JP2018018419A - Autonomous traveling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an autonomous traveling device capable of continuing accurate autonomous traveling when making a turn without having to go through complex computation for correcting GNSS data measurements.SOLUTION: An autonomous traveling device comprises a vehicle body, a travel controller for controlling driving members that make the vehicle body travel, and a storage unit, the driving members being driving wheels installed on left and right sides of the vehicle body and the storage unit being used to prestore turn correction information, including rpm values of the left and right driving wheels, that is set for predefined turning motions. When having the autonomous traveling device make a turn, the travel controller uses the rpm values of the left and right driving wheels contained in the turn correction information to control each of the left and right driving wheels.SELECTED DRAWING: Figure 10

Description

  The present invention relates to an autonomous traveling device, and more particularly to an autonomous traveling device having a function of correcting a traveling route.

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, a GNSS (Global Navigation Satellite System), etc. Drive along a predetermined route while avoiding obstacles.

In addition, in a conventional autonomous traveling device (hereinafter, also simply referred to as a vehicle), when an obstacle is found on the autonomous traveling route, the vehicle travels while decelerating, before changing the route, or before colliding with the obstacle. The process to stop is performed.
In order to detect an obstacle, for example, a camera or a distance sensor that detects reflected light from an object by emitting a laser is used.
Further, the latitude / longitude information of the current position acquired from GNSS is compared with the travel route information to be traveled.

However, the position information acquired from the GNSS causes an error in accuracy due to radio wave interference or a reception failure due to a building or the like depending on the position to be measured, and an accurate position cannot be measured.
Therefore, it has been attempted to improve the accuracy on the receiver side by installing multiple antennas for receiving GNSS satellites or receiving satellites in multiple frequency bands (L1, L2, and L5), but this is expensive. It was.
Furthermore, a plurality of measuring devices such as encoders and gyro sensors are mounted on a vehicle, and information obtained from these sensors is used to perform predetermined complex calculations to correct errors.

In order to receive radio waves from GNSS satellites, the vehicle is equipped with a GNSS antenna, but if the position where the GNSS antenna is placed is different from the center of rotation of the vehicle, it is between the GNSS antenna and the center of rotation of the vehicle. Whenever the vehicle turns, a nose azimuth error occurs, and accurate autonomous traveling may not be possible.
In Patent Document 1, in order to estimate and remove the heading error, information is input from a heading rate sensor such as a rate gyro mounted on the vehicle or a wheel speed sensor, and a predetermined error using a Kalman filter is used. An apparatus has been proposed that performs calculations to recognize a heading error caused by the lever arm and to substantially eliminate the error.

JP-A-10-132590

However, when trying to control the position of the vehicle using only the position information obtained from the GNSS used in the past, it is difficult to maintain accurate autonomous driving because it is difficult to measure the position with high accuracy. . In particular, when performing a turning operation, an error in the travel route is likely to occur.
Further, in order to correct the path error, it is necessary to mount a large number of measuring devices such as a gyro sensor and a wheel speed sensor, which increases the weight of the vehicle and the cost of the vehicle. Furthermore, in order to estimate the path error and calculate the position correction amount, it is necessary to perform a complex error calculation using the Kalman filter, which takes a considerable amount of time and may not allow quick path correction. .

  Therefore, the present invention has been made in consideration of the above circumstances, in order to make the desired turning motion as accurate as possible without error, and to correct the path error based on the position acquired from GNSS, An object of the present invention is to provide an autonomous traveling device capable of maintaining accurate autonomous traveling along a predetermined route without providing a special device for route correction and without performing complicated calculation. To do.

  The present invention includes a vehicle body, a travel control unit that controls a drive member that travels the vehicle body, and a storage unit. The drive members are drive wheels that are attached to the left and right sides of the vehicle body. The turning correction information including the rotation speeds of the left and right drive wheels set corresponding to the turning operation of the vehicle is stored in advance, and the rotation speeds of the left and right drive wheels of the turning correction information are used when turning the vehicle body. Thus, an autonomous traveling device is provided in which the traveling control unit controls the left and right drive wheels, respectively.

Further, the travel control unit includes an electric motor that rotates the left driving wheel and an electric motor that rotates the right driving wheel, and the number of rotations of the left and right driving wheels of the turning correction information is determined by the left and right driving wheels, respectively. It is the rotation speed of the electric motor to rotate.
Further, the turning correction information includes information on a turning speed, a turning movement pattern, a snake angle indicating a turning angle, a turning radius of curvature, and the number of rotations of the electric motor for rotating the left and right drive wheels, respectively. It is characterized by including.
According to this, when the vehicle body is turned, the traveling control unit controls the left and right drive wheels using the rotation speeds of the left and right electric motors stored in the storage unit in advance. Therefore, it is possible to maintain accurate autonomous traveling according to a predetermined route without performing complicated calculation for causing an accurate turning motion.

Further, a GNSS antenna that receives radio waves emitted from a GNSS satellite, a position information acquisition unit that acquires a GNSS measurement value indicating the position of the GNSS antenna from radio waves received by the GNSS antenna, and an actual position of the GNSS antenna. A GNSS actual position calculation unit to be obtained, GNSS difference information for correcting a GNSS measurement value is stored in advance in the storage unit, and the GNSS actual position calculation unit is acquired by the position information acquisition unit. The actual position of the GNSS antenna is calculated using the measured value and the GNSS difference information stored in the storage unit.
According to this, since the actual position of the GNSS antenna is calculated using the GNSS measurement value acquired by the position information acquisition unit and the GNSS difference information stored in advance in the storage unit, a complicated calculation is performed. The actual position of the GNSS antenna can be obtained easily and quickly.

Further, the GNSS difference information includes the actual position of the GNSS antenna, the time, the GNSS measurement value acquired at each time, the GNSS measurement value acquired at each time, and the actual position of the GNSS antenna. It is characterized by comprising a difference.
In addition, the storage unit stores in advance GNSS antenna mounting information in which a distance between a vehicle center that is a fulcrum when the vehicle body is stationary and a position where the GNSS antenna is mounted, and the calculated GNSS antenna The position of the vehicle body center is obtained using the actual position of the vehicle and the GNSS antenna mounting information.
According to this, since the position of the vehicle body center is obtained using the calculated actual position of the GNSS antenna and the GNSS antenna mounting information stored in the storage unit in advance, the position of the vehicle body center can be determined easily and quickly. Can be sought.

  Further, a predetermined light is emitted to a predetermined obstacle determination area including a front space in the traveling direction, and the reflected light reflected by the object existing in the obstacle determination area is received, and the distance to the object The distance detection unit further emits a laser in a two-dimensional space or a three-dimensional space in a predetermined obstacle determination region, and distances at a plurality of measurement points in the obstacle determination region. It is characterized by using a LIDAR that measures the above.

  The present invention is also a travel control system including an autonomous traveling device and a management server, wherein the autonomous traveling device controls a vehicle body and drive wheels attached to the left and right of the vehicle body, A communication unit that communicates with a management server, the management server including a communication unit that communicates with the autonomous traveling device, and rotation speeds of left and right drive wheels set in correspondence with a predetermined turning operation of the vehicle body A storage unit that stores turning correction information in advance, and when the turning operation of the vehicle body is performed, the communication unit of the management server transmits the turning correction information stored in the storage unit to the autonomous traveling device, Provided is a traveling control system in which the autonomous traveling device controls the left and right driving wheels using the rotational speeds of the left and right driving wheels of the received turn correction information. thing A.

