a moving region and a road surface state and a function of monitoring a monitoring target. 55, a position information acquisition unit 58 for acquiring information on the current position of traveling.
The control unit 3 is a part that executes a traveling function, a monitoring function, and the like of the autonomous traveling device of the present invention. Is done.

The autonomous traveling device of the present invention uses the camera 55, the distance detection unit 51, the collision detection unit 57, and the like to travel on its own while confirming the state of the vehicle body 10 in the traveling direction. For example, when it is detected that there are obstacles, steps, etc. ahead, the course is changed by performing operations such as rest, rotation, backward movement, and forward movement in order to prevent collision with the obstacles. When an obstacle is recognized from the image or when contact is detected, a predetermined function such as a stopping operation of the vehicle body is executed.
However, as shown in FIG. 7 to be described later, a bumper is provided around the vehicle body in order to protect the vehicle body when it collides with an object.
Further, when the bumper and the object collide, in order to detect the collision, the bumper is provided with a collision detector 57 as shown in FIG.

FIG. 2 is an explanatory diagram of a configuration related to traveling of the autonomous traveling device of the present invention.
FIG. 2A is a right side view of the vehicle 1, and the right front wheel 21 and the rear wheel 22 are indicated by phantom lines. FIG. 2B is a cross-sectional view taken along the line B-B in FIG. Front wheels (21, 31) are arranged on the front surface 13 of the vehicle body 10, and rear wheels (22, 32) are arranged on the rear surface 14.
A belt-like cover 18 is installed on each side surface 12R, 12L of the vehicle body 10 and extends along the front-rear direction of the vehicle body 10. Below the cover 18 are provided axles 21a, 31a and axles 22a, 32a that rotatably support the front wheels 21, 31 and the rear wheels 22, 32, respectively. Each axle 21a, 31a, 22a, 32a is independently rotatable when not coupled by a power transmission member.

  A pair of front wheels (21, 31) and rear wheels (22, 32) on the left and right sides are provided with belts 23, 33 as power transmission members. Specifically, a sprocket 21 b is provided on the axle 21 a of the right front wheel 21, and a sprocket 22 b is provided on the axle 22 a of the rear wheel 22. Between the front wheel sprocket 21b and the rear wheel sprocket 22b, for example, a belt 23 provided with a protrusion that meshes with the sprocket is provided on the inner surface side. Similarly, a sprocket 31b is provided on the axle 31a of the left front wheel 31, and a sprocket 32b is provided on the axle 32a of the rear wheel 32. Between the sprocket 31b of the front wheel and the sprocket 32b of the rear wheel, A belt 33 having the same structure as the belt 23 is wound around.

Accordingly, the pair of front and rear wheels (21 and 22, 31 and 32) on the left and right sides are connected and driven by the belts (23 and 33), so that one of the wheels may be driven. For example, the front wheels (21, 31) may be driven. When one wheel is a driving wheel, the other wheel functions as a driven wheel that is driven without slipping by a belt that is a power transmission member.
As a power transmission member for connecting and driving a pair of left and right front wheels and rear wheels, in addition to using a sprocket and a belt provided with a projection that meshes with the sprocket, for example, using a sprocket and a chain that meshes with the sprocket. Also good. Furthermore, if slip is acceptable, a pulley and a belt having a large friction may be used as the power transmission member. However, the power transmission member is configured so that the rotational speeds of the driving wheel and the driven wheel are the same.
In FIG. 2, the front wheels (21, 31) correspond to drive wheels, and the rear wheels (22, 32) correspond to driven wheels.

  Two motors, an electric motor 41R for driving the right front and rear wheels 21 and 22 and an electric motor 41L for driving the left front and rear wheels 31 and 32, are provided on the front wheel side of the bottom surface 15 of the vehicle body 10. ing. A gear box 43R is provided as a power transmission mechanism between the motor shaft 42R of the right electric motor 41R and the axle 21a of the right front wheel 21. Similarly, a gear box 43L is provided as a power transmission mechanism between the motor shaft 42L of the left electric motor 41L and the axle 31a of the left front wheel 31. Here, the two electric motors 41R and 41L are arranged in parallel so as to be symmetrical with respect to the center line in the traveling direction of the vehicle body, and the gear boxes 43R and 43L are also arranged on the left and right outer sides of the electric motors 41R and 41L, respectively. It is installed.

  The gear boxes 43R and 43L are composed of a plurality of gears, shafts, and the like, and are assembly parts that transmit the power from the electric motor to the axle that is the output shaft by changing the torque, the rotation speed, and the rotation direction. A clutch for switching the shutoff may be included. The left and right rear wheels 22 and 32 are pivotally supported by bearings 44R and 44L, respectively, and the bearings 44R and 44L are disposed close to the right side surface 12R and the left side surface 12L of the bottom surface 15 of the vehicle body 10, respectively. .

  With the above configuration, the pair of front and rear wheels 21 and 22 on the right in the traveling direction and the pair of left and right front and rear wheels 31 and 32 can be driven independently. That is, the power of the right electric motor 41R is transmitted to the gear box 43R via the motor shaft 42R, and the rotational speed, torque, or rotational direction is changed by the gear box 43R and transmitted to the axle 21a. The wheel 21 is rotated by the rotation of the axle 21a, and the rotation of the axle 21a is transmitted to the rear shaft 22b via the sprocket 21b, the belt 23, and the sprocket 22b, and the rear wheel 22 is rotated. Transmission of power from the left electric motor 41L to the front wheels 31 and the rear wheels 32 is the same as the operation on the right side described above.

When the rotation speeds of the two electric motors 41R and 41L are the same, the autonomous traveling device 1 moves forward or backward if the gear ratios (reduction ratios) of the gear boxes 43R and 43L are the same. When changing the speed of the autonomous mobile device 1, the gear ratios of the gear boxes 43R and 43L may be changed while maintaining the same value.
When changing the traveling direction, the gear ratios of the gear boxes 43R and 43L are changed so that the rotation speeds of the right front wheel 21 and the rear wheel 22 and the left front wheel 31 and the rear wheel 32 are rotated. It only has to make a difference. Furthermore, by changing the rotation direction of the output from each gear box 43R, 43L, the turning direction of the left and right wheels can be reversed to enable stationary turning around the vehicle body center.

