JP2017123065A - Autonomous travelling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce an unnecessary slow-down or stoppage when there is an obstacle in the vicinity of an autonomous travelling route.SOLUTION: An autonomous travelling device is provided that comprises: a vehicle body; a travelling control unit which controls a driving member causing the vehicle body to travel; a distance detection unit which emits prescribed light to a first obstacle determination area including a forward space in an advance direction, and receives reflection light reflected by an object present in the first obstacle determination area to detect a distance to the object; an obstacle detection unit which detects a location of the object having the distance thereto detected and a direction with respect to the advance direction of the location where the object is present; a storage unit which stores a determination width W1 set as a width allowing the vehicle body to safely travel, and longer than a width of the vehicle body; and a control unit. When the obstacle detection unit detects an object OB1 in the first obstacle determination area, the control unit is configured to cause the vehicle body to travel toward the advance direction while confirming whether the obstacle is present in a second obstacle determination area having the determination width W1.SELECTED DRAWING: Figure 7

Description

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

2. Description of the Related Art Today, autonomous traveling devices that move autonomously are used, such as a transport robot that transports luggage, and a monitoring robot that monitors the situation in and around buildings and in predetermined sites.
Such a conventional autonomous traveling device stores in advance map information and travel route information of an area to be traveled, and uses information acquired from a camera, a distance image sensor, and a GPS (Global Positioning System) to obstruct an obstacle. Traveling on a predetermined route while avoiding

In the conventional autonomous traveling device, when an obstacle is found on the autonomous traveling route, the vehicle travels while decelerating, changes the route, or stops before colliding with the obstacle (for example, Patent Document 1, 2).
To drive safely, for example, when the distance to the obstacle is 10m or more, drive at a relatively high normal speed, start deceleration when within 3m, and within 1m Performs a speed control process such as stopping.

International Publication WO2012 / 164691 JP-A-9-161196

However, when traveling in a narrow passage or when there are a plurality of obstacles separated by a predetermined distance or more, even if there is a traffic width that can safely travel in the traveling direction, In some cases, the vehicle stopped before an obstacle.
In particular, in the case of a monitoring robot that monitors a predetermined site, it is required to perform monitoring within a predetermined time according to a predetermined route. However, there are cases where the deceleration process is frequently performed because an obstacle is found, and the monitoring process may not be completed within a predetermined time.

  Therefore, the present invention has been made in consideration of the above circumstances, and in principle, when it is necessary to decelerate or stop in order to ensure the safety of autonomous driving, decelerate or stop. However, if it is not necessary to decelerate in response to the obstacle detection status in the direction of the traveling route, an autonomous traveling device that travels without decelerating as much as possible and avoids the obstacle and continues traveling is used. The issue is to provide.

  According to the present invention, a predetermined light is emitted to a predetermined first obstacle determination region including a vehicle body, a travel control unit that controls a driving member that drives the vehicle body, and a forward space in the traveling direction, and the first obstacle A distance detector that receives reflected light reflected by an object existing in the determination area and detects a distance to the object; and a position of the object in which the distance is detected in the first obstacle determination area An obstacle detection unit that detects a direction of the position where the object is present with respect to the traveling direction, and a determination width W1 that is set as a width that allows the vehicle body to travel safely and is longer than the vehicle body width. A storage unit that stores the control unit; and a control unit, wherein the distance detection unit is included in the first obstacle determination region, a first detection mode in which a distance to an object is detected in the first obstacle determination region, The width in the direction perpendicular to the traveling direction is the determination width W. A second obstacle determination area having a second detection mode for detecting a distance to the object, and when the vehicle body is traveling in the first detection mode, the obstacle detection unit is configured to detect the first obstacle determination area. In the case where the object OB1 is detected, whether or not there is an obstacle in the second obstacle determination area after the control unit switches the detection mode from the first detection mode to the second detection mode. It is an object of the present invention to provide an autonomous traveling device that travels a vehicle body in the traveling direction while confirming the above.

When the vehicle body is traveling in the second detection mode and the obstacle is not detected in the second obstacle determination area, the vehicle travels in the traveling direction without decelerating, and the second obstacle determination area When an obstacle is detected, the traveling control unit performs a deceleration process.
According to this, even if an object is detected in the first obstacle determination area, if there is no obstacle in the second obstacle determination area having the determination width W1, the vehicle travels in the traveling direction. The required deceleration process can be reduced and the running can be continued.
In addition, when an object exists in the second obstacle determination area having the determination width W1, there is a high possibility that the vehicle will collide with the object if the vehicle continues to travel. Thus, an operation for avoiding the collision by performing a deceleration process It becomes easy to take.

In addition, when the vehicle body is traveling in the first mode and the obstacle detection unit detects a plurality of objects in the first obstacle determination area, the plurality of objects are in directions different from the traveling direction. When the distance Ws between a plurality of objects is larger than the determination width W1, the control unit has the determination width W1 included in the first obstacle determination area between the plurality of objects. A second obstacle determination area or a second obstacle determination area having a width larger than the determination width W1 and smaller than the distance Ws between the objects is set and detected from the first detection mode to the second detection mode. After the mode is switched, the vehicle body is caused to travel in the traveling direction while checking whether there is an obstacle in the second obstacle determination area.
According to this, since the vehicle body travels in the traveling direction while confirming whether there is an obstacle in the second obstacle determination area, the second obstacle determination area set between a plurality of objects. If there is no obstacle, it is possible to pass between a plurality of objects without decelerating.

In addition, when two objects having a distance Ws between objects larger than the determination width W1 are detected in the first obstacle determination area, the control unit determines that the traveling direction of the vehicle body is the distance between the two objects. The traveling direction and position of the vehicle body are adjusted so that the vehicle body passes through substantially the center between the two objects and is perpendicular to the direction of Ws.
According to this, the traveling direction and position of the vehicle body are adjusted so that the vehicle body passes through the approximate center between the two objects, so that the vehicle can pass between the two objects more reliably without deceleration. Become.

Further, when the vehicle body passes by the side of the object OB1 that caused the switch from the first detection mode to the second detection mode, and the object OB1 is not detected in the first obstacle determination area, The detection mode is switched from the second detection mode to the first detection mode.
In addition, a warning sound or warning light is activated during traveling in the second detection mode, and the warning sound or warning light is not activated during traveling in the first detection mode.

Further, the distance detection unit includes a light emitting unit that emits light to the first obstacle determination region in a traveling direction, a light receiving unit that receives light, and a plurality of predetermined measurement points in the first obstacle determination region. A scanning control unit that scans the emission direction of the light so that the light is emitted toward the light source, and the distance detection unit detects the time when the light is emitted from the light emitting unit and the light reflected by the object The distance between the light emitting unit and the plurality of measurement points is calculated using a time difference from the time when it is confirmed that the light is received by the light receiving unit, and the distance from the calculated distance to the object Is detected.
The distance detection unit emits a laser to a two-dimensional space or a three-dimensional space in a predetermined first obstacle determination region, and measures distances at a plurality of measurement points in the first obstacle determination region. It is characterized by using.

According to the present invention, when an object is detected in the first obstacle determination area including the forward space in the traveling direction, the vehicle body is caused to travel while checking whether an obstacle exists in the second obstacle determination area. Therefore, even if an object is detected in the first obstacle determination area, if there is no obstacle in the second obstacle determination area, the vehicle body can travel without deceleration.
Therefore, for example, when autonomously traveling in a predetermined monitoring area according to predetermined route information, even when there is an obstacle near the route or when passing through a narrow passage, it is possible to reduce unnecessary deceleration processing and stopping. And the monitoring process can be completed within the expected time.

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 information memorize | stored in the memory | storage part of this invention. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works in normal driving mode. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works in normal driving mode. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works in vehicle width driving mode. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works in vehicle width driving mode. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works between two obstructions. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works between two obstructions. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works between two obstacles, after changing a course. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works between two obstacles, after changing a course. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works between two obstacles, after changing a course. It is explanatory drawing of one Example of the driving | running | working state in case the autonomous running apparatus of this invention drive | works between two obstacles, after changing a course. It is a flowchart of one Example of the obstacle detection and traveling control of the autonomous traveling apparatus of this invention. It is a flowchart of one Example of the obstacle detection and traveling control of the autonomous traveling apparatus of this invention. It is a flowchart of one Example of the obstacle detection and traveling control of the autonomous traveling apparatus of this invention. It is a flowchart of one Example of the obstacle detection and traveling control of the autonomous traveling apparatus of this invention.