  The present invention is also a travel control method for a travel control system including an autonomous travel device and a management server, wherein the autonomous travel device controls a vehicle body and drive wheels attached to the left and right of the vehicle body. And a communication unit that communicates with the management server, wherein the management server communicates with the autonomous mobile device, and left and right drive wheels that are set in response to a predetermined turning operation of the vehicle body. And a storage unit that stores turning correction information including the number of revolutions in advance. When the vehicle body is turned, the communication unit of the management server stores the turning correction information stored in the storage unit in the autonomous traveling device. And the travel control unit controls the left and right drive wheels using the rotation speeds of the left and right drive wheels of the turning correction information received by the communication unit of the autonomous traveling device. Control method It is intended to provide.

  According to the present invention, the turning correction information including the rotation speeds of the left and right drive wheels set corresponding to a predetermined turning operation is stored in advance in the storage unit, and stored in advance when the vehicle body is turned. The travel control unit controls the left and right drive wheels by using the rotation speeds of the left and right drive wheels in the turning correction information, so that a predetermined route can be obtained without performing complicated calculations for accurate turning operation. Accordingly, accurate autonomous traveling can be maintained.

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 relationship between the vehicle body center of the autonomous running apparatus of this invention, and the attachment position of a GNSS antenna. It is explanatory drawing of one Example of the relationship between the vehicle body center of an autonomous traveling apparatus and the attachment position of a GNSS antenna at the time of turning the autonomous traveling apparatus of this invention. It is explanatory drawing of one Example of the relationship between the position of the vehicle body in the case of turning left, and a curvature radius. It is explanatory drawing of one Example of turning correction information. It is explanatory drawing of one Example of the turning correction information of medium speed mode. It is explanatory drawing of one Example about correction | amendment of the GNSS data acquired by a GNSS antenna. It is explanatory drawing of one Example about the difference calculated | required from the actual position of a GNSS antenna, and the measured value of GNSS data. It is a flowchart of one Example of turning operation | movement using turning correction information. It is a flowchart of one Example of the error correction process using GNSS difference information.

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 and a monitoring function of the autonomous traveling device of the present invention. For example, a control unit 50, an image recognition unit 56, an obstacle detection unit 57, a communication unit 54, which will be described later, The storage unit 70 and the like are included.

  The autonomous traveling device 1 of the present invention uses the camera 55, the distance detection unit 51, the obstacle detection unit 57, and the like to travel on its own while confirming the state in front of the traveling direction of the vehicle body 10. 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 by image recognition or when contact is detected, a predetermined function such as a stop operation of the vehicle body is executed.

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 shows a cross-sectional view taken along line BB in FIG. 2A, and sprockets 21b, 22b, 31b, and 32b described later are indicated by phantom lines. 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 wheels 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 respectively supported by bearings 44R and 44L, 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 power (disconnection) 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 are provided. 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, an obstacle detection unit 57, A position information acquisition unit 58, a rechargeable battery 59, an input unit 60, a rotation speed calculation unit 61, a GNSS actual position calculation unit 62, and a storage unit 70 are provided.

The autonomous mobile device 1 is connected to the management server 5 via the network 6, autonomously travels based on instruction information and the like sent from the management server 5, and transmits the acquired monitoring information and the like to the management server 5.
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 mobile device 1, monitoring information (reception monitoring information 93a) sent from the autonomous mobile device 1, a program for monitoring control, and the like. It is.
The storage unit 93 may store in advance turning correction information including the rotation speeds of the left and right drive wheels set in correspondence with a predetermined turning operation of the vehicle body as described later. When the turning correction information is stored in advance, the communication unit 91 of the management server stores the turning stored in the storage unit 93 when the manager in charge of the management server 5 performs an operation for causing the vehicle body to perform a predetermined turning operation. The correction information is transmitted to the autonomous traveling device 1, and the autonomous traveling device 1 uses the rotational speeds of the left and right drive wheels in the received turning correction information so that the traveling control unit 52 controls the left and right drive wheels, respectively. You can do it.

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 obstacle 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 (for example, an obstacle determination region) including a forward space in the traveling direction. The distance detection unit 51 is disposed near the center of the front surface of the vehicle body. Here, when the vehicle travels outdoors, the object means, for example, a building, a pillar, a wall, a protrusion, or the like.
The distance detection unit 51 emits predetermined light to the obstacle determination area in the forward 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 the distance to the object and the road surface Is detected. Specifically, the distance detection unit 51 mainly includes a light emitting unit 51a that emits light to an obstacle determination region in a predetermined forward space in the traveling direction, a light receiving unit 51b that receives light reflected by an object, The scanning control unit 51c changes the emission direction of the two-dimensionally or two-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 obstacle determination area and measures distances at a plurality of measurement points in the obstacle determination area.
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 obstacle determination region in the forward space in the traveling direction. The distance detection unit 51 Is changed little by little at regular intervals, and the optical path traveled by the emitted laser 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 detection unit (LIDAR) 51 as viewed from above (FIG. 6A) and a view as viewed 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.

In addition, when a predetermined number or more (for example, 10 points or more) of points whose distances are measured are detected with respect to the detection region of an object including a plurality of points, within the region where those points are located It is determined that there is an object.
However, if the number of measuring points whose distance is measured is less than the predetermined number, or if the measuring point around one measuring point where the distance is measured cannot measure the distance, it will be near the measuring point. Is highly likely not to exist, and the distance measurement at the measuring point is determined to be a false detection.

  In addition, when counting the number of measuring points at which distances are measured, in principle, one measuring point is counted as one. For example, the distance is detected at ten measuring points in a predetermined detection area. If so, the number of stations in that area is counted as 10.

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. Mainly, the vehicle is automatically driven by controlling the rotation of the wheel 53 corresponding to the driving member to perform linear running and rotating operation.
The drive member includes wheels, Caterpillar (registered trademark), and the like. For example, drive wheels attached to the left and right of the vehicle body correspond to the drive member.
The traveling control unit 52 includes the above-described electric motor, and includes an electric motor that rotates the left driving wheel and an electric motor that rotates the right driving wheel when the driving member includes left and right driving wheels.
The wheel 53 corresponds to four wheels (21, 22, 31, 32) as shown in FIGS.
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.

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 obstacle detection unit 57 is a part that detects an object (obstacle) mainly using information acquired from the distance detection unit 51. In particular, the position of the object whose distance is detected by the distance detection unit 51 in the obstacle determination area and the direction of the position where the object exists with respect to the traveling direction are detected.
For example, the distance detector 51 detects the presence of an obstacle at the position of the measuring point where the reflected light is received and the distance is calculated.
In addition, as described above, since the distances to a plurality of measurement points are calculated, the size, position, shape, and distance to the obstacles of the obstacles are acquired from the position information of the measurement points for which the distances have been calculated. The

Furthermore, if the scanning direction of the laser at the center in the scanning direction of the laser shown in FIG. 6A is the traveling direction of the vehicle, the position of the station where the obstacle is detected and the scanning direction of the laser From the relationship, it can be determined whether the detected obstacle is in the right direction, the left direction, or just in the traveling direction with respect to the traveling direction.
In addition, as a reference for determining the direction in which the obstacle exists, the traveling direction of the vehicle can be set to zero degrees, and the angle of the position where the obstacle exists can be calculated. That is, it is possible to detect a direction in which an obstacle exists in the traveling direction.