  When the autonomous traveling device 1 is turned stationary, the steering mechanism for changing the angle of the front and rear wheels is not provided. Therefore, the larger the distance between the front and rear wheels (wheel base), the greater the resistance applied to the wheels. A large driving torque is required for turning. However, since the gear ratios in the gear boxes 43R and 43L are variable, a large torque can be applied to the wheels only by reducing the rotation speed of the wheels during turning.

  For example, when the gear ratio in the gear box 43R is 10 for the number of gear teeth on the motor shaft 42R, 20 for the number of teeth on the intermediate gear, and 40 for the gear on the side of the axle 21b, the rotational speed of the axle 21b Is ¼ of the rotational speed of the motor shaft 42R, but four times the torque is obtained. And, by selecting a gear ratio that further reduces the rotation speed, a larger torque can be obtained, so that it is possible to turn even on road surfaces with large resistance related to wheels such as rough terrain and sand. .

  Further, since the gear boxes 43R and 43L are provided between the motor shafts 42R and 42L and the axles 21a and 31a, vibrations from the wheels 21 and 31 are not directly transmitted to the motor shaft. Further, clutches for transmitting and disconnecting (cutting off) power are provided in the gear boxes 43R and 43L, and when the electric motors 41R and 41L are not energized, the electric motors 41R and 41L side and the axles 21a and 31a serving as drive shafts It is desirable to block power transmission between the two. As a result, even if a force is applied to the vehicle body 10 when the vehicle stops and the wheels rotate, the rotation is not transmitted to the electric motors 41R and 41L. Therefore, no back electromotive force is generated in the electric motors 41R and 41L. There is no possibility of damaging the circuits of 41R and 41L.

In this way, the left and right pair of front and rear front wheels and rear wheels are connected by a power transmission member, and the four wheels are driven so as to be driven by two electric motors arranged on the front wheel side. In addition, it is not necessary to provide a dedicated rear wheel gear box between the electric motor and the rear wheel, and the installation space for the rear wheel dedicated electric motor and gear box can be reduced. .
As described above, the two electric motors 41R and 41L are arranged on the front wheels 21 and 31 side of the bottom surface 15 of the vehicle body 10 on the left and right in the traveling direction, and further the gear box 43R on the left and right sides of the electric motors 41R and 41L. 43L, but only the bearings 44R and 44L are arranged on the rear wheels 22 and 32 side of the bottom surface 15. Therefore, the bottom surface 15 of the vehicle body 10 is placed on the bottom surface 15 of the vehicle body, for example, from the center position. A wide accommodation space 16 can be secured up to the end.

  Each electric motor 41R, 41L uses a battery (rechargeable battery) 40 such as a lithium ion battery as a power source, and installs the battery 40 in the accommodation space 16. Specifically, the battery 40 has a rectangular parallelepiped shape, for example, and can be placed at a substantially central position of the bottom surface 15 as shown in FIG. In addition, the rear surface 14 of the vehicle body 10 is preferably configured to be openable and closable with respect to the upper surface or the bottom surface 15, for example, so that the battery 40 can be easily inserted into and removed from the accommodation space 16. As a result, a large-capacity battery 40 for realizing long-time running can be mounted in the housing space 16 of the vehicle body 10, and work such as replacement, charging, and inspection of the battery 40 can be easily performed from the rear surface 14. It becomes possible. Furthermore, since the battery 40 can be disposed on the bottom surface 15, an electric vehicle capable of running stably with a low center of gravity of the vehicle body 10 can be obtained.

FIG. 3 shows a block diagram of a configuration of an embodiment of the autonomous traveling device of the present invention.
3, the autonomous traveling device 1 of the present invention mainly includes a control unit 50, a distance detection unit 51, a travel control unit 52, a wheel 53, a communication unit 54, a camera 55, an image recognition unit 56, a collision detection unit 57, a position. The information acquisition part 58, the rechargeable battery 59, the speed detection part 60, the braking information generation part 61, and the memory | storage part 70 are provided.
Further, the autonomous mobile device 1 is connected to the management server 5 via the network 6 and autonomously travels based on the instruction information and the like sent from the management server 5, and acquires the acquired monitoring information and evacuation information to the management server 5. Send.
As the network 6, any currently used network can be used. However, since the autonomous mobile device 1 is a moving device, it is possible to use a network capable of wireless communication (for example, a wireless LAN). preferable.

  As a wireless communication network, the Internet open to the public or the like may be used, or a dedicated line wireless network in which devices that can be connected are limited may be used. In addition, as a wireless transmission method in a wireless communication path, various wireless LANs (Local Area Network) (with or without WiFi (registered trademark) authentication), ZigBee (registered trademark), Bluetooth (registered trademark) LE (Low Energy) ) And the like, and may be used in consideration of a wireless reachable distance, a transmission band, or the like. For example, a mobile phone network may be used.

The management server 5 mainly includes a communication unit 91, a monitoring control unit 92, and a storage unit 93. The communication unit 91 is a part that communicates with the autonomous mobile device 1 via the network 6 and preferably has a wireless communication function.
The monitoring control unit 92 is a part that executes movement control for the autonomous traveling device 1, information collection function and monitoring function of the autonomous traveling device 1, and the like.
The storage unit 93 stores information for instructing movement to the autonomous traveling device 1, monitoring information (reception monitoring information 93a) and evacuation information sent from the autonomous traveling device 1, a program for monitoring control, and the like. It is a part to do.

The control unit 50 of the autonomous traveling device 1 is a part that controls the operation of each component such as the traveling control unit 52, and is mainly realized by a microcomputer including a CPU, a ROM, a RAM, an I / O controller, a timer, and the like. The
The CPU organically operates various hardware based on a control program stored in advance in a ROM or the like, and executes the running function, the image recognition function, the collision detection function, and the like of the present invention.

The distance detection unit 51 is a part that detects the distance from the current position of the vehicle to an object and a road surface that exist in a predetermined space including the front space in the traveling direction. Here, when the vehicle travels outdoors, the object means, for example, a building, a pillar, a wall, a protrusion, or the like.
The distance detector 51 emits predetermined light to the front space in the traveling direction, and then receives the reflected light reflected by the object and the road surface existing in the front space, and detects the distance to the object and the road surface. Specifically, the distance detection unit 51 mainly includes a light emitting unit 51a that emits light to a predetermined front space in the traveling direction, a light receiving unit 51b that receives light reflected by an object, and a light emission direction. The scanning control unit 51c is configured to change two-dimensionally or three-dimensionally.

