KR102237533B1 - The Apparatus For Semi-Active Suspension - Google Patents

Abstract

A semi-active suspension device according to an embodiment of the present invention for solving the above problem includes: a camera for obtaining an image by photographing an area in a driving direction of an unmanned moving object; An image analysis unit that analyzes the acquired image and determines a slope of a slope existing in the driving direction; A calculation unit that calculates a specific angle at which the vehicle body of the unmanned moving body is inclined and an acceleration required for the vehicle body to incline based on the determined inclination; A speed adjusting unit that adjusts the speed of the unmanned moving object based on the calculated acceleration; A shock absorber for mitigating an impact transmitted from a road surface while the unmanned moving body is traveling; A solenoid valve for varying or fixing a length of the shock absorber as the flow path through which the fluid flows in the shock absorber is opened and closed; And a valve opening/closing unit configured to close the flow path by controlling the solenoid valve when the vehicle body is inclined at the specific angle while the speed is adjusted.

Description

The Apparatus For Semi-Active Suspension}

The present invention relates to a semi-active suspension device, and more particularly, a semi-active suspension capable of running while maintaining a sense of stability by changing the inclination of a vehicle body of an unmanned ground moving vehicle (UGV) even in a terrain with a large slope such as an uphill or downhill. It relates to the device.

The robot was developed to promote human safety through industrial development and to maximize work efficiency by putting it into tasks that are difficult for humans to do. In particular, they are widely used in fields requiring precision and high-difficulty, and robots can be classified into fixed robots and mobile robots according to the work environment. Here, a mobile robot, that is, an unmanned moving object, is used for the main purpose of moving heavy goods in a short distance or a long distance, or to conduct exploration while driving in an area that is difficult for humans to pass directly.

Unmanned vehicles include Unmanned Aerial Vehicle (UAV), Unmanned Maritime Vehicle (UMV), and Unmanned Ground Vehicle (UGV). However, according to the relevant laws and regulations, the unmanned aerial vehicle (UAV) has many restrictions on the time and place that users can use, and in particular, low-flying is prohibited due to safety concerns of the surrounding people. Therefore, it is preferable to use an unmanned ground vehicle (UGV) rather than an unmanned aerial vehicle (UAV) in order to precisely probe a specific terrain on the ground.

Some unmanned ground moving vehicles (UGVs) use a plurality of legs to walk upright like a person, but it is preferable to use a plurality of wheels to drive like a general vehicle for fast driving.

FIG. 1 is a view showing a state in which a conventional unmanned ground vehicle (UGV) travels on an uphill terrain, and FIG. 2 is a view showing a state in which an unmanned ground vehicle (UGV) overturns due to a steep uphill slope in FIG. 1 .

When an unmanned ground vehicle (UGV) equipped with wheels is driven, it is often necessary to drive not only on a flat terrain, but also on a terrain with a lot of slopes such as uphill or downhill. However, as shown in FIG. 1, even if such an unmanned ground moving vehicle (UGV) travels on an uphill terrain, the vehicle body is also inclined at the same angle as the uphill slope and traveled in a very unstable state. Therefore, as shown in FIG. 2, when the slope of the uphill is steep, the unmanned ground moving vehicle (UGV) loses stability and is also overturned.

Alternatively, a high-height monitoring device may be installed on the upper surface of the unmanned ground moving object. These monitoring devices may be longer than 5m, depending on the performance. The higher the height of the monitoring device, the heavier the weight. Therefore, when the vehicle body of the unmanned ground moving body is inclined, fatigue increases in the connection part between the vehicle body and the monitoring device, causing damage or shortening the lifespan.

In the case of a general vehicle, an active suspension device is installed. Therefore, when the slope of the terrain changes, the gap between the wheel and the vehicle body is automatically adjusted to smooth the slope of the vehicle body to maintain a sense of stability. Therefore, in recent years, a technology for installing such an active suspension device to an unmanned ground moving vehicle (UGV) has been proposed.

In general, in the case of a vehicle that can be boarded by a person, it is easy to mount an active suspension device. However, in the case of a small size such as an unmanned ground moving vehicle (UGV), it is very difficult to install, and the structure is complicated, so that it is easy to break down. In particular, the active suspension device is expensive, which causes the price of an unmanned ground moving vehicle (UGV) to become expensive. Therefore, it is necessary to mount a semi-active suspension device on an unmanned ground moving vehicle (UGV).

Korean Published Publication No. 1998-039408 Japanese Laid-Open Publication No. 2010-254062

An object to be solved by the present invention is to provide a semi-active suspension device capable of running while maintaining a sense of stability by changing the inclination of a vehicle body of an unmanned vehicle even in a terrain with a large slope such as uphill or downhill.

The problems of the present invention are not limited to the problems mentioned above, and other problems that are not mentioned will be clearly understood by those skilled in the art from the following description.