The position information acquisition unit 58 is a part for acquiring information (latitude, longitude, etc.) indicating the current position of the vehicle. For example, the current position information 73 is acquired using GPS (Global Position System) included in GNSS. To do. The current position information 73 is, in principle, the position of the GNSS antenna attached to the vehicle.
A GNSS antenna for receiving GNSS radio waves emitted from the GNSS satellite is attached to the vehicle. The position information acquisition unit 58 acquires a measurement value of GNSS data indicating the position of the GNSS antenna from the GNSS radio wave received by the GNSS antenna.

  In order to maintain autonomous driving, measured values of GNSS data (also called GNSS measured values) ideally indicate the actual position of the GNSS antenna with an accuracy of several centimeters. In the case, the accuracy is only about 10 to 50 meters. Also, depending on the measurement time and the measurement position, an error is generated due to radio wave interference and reception disturbance. Therefore, a method of positioning coordinates with high accuracy by relative positioning such as real-time kinematic technology has been used, but it is preferable to perform correction of GNSS data as described later in autonomous driving.

  The position where the GNSS antenna is attached is not particularly limited, but it is preferable to attach the GNSS antenna as close as possible to the center of rotation of the vehicle body in order to reduce running errors that occur during turning. In the following embodiment, as shown in FIG. 7, a description will be given assuming that a GNSS antenna is attached to the left rear position of the vehicle body with respect to the traveling direction when the autonomous traveling device travels straight. The center of rotation of the vehicle body, which becomes a fulcrum when the vehicle body turns stationary, is called the vehicle body center.

FIG. 7 is an explanatory diagram showing an example of the relationship between the center of the vehicle body of the autonomous traveling device of the present invention and the attachment position of the GNSS antenna.
In FIG. 7 (a), the autonomous traveling device 1 includes four tires (left tires LT1, LT2, right tires RT1, RT2), and the upward direction in the drawing is the traveling direction when traveling straight. The vehicle body center P means the rotation center when the vehicle body turns stationary. When making a stationary turn, ideally, the vehicle body center P does not move, but rotates left or right.
7A, the position where the GNSS antenna is attached is different from the vehicle body center P, and the attachment position G of the GNSS antenna is the left rear of the vehicle body of the autonomous mobile device 1.

The position of the vehicle center P is fixed by each vehicle, and if the GNSS antenna is fixedly installed, the position of the GNSS antenna is also fixed, so the distance between the vehicle center P and the GNSS antenna (GNSS The distance GL) is also a fixed value.
Strictly speaking, the GNSS measurement value obtained when the GNSS antenna receives radio waves indicates the mounting position of the GNSS antenna, not the position of the vehicle body center P. Therefore, in order to obtain the position of the vehicle body center P, it is necessary to calculate from the GNSS measurement value indicating the mounting position of the GNSS antenna in consideration of the distance GL between the vehicle body center P and the GNSS antenna and the moving direction of the vehicle. There is.

FIG. 7B shows an explanatory diagram of one embodiment of the position of the vehicle body center P and the attachment position G of the GNSS antenna. In FIG. 7 (b), the traveling direction when going straight in FIG. 7 (a) is the Y axis, and the right direction of the vehicle body is the X axis. Further, when the attachment position G of the GNSS antenna is the origin (0, 0) of the XY coordinates, the coordinates of the vehicle body center P are indicated by (+1, +1).
Assuming that the autonomous traveling device goes straight in the Y-axis direction, the GNSS antenna mounting position G and the vehicle body center P go straight while maintaining the positional relationship shown in FIG. From this, the coordinates of the vehicle body center P can be obtained. For example, when the coordinates of the attachment position G of the GNSS antenna are measured as (Xa, Yb) from the GNSS measurement values acquired while traveling straight ahead, the coordinates of the vehicle body center P are (Xa + 1, Yb + 1) ).

FIG. 8 shows an explanatory diagram of an embodiment of the relationship between the vehicle center of the autonomous traveling device and the attachment position of the GNSS antenna when the autonomous traveling device of the present invention is turned.
FIG. 8 (a) shows the same drawing as FIG. 7 (b), and this state is set as an initial position before turning. Further, the Y axis of the XY coordinates is fixed in the traveling direction during straight traveling in FIG. 8 (a), and the X axis is fixed in the right direction of the vehicle body in the case of FIG. 8 (a).
In the state of FIG. 8A, the GNSS antenna mounting position G is in the lower left direction of the vehicle body center P. As described above, the coordinates of the GNSS antenna mounting position G, which is the GNSS measurement value, are (0, 0). If it is, the coordinates of the vehicle body center P can be obtained as (+1, +1).

  FIG. 8B shows a case where the vehicle turns rightward by 90 degrees with respect to the initial position shown in FIG. The positional relationship between the attachment position G of the GNSS antenna and the vehicle body center P does not change, but the attachment position G of the GNSS antenna comes in the upper left direction of the vehicle body center P because the vehicle body is rotated rightward by 90 degrees. In this case, when the coordinates of the GNSS antenna mounting position G, which is a GNSS measurement value, are (0, 0), the coordinates of the vehicle body center P can be obtained as (+1, -1).

  FIG. 8 (c) shows a case where the vehicle turns to the right by 180 degrees with respect to the initial position of FIG. 8 (a). Although the positional relationship between the GNSS antenna mounting position G and the vehicle body center P does not change, the GNSS antenna mounting position G is located in the upper right direction of the vehicle body center P because the vehicle body has rotated 180 degrees to the right. In this case, when the coordinates of the GNSS antenna attachment position G, which is the GNSS measurement value, are (0, 0), the coordinates of the vehicle body center P can be obtained as (-1, -1).

  FIG. 8D shows a case where the vehicle turns left by 90 degrees with respect to the initial position shown in FIG. The positional relationship between the GNSS antenna mounting position G and the vehicle body center P does not change, but the GNSS antenna mounting position G is located in the lower right direction of the vehicle body center P because the vehicle body has rotated 90 degrees to the left. In this case, when the coordinates of the GNSS antenna mounting position G, which is a GNSS measurement value, are (0, 0), the coordinates of the vehicle body center P can be obtained as (−1, +1).

While comparing the acquired current position information 73 and route information 74 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 obstacle detection unit 57, and the position information acquisition unit 58, or from at least one of them. You may make it run autonomously using the obtained information.