FIG. 4 shows an explanatory diagram of an embodiment of the distance detector 51 of the present invention.
Here, the laser 51d emitted from the light emitting unit 51a is reflected by the object 100, and a part of the laser that has returned back and forth by the light receiving distance L0 is received by the light receiving unit 51b.

As the emitted light, laser, infrared light, visible light, ultrasonic wave, electromagnetic wave, or the like can be used. However, it is preferable to use a laser because distance measurement must be possible even at night.
Also, today, LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging: rider) is used as a distance detection sensor, but this may be used as the distance detection unit 51.
The LIDAR is a device that emits a laser to a two-dimensional space or a three-dimensional space in a predetermined distance measurement region and measures distances at a plurality of measurement points in the distance measurement region.
The LIDAR detects the reflected light reflected by the object after the laser is emitted from the light emitting unit 51a, and calculates the light receiving distance L0 from the time difference between the emission time and the light receiving time, for example. This light receiving distance L0 corresponds to measurement distance information 72 described later.

If the laser emitted from the light emitting unit 51a hits a non-moving object separated by a distance L0, the laser beam travels by a distance (2L0) corresponding to twice the distance L0 from the tip of the light emitting unit 51a to the object surface. Light is received by the light receiving portion 51b.
The time when the laser is emitted and the time when the laser is received are shifted by a time T0 required for the laser to travel the distance (2L0). That is, there is a time difference. By using the time difference T0 and the speed of light, the light receiving distance L0 can be calculated.
Further, the distance to the object (obstacle) is detected from the calculated light receiving distance L0.

FIG. 4 shows a case where the distance detecting unit 51 is not moved, and shows a case where the laser emitted from the light emitting unit 51a travels on the same optical path.
Therefore, when the reflected light reflected by one point of the object 100 is received, only the distance between the tip of the light emitting unit 51a and one point of the object is calculated.

The scanning control unit 51c is a part that scans the light emission direction so that the light is emitted toward a plurality of predetermined measurement points in the front space in the traveling direction, and changes the direction of the distance detection unit 51 at regular intervals. By gradually changing, the optical path along which the emitted laser travels is moved little by little.
The LIDAR 51 calculates the distance to the object by changing the laser emission direction by a predetermined scanning pitch within a predetermined two-dimensional space in the horizontal direction (horizontal two-dimensional scanning). When calculating the distance three-dimensionally, the laser emission direction is changed by a predetermined scanning pitch in the vertical direction, and the above two-dimensional scanning in the horizontal direction is further performed to calculate the distance.

FIG. 5 is a schematic explanatory diagram of the scanning direction of the laser emitted from the distance detection unit (LIDAR) 51.
FIG. 6 shows a view of the irradiation region of the laser emitted from the distance detector (LIDAR) 51 (FIG. 6A) and a view seen from the rear (FIG. 6B). Show.
In FIG. 5, one point indicates a position (hereinafter referred to as a measurement point) where the laser hits on a two-dimensional plane (vertical plane) in a vertical direction at a position separated by a predetermined distance.

For example, when the direction of the distance detection unit 51 is changed so that the emission direction of the laser emitted from the light emitting unit 51a of the distance detection unit 51 is moved to the right by a predetermined scanning pitch in the horizontal direction, the laser is moved in the horizontal direction. It hits the vertical plane of the next position (measurement point) shifted to the right by the scanning pitch.
If an object exists at the position of the vertical plane, a part of the reflected light of the laser reflected at each measurement point is received by the light receiving unit 51b.
In this manner, when the laser irradiation direction is shifted sequentially by a predetermined scanning pitch in the horizontal direction, the laser is irradiated to a predetermined number of measurement points. The distance is calculated by confirming whether or not the reflected light is received at each of the plurality of measurement points irradiated with the laser.

FIG. 6A shows an explanatory diagram of an example in which the laser irradiation direction is shifted in the horizontal direction by the scanning pitch and the laser is scanned in the left-right direction (that is, the horizontal direction) in the figure.
For example, as shown in FIG. 6A, when the laser is irradiated in the rightmost direction, if there is an object in that direction, the light receiving distance L0 is calculated by receiving the reflected light from the object. The

Further, as shown in FIG. 5, when the laser scanning direction is the vertical direction, for example, when the laser emission direction is shifted upward by a predetermined scanning pitch in the vertical direction, the laser is vertical. It hits the vertical plane of the next position (measurement point) shifted in the upward direction by the scanning pitch.
After shifting the laser emission direction by one scanning pitch in the vertical upward direction, as shown in FIG. 6A, if the laser irradiation direction is shifted in the horizontal direction, the laser beam is shifted upward by 1 from the previous measurement point. A laser beam is irradiated to a measurement point at a position shifted by the scanning pitch.
In this way, by sequentially performing a horizontal laser scan and a vertical laser scan, the laser is irradiated to a predetermined three-dimensional space, and if an object exists in the three-dimensional measurement space, The distance to the object is calculated.

In addition, when light (laser) emitted toward a plurality of measurement points is reflected by an object, if it is confirmed that the reflected light reflected by the object is received by the light receiving unit, the distance is calculated. It is determined that a part of the object exists at the position of the measured point.
Furthermore, the object exists in an area including a plurality of measurement points where it is determined that a part of the object exists, and the shape of the object or the posture of the human body is characterized from information on the area including the plurality of measurement points. Get detection information.
The detection information is information that characterizes some object, but may be acquired by the distance detection unit 51 or may be acquired from image data of an object photographed by the camera 55.

In the two-dimensional scanning, the laser scanning direction is described as the horizontal direction, but the present invention is not limited to this, and the laser emitting direction may be changed in the vertical direction.
When irradiating a laser to a three-dimensional measurement space, after performing two-dimensional scanning in the vertical direction, the same two-dimensional scanning in the same vertical direction may be sequentially performed by shifting the scanning direction by a predetermined scanning pitch in the horizontal direction.

FIG. 6B is a schematic explanatory diagram of laser measurement points irradiated on the three-dimensional space when the laser is scanned in the horizontal direction and the vertical direction.
If there is no object in the direction of one measuring point where the laser is emitted, the laser travels on the optical path as it is, the reflected light is not received, and the distance cannot be measured.
Conversely, when reflected light is received with respect to a laser emitted to a certain measurement point, a distance is calculated, and it is recognized that an object exists at a position separated by the calculated distance.
FIG. 6B shows that reflected light is detected at the six measurement points in the lower right part, and some object (for example, a human body, an obstacle, etc.) is present in the region including these six measurement points. Is recognized.