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, as 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.
However, when traveling in a narrow passage, or when an obstacle is detected but traveling is possible without colliding with the obstacle, autonomous traveling is continued without deceleration.

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

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

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

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

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

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

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

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

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

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

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

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

FIG. 3 shows a block diagram of a configuration of an embodiment of the autonomous traveling device of the present invention.
3, the autonomous traveling device 1 of the present invention mainly includes a control unit 50, a distance detection unit 51, a travel control unit 52, a wheel 53, a communication unit 54, a camera 55, an image recognition unit 56, an obstacle detection unit 57, A position information acquisition unit 58, a rechargeable battery 59, a speed detection unit 60, a monitoring information acquisition unit 61, 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 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 detector (LIDAR) 51 (FIG. 6A) and a view seen from the rear (FIG. 6B). Show.
In FIG. 5, one point indicates a position (hereinafter referred to as a measurement point) where the laser hits on a two-dimensional plane (vertical plane) in a vertical direction at a position separated by a predetermined distance.

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

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

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

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

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

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

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

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

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

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

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

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

The 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 is present 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, the angle of the position where the obstacle exists can be calculated by setting the traveling direction as the reference zero degree for determining the direction. That is, it is possible to detect a direction in which an obstacle exists in the traveling direction.

In addition, when multiple obstacles are detected at different positions in the laser scanning area, in addition to the size, position, shape, distance, and direction of the traveling direction, the obstacles are detected for each obstacle. The distance between objects (distance between obstacles) is also calculated.
Information about these detected obstacles (for example, distance, position, direction, size, distance between obstacles) is stored in the storage unit 70 as obstacle information 77 as will be described later.
However, since the obstacle information 77 is always acquired even while the vehicle is traveling, it is updated every predetermined time.

  By using the distance to the obstacle detected as described above, the direction of the obstacle with respect to the traveling direction, the distance between the plurality of obstacles, etc., the change of the traveling direction of the vehicle and the speed control are performed, In particular, if it is determined that it is not necessary to decelerate even if an obstacle is found in the traveling direction, the vehicle continues running without decelerating.

The position information acquisition unit 58 is a part that acquires information (latitude, longitude, etc.) indicating the current position of the vehicle. For example, the current position information 73 may be acquired using GPS (Global Position System). .
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 as in the case of GPS. 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) Also good.

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

  The speed detection unit 60 is a part that detects the speed during travel of the vehicle 1 and mainly corresponds to an encoder attached to the wheel 53. The CPU acquires speed information from the speed detection unit 60 in real time, and controls the traveling control unit 52 according to the situation to accelerate or decelerate.

In addition to the above-described components, a collision detection unit that detects that the vehicle 1 has collided with, touched, or approached an obstacle while traveling may be provided. 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.
For example, it is preferable that a plurality of collision detection units are attached at a predetermined distance from each other between the elastic member constituting the bumper and the vehicle body.
When the collision detection unit detects a collision with an obstacle after the traveling control unit 52 executes the vehicle deceleration process, the traveling control unit 52 stops the vehicle body so that the vehicle body is not damaged. Execute the process. Further, the CPU may recognize the position where the obstacle exists based on the signal output from the collision detection unit. Further, based on the recognized position information of the obstacle, the CPU stops the vehicle body or determines a direction to travel next while avoiding the obstacle.

  The storage unit 70 is a part that stores information and programs necessary for executing each function of the autonomous mobile device 1, and includes a semiconductor storage element such as ROM, RAM, and flash memory, a storage device such as HDD, SSD, Other storage media are used. The storage unit 70 includes, for example, input image data 71, measurement distance information 72, current position information 73, route information 74, transmission monitoring information 75, set speed information 76, obstacle information 77, operation mode 78, deceleration area information 79. , A vehicle width determination area 80 and the like are stored.

  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 73 is stored for each measuring point belonging to the predetermined distance measuring area, and is stored in association with the position information of each measuring point. For example, when there are m measuring points in the horizontal direction and n measuring points in the vertical direction, the light receiving distances L0 corresponding to the total of m × n measuring points are stored.

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

  The current position information 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 GPS. This information is used, for example, to determine the course of the vehicle.

  The route information 74 is stored in advance as a map of a route on which the vehicle should travel. For example, when the route and area to be moved are fixedly determined in advance, the route information 74 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 of various monitoring targets acquired during traveling and stopping, and is information transmitted to the management server 5 via the network 6. This information includes, for example, input image data 71 photographed by the camera 55, travel distance, travel route, environment data (temperature, humidity, radiation, gas, rainfall, voice, ultraviolet light, etc.), terrain data, obstacle data, Includes road surface information and warning information.
In order to acquire such monitoring information, for example, it is preferable to include a thermometer, a hygrometer, a microphone, a gas detection device, and the like.

The set speed information 76 corresponds to the travel speed of the vehicle, and the current travel speed is set based on this information.
For example, when traveling on a route without an obstacle, a relatively high speed is set in the set speed information 76, and the travel control unit 52 moves the wheels so as to travel at the speed set in the set speed information 76. 53 is controlled.
When it is determined that it is necessary to decelerate by detecting an obstacle or a step, a relatively slow speed is set in the set speed information 76.

  The obstacle information 77 is information on the detected obstacle, such as the distance from the current position to the obstacle, the shape, position, direction, size, color, distance between obstacles, height difference, inclination angle, etc. It is the information which consists of. For example, the distance detection unit 51 acquires the shape and size of the obstacle, and the distance to the obstacle, and stores them as a part of the obstacle information 77. The camera 55, the image recognition unit 56, and the obstacle detection unit 57 also acquire information that identifies the obstacle.

The operation mode 78 (MD) means the type of driving state of the vehicle, and mainly a mode when no obstacles are detected (referred to as a normal driving mode M1) and a mode when obstacles are detected. (Referred to as vehicle width travel mode M2).
The normal travel mode M1 corresponds to the first detection mode described above, and is a mode in which the vehicle travels while detecting obstacles or the like over the entire range where the laser can be scanned.
The vehicle width travel mode M2 corresponds to the above-described second detection mode, and is a mode in which the vehicle travels by limiting the range in which an obstacle or the like is detected out of the entire range in which the laser can be scanned. In particular, as described later, when two objects are detected, this is a mode in which a range in which other obstacles are detected is limited to the two objects. In this case, a rectangular space having a width slightly wider than the vehicle's own width (vehicle width W0) in the traveling direction space is set as a range for detecting other obstacles.
Further, a warning sound or warning light (not shown) is activated during traveling in the vehicle width traveling mode (second detection mode), and a warning sound or warning light is not activated during traveling in the normal traveling mode (first detection mode). You may do it.

The deceleration area information 79 is information in which an area for detecting the presence of an obstacle is set. In principle, when it is detected that an obstacle exists in the set area, deceleration processing is performed.
However, as will be described later, when two obstacles are detected in the advancing direction and the distance Ws between these obstacles is larger than a preset determination width W1, even if the vehicle travels straight in the advancing direction. If the vehicle can pass between obstacles without hitting an obstacle, the deceleration process is not performed.
As the deceleration area information 79, as will be described later, for example, one of an obstacle determination area A1 and a vehicle width determination area A2 is set corresponding to the traveling state.

The vehicle width determination region 80 (A2) is one of the region information set in the deceleration region information 79 described above, and the size of the region is set in advance corresponding to the vehicle width W0 of the autonomous traveling device. .
The vehicle width determination area 80 (A2) is a rectangular space area defined by the determination width W1 and the determination depth L1, as shown in FIG.
The determination width W1 is a width in a direction perpendicular to the traveling direction, is set as a width that allows the vehicle body to travel safely, and is stored in advance as a width that is longer than the vehicle body width (vehicle width W0). Is done.
When the vehicle width determination area 80 (A2) is set in the deceleration area information 79, it is determined whether an obstacle or the like exists in the vehicle width determination area 80.
However, the vehicle width determination area A2 is described as an area of a rectangular space in the following embodiments, but is not limited to this shape.
For example, a sector shape or an inverted triangle shape that opens farther in the traveling direction may be set as the vehicle width determination region A2.