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

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 communication function, and the like.
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 input unit 60 is a part where an operator inputs setting information, a function selection input, and the like. For example, a keyboard, a switch, a touch panel, a remote controller, or the like is used.
In the present invention, as will be described later, the input unit 60 is used to input a selection of a turning speed mode, a vehicle movement pattern, a snake angle, and the like when an operator intends to drive the vehicle. Used.
In addition, you may transmit these input information to an autonomous running apparatus by radio | wireless communication from the management server or the portable terminal which an operator has.

The rotation speed calculation unit 61 uses the information input by the input unit 60 and the set value of the turning correction information 76 stored in advance in the storage unit 70 to drive the left and right drive wheels as described above. This is a part for calculating the rotational speed of the electric motor (hereinafter referred to as motor rotational speed).
As will be described later, when a turning operation is performed, the rotation speed of the electric motor is calculated for each of the left and right drive wheels by a predetermined calculation formula. Further, since the rotational speed of the electric motor is determined by the input information, the set value, and the circumferential length of the tire, the motor rotational speed corresponding to each input information is calculated in advance, and the calculated motor is stored in the storage unit 70. You may memorize | store the numerical value of rotation speed.

The GNSS actual position calculation unit 62 is a part for obtaining the actual position of the GNSS antenna. More specifically, as will be described later, the GNSS measurement value acquired by the position information acquisition unit 58 and the GNSS difference information stored in the storage unit 70 are used to accurately determine the actual position where the GNSS antenna is attached. This is the part that calculates the position information.
As described above, since the measurement value of the GNSS data acquired by the position information acquisition unit 58 may include an error, it may not indicate the exact position where the GNSS antenna is attached. Therefore, the GNSS difference information obtained by a predetermined calculation is stored in a storage unit in advance, and the actual position of the GNSS antenna is determined using the measured value of the measured GNSS data and the stored GNSS difference information. calculate. An example of a method for calculating the actual position of the GNSS antenna will be described later.

Further, in addition to the above-described components, an inertia measuring unit that measures acceleration and angular velocity with respect to a three-dimensional space when the vehicle is traveling may be provided.
The inertia measurement unit is a part that detects the position, inclination, vibration, current traveling direction of the vehicle body, etc. from information such as measured acceleration by measuring the displacement caused by the travel of the vehicle body, For example, acceleration and angular velocity with respect to three axes of the vertical direction, the horizontal direction, and the front-back direction of the vehicle are measured. As the inertia measuring unit, for example, any one or more of an acceleration sensor that measures acceleration, a gyro sensor that measures angular velocity, and a magnetic sensor that measures the magnitude and direction of geomagnetism may be used in combination.
By using the measured acceleration and the magnitude and direction of the angular velocity, the traveling direction of the vehicle can be detected, and if the vehicle slips in a direction different from the traveling direction when the vehicle travels, the vehicle slips. The direction can also be detected.

Moreover, you may provide the speed detection part which detects the speed during the driving | running | working of the vehicle 1. FIG. The speed detection unit corresponds to an encoder attached to the wheel 53, and the CPU acquires speed information output from the speed detection unit in real time, and controls the travel control unit 52 according to the situation to accelerate or Slow down.
Moreover, you may provide the monitoring information acquisition part which acquires the information of a predetermined monitoring object. For example, information acquired by the vehicle autonomously traveling in a predetermined area and information on the traveling state of the vehicle are acquired and stored as transmission monitoring information 75 in the storage unit 70. What is necessary is just to provide a thermometer, a hygrometer, a microphone, a gas detection apparatus etc. as a device corresponded to the monitoring information acquisition part, for example.

Furthermore, you may provide the collision detection part which detects that the vehicle 1 collided with the obstacle, drive | worked, or approached while driving | running | working. For example, a contact sensor or a non-contact sensor including a pressure sensitive switch, a micro switch, an ultrasonic sensor, an infrared distance measuring sensor, or the like is used.
One collision detection unit may be provided, but a plurality of collision detection units 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.

The storage unit 70 is a part that stores information and programs necessary for executing each function of the autonomous mobile device 1, and is a semiconductor storage element such as ROM, RAM, flash memory, a storage device such as HDD, SSD, and the like. These storage media are used.
The storage unit 70 stores, for example, input image data 71, measurement distance information 72, current position information 73, route information 74, transmission monitoring information 75, turning correction information 76, GNSS difference information 77, GNSS antenna mounting information 78, and the like. Is done.

  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 the transmission monitoring information 75.

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 72 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 73 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 GNSS. This information is used, for example, to determine the course of the vehicle.

  The route information 74 is information that predetermines the travel route of the vehicle body, and stores a map of the route to travel in advance. For example, when a moving route or area is fixedly determined in advance, it 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 74.

  The transmission monitoring information 75 is information on 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.

The turning correction information 76 is information used when making a turning operation, and stores information including the rotation speeds of the left and right drive wheels set corresponding to a predetermined turning operation in advance. The rotation speeds of the left and right drive wheels correspond to the rotation speeds of the electric motors that respectively rotate the left and right drive wheels when the autonomous traveling device turns leftward or rightward.
Turning and stationary turning are performed by changing the rotation speeds of the left and right drive wheels. The rotation speed of the electric motor set based on conditions such as the traveling speed and the turning direction is stored in the storage unit 70 in advance. .
When the turning operation of the vehicle body requested by the worker is performed, the traveling control unit 52 controls the left and right drive wheels using the rotation speeds of the left and right drive wheels of the turn correction information 76. Details of the turning correction information 76 will be described later.

The GNSS difference information 77 is information for correcting the GNSS measurement value. The actual position of the GNSS antenna, the time, the GNSS measurement value acquired at each predetermined time, and the GNSS measurement acquired at each time. The difference between the value and the actual position of the GNSS antenna is stored in advance. Since it is difficult to obtain high accuracy with only the measured value of GNSS data (GNSS measured value), the GNSS difference information 77 is used to determine the actual position of the GNSS antenna from the measured value of GNSS data measured at a predetermined time. Is used. Details of the GNSS difference information 77 will be described later.

  The GNSS antenna attachment information 78 is information related to the GNSS antenna attached to the autonomous mobile device, and is mainly the distance (GNSS distance) between the vehicle body center serving as a fulcrum when the vehicle body is stationary and the position where the GNSS antenna is attached. (Referred to as GL). As will be described later, the position of the center of the vehicle body is obtained using the calculated actual position of the GNSS antenna and the GNSS antenna mounting information 78.

<Explanation of turning correction information>
The turning correction information 76 is information including the rotation speeds of the left and right drive wheels set corresponding to a predetermined turning operation as described above. For example, as shown in FIG. Information, a turning movement pattern, a snake angle indicating a turning angle, a turning radius of curvature, and the number of rotations of the electric motor for rotating the left and right drive wheels, respectively.

When the autonomous traveling device is turned on a circle with a predetermined radius of curvature in a circular orbit, there is an inner ring difference between the left wheel and the right wheel. The number of rotations of each electric motor to be rotated is different.
When the left and right drive wheels are driven by independent electric motors, if the left and right electric motors have the same rotational speed, the vehicle cannot go straight and cannot turn. It is necessary to vary the number of rotations.
For example, in the case of a left turn, the movement distance of the right wheel having a large turning radius is longer than that of the left wheel having a small turning radius. It is necessary to make it larger than the rotational speed of the electric motor that rotates the left wheel.