When the laser 51d is incident on the light receiving unit 51b of the distance detecting unit 51, an electrical signal corresponding to the received light intensity of the laser is output.
The control unit 50 confirms the electrical signal output from the light receiving unit 51b, and determines that the laser is received, for example, when an electrical signal having an intensity equal to or greater than a predetermined threshold is detected.
Conventionally used laser light emitting elements are used for the light emitting part 51a, and laser light receiving elements for detecting a laser are used for the light receiving part 51b.

In addition, the control unit 50 uses the time difference T0 between the emission time of the laser emitted from the light emitting unit 51a and the light reception time when it is confirmed that the reflected light is received by the light receiving unit 51b. A light receiving distance L0, which is a distance between a plurality of measurement points, is calculated.
The control unit 50 obtains the current time using, for example, a timer, calculates a time difference T0 between the laser emission time and the light reception time when laser reception is confirmed, and the time difference T0 between these two times and the laser The light receiving distance L0 is calculated by using the speed of.

The travel control unit 52 is a part that controls a drive member that travels the vehicle body, and mainly controls the rotation of the wheels 53 corresponding to the drive member to perform linear travel, rotational operation, and the like, so that the vehicle automatically To run. The driving member includes a wheel, a caterpillar (registered trademark), and the like.
The wheel 53 corresponds to four wheels (21, 22, 31, 32) as shown in FIGS.
Further, as described above, of the wheels, the left and right front wheels (21, 31) may be drive wheels, and the left and right rear wheels (22, 32) may be driven wheels that are not rotationally controlled.
In addition, encoders (not shown) are provided on the left and right wheels of the drive wheels (21, 31), respectively, and the travel distance of the vehicle is measured by the rotation speed, rotation direction, rotation position, and rotation speed of the wheels to control traveling. May be. The encoder corresponds to a speed detection unit 60 described later.

The communication unit 54 is a part that transmits / receives data to / from the management server 5 via the network 6. As described above, it is preferable to have a function of connecting to the network 6 by wireless communication and communicating with the management server 5.
For example, when an abnormal state occurs and the notification process is executed, the communication unit 54 arranges the notification information including the occurrence of the abnormal state, the occurrence date and time of the abnormal state, and the occurrence position at a position different from the autonomous traveling device. To the management server 5.
The notification information may be transmitted to a terminal owned by a person in charge at a position different from that of the autonomous mobile device, and may be transmitted to at least one or both of the management server and the terminal.
In addition, although it is necessary to set in advance where the transmission destination is, it may be possible to change or add the transmission destination based on the contents of the abnormal state in accordance with the operation mode of the vehicle. .

The camera 55 is a part that mainly captures an image of a predetermined space including a front space in the traveling direction of the vehicle, and the image to be captured may be a still image or a moving image. The captured image is stored in the storage unit 70 as input image data 71 and transferred to the management server 5 in response to a request from the management server 5.
Moreover, you may provide not only one camera 55 but multiple units | sets. For example, four cameras may be fixedly installed to shoot the front, left, right, and rear of the vehicle body, and the shooting direction of each camera may be changed. You may prepare.
When the vehicle travels outdoors and the weather is good and the shooting area is sufficiently bright, the human body, obstacles, road conditions, etc. are detected by analyzing the images taken by the camera.

The image recognition unit 56 is a part that recognizes an object included in the image data (input image data 71) captured by the camera 55. For example, an object included in image data is extracted, and when the extracted object is an object having a predetermined characteristic of the human body, the object is recognized as a human body. Further, the recognized human body image data (human body image) is compared with the person registration information stored in advance in the storage unit 70 to determine whether or not the human body image can match the person registered in advance. . The image recognition process may use existing image recognition technology.
An object to be recognized is not limited to a human body, and an obstacle such as a wall, a pillar, a step, an animal, or a narrow passage may be recognized.

The collision detection unit 57 is a part that detects that the vehicle 1 has collided with, touched, or approached an obstacle while the vehicle 1 is traveling. For example, a pressure-sensitive switch, a microswitch, an ultrasonic sensor, an infrared measurement A contact sensor or a non-contact sensor made up of a distance sensor or the like is used. For example, the sensor is disposed on a bumper of a vehicle body as described later.
The number of collision detection units 57 may be one, but a plurality of collision detection units 57 are preferably provided at predetermined positions on the front, side, and rear of the vehicle body in order to detect collisions from the front, side, and rear of the vehicle body.
For example, as shown in FIG. 7 to be described later, the collision detection unit 57 is preferably attached to a bumper, and the plurality of collision detection units 57 are separated from each other by a predetermined distance between the elastic member constituting the bumper and the vehicle body. It is preferred that they be mounted only apart.
When the collision detection unit 57 detects a collision with an obstacle after the traveling control unit 52 executes the deceleration processing of the vehicle body, the traveling control unit 52 Execute the process to be stopped.
Further, the CPU recognizes the position where the obstacle exists based on the signal output from the collision detection unit 57. Further, based on the recognized position information of the obstacle, the CPU stops the vehicle body or determines a direction to travel next while avoiding the obstacle.

The position information acquisition unit 58 is a part that acquires information (latitude, longitude, etc.) indicating the current position of the vehicle. For example, the current position information 75 may be acquired using GPS (Global Position System). .
While comparing the acquired current position information 75 with the route information 76 stored in advance in the storage unit 70, the direction in which the vehicle should travel is determined, and the vehicle is allowed to travel autonomously.
In order to make the vehicle autonomously travel, it is preferable to use information obtained from all of the distance detection unit 51, the camera 55, the collision detection unit 57, and the position information acquisition unit 58 described above, or obtained from at least one of them. The information may be used to autonomously travel.

Further, as the position information acquisition unit 58, other currently used satellite positioning systems may be used as in the case of GPS. For example, Japan's Quasi-Zenith Satellite System (QZSS), Russian GLONASS (Global Navigation Satellite System)
), Galileo in the EU, North Star in China, IRNSS in India (Indian Regional Navigational
Satellite System) may be used.