<Description of information stored in storage unit>
FIG. 7 shows an explanatory diagram of main information among the information stored in the storage unit 70.
FIG. 7A shows an example of four pieces of information stored in the storage unit 70, and FIGS. 7B to 7D show explanatory diagrams of these pieces of information.
As described above, the deceleration area information 79 (GA) sets an area for detecting an obstacle. In the following embodiment, one of the two areas (A1, A2) is set. Shall.
The two areas are an obstacle determination area A1 corresponding to the first obstacle determination area and a vehicle width determination area A2 corresponding to the second obstacle determination area.

FIG. 7B shows an example of the obstacle determination area A1.
FIG.7 (b) has shown the top view which looked at the autonomous traveling apparatus 1 from the upper direction, and has shown the state which the autonomous traveling apparatus 1 is drive | working upwards on the paper surface.
In FIG. 7B, the fan-shaped area in front of the autonomous traveling device 1 in the traveling direction is the obstacle determination area A1.
The fan-shaped region is a region determined by the detection angle α and the detection distance L, and when an obstacle exists in the region opened by an angle α / 2 in the left-right direction with respect to the traveling direction, Obstacles shall be detected.
Here, for the sake of explanation, the detection angle α is set to an angle of 180 degrees or less, but may be an angle of 180 degrees or more, for example, an angle of about 270 degrees. Moreover, the detection distance L is about 25 m, for example.
When an operation mode 78 (MD), which will be described later, is a normal travel mode M1, it is checked whether or not an obstacle exists in the obstacle determination area A1.

FIG. 7C shows an example of the vehicle width determination area A2.
In FIG. 7C, the vehicle width determination area A2 is an area indicated by hatching, and is inside the obstacle determination area A1 described above, and has a rectangular shape with the size of the vertical L1 and the horizontal W1 as shown in the figure. The area is However, as described above, the shape of the vehicle width determination region A2 is not limited to a rectangle.
The length in the vertical direction (also referred to as determination depth) L1 is the length in the direction parallel to the traveling direction, and the length in the horizontal direction (also referred to as vehicle width determination width or determination width) W1 is perpendicular to the traveling direction. The length of the direction.

The vehicle width determination area A2 is set when an object is detected in the obstacle determination area A1.
The area A2 is a rectangular space in the forward direction of the traveling direction that has a determination width W1 that is a direction perpendicular to the traveling direction and that has the center of the vehicle body as a midpoint.
However, when the attachment position of the LIDAR that is the distance detection unit 51 is deviated from the center of the vehicle body, a front rectangular space having a determination width W1 with the attachment position of the light emitting unit 51a constituting the LIDAR as a midpoint, It is good also as vehicle width determination area | region A2.
In addition, when going straight, the front rectangular area shown in FIG. 7 (c) may be the vehicle width determination area A2, but when turning right or left, the direction of turning corresponds to the angle of turn. A rectangular area having a determination width W1 inclined at a predetermined angle may be used as the vehicle width determination area A2.
When the vehicle width determination area A2 is set, that is, when the operation mode MD becomes the vehicle width travel mode M2, an obstacle is detected in the rectangular space of the area A2 using information detected by the obstacle detection unit 57. The vehicle body is made to travel in the traveling direction while checking whether or not it exists.

Assuming that the lateral length (vehicle width) of the vehicle 1 is W0, the lateral length (determination width) W1 of the vehicle width determination area A2 is W1> W0 in consideration of the vehicle width W0. Is preset.
The determination width W1 corresponds to the length of the passage width that can travel safely when the vehicle 1 having the vehicle width W0 travels straight in the traveling direction.
Ideally, if W1 is set to be slightly larger than W0, the vehicle 1 can travel on the road having the passage width W1. Considering that the vehicle 1 is shaken from side to side due to an error or the like, the determination width W1 is preferably set to be, for example, about 1 m larger than the vehicle width W0.

The determination width W1 and the determination depth L1 of the vehicle width determination area A2 may be stored in advance in the storage unit 70 as the vehicle width determination area information 80.
Further, the vehicle width determination area A2 detects two obstacles at positions separated by a predetermined distance, and decelerates when the distance Ws between the two obstacles is larger than the determination width W1 (Ws> W1). The area information GA is set.

FIG. 7D shows a state in which two obstacles (OB1, OB2) are detected in the obstacle determination area A1.
When LIDAR is used as the distance detection unit 51, if it is detected that there is an obstacle in the area A1, the distance from the vehicle 1 to each obstacle is measured, and two obstacles (OB1, OB2) are obtained. Existing positions and directions are also obtained.
Therefore, the distance Ws between the two obstacles can be calculated by a predetermined calculation formula by using information such as the acquired distance and direction.
When the calculated distance between obstacles Ws is larger than the pre-stored determination width W1 (Ws> W1), the vehicle width determination area A2 having the determination width W1 is set in the obstacle determination area A1, and thereafter The vehicle 1 travels without decelerating in the vehicle width travel mode M2.
The determination width W1, which is the horizontal length of the rectangular space in the area A2, is set so as to enter between two obstacles.

In the vehicle width travel mode M2, the vehicle travels in the traveling direction while checking whether there is an obstacle inside the vehicle width determination area A2 in the obstacle determination area A1.
That is, the vehicle travels while checking whether there is another obstacle between the two detected obstacles OB1 and OB2.
If there is no other obstacle in the vehicle width determination area A2 that is a rectangular space ahead in the traveling direction, the vehicle may travel in the traveling direction without decelerating.
On the other hand, when another obstacle is detected in the area A2, the vehicle may decelerate or stop.

As described above, the obstacle information 77 includes the distance to the obstacle, the position, the direction, the size, the distance between the obstacles, and the like. Since these pieces of information are acquired while autonomously traveling, they change every moment. To do.
For example, the position of the obstacle is stored in two-dimensional or three-dimensional spatial coordinates, and the direction may be stored as an angle with respect to the traveling direction. Also good.
As the operation mode 78 (MD), a plurality of modes may be set in advance based on the traveling situation, traveling speed, GPS reception accuracy, and the like. Here, the normal traveling mode M1 and the vehicle width traveling mode M2 are set. Two modes are set in advance.
The normal travel mode M1 is a mode in which the vehicle travels at a relatively high speed while no obstacle is detected in the obstacle determination area A1, and is, for example, a mode in which the vehicle travels at a constant speed of 5 km per hour (speed V1 = 5).

As described above, the vehicle width travel mode M2 is a mode that is set when the vehicle width determination area A2 is set. As a general rule, the vehicle travel mode M2 differs from the normal travel mode M1 in the size of the area for detecting obstacles. Only in the mode of traveling at the same speed V1.
That is, when the vehicle width travel mode M2 is set, two obstacles are detected in the obstacle determination area, but the distance Ws between the two obstacles is larger than the determination width W1, so that the vehicle 1 The vehicle travels in the vehicle width determination area A2 between the two obstacles at the same speed V1 as in the normal travel mode M1 without decelerating.
However, when a new obstacle is detected in the vehicle width determination area A2, the vehicle is decelerated or stopped.

  The determination width W1 and the determination depth L1 of the information 80 for determining the size of the vehicle width determination area A2 may be fixedly set in advance. The determination width W1 is set in advance as a width that allows the vehicle body to travel safely, but may be set to a value that is at least larger than the vehicle width W0. However, the setting value of the determination width W1 may be changed in consideration of the relationship with the vehicle width W0 and the width of the passage where the vehicle travels.

<Example of obstacle detection>
Below, some examples are shown about change of a run state when an obstacle is detected during autonomous run.
Example 1
FIG. 8 shows a first embodiment of the traveling state when traveling in the normal traveling mode.
FIG. 8A shows a case where no obstacle is detected in the obstacle determination area A1 in the traveling direction when traveling in the normal traveling mode M1.
In this case, the vehicle 1 travels at a constant speed V1 without decelerating.
FIG. 8B shows a case where one obstacle OB1 is detected inside the obstacle determination area A1 in the traveling direction when traveling in the normal traveling mode M1.
It is assumed that the object (obstacle OB1) detected in the obstacle determination area A1 exists in the forward space in the traveling direction having the determination width W1.
At this time, from the measured distance Lm to the obstacle OB1 and the position information of the obstacle, if the obstacle OB1 is slightly on the left in the traveling direction but is substantially on the path in the traveling direction, the distance Lm to the obstacle is If the distance for starting deceleration is shorter than the distance set in advance, deceleration processing is performed.
That is, when the object OB1 detected in the area A1 is present in the traveling direction space having the determination width W1 including the position where the vehicle is present, if the distance Lm to the object is shorter than the predetermined distance, Performs deceleration processing.