When the autonomous traveling device turns on a circular orbit, the number of rotations of the left and right electric motors is substantially determined by the turning speed, the turning radius of curvature, and the turning angle (hereinafter referred to as a snake angle). Can do.
The turning speed may be input by the operator before turning. However, if the travel route on which the autonomous traveling device travels is set in advance, the place where the turning position is located on the traveling route and the turning angle at that turning position are known in advance, so The speed may be set in advance.
Further, instead of directly inputting the value of the speed, it is also possible to set and store several turning speed modes in advance and input any turning speed mode before actually turning. . For example, three turning speed modes such as a high speed mode (for example, 10 km / h), a medium speed mode (for example, 5 km / h), and a low speed mode (for example, 1 km / h) are set in advance, and the operator The mode may be selected and input.

The radius of curvature of the turn corresponds to the distance from the center of the circular orbit (turning center) to the left wheel (left tire) or the distance from the turning center to the right wheel (right tire). Since the circular trajectory on which the left tire moves during turning is different from the circular trajectory on which the right tire moves, the radius of curvature of the left tire and the radius of curvature of the right tire vary, and also vary depending on the direction of the turn. .
Further, since the angular velocity of the turn is proportional to the difference between the curvature radii of the left and right turns, the curvature radius of the turn corresponding to the turn speed mode can be almost determined based on the angular speed and the vehicle body condition of the autonomous traveling device.
For example, as will be described later, when the turning speed mode is the high speed mode, assuming that the radius of curvature of turning at the center of the vehicle body is set to 10 meters, when turning left, the radius of curvature of turning left tire is set to 9.5. Set to meters, and set the radius of curvature for turning the right tire to 10.5 meters. Conversely, when making a right turn, the radius of curvature of the turn of the left tire is set to 10.5 meters, and the radius of curvature of the turn of the right tire is set to 9.5 meters.

  The turning angle (snake angle) corresponds to the moving distance from the initial turning position, and is specified by the moving angle of the segment connecting the center of the moving circular orbit (turning center) and the initial position of the turning vehicle. it can. For example, when the snake angle is 90 degrees, it means that the circle moves by ¼ of one round orbit. In addition, when the snake angle is 60 degrees, it means to move by 1/6 round.

FIG. 9 is an explanatory diagram showing an example of the relationship between the position of the vehicle body and the radius of curvature when turning left.
FIG. 9 shows a case of turning leftward with the turning center as the center of a turning circular orbit. A shows the position of the vehicle body at the start of turning, B shows the position of the vehicle body turned by 30 degrees, C shows the position of the vehicle body turned by 60 degrees, and D shows the position of the vehicle body turned by 90 degrees ing. The turning center is the origin (0, 0) of the XY coordinates, the direction of the position of the vehicle body at the start of turning is the X-axis direction, and the direction of the position of the vehicle body turned 90 degrees is the Y-axis direction.
Further, the left and right tires are located at positions 0.5 meters away from the vehicle body center P in the left-right direction.

Although the vehicle body portion in FIG. 9 is shown slightly expanded for explanation, the distance from the turning center to the vehicle body center P is 10 meters, and the position coordinate of the vehicle body center at the start of turning is P (10,0 ), And the position coordinates of the GNSS antenna are G (9.6, −1).
The vehicle body turns left on a circular orbit centered on the turning center (0, 0), but the curvature radius RE of the vehicle body center is 10 meters, and the position coordinates of the vehicle body center after turning 90 degrees are , P (0,10), and the position coordinates of the GNSS antenna are G (1, 9.6).
As shown in FIG. 9, when making a left turn, the trajectory of the left tire is shorter than the trajectory of the right tire, and the curvature radius of the left tire is shorter than the curvature radius of the right tire.
Here, if the distance from the vehicle body center P to the left and right tire positions is 0.5 meters, the curvature radius RE of the left tire is 9.5 meters, and the curvature radius RE of the right tire is 10.5 meters. Therefore, when turning left, the movement distance of the left tire is shorter than the movement distance of the right tire, so the number of rotations of the left electric motor that drives the left tire is the number of rotations of the right electric motor that drives the right tire. It is necessary to make it smaller.

The number of revolutions of the electric motor can be obtained by the following calculation formula based on the radius of curvature of turning, the circumferential length of the tire, and the snake angle (turning angle).
K = 2πRE * LE / TL
Here, the rotation speed of the electric motor is K, the radius of curvature of the tire when turning is RE, the movement amount corresponding to the snake angle is LE, and the circumferential length of the tire is TL.
The movement amount LE is the ratio of the snake angle to the circumference (snake angle / 360 degrees). For example, when turning left by 30 degrees, the snake angle is 30 degrees and the movement amount LE is 30/360 = 1/12.
The radius of curvature RE of the tire at the time of turning, the movement amount LE corresponding to the snake angle, and the circumferential length TL of the tire are all information set and stored in advance. The rotation speed of the electric motor can be calculated by the above formula, but the curvature radius RE, the movement amount LE, and the circumferential length TL are numerical values that are set and stored in advance. Since it is uniquely determined from the curvature radius RE, the movement amount LE, and the circumferential length TL, it may be stored in advance in the storage unit 70 as a numerical value.

FIG. 10 is an explanatory diagram of an embodiment of the turning correction information.
In FIG. 10, the turning correction information 76 includes a plurality of correction values stored for each turning movement pattern, and each correction value mainly includes input information, a set value, and a motor rotation speed. FIG. 10 shows an example of the turning correction information 76 in the high speed mode.
The input information is information input by an operator and includes a movement pattern and a snake angle. When the worker wants to turn the autonomous traveling device, the worker inputs a turning speed mode, a movement pattern, and a snake angle.
When the high speed mode is input as the turning speed mode, the turning correction information 76 in the high speed mode of FIG. 10 is read.
The movement pattern means the direction of turning and is either “left turning” or “right turning”. The snake angle means a turning angle, and the operator inputs a value of the angle to be turned. 9 and 10 show only 30 degrees, 60 degrees, and 90 degrees. However, the present invention is not limited to this. For example, an arbitrary angle such as 42 degrees or 158 degrees may be input. .

The set value includes a curvature radius RE and a movement amount LE corresponding to a snake angle. The curvature radius RE is set in advance corresponding to the traveling speed.
FIG. 10 shows the curvature radius RE and the movement amount LE corresponding to the snake angle in the high speed mode. Since the radius of curvature RE differs between the left and right tires, different values are set.
The motor rotation speed K is obtained by the above formula and is stored in advance.
In FIG. 10, only set values and motor rotation speeds for three angles (30 degrees, 60 degrees, and 90 degrees) are shown as examples of snake angles, but set values corresponding to these other angles The motor speed may be set and stored in advance.

  In FIG. 10, when the movement pattern of the correction value H01 is straight, it is not a turn, so it is not necessary to set the radius of curvature RE and the movement amount LE, and the motor rotation speed does not differ from left to right, so the setting memory You don't have to. However, although not shown, the straight speed in the high speed mode may be set and stored in advance.