A semi-active suspension device according to an embodiment of the present invention for solving the above problem includes: a camera for obtaining an image by photographing an area in a driving direction of an unmanned moving object; An image analysis unit that analyzes the acquired image and determines a slope of a slope existing in the driving direction; A calculation unit that calculates a specific angle at which the vehicle body of the unmanned moving body is inclined and an acceleration required for the vehicle body to incline based on the determined inclination; A speed adjusting unit that adjusts the speed of the unmanned moving object based on the calculated acceleration; A shock absorber for mitigating an impact transmitted from a road surface while the unmanned moving body is traveling; A solenoid valve for varying or fixing a length of the shock absorber as opening and closing a flow path through which fluid flows in the shock absorber; And a valve opening/closing unit configured to close the flow path by controlling the solenoid valve when the vehicle body is inclined at the specific angle while the speed is adjusted.

A storage unit for storing a three-dimensional map of an area in which the unmanned moving object travels; A GPS receiver for receiving GPS coordinates of the current position of the unmanned moving object; A map analysis unit determining a slope of a slope existing on a path on which the unmanned moving object travels based on the stored 3D map and the GPS coordinates; A calculation unit that calculates a specific angle at which the vehicle body of the unmanned moving body is inclined and an acceleration required for the vehicle body to incline based on the determined inclination; A speed adjusting unit that adjusts the speed of the unmanned moving object based on the calculated acceleration; A shock absorber that mitigates the shock transmitted from the road surface; A solenoid valve for varying or fixing a length of the shock absorber as opening and closing a flow path through which fluid flows in the shock absorber; And a valve opening/closing unit configured to close the flow path by controlling the solenoid valve when the vehicle body is inclined at the specific angle while the speed is adjusted.

Other specific details of the present invention are included in the detailed description and drawings.

According to the embodiments of the present invention, there are at least the following effects.

Even in a terrain with a lot of inclines such as uphill or downhill, it is possible to maintain a sense of stability by adjusting the distance between the wheels of the unmanned ground moving vehicle (UGV) and the vehicle body to make the vehicle body tilt smoothly.

In addition, it is easier to mount on an unmanned moving body than an active suspension device, and a simple structure reduces the risk of failure and reduces cost.

The effects according to the present invention are not limited by the contents exemplified above, and more various effects are included in the present specification.

1 is a view showing a state in which a conventional unmanned ground moving vehicle (UGV) travels on a terrain in which an uphill slope is formed.
FIG. 2 is a diagram illustrating a state in which an unmanned ground moving vehicle (UGV) is overturned due to a steep uphill slope of FIG. 1.
3 is a perspective view of an unmanned moving body 1 according to an embodiment of the present invention.
4 is a perspective view of a suspension device 13 according to an embodiment of the present invention.
5 is a cross-sectional view showing a state in which the shock absorber 131 is expanded under tension according to an embodiment of the present invention.
6 is a cross-sectional view showing a state in which the shock absorber 131 is compressed under pressure according to an embodiment of the present invention.
7 is a block diagram showing the configuration of a semi-active suspension device 10 according to an embodiment of the present invention.
8 is a block diagram showing a detailed configuration of an electronic control unit (ECU) 12 according to an embodiment of the present invention.
9 is a part of a flowchart illustrating a process of adjusting the inclination of the vehicle body by the semi-active suspension device 10 according to an embodiment of the present invention.
10 is a part of the remainder of the flowchart of FIG. 9.
11 is a view showing a state in which an uphill slope exists in front of the unmanned moving body 1 according to an embodiment of the present invention.
12 is a view showing an image obtained by photographing the front of the unmanned moving object 1 in FIG. 11.
13 is a view showing a state in which the unmanned moving body 1 performs sudden braking in FIG. 11.
FIG. 14 is a view showing a state in which the unmanned moving body 1 in which the inclination θ of the vehicle body is changed in FIG. 13 travels on an uphill slope.
15 is a diagram illustrating data stored in a storage unit according to an embodiment of the present invention.
FIG. 16 is a view showing a state in which a second uphill slope with a higher slope exists in front of the unmanned moving body 1 traveling on the first uphill slope in FIG. 14.
17 is a view showing a state in which the unmanned moving body 1 performs sudden braking in FIG. 16.
FIG. 18 is a view showing a state in which the unmanned moving body 1 in which the inclination θ of the vehicle body is changed in FIG. 17 travels on a second uphill slope.
19 is a view showing a state in which a downhill slope exists in front of the unmanned moving body 1 according to an embodiment of the present invention.
FIG. 20 is a diagram showing an image obtained by photographing the front of the unmanned moving object 1 in FIG. 19.
FIG. 21 is a diagram showing a state in which the unmanned moving vehicle 1 performs sudden launch in FIG. 19.
FIG. 22 is a view showing a state in which the unmanned moving body 1 in which the inclination θ of the vehicle body is changed in FIG. 21 travels on a downhill slope.
23 is a view showing a state in which a horizontal slope exists in front of the unmanned moving body 1 according to an embodiment of the present invention.
FIG. 24 is a diagram illustrating an image obtained by photographing the front of the unmanned moving object 1 in FIG. 20.
FIG. 25 is a view showing a state in which the unmanned moving body 1 bypasses the path and then performs a sharp turn in FIG. 23.
FIG. 26 is a view showing a state in which the unmanned moving body 1 in FIG. 23 continuously rotates in the same direction after performing a sudden rotation to return to the original travel path.
27 is a view showing a state of the unmanned moving body 1 in which the inclination θ of the vehicle body is changed in FIG. 25 or 26.
FIG. 28 is a view showing a state in which the unmanned moving body 1 in which the inclination θ of the vehicle body is changed in FIG. 27 travels on a horizontal slope.
29 is a diagram showing 3D map information stored by the storage unit 127 of the unmanned moving object 1 according to another embodiment of the present invention.