FIG. 8C shows a case where one obstacle OB1 is detected inside the obstacle determination area A1 when traveling in the normal traveling mode M1, and the measurement distance Lm to the obstacle OB1 is very large. The case where it became short is shown.
For example, the distance Lx to stop when approaching further is set and stored in advance, and the vehicle 1 is stopped when the measurement distance Lm to the obstacle OB1 becomes shorter than Lx.

(Example 2)
FIG. 9 shows a second embodiment of the traveling state when traveling in the normal traveling mode.
FIG. 9A shows that when the vehicle travels in the normal travel mode M1, the obstacle OB1 exists on the left front side, but the obstacle OB1 still enters the obstacle determination area A1 in the traveling direction. It shows a case that is not.
In this case, since no obstacle is detected in the obstacle determination area A1, the vehicle 1 travels at a constant speed V1 without being decelerated.

FIG. 9B shows a state after a predetermined time has elapsed from the traveling state of FIG.
Here, it is assumed that the presence of the obstacle OB1 is detected because a part of the obstacle OB1 has entered the obstacle determination area A1.
In addition, by acquiring the measurement distance Lm to the obstacle OB1 and the information on the position and direction of the obstacle, the obstacle OB1 is on the left side of the area A1, and is not on the path in the traveling direction. Suppose that it is confirmed that it exists outside the determination width W1.
From the above confirmation contents, even if the vehicle 1 travels straight in the traveling direction as it is, it does not collide with the obstacle OB1, and therefore, the vehicle 1 continues to travel without decelerating at a constant speed V1.

FIG. 9 (c) shows a state after a predetermined time has elapsed from the traveling state of FIG. 9 (b).
Here, a case where the obstacle OB1 is no longer detected inside the obstacle determination area A1 is shown.
That is, even if the vehicle 1 goes straight without decelerating as it is, the obstacle OB1 passes through the left side of the vehicle 1, so the vehicle 1 does not collide with the obstacle OB1.
Therefore, the vehicle 1 continues traveling without decelerating at a constant speed V1.

(Example 3)
FIG. 10 shows a third embodiment of the traveling state when traveling in the vehicle width traveling mode.
FIG. 10A shows a case where the vehicle 1 is about to enter a passage having a wall that is slightly wider than the determination width W1 of the vehicle width determination area A2.
Here, for ease of explanation, a case is shown in which the vehicle 1 is about to enter almost the middle of the passage. The width of the passage is set to a substantially constant value Ws, and Ws> W1.
If the vehicle 1 is traveling in the normal travel mode M1 immediately before entering the passage, the obstacle determination area A1 is set as the deceleration area information 79, and there is an obstacle inside the obstacle determination area A1. Drive while checking whether or not.

In FIG. 10A, a part of the walls A and B on both sides of the passage enters the obstacle determination area A1, and thus a part of the walls A and B is detected as an obstacle. At this time, the obstacle information 77 as shown in FIG. 7A is acquired.
For example, the distance between the wall A and the wall B detected as two obstacles (inter-obstacle distance Ws) is calculated as the width of the passage.
Further, since the positions and directions of the walls A and B are also acquired, it is detected that the walls A and B exist in the left and right directions, respectively, with respect to the traveling direction.

Although two obstacles (wall A and wall B) are detected, the distance Ws between the obstacles is larger than the determination width W1, so the vehicle width determination area A2 is set as the deceleration area information 79. A check is made as to whether an obstacle exists in the vehicle width determination area A2.
That is, the vehicle width determination area A2 determined by the determination width W1 in the direction perpendicular to the traveling direction and the determination depth L1 in the direction parallel to the traveling direction is set in the obstacle determination area A1. The Further, the operation mode MD is set to the vehicle width travel mode M2.
Here, if the light emitting unit 51a of the distance measuring unit 51 is provided at the center position in front of the vehicle body, the determination width W1 is set to have a length of W1 / 2 in the horizontal direction from the center of the vehicle body. The
However, in the traveling state of FIG. 10A, the vehicle 1 is within the range of the distance Ws between the two walls A and B and no other obstacles have been detected in the traveling direction. Travels in the direction of travel without decelerating.

FIG. 10B shows a case where the vehicle 1 is traveling in the passage after a predetermined time has elapsed from the traveling state of FIG.
Here, it is assumed that the obstacle OB1 exists in the back of the passage, but the obstacle OB1 has not been detected yet in the vehicle width determination area A2.
Therefore, in the traveling state of FIG. 10B, the vehicle 1 continues traveling in the traveling direction without decelerating.

FIG. 10C shows a case where an obstacle OB1 is detected inside the vehicle width determination area A2 during traveling in the passage after a predetermined time has elapsed from the traveling state of FIG. 10B. .
In this case, by acquiring the obstacle information 77 of the obstacle OB1, the obstacle OB1 exists on the left side with respect to the traveling direction, the distance to the obstacle OB1 is Lm, and its position is determined from the determination width W1. Is also detected to be inside.
Assuming that the distance Lm to the obstacle OB1 is smaller than a predetermined distance to be decelerated, the vehicle 1 decelerates and travels in the same traveling direction.
As described above, even if the road width is narrow, if the passage width is wider than the determination width W1 set in consideration of the vehicle width W0, the vehicle may be able to travel without deceleration.

Example 4
FIG. 11 shows a fourth embodiment of the traveling state when traveling in the vehicle width traveling mode.
In FIG. 11, a case will be described in which the vehicle passes between two obstacles located at a predetermined distance or more, instead of traveling along a passage having walls on both sides.
It is assumed that there are two obstacles (OB1, OB2) at positions separated by a distance Ws in the traveling direction of the vehicle. Here, the distance between obstacles Ws> the determination width W1.
In FIG. 11A, it is assumed that two obstacles (OB1, OB2) are detected in the obstacle determination area A1 while the vehicle 1 is traveling in the normal traveling mode M1.
At this time, the obstacle information 77 of the two obstacles is acquired, the positions of the two obstacles are the left side and the right side in the traveling direction, and it is detected that the distance Ws between the obstacles is larger than the determination width W1. Then, the operation mode MD is switched to the vehicle width travel mode M2.

Further, a rectangular vehicle width determination area A2 composed of the determination depth L1 and the determination width W1 is set in the deceleration area information 79, and then it is checked whether there is an obstacle inside the area A2.
If the distance Ws between the two obstacles is larger than the determination width W1 (Ws> W1), and the vehicle 1 is traveling approximately near the center of the distance Ws, it does not collide with the obstacles (OB1, OB2). So it travels in the direction of travel without slowing down.

In FIG. 11A, the distance between obstacles Ws is illustrated as being slightly larger than the determination width W1, but Ws may be considerably larger than W1. Thus, when the distance Ws between obstacles is considerably larger than the determination width W1, the determination width W1 is not used as the lateral length of the vehicle width determination area A2, but the obstacle is larger than the determination width W1. A width smaller than the inter-object distance Ws may be set.
That is, the vehicle width determination area A2 of a rectangular space with a fixed vertical and horizontal length is not used as an area for checking the presence / absence of an obstacle, but automatically according to the distance Ws between two obstacles. In addition, the lateral length of the vehicle width determination area A2 may be changed.

FIG.11 (b) has shown the case where the vehicle 1 further drive | worked to the advancing direction after Fig.11 (a). Here, it is assumed that the two obstacles (OB1, OB2) have moved out of the obstacle determination area A1.
If the vehicle 1 is traveling at a constant speed V1, the distance to the obstacles (OB1, OB2) has already been measured in the state of FIG. 11 (a), so the traveling speed and the distance to the obstacle. And the position information of the obstacle, it is possible to calculate an approximate time for the two obstacles to go out of the obstacle determination area A1.
Thereafter, since the two obstacles (OB1, OB2) are not detected, the area where the obstacle is detected is returned from the vehicle width determination area A2 to the obstacle determination area A1. That is, the obstacle determination area A1 is set in the deceleration area information 79, and the process returns to the normal travel mode M1.
In the case of FIG. 11B as well, the vehicle 1 does not collide with two obstacles, and thus travels in the traveling direction without decelerating.