Further, for example, the correction value H02 indicates the set value and the motor rotational speed K when “left turn” is input as the movement pattern and “30 degrees” is input as the snake angle. This corresponds to the position B in FIG. 9, the radius of curvature RE of the left tire is 9.5 meters, the radius of curvature RE of the right tire is 10.5 meters, and the movement amount LE is 1/12 of the circumference. Is set. In this case, if the circumference of the tire is represented by TL, the rotational speed K of the electric motor that drives the left tire can be calculated by the following equation.
K = 2πRE * LE / TL = 2 * 3.14 * 9.5 / (12 * TL)
Further, the rotational speed K of the electric motor that drives the right tire can be calculated by the following equation.
K = 2πRE * LE / TL = 2 * 3.14 * 10.5 / (12 * TL)
If the tire circumference TL value is set in advance, the motor rotation speed K is calculated by substituting that TL value into the above formula. The turning correction information 76 may be stored in advance.

Similarly, the set values and the motor rotational speed K may be stored in advance as the turning correction information 76 for the other snake angles.
However, in the case of a right turn, the turning direction of the vehicle is opposite to the turning direction of the left turn vehicle, so the radius of curvature of the left tire is larger than that of the right tire.
In FIG. 10, in the case of a right turn from the correction value H05 to the correction value H07, the curvature radius RE of the left tire is 10.5 meters, and the curvature radius RE of the right tire is 9.5 meters.

FIG. 11 shows an explanatory diagram of an embodiment of turning correction information in the medium speed mode.
Correction values H12 to H14 indicate the case of a left turn, and correction values H15 to H17 indicate the case of a right turn.
Here, in the medium speed mode, unlike the high speed mode, a small turn is possible, so the curvature radius RE is set smaller than the curvature radius in the high speed mode.
In FIG. 11, in the case of a left turn, the curvature radius RE of the left tire is 6.5 meters, and the curvature radius RE of the right tire is 7.5 meters. In the case of right turn, the radius of curvature RE of the left tire is 7.5 meters, and the radius of curvature RE of the right tire is 6.5 meters.
Although not shown, similarly in the case of the low speed mode, the radius of curvature RE may be set, and the set value and the motor rotational speed K calculated from the set value may be stored in advance as the turning correction information 76.

  When turning correction information 76 as shown in FIG. 10 or FIG. 11 is set in advance and stored in the storage unit 70, when the autonomous traveling device is caused to make a predetermined turn, the operator can change the movement pattern corresponding to the turn. The motor rotation speed K for turning is read from the turning correction information 76 in the storage unit 70, and the turning operation is immediately started at the read motor rotation speed K. Therefore, accurate autonomous traveling can be maintained without performing complicated calculations for position correction during turning.

FIG. 11 also shows an explanatory diagram of one embodiment of turning correction information in the stationary turning mode.
There are two types of movement patterns in the stationary turning mode: right stationary turning and left stationary turning.
In the stationary turning mode, the vehicle rotates without moving in the vertical and horizontal directions with the vehicle body center P as the center of rotation, so that the snake angle need not be input.
Further, since there is no left-right difference in the curvature radius RE, for example, the curvature radius RE of the left tire may be set to 0.5 meters, and the curvature radius RE of the right tire may be set to 0.5 meters.
Since there is no left-right difference in the movement amount LE, for example, when making a right stationary turn, the left tire movement amount LE may be set to 1, and the right tire movement amount LE may be set to -1. Here, -1 of the movement amount LE means that the movement is in the reverse direction.

In the case of a left stationary turn, the left tire movement amount LE may be set to -1, and the right tire movement amount LE may be set to one.
The motor rotation speed K can be obtained by the same calculation formula as shown in FIG. 11 using the set value.
When the vehicle is turned stationary, the operator inputs the movement pattern of the stationary turning mode, and the motor rotation speed K is read from the corresponding turning correction information, and using the motor rotation speed K, The left and right wheels are controlled to make a fixed turn.
Even in the case of stationary turning, an accurate stationary turning operation can be maintained without performing complicated calculation for position correction.

<Correction of GNSS data>
FIG. 12 is an explanatory diagram of an embodiment regarding correction of GNSS data acquired by a GNSS antenna.
FIG. 12A is an explanatory diagram of the relationship between the actual position of the GNSS antenna and the acquired GNSS data.
In Fig.12 (a), the advancing direction of the autonomous traveling apparatus 1 is made into the Y-axis, and the right direction is made into the X-axis.
Further, it is assumed that the autonomous mobile device 1 is stopped at a predetermined position, the position of the vehicle body center in the stopped state is P, and the position of the GNSS antenna is GB.
Assume that the actual position coordinates of the position GB of the GNSS antenna are (Xb, Yb).

If the GNSS data of the exact position of the GNSS antenna is measured by the radio wave received by the GNSS antenna, the measurement coordinate is GB (Xb, Yb).
However, even if the GNSS antenna is at the same position, the positional relationship of the satellites used for measurement differs depending on the time of measurement, so the same (Xb, Yb) is not always measured, and the GNSS antenna In order to obtain the actual position GB of the GNSS, it is necessary to correct from the measured value of the GNSS data.
The closed loop curve of FIG. 12 (a) shows an example of position coordinates of measured values of GNSS data measured at different times during 24 hours. If the GNSS antenna is at the same position and the measurement time is the same, the positional relationship of the satellites used for the measurement is the same, so the measurement values of the same GNSS data are always obtained. Therefore, the measured value of GNSS data goes around the closed loop curve for 24 hours.

In FIG. 12A, it is assumed that GB0 (Xb + 20, Yb) is a measured value of GNSS data acquired at a certain time T0. In this case, ideally, GB (Xb, Yb), which is the actual position of the GNSS antenna, should have been acquired, but at time T0, there is no accuracy error in the Y-axis direction, and in the X-axis direction. , The difference (Xs = 20) indicates that an accuracy error has occurred.
If 24 hours have passed while the autonomous mobile device is stopped and measurement is performed at the same time T0, it is considered that measurement values of GNSS data including the same measurement error are obtained. In other words, if the position where the GNSS antenna is located and the measurement time are the same, it can be said that the same accuracy error (difference) is acquired.

Also, if the actual position GB (Xb, Yb) where the GNSS antenna is located is the same and the measured value of GNSS data at another time Tg is GBg (Xg, Yg), the actual position of the GNSS antenna If the accuracy error (difference) between the measured value of GNSS data and Gs is expressed as Gs (Xs, Ys), the X-axis direction difference Xs is Xs = Xg−Xb, and the Y-axis direction difference Ys is Ys = Yg−Yb.
By storing the actual position of the GNSS antenna in correspondence with the accuracy error (difference) of the GNSS data in advance at each time Tg, the measured value of the GNSS data measured at that time Tg is stored. The actual position of the GNSS antenna can be identified from the accuracy error that has been made.
If the actual position of the GNSS antenna is different from the position of the vehicle body center, the actual position of the GNSS antenna and the vehicle body center are in the relationship shown in FIG. 7 and FIG. The position of the center of the vehicle body can be determined from the actual position.