The rechargeable battery 59 is a part that supplies power to each functional element of the vehicle 1, and is a part that mainly supplies power for performing a travel function, a distance detection function, an image recognition function, a collision detection function, and a communication function. It is.
For example, rechargeable batteries such as lithium ion batteries, nickel metal hydride batteries, Ni-Cd batteries, lead batteries, and various fuel cells are used.
In addition, a battery remaining amount detection unit (not shown) is provided to detect the remaining capacity (battery remaining amount) of the rechargeable battery, and whether or not to return to a predetermined charging facility based on the detected battery remaining amount. When the remaining battery level is less than the predetermined remaining level, the battery may be automatically returned to the charging facility.

The speed detection unit 60 is a part that detects the speed during travel of the vehicle 1 and mainly corresponds to an encoder attached to the wheel. The CPU acquires speed information from the speed detection unit 60 in real time, and controls the traveling control unit 52 according to the situation to accelerate or decelerate.
The braking information generation unit 61 is a part that generates information for controlling (acceleration, deceleration) the traveling speed of the vehicle 1, and mainly controls the traveling speed using the distance detected by the distance detecting unit 51. Control information 73 is generated. Moreover, you may produce | generate the braking information 73 regarding rotation of a wheel from the present driving speed acquired from the speed detection part 60, and the target distance which actually drive | works to the next target point.

In addition, when it is necessary to stop when an obstacle is detected or when it is determined that an obstacle has been touched using information acquired from the distance detector 51, the camera 55, and the collision detector 57 The braking information generating unit 61 reduces the rotation of the wheel from the current traveling speed acquired from the speed detecting unit 60 and a predetermined traveling distance until the vehicle stops (for example, the distance to the obstacle). Braking information 73 is generated and stored in the storage unit 70.
When the CPU outputs an instruction signal for controlling the rotation of the wheel 53 to the traveling control unit 52 by using the braking information 73 generated in this way, the traveling control unit 52 follows the instruction signal. The rotation of 53 is controlled. For example, based on the generated braking information 73, the traveling control unit 52 executes a deceleration process by reducing the rotation of the wheel while the vehicle body 10 travels a distance to an object that is an obstacle.

  The storage unit 70 is a part that stores information and programs necessary for executing each function of the autonomous mobile device 1, and includes a semiconductor storage element such as ROM, RAM, and flash memory, a storage device such as HDD, SSD, Other storage media are used. The storage unit 70 stores, for example, input image data 71, measurement distance information 72, braking information 73, obstacle information 74, current position information 75, route information 76, transmission monitoring information 77, and the like.

  The input image data 71 is image data taken by the camera 55. When there are a plurality of cameras, it is stored for each camera. The image data may be either a still image or a moving image. The image data is used for detecting a suspicious person, detecting an abnormal state, determining a course of the vehicle, and the like, and is transmitted to the management server 5 as one of transmission monitoring information 77.

The measurement distance information 72 is the light reception distance L0 calculated by the information acquired from the distance detection unit 51 as described above. One light receiving distance L0 means a distance measured at one measuring point in a predetermined distance measuring region.
Further, this information 73 is stored for each measuring point belonging to the predetermined distance measuring area, and is stored in association with the position information of each measuring point. For example, when there are m measuring points in the horizontal direction and n measuring points in the vertical direction, the light receiving distances L0 corresponding to the total of m × n measuring points are stored.

  In addition, if there is an object (obstacle, road surface, pillar, etc.) that reflects the laser in the direction of each measurement point and the reflected light from the object can be received, the light receiving distance L0 to that object is stored. The However, since no reflected light is received when there is no object in the direction of the measurement point, information indicating that measurement could not be performed may be stored as the measurement point distance information 72, for example, instead of the light reception distance L0. .

  The current position information 75 is information indicating the current position of the vehicle acquired by the position information acquisition unit 58. For example, it is information consisting of latitude and longitude acquired using GPS. This information is used, for example, to determine the course of the vehicle.

  The route information 76 is stored in advance as a map of a route on which the vehicle should travel. For example, when the route and area to be moved are fixedly determined in advance, the route information 76 is stored as fixed information from the beginning. However, when it is necessary to change the route, information transmitted from the management server 5 via the network 6 may be stored as new route information 76.

The braking information 73 is information for controlling the rotation of the wheels as described above, and is information generated by the braking information generation unit 61.
The obstacle information 74 is information on the detected obstacle, and is information including the shape, position, size, color, distance from the current position to the obstacle, height difference, inclination angle, and the like. For example, the distance detection unit 51 acquires the shape and size of the obstacle, and the distance to the obstacle, and stores them as a part of the obstacle information 74. The camera 55 and the image recognition unit 56 also acquire information that identifies an obstacle.

The transmission monitoring information 77 is information of various monitoring targets acquired during traveling and stopping, and is information transmitted to the management server 5 via the network 6. This information includes, for example, input image data 71 photographed by the camera 55, travel distance, travel route, environment data (temperature, humidity, radiation, gas, rainfall, voice, ultraviolet light, etc.), terrain data, obstacle data, Includes road surface information and warning information.
In order to acquire such monitoring information, for example, it is preferable to include a thermometer, a hygrometer, a microphone, a gas detection device, and the like.

<Description of bumper>
Hereinafter, an embodiment in which a bumper is provided around the vehicle body of the autonomous traveling device 1 and the collision detection unit 57 is disposed on the bumper will be described.
In FIG. 7, the schematic explanatory drawing of the example of attachment of a bumper and a structural example in the autonomous running apparatus of this invention is shown.
FIG. 7A shows an example of mounting a bumper.
In FIG. 7A, a front bumper 47 and a rear bumper 48 are provided at the front portion and the rear portion of the vehicle body 10 of the autonomous mobile device 1, respectively.
The front bumper 47 is disposed in a U shape so as to cover the front portion 13 of the vehicle body 10 in FIG. 2 and the outside of the wheels (21, 31).
The rear bumper 48 is arranged in a U shape so as to cover the rear portion 14 of the vehicle body 10 in FIG. 2 and the outside of the wheels (22, 32).
However, the arrangement of the bumpers is not limited to that shown in FIG. That is, the bumper may be provided at any one position or all positions among the positions of the front portion in the traveling direction of the vehicle body, the side surface of the vehicle body, and the rear portion in the traveling direction of the vehicle body. Further, it may be a ring-shaped bumper that goes around the vehicle body so as to cover the front part, the rear part, and the entire side surface of the vehicle body.