FIG. 11C shows a case where, after FIG. 11A, the vehicle 1 travels in the traveling direction, and a new obstacle OB3 is detected inside the vehicle width determination area A2. .
At this time, since the obstacle OB3 exists in the vehicle width determination area A2, the vehicle may collide with the obstacle OB3 as it proceeds.
Therefore, when the obstacle OB3 is detected in the vehicle width determination area A2, the vehicle is decelerated.
As described above, even if two obstacles are detected, if the interval Ws between the two obstacles is larger than a predetermined determination width W1 set in consideration of the vehicle width W0, the vehicle is not decelerated. In some cases, the vehicle can travel, and when a new obstacle is detected within the range of the determination width W1, the vehicle may be decelerated.

In FIG. 11A, the case where two obstacles are detected in the obstacle determination area A1 while traveling in the normal driving mode M1 is shown. When an obstacle is detected only in the unidirectional area on the left half or right half of the center of the vehicle body in the traveling direction within the area, the rectangular shape is limited only to the left or right unidirectional area where the obstacle is detected. The vehicle width determination area A2 may be set.
For example, when one obstacle OB1 is detected only in the left half unidirectional area in the determination width W1 area of FIG. 11A, the vehicle width determination area only in the left half unidirectional area. A2 may be set.
Further, at this time, the travel mode only on the side where the vehicle width determination area A2 is set may be switched to the vehicle width travel mode M2, and the normal travel mode M1 may be left for the portion that remains in the obstacle determination area A1.

(Example 5)
FIG. 12 and FIG. 13 show a detailed embodiment when the vehicle passes between two obstacles.
Here, when the obstacle detection unit 57 detects a plurality of objects (two obstacles in FIG. 12) in the obstacle determination region A1, the plurality of objects are respectively in different directions with respect to the traveling direction. A case where the distance Ws between the plurality of objects exists and is larger than the determination width W1 will be described.
In this case, a rectangular space having a determination width W1 or a rectangular space larger than the determination width W1 and smaller than the inter-object distance Ws is set between a plurality of objects, and an obstacle exists in the rectangular space. The vehicle body is made to travel in the traveling direction while confirming whether or not to do so.

FIG. 12A shows a case where the vehicle 1 is traveling at a constant speed in the normal traveling mode M1. In this state, it is checked whether an obstacle exists in the obstacle determination area A1.
In FIG. 12A, it is assumed that two obstacles (OB1, OB2) are present at a distance Ws ahead of the traveling direction. Here, it is assumed that the distance Ws between obstacles is larger than the determination width W1 (Ws> W1).
Further, it is assumed that the traveling direction of the vehicle 1 is approximately near the center of the distance Ws between the two obstacles.
If these two obstacles (OB1, OB2) have not yet been detected inside the obstacle determination area A1, the vehicle 1 continues to travel at a constant speed without decelerating.

FIG.12 (b) has shown after predetermined time passed from the driving | running | working state of Fig.12 (a).
Here, it is assumed that a part of two obstacles (OB1, OB2) enters the obstacle determination area A1 and the presence of the two obstacles is detected. In this case, the distance to the two obstacles, the position, the direction, the distance between the two obstacles Ws, and the like are acquired and stored as the obstacle information 77.
From these acquired information, the two obstacles (OB1, OB2) are respectively on the left side and the right side with respect to the traveling direction, the distance Ws between obstacles is larger than the determination width W1, and the vehicle 1 is 2 It can be seen that the vehicle is running near the center between the two obstacles.

In FIG. 12B, although two obstacles are detected, the distance Ws between the obstacles is larger than the determination width W1, and the vehicle 1 travels in the vicinity of the center between the two obstacles. Therefore, it does not collide with an obstacle yet and travels in the traveling direction without decelerating.
Therefore, since two obstacles separated by a predetermined determination width W1 or more are detected, the operation mode MD is switched to the vehicle width travel mode M2 as shown in FIG. 12 (c).
Further, the vehicle width determination area A2 having the determination width W1 and the determination depth L1 is set in the deceleration area information 79, and it is confirmed whether or not an obstacle exists in the rectangular area A2 between the two obstacles. However, the vehicle body is made to travel in the direction of travel.

  FIG. 12 (c) is the same state as the traveling state of FIG. 11 (a), but no obstacle is detected in the vehicle width determination area A2 in the traveling state of FIG. 12 (c). Therefore, the vehicle continues to travel in the traveling direction without decelerating.

Next, FIG. 13A shows the same state as shown in FIG.
That is, when a predetermined time elapses from the state of FIG. 12C, the state of FIG. 13A is obtained, and the two obstacles (OB1, OB2) are not only the vehicle width determination area A2, but also the obstacle determination area. It is no longer detected in A1.
In this case, since the two obstacles are no longer detected, the area for detecting the obstacle is returned from the vehicle width determination area A2 to the obstacle determination area A1 as shown in FIG. The mode MD is switched to the normal travel mode M1.
That is, the obstacle determination area A1 is set in the deceleration area information 79.
In the case of FIG. 13A and FIG. 13B as well, the vehicle 1 does not collide with the two obstacles (OB1, OB2), so the vehicle 1 continues traveling in the traveling direction without decelerating. .

FIG.13 (c) has shown the driving | running state after predetermined time passed from the driving | running | working state of FIG.13 (b).
The two obstacles (OB1, OB2) are almost directly beside the vehicle 1, and the vehicle 1 passes between the two obstacles.
Also in this case, if no new obstacle is detected in the obstacle determination area A1, the vehicle continues traveling without decelerating.
As described above, when there are two obstacles ahead of the traveling direction with an interval larger than the determination width W1, when the vehicle 1 travels substantially in the middle between the obstacles, the vehicle 1 Can pass between two obstacles without slowing down.

FIG. 18 shows a flowchart of an embodiment of the obstacle detection and travel control shown in FIGS.
In this flowchart, as shown in FIG. 12 and FIG. 13, when the distance Ws between two obstacles found in the obstacle determination area A1 is larger than the predetermined vehicle width determination width W1, in principle, Then, the vehicle continues traveling without decelerating, sets the vehicle width determination area A2 in the obstacle determination area A1, and checks whether there is an obstacle in the area A2.

Initial setting is performed in steps S1 to S4 in FIG.
First, in step S1, the control unit 50 reads the route information 74 from the storage unit 70 and recognizes the route to be traveled from now on.
In step S2, the obstacle determination area A1 is set in the deceleration area information GA79 of the storage unit 70 (GA = A1).
As a result, as shown in FIGS. 5 and 7B, the fan-shaped region is set as a region for checking the presence or absence of an obstacle.

In step S3, the normal travel mode M1 is set as the operation mode MD of the storage unit 70 (MD = M1). Thus, in principle, the vehicle travels at a constant speed according to the route indicated by the route information while detecting the presence or absence of an obstacle with respect to the deceleration region GA set in the deceleration region information 79.
In step S4, a preset normal speed V1 is set in the set speed information V of the storage unit 70 (V = V1). For example, V1 = 5 km / hour is set.

After the above initial setting, in step S5, the travel control unit 52 controls the wheels 53 to autonomously travel on the route at the speed of the set speed information V.
When the vehicle is traveling autonomously, distance detection processing by the distance detection unit 51, image capturing by the camera 55, image recognition processing of input image data, speed detection processing, monitoring information acquisition processing, and the like are also performed.
In step S6, the obstacle detection unit 57 checks whether there is an obstacle inside the deceleration area GA.
Here, when the presence of an obstacle is detected, as described above, obstacle information 77 such as the position, direction, and distance of the detected obstacle is acquired and stored.

In step S7, if there is an obstacle in the deceleration area GA, the process proceeds to step S14, and if not, the process proceeds to step S8.
In step S8, since the obstacle has not been detected yet, the set speed information V is kept at the normal speed V1.
In step S9, the current operation mode MD stored in the storage unit 70 is checked.
If the operation mode MD is the normal running mode M1, the process returns to step S5.
If the operation mode MD is the vehicle width travel mode M2, the process proceeds to step S10.
In step S10, it is checked whether there is an obstacle inside the obstacle determination area A1.
In step S11, if there is an obstacle in the obstacle determination area A1, the process returns to step S5, and if not, the process proceeds to step S12.

In step S12, since no obstacle is detected, the obstacle determination area A1 is set in the deceleration area GA as in step S2 (GA = A1).
In step S13, as in step S3, the normal travel mode M1 is set as the operation mode MD (MD = M1).
Thereafter, the process returns to step S5.