FIG. 12B is an explanatory diagram of an example of the relationship between the actual position of the GNSS antenna, the measured value of the GNSS data, and the difference.
FIG. 12B shows coordinate data having the contents described in FIG.
If the actual position of the GNSS antenna is GB (Xb, Yb), the measured value of GNSS data is GBg (Xg, Yg), and the difference is Gs (Xs, Ys), the X-axis direction difference is Xs = It is calculated by Xg−Xb, and the Y-axis direction difference is calculated by Ys = Yg−Yb. Further, on the right side, with respect to the measurement value GB0 (Xb + 20, Yb) of the GNSS data acquired at time T0 and the difference Gs0 (20, 0), the X-axis direction difference is Xs = Xg−Xb = 20 Thus, the Y-axis direction difference shows that Ys = Yg−Yb = 0.

FIG. 13 shows an explanatory diagram of an embodiment regarding the difference obtained from the actual position of the GNSS antenna and the measured value of the GNSS data.
As mentioned above, the measurement error between the actual position of the GNSS antenna and the measured value of the GNSS data is a difference, and when the vehicle is stopped at a specific position (point B), the GNSS By obtaining the measured value of the data, the difference for each time is calculated.
FIG. 13A shows an example of the calculation of the difference for each time.
In FIG. 13A, it is assumed that the vehicle is stopped at a point B, and the actual position coordinates of the GNSS antenna in that state are GB (Xb, Yb).

In addition, the measured value GBg (Xg, Yg) of the GNSS data is acquired at a predetermined time (T0, T1,... Tn) in 24 hours. The measured value of the GNSS data may be performed at predetermined time intervals, for example, at intervals of 1 minute or 20 minutes at regular intervals.
The measured value of the GNSS data at the time that was not measured may be the average value of the measured values of GNSS data acquired before or after that time, or the average value of the measured values of all GNSS data Also good.
If the measured value GBg of the GNSS data is (X0g, Y0g) at time T0 in FIG. 13A, the difference GBs (X0s, Y0s) at time T0 is calculated from GBg−GB. That is, X0s = X0g−Xb and Y0s = Y0g−Yb are calculated.
Similarly, at other times, the difference GBs (Xns, Yns) is calculated from the actual position of the GNSS antenna and the measured value of the GNSS data (Xns = Xng−Xb, Yns = Yng−Yb).

  FIG. 13 (a) shows the measured value and the difference of the GNSS data measured by stopping the vehicle at one specific position, point B. If the travel route has already been determined, the travel is performed in advance. GNSS data measurement values are acquired at regular intervals while traveling along the route, and the actual position of the GNSS antenna corresponding to the actual route position is associated with the acquired measurement value of the GNSS data, and the difference is calculated. The calculation may be performed and stored in the storage unit 70.

FIG. 13B illustrates an example of GNSS difference information in which calculated differences are stored for each actual position and time of the GNSS antenna.
The GNSS difference information 77 is stored in advance in the storage unit 70 by performing a test drive on a predetermined travel route before actual travel.
One GNSS difference information includes the actual position of the GNSS antenna, the measurement time (T0, T1,..., Tk), the difference between the actual position of the GNSS antenna and the measured value of the GNSS data, and the GNSS data It consists of measured values.
For example, if the measured value of the GNSS data acquired at time T0 at the actual position (Gk) of the GNSS antenna is Gkg (X0g, Y0g), the difference at time T0 is Gks (X0s, Y0s). It shows that there is.

When actually traveling along a predetermined travel route, a measured value of GNSS data is acquired at a certain time T, and the acquired measured value of GNSS data and GNSS data are stored using GNSS difference information 77 stored in advance. The actual position of the GNSS antenna can be obtained from the difference in the time T corresponding to the measured value.
Further, since the actual position of the GNSS antenna and the vehicle body center are in the relationship shown in FIGS. 7 and 8, the position of the vehicle body center can be determined from the actual position of the identified GNSS antenna.

<Embodiment 1>
An embodiment in which a turning operation is performed using the turning correction information 76 will be described.
When an operator tries to turn the autonomous traveling device, by inputting information related to the turn, the motor rotation number corresponding to the input information is acquired from the turn correction information, and the requested turning operation is performed. .
Here, since the tire attached to the autonomous traveling device may be different, the circumference of the attached tire is measured in advance and stored in the storage unit 70 before actual traveling.

FIG. 14 shows a flowchart of an embodiment of a turning operation using the turning correction information.
In step S1 of FIG. 14, the tire circumference TL stored in the storage unit 70 is acquired.
In step S2, it waits for the turning speed mode to be input, and when the turning speed mode is input by the operator, the input turning speed mode is temporarily stored.
For example, mode information such as a high speed mode, a medium speed mode, and a stationary turn is input.
In step S3, the process waits for the movement pattern to be input, and when the movement pattern is input by the operator, the input movement pattern is temporarily stored. Here, information on either left turn or right turn is input.
In step S4, the process waits for the snake angle to be input. If the worker inputs the snake angle, the input snake angle is temporarily stored. Here, the turning angle is input.

In step S5, turning correction information 76 corresponding to the inputted turning speed mode is read from the storage unit 70.
In step S6, based on the turning correction information 76, the set turning speed mode, movement pattern, and setting values (curvature radius RE, movement amount LE) corresponding to the snake angle are acquired.

In step S7, using the radius of curvature RE of the left tire, the travel distance LE, and the tire circumference TL, the motor rotation speed K of the left tire is calculated by the above-described calculation formula K = 2πRE * LE / TL. . Further, using the radius of curvature RE of the right tire, the travel amount LE, and the circumference TL of the tire, the motor rotational speed K of the right tire is calculated by the above-described calculation formula K = 2πRE * LE / TL.
In step S8, the traveling control unit 52 controls driving of the left wheel based on the motor rotational speed K of the left tire, and controls driving of the right wheel based on the motor rotational speed K of the right tire.
Thereby, the turning operation requested by the operator is accurately executed based on the turning correction information 76 set in advance.

In addition, if the circumference TL of the tire to be used is always decided and will not be changed,
Using the circumference TL of the tire, the motor rotation speed K of the turning correction information 76 is calculated in advance, and the calculated value of the motor rotation speed K is included in the turning correction information 76 and stored in the storage unit 70. You may keep it.
In this case, the processing of steps S6 and S7 may be omitted, and the left wheel and the right wheel may be driven and controlled using the numerical value of the motor rotation speed K included in the turning correction information 76 read out in step S5.

<Embodiment 2>
An embodiment in which the measured value of the acquired GNSS data is corrected using the GNSS difference information 77 to determine the actual position of the GNSS antenna and the position of the vehicle body center will be described.
Here, the actual position of the GNSS antenna is obtained using the difference information stored corresponding to the current time, and the position of the vehicle body center is obtained from the distance between the mounting position of the GNSS antenna and the position of the vehicle body center.
A test value of the GNSS data is acquired by performing a test drive on a predetermined travel route, and a difference between the actual position of the GNSS antenna and the GNSS data corresponding to a predetermined time is obtained by calculation. It shall be remembered.

FIG. 15 shows a flowchart of an embodiment of error correction processing using GNSS difference information.
In step S21, the current time Tk is acquired.
In step S22, a measured value Gkg (Xkg, Ykg) of GNSS data is acquired from the radio wave received by the GNSS antenna.
In step S23, the difference Gks (Xks, Yks) stored in association with the current time Tk and the measured value Gkg of the GNSS data is read using the GNSS difference information 77 stored in the storage unit 70.