FIG. 7B shows a configuration example of the bumper.
Here, the configuration of the front bumper 47 is shown, but the rear bumper 48 also has the same configuration.
The front bumper 47 mainly includes an outer surface base material 47a, an elastic member 47b, mounting base materials (47c, 47d, 47e), and a pressure sensitive switch 49.
The outer surface base material 47a is a member provided on the outermost surface of the autonomous traveling device 1, and in FIG. 7B, a U-shape is formed outside the front portion of the vehicle body 10 and the side surface portions of the wheels (21, 31). It is a base material arranged in a shape. The outer surface base material 47a has rigidity molded from a material such as polycarbonate, HIPS, ABS, or PS, for example.
When colliding with an obstacle, the outer surface member 47a comes into contact with the obstacle first.

The elastic member 47b is a member that is provided inside the outer surface base material 47a, is in contact with the outer surface base material 47a, and is disposed between the vehicle body 10 and the outer surface base material 47a, and has elasticity.
For example, as shown in FIG.7 (b), it affixes on the inner surface by the side of the vehicle body 10 of the outer surface base material 47a.
Further, when an obstacle collides with the outer surface base material 47a, when the outer surface base material 47a is pushed in the vehicle body side direction, the elastic member 47b of the pushed portion contracts.
The elastic member 47b may be made of a material having elasticity, and for example, a material such as urethane, silicone, NBR, or EPDM is used.
The elastic member 47b has a predetermined thickness in order to absorb an impact when it collides, but the thickness (W) absorbs how much pressing force and how much contracts when it collides. By setting in advance whether the vehicle body is to be stopped, an appropriate numerical value is determined.
For example, when the thickness (W) of the elastic member 47b is set to 15 cm, when an autonomous traveling device having a weight of 150 kg collides with an obstacle while traveling at a speed of 5 km / h, the elastic member 47b absorbs the impact. The autonomous mobile device 1 can be stopped immediately before the thickness (W) of the elastic member 47b becomes substantially zero.

The attachment base material (47c to 47e) is a member for fixing the bumper to the vehicle body 10, and is composed of several members (47c, 47d, 47e) as shown in FIG. 7B, for example.
However, the configuration including the outer base material 47a, the elastic member 47b, and the pressure-sensitive switch 49 may be anything fixed to the vehicle body 10, and is not limited to the arrangement illustrated in FIG.
Moreover, it is preferable to use what was shape | molded by materials, such as stainless steel, iron, SUS, and aluminum, for attachment base materials (47c-47e), for example.

The pressure-sensitive switch 49 corresponds to the above-described collision detection unit 57 and is attached between the elastic member 47 b and the vehicle body 10. Further, when the elastic member 47b starts to contract and a pressure greater than or equal to a predetermined value is applied to the pressure sensitive switch 49, it is detected that a collision has occurred, and a predetermined pressure sensitive signal (collision) is detected from the pressure sensitive switch 49. Detection signal).
This pressure-sensitive signal is transmitted to the control unit 50, and, for example, deceleration processing of the traveling speed of the vehicle body is performed using this pressure-sensitive signal.
Further, when a collision with an object is detected by the pressure-sensitive switch 49, the traveling control unit 52 performs a process of stopping the vehicle body before the elastic member 47b is completely contracted.
The pressure-sensitive switch 49 is attached to the attachment base material 47c so as to be in contact with the elastic member 47b. As shown in FIG. 7B, the collision can be detected regardless of which part of the outer surface base material 47a is collided. As described above, it is preferable that the plurality of pressure sensitive switches 49 are arranged at a certain distance from each other.
As with the front bumper, the rear bumper 48 includes an outer surface base material 47a, an elastic member 47b, mounting base materials (47c to 47e), and a plurality of pressure sensitive switches 49.

<Example 1: Operation at the time of collision detection>
Hereinafter, an operation when the autonomous mobile device 1 collides with an obstacle existing on the travel route during autonomous travel will be described.
Here, a case will be described in which the traveling is stopped within a predetermined time after the collision detection unit 57 provided in the bumper detects the collision (or contact) with the obstacle.
FIG. 8 shows an operation explanatory diagram of one embodiment when a collision of the autonomous traveling device of the present invention is detected.
FIG. 8 shows a part of the bumper of the autonomous traveling device 1 and an obstacle, and the autonomous traveling device 1 is traveling in the direction of the obstacle.
In each figure of FIG. 8, for the sake of explanation, only a part of the bumper is enlarged and does not indicate the actual magnitude relationship of each member.

FIG. 8A shows a case where the autonomous traveling device 1 is traveling at a predetermined speed as usual (during normal traveling).
Here, a cross-sectional view as seen from the side of the autonomous mobile device 1 is shown. Among the bumpers, one pressure-sensitive switch 49, an elastic member 47b in contact with the pressure-sensitive switch 49, and an outer surface base material 47a disposed on the outer side. Is shown.
During normal running, the thickness of the elastic member 47b is W0.
If the autonomous traveling device 1 continues to travel in the direction of the obstacle in the traveling state as shown in FIG. 8A, the state becomes as shown in FIG. 8B.
FIG. 8B shows a collision start time when the outer surface base material 47a of the bumper is in contact with the surface of the obstacle. At this time, if it is assumed that the elastic member 47b has not contracted yet, the pressure-sensitive switch 49 has not yet received a pressing force from the right direction, and therefore does not output a pressure-sensitive signal.
Therefore, the control unit 50 has not yet detected a collision, and the autonomous traveling device 1 tries to travel in the same direction at a predetermined speed as in FIG.

Furthermore, when the autonomous traveling device 1 travels in the right direction, the state shown in FIG.
FIG. 8C shows a state where the elastic member 47b is contracted and the thickness is changed from W0 to W1 (<W0).
At this time, if the pressure-sensitive switch 49 receives a pressing force of a predetermined value or more from the right direction, a pressure-sensitive signal indicating a collision is output.
When the control unit 50 detects this pressure-sensitive signal, it determines that a collision has started, and performs a deceleration process that slows the traveling speed of the autonomous traveling device 1.
FIG. 8 (c) shows a state at the time of decelerating traveling. Although the traveling speed is slow, the elastic member 47b is further contracted and its thickness ( W1) becomes smaller (W1 <W0).
In order to output a pressure-sensitive signal from the pressure-sensitive switch 49, it is necessary to apply a predetermined pressing force to the pressure-sensitive switch. Therefore, at the time of the collision start in FIG. 8B and the deceleration as shown in FIG. There is a time difference between the actual driving.
In the deceleration process, the speed control is performed so that the elastic member 47b is completely contracted and cannot be compressed any more before it is completely stopped (the speed becomes zero).
That is, when the predetermined deceleration process is performed, the autonomous mobile device 1 stops after the predetermined time has elapsed, with the elastic member 47b being compressed.