In step S14, since an obstacle is detected, it is checked whether there is an obstacle within the vehicle width determination width W1 in the direction perpendicular to the traveling direction. The vehicle width determination width W1 corresponds to the lateral length of the vehicle width determination area A2 shown in FIG.
For example, using the obstacle information 77 as shown in FIG. 7A acquired for the detected obstacle, it is checked whether or not the obstacle exists in W1.
When two or more obstacles are detected, the distance Ws between the obstacles is calculated, and it is checked whether or not Ws is larger than W1.
If there is no obstacle in the vehicle width determination width W1, the process proceeds to step S15, and if there is an obstacle, the process proceeds to step S18.

In step S15, since there is no obstacle in the determination width W1 in the traveling direction, it is determined that there is no problem even if the vehicle travels as it is without decelerating. Perform (V = V1).
In step S16, an obstacle is detected. However, since there is no obstacle in the determination width W1, the vehicle is included in the deceleration area information GA in order to limit the area in which the obstacle is detected in the determination width W1. A width determination area A2 is set (GA = A2).
In step S17, the vehicle width travel mode M2 is set as the operation mode MD (MD = M2). Thereafter, the process returns to step S5.
When the settings in steps S15 to S17 are performed, an obstacle is detected. However, as shown in FIGS. 12B and 12C, the obstacle is included in the determination width W1 in the traveling direction. Has not been detected yet, the vehicle continues to travel forward without decelerating.

In step S18, since there is an obstacle in the determination width W1 of the traveling direction of the vehicle, for example, as shown in FIG. 11C, there is a high possibility that the vehicle will collide with the obstacle when traveling at this speed. First, in the acquired obstacle information 77, it is checked whether or not the distance Lm to the obstacle is smaller than a preset stop determination distance Lp.
If Lm <Lp, the process proceeds to step S20, and if not, the process proceeds to step S19.
In step S19, since the distance Lm to the obstacle is still longer than the stop determination distance Lp, the slow speed V2 (<V1) slower than the normal speed V1 is set in the set speed information V and decelerates (V = V2). Thereafter, the process returns to step S5.
On the other hand, in step S20, since Lm <Lp, it is determined that the distance Lm to the obstacle is quite short, and the traveling is stopped. Thereafter, the process may return to step S5 or wait for an instruction from a vehicle control person or a user.

In this flowchart, as shown in FIG. 12 and FIG. 13, the vehicle mainly travels between two obstacles located at a distance wider than the vehicle width determination width W1 and approximately in the middle between them. If you do, continue running without decelerating.
When the vehicle does not travel near the center between two obstacles, the travel control as in Example 6 shown below may be performed.

(Example 6)
14 and 15 show a case where the vehicle passes between two obstacles, travels on a route close to one of the obstacles, and approaches the obstacle.
Here, two objects are detected in the obstacle determination area A1, and the distance Ws between the two objects is larger than the determination width W1, and the vehicle body traveling direction and position are adjusted. ,explain.
For example, the stationary movement of the vehicle body and the movement in a predetermined direction are performed so that the traveling direction of the vehicle body is perpendicular to the direction of the distance Ws between the two objects and the vehicle body passes almost the center between the two objects. By adjusting the travel direction and position,

FIG. 14A shows a case where the vehicle 1 is traveling at a constant speed in the normal traveling mode M1.
In the traveling state of FIG. 14A, it is checked whether there is an obstacle in the obstacle determination area A1 set in the deceleration area GA, but an obstacle is still detected in this area A1. I ’m not driving, so I ’m driving without slowing down.
Further, there are two obstacles (OB1, OB2) separated by a distance Ws (> W1) ahead of the traveling direction of the vehicle 1, and the vehicle 1 travels on a path closer to the left obstacle OB1. It shall be.
Here, if the vehicle 1 continues to travel in such a traveling direction, it is assumed that one obstacle OB1 may be detected and collide with the obstacle OB1.

FIG. 14B shows a case where a predetermined time has elapsed from the traveling state of FIG.
Here, it is assumed that one obstacle OB1 is detected in the obstacle determination area A1 in a slightly left direction in the traveling direction of the vehicle.
When the obstacle OB1 is detected, the obstacle information 77 for the obstacle OB1 is acquired.
For example, the distance Lm to the obstacle OB1, the position, direction, and size of the obstacle OB1 are acquired.
From these obstacle information 77, the obstacle OB1 is present in a slightly left direction in the traveling direction of the vehicle 1, and the determination width W1 in the vertical direction of the traveling direction centered on the center of the vehicle 1 (left and right direction on the paper surface) Suppose that it is confirmed that it is inside.
In this case, if the vehicle 1 continues to travel as it is, it is determined that the vehicle 1 may collide with the obstacle OB1, and the vehicle 1 is moved as shown in FIG.

FIG. 14C shows a case where, after FIG. 14B, the vehicle 1 is stopped at the current position of the vehicle 1 and then changed in the stationary direction (rotated rightward) in the right direction. For example, it rotates 90 degrees to the right.
Thereafter, the vehicle 1 moves a predetermined distance in the right direction without the detected obstacle OB1.
In this state, since the presence of another obstacle OB2 has not yet been detected, the predetermined distance cannot be moved in consideration of the distance Ws between the two obstacles OB1 and OB2. Therefore, for example, a distance of W0 / 2 may be used as the predetermined distance.
The vehicle 1 moves to the right side by a predetermined distance, then stops, rotates 90 degrees to the left, and turns to face the same direction as the first traveling direction. In addition, after changing direction, it moves forward in the direction of travel.
If the predetermined distance moved in the right direction is short and only the obstacle OB1 is detected by moving forward and the distance to the obstacle OB1 is shortened, the vehicle may be decelerated or stopped.
In addition, since the predetermined distance moved in the right direction is long, even when only the different obstacle OB2 is detected by moving forward, the vehicle may be decelerated or stopped.

FIG. 15 (a) shows an example of a traveling state when the vehicle moves forward after rotating leftward at a fixed position after FIG. 14 (c).
Here, the vehicle 1 is traveling in the normal traveling mode, and shows a case where two obstacles (OB1, OB2) are detected in the obstacle determination area A1.
In addition, it is assumed that the vehicle 1 travels approximately near the center of the distance Ws between the two obstacles (OB1, OB2).
Furthermore, it is assumed that by acquiring the obstacle information 77 of two obstacles, it is detected that the distance Ws between obstacles is larger than the determination width W1.
In this case, since Ws> W1 and the vehicle 1 is traveling substantially in the middle between the two obstacles, it is determined that the vehicle 1 will not collide with either of the two obstacles even if the vehicle 1 is traveling as it is. As shown in FIG. 15 (b), the vehicle is switched to the vehicle width traveling mode M2 to continue traveling without decelerating.

  Further, the vehicle width determination area A2 included in the obstacle determination area A1 is set in the deceleration area information GA, and the vehicle travels while checking whether or not a new obstacle exists in the area A2. If there is no obstacle in this area A2, the vehicle continues traveling without decelerating.

FIG. 15C shows a case where the vehicle travels in the vehicle width travel mode M2 after FIG. 15B.
Here, a case is shown in which the vehicle 1 further moves forward from the traveling state of FIG. 15B, there is no obstacle in the vehicle width determination area A2, and no obstacle is detected in the obstacle determination area A1. Yes.
Since no obstacle is detected in either of the two areas A1 and A2, after that, the mode is switched to the normal traveling mode M1, the setting of the vehicle width determination area A2 is canceled, and the obstacle determination area is included in the deceleration area information GA. Set A1 and continue traveling in the traveling direction without decelerating.

  As described above, when two obstacles having a distance larger than the determination width W1 are detected in front of the traveling direction after moving because the obstacle is detected and changing the traveling direction, the two obstacles are detected. When traveling between obstacles, the vehicle 1 passes between the two obstacles without decelerating. As a result, unnecessary deceleration processing is reduced and the vehicle travels so as to avoid stopping, so that it is possible to continue traveling while avoiding obstacles.

FIG. 19 shows a flowchart of an embodiment of the obstacle detection and travel control shown in FIGS.
In FIG. 19, compared to FIG. 18, when an obstacle is detected in one direction, it is added to perform a process of moving the traveling direction by stationary rotation or the like.
The same processing as that in FIG. 18 is assigned the same step number and description thereof is omitted.
The initial setting from steps S1 to S4 and the series of processing from steps S5 to S17 are the same as those in FIG.
If it is determined in step S14 that there is an obstacle within the determination width W1 in the traveling direction, the process proceeds to step S31. This state is, for example, a traveling state as shown in FIG.