In step S24, the actual position Gk (Xk, Yk) of the GNSS antenna is calculated from the measured value Gkg of the GNSS data and the difference Gks. Xk and Yk are obtained by Gk = Gkg−Gks.
Xk is obtained by Xk = Xkg−Xks, and Yk is obtained by Yk = Ykg−Yks.
Thereby, at the current time Tk, the actual position where the GNSS antenna mounted on the autonomous mobile device is found.

In step S25, using the stored distance between the GNSS antenna and the vehicle body center (GNSS distance GL), the position of the vehicle body center P is calculated from the actual position Gk of the GNSS antenna obtained by calculation. Here, the direction in which the vehicle body center P is located can be obtained from, for example, vehicle body information, received GNSS data, and travel information (turning correction information).
Therefore, the vehicle body center P is located in the direction away from the actual position Gk of the GNSS antenna by the GNSS distance GL.
As described above, even if there is an error in the measurement value of the GNSS data acquired by the GNSS antenna, the actual GNSS antenna can be easily and quickly stored using the GNSS difference information 77 stored in the storage unit 70 in advance. The position and the vehicle body center P can be obtained.

<Embodiment 3>
In the first embodiment, the motor rotational speed is obtained by calculation from a predetermined set value corresponding to the speed mode, and turning correction information 76 including these set value and motor rotational speed is stored in advance. However, the method for setting the turning correction information 76 is not limited to this.
For example, an actual turning operation corresponding to a predetermined speed mode may be performed as a test, and the actually measured set value and motor rotation speed may be stored as turning correction information 76.
When performing a test turning operation, vehicle speed, vehicle position, and snake angle are measured at regular intervals, and count values acquired from encoders attached to the left and right wheels are stored in association with each other. To do. While the fixed time elapses, the count value of the encoder increases. Since the increment of the count value of the encoder corresponds to the motor rotation speed for a fixed time, the motor rotation speed is also stored in association with it. Further, since the radius of curvature and the amount of movement can be obtained from the trajectory of the test turning vehicle, these pieces of information are also stored in association with each other.
By using the turning correction information 76 stored in this way, a predetermined turning operation can be reproduced.

1 autonomous traveling device, 2 monitoring unit, 3 control unit, 5 management server,
6 network, 10 car body, 12R right side, 12L left side,
13 front surface, 14 rear surface, 15 bottom surface, 16 accommodation space, 18 cover,
21 front wheel, 21a axle, 21b sprocket, 22 rear wheel,
22a axle, 22b sprocket, 23 belt, 31 front wheel,
31a axle, 31b sprocket, 32 rear wheels, 32a axle,
32b sprocket, 33 belt, 40 battery, 41R electric motor,
41L electric motor, 42R motor shaft, 42L motor shaft,
43R gearbox, 43L gearbox, 44R bearing, 44L bearing,
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 obstacle detection unit, 58 position information acquisition unit, 59 rechargeable battery,
60 input section, 61 rotation speed calculation section, 62 GNSS actual position calculation section,
70 storage unit, 71 input image data, 72 measuring distance information,
73 current position information, 74 route information, 75 transmission monitoring information,
76 Turning correction information, 77 GNSS difference information, 78 GNSS antenna mounting information,
91 communication unit, 92 monitoring control unit, 93 storage unit, 93a reception monitoring information,
100 objects

Claims (8)

The car body,
A travel control unit that controls a drive member that travels the vehicle body;
A storage unit,
The drive members are drive wheels attached to the left and right of the vehicle body,
The storage unit stores in advance turning correction information including the rotation speeds of the left and right drive wheels set corresponding to a predetermined turning operation,
An autonomous traveling device in which the traveling control unit controls the left and right driving wheels using the rotation speeds of the left and right driving wheels in the turning correction information when the vehicle body is turned.
The travel control unit includes an electric motor that rotates the left driving wheel and an electric motor that rotates the right driving wheel, and the number of rotations of the left and right driving wheels in the turning correction information rotates the left and right driving wheels, respectively. The autonomous traveling device according to claim 1, wherein the autonomous traveling device is a rotational speed of the electric motor.
The turning correction information includes information related to turning speed, a turning movement pattern, a snake angle indicating a turning angle, a turning radius of curvature, and the number of rotations of the electric motor that respectively rotates the left and right drive wheels. The autonomous traveling device according to claim 1.
A GNSS antenna that receives radio waves emitted from GNSS satellites,
A position information acquisition unit for acquiring a GNSS measurement value indicating the position of the GNSS antenna from radio waves received by the GNSS antenna;
A GNSS actual position calculation unit for obtaining an actual position of the GNSS antenna,
In the storage unit, GNSS difference information for correcting the GNSS measurement value is stored in advance,
The GNSS actual position calculation unit calculates the actual position of the GNSS antenna using the GNSS measurement value acquired by the position information acquisition unit and the GNSS difference information stored in the storage unit. The autonomous traveling device according to claim 1, wherein
The GNSS difference information includes the actual position of the GNSS antenna, the time, the GNSS measurement value acquired at each time, and the difference between the GNSS measurement value acquired at each time and the actual position of the GNSS antenna. The autonomous traveling device according to claim 4, comprising:
The storage unit stores in advance GNSS antenna mounting information in which the distance between the vehicle body center serving as a fulcrum when the vehicle body rotates stationary and the position where the GNSS antenna is mounted is stored,
The autonomous traveling device according to claim 4, wherein the position of the vehicle body center is obtained using the calculated actual position of the GNSS antenna and GNSS antenna mounting information.
A travel control system comprising an autonomous travel device and a management server,
The autonomous traveling device includes a vehicle body, a traveling control unit that controls drive wheels attached to the left and right of the vehicle body, and a communication unit that communicates with the management server,
A communication unit that communicates with the autonomous traveling device; and a storage unit that stores in advance turning correction information including rotation speeds of left and right drive wheels set in correspondence with a predetermined turning operation of the vehicle body. Prepared,
When causing the vehicle body to turn, the communication unit of the management server transmits the turning correction information stored in the storage unit to the autonomous traveling device,
The traveling control system, wherein the autonomous traveling device controls the left and right driving wheels by using the rotational speeds of the left and right driving wheels of the received turning correction information.
A travel control method for a travel control system comprising an autonomous travel device and a management server,
The autonomous traveling device includes a vehicle body, a traveling control unit that controls drive wheels attached to the left and right of the vehicle body, and a communication unit that communicates with the management server,
A communication unit that communicates with the autonomous traveling device; and a storage unit that stores in advance turning correction information including rotation speeds of left and right drive wheels set in correspondence with a predetermined turning operation of the vehicle body. Prepared,
When causing the vehicle body to turn, the communication unit of the management server transmits the turning correction information stored in the storage unit to the autonomous traveling device,
The travel control method, wherein the travel control unit controls the left and right drive wheels using the rotation speeds of the left and right drive wheels of the turning correction information received by the communication unit of the autonomous travel device.