FIG.8 (d) has shown the state which the autonomous traveling apparatus 1 stopped. At this time, it is assumed that the elastic member 47b stops in a state where the thickness becomes W2 (<W1).
When all the pressing force is absorbed by the contraction of the elastic member 47b due to the collision with the obstacle at such a stop, the pressure-sensitive switch 49, the outer surface base material 47a, and the mounting base materials (47c to 47e) Can be free from pressure that could break.
Therefore, within the thickness (W) range of the elastic member 47b, the deceleration process can be performed so that the vehicle body stops before the pressing force at the time of collision is absorbed and the elastic member 47b is completely compressed. Necessary.
That is, the deceleration process is performed so that the vehicle travels a distance corresponding to the thickness (W) of the elastic member 47b after the vehicle body collides, so that the vehicle speed is reduced from the traveling speed before the collision and the speed becomes zero.

Such deceleration processing is mainly determined by the traveling speed at the start of the collision, the weight of the autonomous traveling device 1, the road surface inclination, and the thickness of the elastic member.
FIG. 9 shows an example of a graph of the relationship between the time from the start of the collision and the traveling speed when the autonomous traveling device collides with an obstacle.
The horizontal axis of this graph shows the time (msec) after the time when the collision is started as shown in FIG. 8B.
Moreover, the vertical axis | shaft of a graph has shown the traveling speed (speed: km / h) of the autonomous traveling apparatus 1. FIG.
Here, it is assumed that the autonomous mobile device 1 is traveling at 5 (km / n) before the collision start in FIGS. 8 (a) and 8 (b).
Further, the weight of the vehicle body 10 is 150 kg, and the thickness (W) of the elastic member 47b is 15 cm.
Furthermore, it is assumed that the time when the collision is detected by the start of contraction of the elastic member 47b and the output of the pressure-sensitive signal from the pressure-sensitive sensor 49 is 9.6 (msec) after the start of the collision.

Here, in order for the pressure-sensitive switch 49 to detect a collision and output a pressure-sensitive signal, it is necessary to apply a pressing force of 2N or more. When a vehicle body having a weight of 150 kg collides with an obstacle at 5 (km / h), the momentum is 750 kg × km / h, so the impulse is 208.3 Ns.
Therefore, it takes 9.6 msec until a pressure of 2N is applied to the surface of the pressure-sensitive switch 49 and a pressure-sensitive signal is output.
That is, the deceleration process is started 9.6 msec after the collision starts.

Therefore, after 9.6 msec, deceleration processing is performed to reduce the speed from 5 km / h to zero while traveling a distance of 15 cm corresponding to the thickness of the elastic member 47 b.
The deceleration process shown in FIG. 9 indicates that it takes about 108 msec until the speed is reduced from 5 km / h to zero.
That is, while traveling a distance of 15 cm, the vehicle decelerates over about 108 seconds in order to make the speed zero.

The calculated value of the relationship between time and travel speed in this deceleration process shown in FIG. 9 is, for example, as follows.
From time 0 to 9.6 msec: traveling speed = 5 (km / h)
When the time is 10 msec: Traveling speed = 4.997675 (km / h)
When the time is 20 msec: Traveling speed = 4.4471545 (km / h)
When the time is 30 msec: Traveling speed = 3.963415 (km / h)
When the time is 40 msec: Traveling speed = 3.455285 (km / h)
When the time is 50 msec: Traveling speed = 2.947154 (km / h)
When the time is 60 msec: Traveling speed = 2.439024 (km / h)
When the time is 70 msec: Traveling speed = 1.930894 (km / h)
When the time is 80 msec: Travel speed = 1.422764 (km / h)
When the time is 90 msec: Traveling speed = 0.914634 (km / h)
When the time is 100 msec: Traveling speed = 0.406504 (km / h)
When the time is 108 msec: Traveling speed = 0 (km / h)

However, in reality, if the thickness of the elastic member 47b is only 15 cm, the thickness of the elastic member 47b cannot be made zero. Therefore, before the thickness of the elastic member 47b becomes zero, FIG. It is necessary to perform deceleration processing so that the traveling speed becomes zero in a shorter time than the graph.
As described above, when a collision is actually detected by the pressure-sensitive switch 49, the vehicle body of the bumper or the autonomous traveling device is damaged by performing a predetermined deceleration process before the elastic member 47b is completely compressed. You can avoid it.

<Example 2: Operation at the time of obstacle detection>
The operation when an obstacle is detected within a predetermined distance on the travel route while the autonomous traveling device is traveling will be described below.
Here, when the distance to the obstacle is detected by the distance detection unit 51 and there is still a considerable distance before the collision with the obstacle, a predetermined deceleration process or stop process is performed so as not to collide with the obstacle. Run.

As described above, the distance L to the obstacle existing in the traveling direction is detected almost in real time by the LIDAR that is the distance detection unit 51. In addition, the current traveling speed V is acquired by the speed detection unit 60.
A predetermined determination distance L0 for starting the deceleration process is set in advance and stored in the storage unit 70.
For example, when the distance L to the obstacle detected by the distance detection unit 51 is shorter than the predetermined determination distance L0 (L <L0), the vehicle body deceleration process is started. Moreover, after decelerating, the vehicle body is stopped before colliding with an obstacle.
Assuming that the vehicle does not collide with an obstacle, a deceleration process is performed such that the vehicle body 10 stops before the vehicle travels a distance L.
Alternatively, a target value Va of the traveling speed when the distance L to the obstacle approaches the predetermined distance La is set in advance, and when L = La, the actual traveling speed V becomes Va. Such deceleration processing is executed.

Such deceleration processing includes the traveling speed V0 when the distance L to the obstacle detected by the distance detection unit 51 becomes L0, the predetermined determination distance L0, and the preset distance to the obstacle. Using the target value Va of the running speed when La is reached and the time from the start of deceleration is t, it can be executed according to the deceleration speed Vs obtained by the next calculation process. However, L0> La, V0> Va, and 0 ≦ t ≦ 2 × (L0−La) / (V0−Va).
Vs = − (V0−Va) ^ 2 / (2 × (L0−La)) × t + V0
For example, when the vehicle body 10 is traveling at 7 (km / h), the distance detecting unit 51 detects an obstacle at a position separated by a distance L = 5 m in the traveling direction.
Further, if the above-described determination distance is set to L0 = 5 m, if the vehicle continues to run as it is, L <L0, and therefore deceleration processing is started.
Furthermore, it is assumed that when the distance L to the obstacle is 1 m, it should be set in advance as 1 km / h as the target value of the traveling speed. In this case, the traveling control unit 52 controls the rotation of the wheels 53 so that the traveling speed is changed from 7 (km / h) to 1 (km / h) while the distance L is from 5 m to 1 m. To decelerate.