In step S31, the detected direction of the obstacle is checked.
Here, the direction of the obstacle is confirmed based on the distance to the obstacle acquired by the LIDAR which is the distance detection unit 51 and the obstacle information 77 including the position information.
For example, in the case of FIG. 14B, the number of detected obstacles is one, and it is determined that the obstacle is on the left side with respect to the traveling direction.

In step S32, it is determined whether the detected obstacle exists in only one direction or in both directions with respect to the traveling direction.
Here, unidirectional means only the left side of the traveling direction or only the right side of the traveling direction, and if there is an obstacle only in one direction, the obstacle is either on the left side or the right side. Means that an object exists.
The case where there are obstacles in both directions means that there are obstacles in the left direction of the traveling direction and obstacles in the right direction of the traveling direction, and two different obstacles are predetermined. Means a state that exists in the left-right direction of the traveling direction separated by a distance of. However, even when one large obstacle having a width equal to or greater than the determination width W1 exists in the entire front including the left and right sides in the traveling direction (for example, when there is a wall in the front), there is an obstacle in both directions. It shall be judged.

If it is determined in step S32 that an obstacle exists only in one direction, the process proceeds to step S33, and if an obstacle exists in both directions, the process proceeds to step S18.
In step S33, in order to avoid colliding with the obstacle, the vehicle 1 is moved by a predetermined distance in the direction without the detected obstacle.
For example, as shown in FIG. 14B, when the obstacle OB1 exists only in the left direction of the traveling direction, as shown in FIG. 14C, the vehicle 1 is moved in the right direction without an obstacle. Move.
Here, when the vehicle 1 is moved, the vehicle 1 is first stopped, and after stationary rotation at the stopped position (90 ° clockwise in the case of FIG. 14C), the vehicle 1 travels a predetermined distance in the forward direction. Then, it is only necessary to rotate in the opposite direction to the stationary rotation so as to face the same direction as the original traveling direction.
The predetermined distance traveled in the forward direction may be determined, for example, by a random value up to W1, or may be set in advance to W0 / 2 and stored in the storage unit 70 in advance.
By such a movement, for example, after traveling a predetermined distance in the right direction from the traveling state of FIG. 14 (c), rotated 90 degrees to the left and returned to the original traveling direction, Resume normal driving.
After step S33, the process returns to step S5, and the traveling direction is the same as the original traveling direction, and the autonomous traveling is continued at a position shifted by a predetermined distance in a direction without an obstacle.
Steps other than the above-described steps S31 to S33 are the same as those in FIG.

  By performing the processing as described above, even when the vehicle is traveling toward one obstacle as shown in FIG. 14, the direction of change of direction can be changed by slightly shifting the traveling position in the direction without the obstacle. Sometimes it is necessary to decelerate and stop, but in other driving conditions, the vehicle can travel without decelerating. In particular, as shown in FIG. It is possible to pass between the two without decelerating.

(Example 7)
FIG. 16 and FIG. 17 show a case where there are two obstacles that are separated by a predetermined distance and approach the two obstacles from a direction near one of the obstacles.
FIG. 16A shows a case where the vehicle 1 travels at a constant speed in the normal travel mode M1 and approaches two obstacles from a direction close to the obstacle OB1.
Here, it is assumed that the traveling direction of the vehicle 1 is not perpendicular to the line connecting the two obstacles (OB1, OB2) but is slightly inclined rightward.
Further, it is assumed that the distance Ws between the two obstacles is larger than the determination width W1. The vehicle 1 travels without decelerating until an obstacle is detected in the obstacle determination area A1.

FIG. 16B shows a case where a predetermined time has elapsed from the traveling state of FIG.
In FIG. 16B, it is assumed that one obstacle OB1 is detected in the obstacle determination area A1.
At this time, the distance Lm1 to the obstacle OB1 and the position, direction, size, and the like of the obstacle OB1 are acquired and stored in the storage unit 70.
In the case of FIG. 16B, it is recognized that one obstacle OB1 exists on the left side with respect to the traveling direction and is separated by a distance Lm1.
Here, as shown in FIGS. 20 and 21 to be described later, the direction of the detected obstacle OB1 is set and stored in the obstacle direction information SD for storing the direction in which the obstacle exists.
In the case of FIG. 16B, for example, information “left” is stored in the obstacle direction information SD.
Note that at the initial stage when the obstacle OB1 is detected to have entered the area A1, the distance Lm1 to the obstacle OB1 is a sufficiently long distance so that the vehicle 1 does not collide immediately. Continue running without slowing down. Thereafter, the vehicle 1 further approaches the obstacle OB1.

FIG. 16 (c) shows a new obstacle in addition to the obstacle OB1 in the obstacle determination area A1 in the normal traveling mode M1 after the movement in FIG. 16 (b). The case where OB2 is detected is shown.
In FIG. 16C, when two obstacles (OB1, OB2) are detected, obstacle information 77 is acquired, and from this information 77, the obstacle OB1 exists on the left side of the traveling direction. It is determined that the obstacle OB2 exists on the right side of the traveling direction. That is, it is understood that there are obstacles in both directions with respect to the traveling direction of the vehicle.

Further, although not shown in FIG. 16C, if the vehicle 1 has traveled a little more in the traveling direction, a new obstacle is present in the region of the determination width W1 in the direction perpendicular to the traveling direction of the vehicle. OB2 may be detected. Also in this case, it is determined that an obstacle exists in both directions with respect to the traveling direction of the vehicle.
Further, the distance Ws between the two obstacles is calculated from the position information of the two obstacles, and the angle between the traveling direction of the vehicle 1 and the direction of the distance Ws between the two obstacles is also calculated.
In the case of FIG. 16 (c), the angle formed between the traveling direction and the direction of the distance Ws is not vertical, and the vehicle 1 has two obstructions (OB1, OB2) from the slightly left direction with respect to the direction of the distance Ws. ).

In this case, it is recognized that two obstacles (OB1, OB2) are present with an interval Ws larger than the determination width W1 in both the left and right directions with respect to the traveling direction of the vehicle 1.
Therefore, as shown in FIG. 17 (a), traveling is temporarily stopped, the vehicle is fixedly rotated in the direction in which the obstacle having the longer distance to the obstacle exists, and moved by a predetermined distance.
In the case of FIG. 16C, since the distance Lm2 to the obstacle OB2 is longer than the distance Lm1 to the obstacle OB1 (Lm2> Lm1), as shown in FIG. Turn stationary and move right.

On the other hand, if the distance Lm1 to the obstacle OB1 is longer than the distance Lm2 to the obstacle OB2 at the current position of the vehicle (Lm1> Lm2), the vehicle rotates stationary and moves to the left Just move forward.
Here, the stationary rotation angle may be an angle such that the traveling direction after the rotation is parallel to the direction of the distance Ws between the two obstacles.
Further, the distance moved after stationary rotation may be determined by the distance of W0 / 2 as in the above-described sixth embodiment.

As shown in FIG. 17 (a), after stationary right rotation and moving to the right by a predetermined distance, the stationary left rotation (90 degree left rotation) is performed in the opposite direction, and the traveling direction of the vehicle 1 is changed to two obstacles. The direction is perpendicular to the inter-object distance Ws.
By performing such stationary rotation and movement, the vehicle 1 can pass between the two obstacles at a substantially central position of the distance between the two obstacles Ws.

FIG. 17B shows a case where, after FIG. 17A, the stationary left rotation is performed and the vehicle travels in the normal travel mode M1 in the new traveling direction (upward on the paper surface).
Further, in this traveling state, the case where two obstacles (OB1, OB2) are detected in the obstacle determination area A1 is shown.
This corresponds to the traveling state shown in FIG.
Therefore, thereafter, as described with reference to FIG. 12, the operation mode MD may be switched to the vehicle width traveling mode M2, the vehicle width determination area A2 may be set to the deceleration area GA, and the traveling control may be performed.

In FIG. 17 (c), the vehicle width traveling mode M2 is switched to and, similarly to FIG. 12 (c), a vehicle width determination area A2 having a determination width W1 shorter than the obstacle distance Ws is set, and this area A2 is set. While checking whether there is a new obstacle, the vehicle travels in the traveling direction without decelerating.
After FIG. 17 (c), traveling control may be performed in the same manner as shown in FIGS. 13 (a) to 13 (b).
As described above, when there are two obstacles that are separated by a predetermined determination width W1 or more, the vehicle approaches the obstacle from a slightly slack direction with respect to the direction of the distance Ws between the two obstacles. When two obstacles are detected, if the vehicle position and traveling direction are changed by moving the vehicle with stationary rotation and moving, the distance between two obstacles separated by a distance equal to or greater than the determination width W1. It will be possible to pass through without slowing down.