Thereafter, when the distance L to the obstacle is 0.5 m, assuming that the travel speed is set to zero, that is, that the vehicle body is stopped is set in advance as the target value, the distance L is changed from 1 m to 0. The deceleration process is executed so that the traveling speed becomes 1 (km / h) to zero while the distance becomes 0.5 m.
As described above, the vehicle body can be safely stopped before the vehicle collides with the obstacle by detecting the distance to the obstacle while the vehicle body is traveling.

However, since the road surface on which the autonomous traveling device 1 actually travels is a paved road surface with relatively low resistance, such as asphalt, and a road surface that is not paved, such as a gravel road, the same deceleration processing is performed. Even if you do, the distance traveled will be different.
Also, even on the same road surface, the distance traveled by deceleration may be different between a dry road surface and a road surface that has become wet due to rain or the like.
Therefore, even if the same deceleration process is performed, the vehicle may travel a distance greater than the assumed distance depending on the road surface condition, and the vehicle body does not always stop before colliding with an obstacle.
As described above, when the presence of an obstacle is detected, deceleration processing is executed so that the vehicle body stops before colliding with the obstacle, but since the road surface on which the vehicle is running is slippery, If the vehicle has collided with the vehicle, it is possible to prevent the bumper or the vehicle body from being damaged by performing the operation at the time of collision detection as described above.

<Example 3: Deceleration processing>
Since the braking ability of the traveling control unit 52 is known in advance at the time of design, if the weight M of the vehicle body of the autonomous traveling device 1 and the current traveling speed V are known, the vehicle actually travels until the vehicle body is safely stopped. The minimum distance Lb to be calculated can also be calculated by a predetermined arithmetic expression. In this case, the weight M, the traveling speed V, and the calculated distance Lb may be associated in advance and stored in the storage unit 70, and this data may be used for the deceleration process.
That is, by acquiring the current travel speed V of the vehicle body and the detected distance L to the obstacle, the deceleration process may be started before the distance L becomes shorter than the minimum distance Lb. Good.

DESCRIPTION OF SYMBOLS 1 Autonomous traveling apparatus, 2 Monitoring unit, 3 Control unit, 5 Management server, 6 Network, 10 Car body, 12R Right side, 12L Left side, 13 Front, 14 Rear, 15 Bottom, 16 Storage space, 18 Cover, 21 Front wheel, 21a axle, 21b sprocket, 22 rear wheel, 22a axle, 22b sprocket, 23 belt, 31 front wheel, 31a wheel, 31b sprocket, 32 rear wheel, 32a wheel, 32b sprocket, 33 belt, 40 battery, 41R electric motor, 41L electric motor, 41L electric motor Motor, 42R motor shaft, 42L motor shaft, 43R gear box, 43L gear box, 44R bearing, 44L bearing, 47 front bumper, 47a outer base material, 47b elastic member, 47c, 47d, 47e mounting base material, 48 rear bumper, 49 pressure sensitive switch, 50 control unit, 51 distance detection unit (LIDAR), 51a light emitting unit, 51b light receiving unit, 51c scanning control unit, 51d laser, 52 travel control unit , 53 wheels, 54 communication unit, 55 camera, 56 image recognition unit, 57 collision detection unit, 58 position information acquisition unit, 59 rechargeable battery, 60 speed detection unit, 61 braking information generation unit, 70 storage unit, 71 input image data 72 measurement distance information, 73 braking information, 74 obstacle information, 75 current position information, 76 route information, 77 transmission monitoring information, 91 communication unit, 92 monitoring control unit, 93 storage unit, 93a reception monitoring information, 100 object

Claims (6)

The car body,
A travel control unit that controls a drive member that travels the vehicle body;
A distance detection unit for detecting a distance to an object existing in a predetermined space including a front space in the traveling direction;
A braking information generation unit that generates braking information for controlling the traveling speed using the detected distance;
An autonomous traveling apparatus, wherein the traveling control unit executes a deceleration process based on the generated braking information while the vehicle body travels a distance to the object.   When the distance to the object detected by the distance detection unit becomes shorter than a predetermined distance, the travel control unit starts a deceleration process of the vehicle body and stops the vehicle body before colliding with the object The autonomous traveling device according to claim 1, wherein: A collision detection unit for detecting that the object has collided,
The travel control unit executes a process of stopping the vehicle body when the collision control unit detects a collision with an object after the travel control unit executes the deceleration process. 1. The autonomous traveling device according to 1. A bumper for protecting the vehicle body;
The bumper includes an outer surface base provided on the outermost surface, an elastic member provided on the inner side of the outer surface base, and the collision detection unit attached between the elastic member and the vehicle body,
The collision detection unit is a pressure-sensitive switch that detects that a collision has occurred when a pressing force equal to or greater than a predetermined value is applied;
4. When the collision with the object is detected by the pressure sensitive switch, the traveling control unit executes a process of stopping the vehicle body before the elastic member is completely contracted. The autonomous traveling device described in 1. A plurality of the collision detectors are attached between the elastic member constituting the bumper and the vehicle body, apart from each other by a predetermined distance,
The bumper is provided at any one position or all positions among a front portion of the vehicle body in a traveling direction, a side surface of the vehicle body, and a rear portion of the vehicle body in a traveling direction. Item 5. The autonomous traveling device according to item 4. The distance detecting unit emits the light toward a predetermined plurality of measuring points in the front space, a light emitting unit that emits light to a predetermined front space in the traveling direction, a light receiving unit that receives the light. And a scanning control unit that scans the light emission direction,
The distance detection unit utilizes the time difference between the time when the light is emitted from the light emitting unit and the time when the light reflected by the object is received by the light receiving unit, and the light emitting unit The autonomous traveling device according to claim 1, wherein distances between the plurality of measurement points are calculated, and a distance to the object is detected from the calculated distances.

Images