20 and 21 show flowcharts of an embodiment of the obstacle detection and travel control shown in FIGS. 16 and 17.
In FIG. 20 and FIG. 21, compared to FIG. 18, a process for performing new traveling control is added when an obstacle is detected in one direction and when an obstacle is detected in both directions.
The same processing as that in FIG. 18 is assigned the same step number and description thereof is omitted.

In this flowchart, obstacle direction information SD is newly defined and stored in the storage unit 70.
The obstacle direction information SD stores the direction in which the obstacle exists with respect to the traveling direction of the vehicle when the obstacle is detected. Using this information SD or the like, the direction to change direction is determined.
For example, when an obstacle exists in the right direction with respect to the traveling direction, information “right” is stored in the SD, and when an obstacle exists in the left direction, information “left” is stored in the SD. If there is no obstacle, information indicating no obstacle may be stored in the SD.

In FIG. 20, steps S1 to S8 are the same as in FIG.
If no obstacle is detected, the process proceeds to step S41 after step S8.
In step S41, information indicating “no obstacle” is set and stored in the obstacle direction information SD. Then, it progresses to step S9 and performs the process similar to FIG. 18 from step S9 to S14.
In step S14 of FIG. 21, it is checked whether there is an obstacle within the vehicle width determination width W1 in the direction perpendicular to the traveling direction. If there is an obstacle, the process proceeds to step S45, where the obstacle is detected. If not, the process proceeds to step S42.

In step S42, the direction in which the detected obstacle exists is checked.
Here, using the obstacle information 77 of the detected obstacle, it is checked whether the position of the obstacle exists on the left side, the right side, or both directions with respect to the traveling direction. The In the case of only the left side or only the right side, it is determined that it exists only in one direction.
In step S43, if the checked obstacle direction is only in one direction, the process proceeds to step S44, and if it is in both directions, the process proceeds to step S15.
In step S44, the direction in which the checked obstacle exists is set and stored in the obstacle direction information SD. For example, “left” or “right” is set in SD. Thereafter, the process returns to step S5.

In step S45, since it is detected that there is an obstacle within the determination width W1, the direction in which the obstacle exists is checked.
That is, as in step S42, it is checked whether an obstacle exists only in one direction with respect to the traveling direction or whether an obstacle exists in both directions.
In step S46, when an obstacle exists only in one direction set in the obstacle direction information SD, the process proceeds to step S18. On the other hand, when an obstacle exists in both directions, the process proceeds to step S47.

In step S47, the traveling direction of the vehicle is changed.
Here, for example, as shown in FIG. 17A, the vehicle is rotated and moved stationary, and the vehicle is rotated by a predetermined angle in the direction indicated by the obstacle direction information SD or in the opposite direction. Change the traveling direction of the vehicle.
For example, as described above, the distance to two obstacles is compared, and stationary rotation and movement are performed in a direction approaching the obstacle with the longer distance. Thereby, as shown in FIG.17 (b), the advancing direction and traveling position of a vehicle are changed. Thereafter, the process returns to step S5.

Steps other than the above-described steps S41 to S47 are the same as those in FIG.
By performing the above processing, as shown in FIG. 16, even when the traveling direction of the vehicle is not perpendicular to the direction of the distance Ws between the two obstacles, the distance to the two obstacles and the obstacles By checking the position, direction, etc., it is possible to pass between two obstacles existing at positions separated by the determination width W1 or more without decelerating except for the deceleration process at the time of changing the direction. become.

DESCRIPTION OF SYMBOLS 1 Autonomous traveling apparatus, 2 Monitoring unit, 3 Control unit, 5 Management server, 6 Network, 10 Car body, 12R Right side, 12L Left side, 13 Front, 14 Rear, 15 Bottom, 16 Storage space, 18 Cover, 21 Front wheel, 21a axle, 21b sprocket, 22 rear wheel, 22a axle, 22b sprocket, 23 belt, 31 front wheel, 31a wheel, 31b sprocket, 32 rear wheel, 32a wheel, 32b sprocket, 33 belt, 40 battery, 41R electric motor, 41L electric motor, 41L electric motor Motor, 42R motor shaft, 42L motor shaft, 43R gear box, 43L gear box, 44R bearing, 44L bearing, 47 front bumper, 47a outer base material, 47b elastic member, 47c, 47d, 47e mounting base material, 48 rear bumper, 49 pressure sensitive switch, 50 control unit, 51 distance detection unit (LIDAR), 51a light emitting unit, 51b light receiving unit, 51c scanning control unit, 51d laser, 52 travel control unit , 53 wheels, 54 communication unit, 55 camera, 56 image recognition unit, 57 obstacle detection unit, 58 position information acquisition unit, 59 rechargeable battery, 60 speed detection unit, 61 monitoring information acquisition unit, 70 storage unit, 71 input image Data, 72 measurement distance information, 73 current position information, 74 route information, 75 transmission monitoring information, 76 set speed information, 77 obstacle information, 78 operation mode, 79 deceleration area information, 80 vehicle width determination area, 91 communication section, 92 monitoring control unit, 93 storage unit, 93a reception monitoring information, 10 Object

Claims (6)

The car body,
A travel control unit that controls a drive member that travels the vehicle body;
Predetermined light is emitted to a predetermined first obstacle determination area including a front space in the traveling direction, and reflected light reflected by an object existing in the first obstacle determination area is received, and the object is A distance detector for detecting the distance of
An obstacle detection unit that detects a position of the object in which the distance is detected in the first obstacle determination region and a direction of a position where the object exists with respect to a traveling direction;
A storage unit that stores a determination width W1 that is set as a width in which the vehicle body can travel safely and is longer than the vehicle body width; and a control unit,
A first detection mode in which the distance detection unit detects a distance to an object in the first obstacle determination region;
A second detection mode for detecting a distance to an object in a second obstacle determination region included in the first obstacle determination region and having a width in a direction perpendicular to a traveling direction having the determination width W1;
When the obstacle detection unit detects the object OB1 within the first obstacle determination area while the vehicle body is traveling in the first detection mode, the control unit performs the second detection from the first detection mode. An autonomous traveling device, wherein after switching the detection mode to the detection mode, the vehicle body travels in the traveling direction while checking whether an obstacle exists in the second obstacle determination area.   When the vehicle body is traveling in the second detection mode and the obstacle is not detected in the second obstacle determination area, the vehicle travels in the traveling direction without decelerating, and the obstacle is detected in the second obstacle determination area. The autonomous traveling device according to claim 1, wherein when an object is detected, the traveling control unit performs a deceleration process. When the vehicle body is traveling in the first mode, the obstacle detection unit detects a plurality of objects in the first obstacle determination area,
When a plurality of objects are present in different directions with respect to the traveling direction, and the distance Ws between the plurality of objects is larger than the determination width W1,
The control unit includes a second obstacle determination area having the determination width W1 included in the first obstacle determination area between the plurality of objects, or a distance Ws between the objects that is larger than the determination width W1. Set a second obstacle determination area with a smaller width,
After switching the detection mode from the first detection mode to the second detection mode,
The autonomous traveling device according to claim 1, wherein the vehicle body travels in a traveling direction while confirming whether an obstacle exists in the second obstacle determination region.   In the first obstacle determination area, when two objects having a distance Ws between objects larger than the determination width W1 are detected, the control unit determines that the traveling direction of the vehicle body is the distance Ws between the two objects. The autonomous traveling device according to claim 3, wherein the traveling direction and position of the vehicle body are adjusted so that the vehicle body is perpendicular to the direction and the vehicle body passes through a substantially center between two objects.   When the vehicle body passes by the side of the object OB1 that caused the switch from the first detection mode to the second detection mode and the object OB1 is no longer detected in the first obstacle determination area, the first The autonomous traveling device according to claim 1, wherein the detection mode is switched from the two detection mode to the first detection mode. While driving in the second detection mode, activate a warning sound or warning light,
The autonomous traveling device according to any one of claims 1 to 5, wherein the warning sound or the warning light is not operated during traveling in the first detection mode.

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