Advantages and features of the present invention, and a method of achieving them will become apparent with reference to the embodiments described below in detail together with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in a variety of different forms, and only these embodiments make the disclosure of the present invention complete, and are common knowledge in the technical field to which the present invention pertains. It is provided to completely inform the scope of the invention to those who have, and the invention is only defined by the scope of the claims. The same reference numerals refer to the same elements throughout the specification.

Unless otherwise defined, all terms (including technical and scientific terms) used in the present specification may be used with meanings that can be commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, terms defined in a commonly used dictionary are not interpreted ideally or excessively unless explicitly defined specifically.

The terms used in the present specification are for describing exemplary embodiments and are not intended to limit the present invention. In this specification, the singular form also includes the plural form unless specifically stated in the phrase. As used herein, “comprises” and/or “comprising” do not exclude the presence or addition of one or more other elements other than the mentioned elements.

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

3 is a perspective view of an unmanned moving body 1 according to an embodiment of the present invention, and FIG. 4 is a perspective view of a suspension device 13 according to an embodiment of the present invention.

As shown in FIG. 3, the unmanned moving vehicle 1 according to an embodiment of the present invention is preferably an unmanned ground moving vehicle (UGV). In addition, the unmanned ground moving vehicle (UGV) includes a plurality of wheels and a suspension device 13 connected to each of the wheels, like a general vehicle. The suspension device 13 is provided between the axle and the vehicle body in order to reduce vibrations or shocks from the road surface when the unmanned moving body 1 runs, thereby promoting a ride comfort and running stability. Accordingly, the suspension device 13 must flexibly absorb various vibrations such as bounce, rolling, pitching, yawing, etc. of the vehicle body generated during driving to promote riding comfort and driving stability. I can.

Therefore, as shown in FIG. 4, the suspension device 13 has a spring 132 that alleviates the shock input from the road surface, and a shock absorber that improves riding comfort by controlling the free vibration of the spring 132. It includes an absorber 131 and a stabilizer 133 for minimizing the vibration of the unmanned moving body 1 by rolling when turning.

5 is a cross-sectional view showing a state in which the shock absorber 131 is expanded under tension, according to an embodiment of the present invention, and FIG. 6 is a shock absorber 131 according to an embodiment of the present invention compressed under pressure. It is a cross-sectional view showing the appearance.

The shock absorber 131 converts the energy of the vertical motion into thermal energy, absorbs vibration generated from the road surface, and rapidly attenuates it. The length of the shock absorber 131 may vary according to the state of the road surface while the unmanned moving body 1 is traveling on the ground. For example, if the shock absorber 131 receives tension, as shown in FIG. 5, the length of the shock absorber 131 may be lengthened, and if the shock absorber 131 receives pressure, as shown in FIG. The length of the shock absorber 131 may be shortened.

The shock absorber 131 includes an outer cylinder 1311, an inner cylinder 1312 reciprocating within the outer cylinder 1311, a piston 1313, and a piston 1313 reciprocating within the inner cylinder 1312. It includes a piston rod 1314 connecting the outer cylinder 1311. In addition, as shown in FIGS. 5 and 6, a fluid is accommodated in the inner cylinder 1312, and the piston 1313 flows through a flow path 1316 through which the fluid flows according to the motion of the shock absorber 131. Includes. In addition, the piston 1313 further includes a valve 1317 for opening and closing the flow path 1316. Here, a fluid is a substance whose specific shape is not determined and is easily deformable, and is a term used as a generic term for gas and liquid. The type of fluid contained in the shock absorber 131 may be different according to a damping ratio, a driving method or effect of the shock absorber 131, and the like. Hereinafter, the fluid according to an embodiment of the present invention is described as being oil 1315, but this is for convenience of description and is not intended to limit the scope of the rights.

When the shock absorber 131 receives tension, as shown in FIG. 5, the piston 1313 applies pressure to the first space 1318 in which the piston rod 1314 exists. Then, the first oil 1315a accommodated in the first space 1318 flows into the second space 1319 through the flow path 1316 of the piston 1313. As a result, the first space 1318 decreases and the second space 1319 increases, so that the length of the shock absorber 131 increases.

On the other hand, if the shock absorber 131 receives pressure, as shown in FIG. 6, the piston 1313 applies pressure to the second space 1319. Then, the second oil 1315b accommodated in the second space 1319 flows into the first space 1318 through the flow path 1316 of the piston 1313. As a result, the second space 1319 decreases and the first space 1318 increases, so that the length of the shock absorber 131 is shortened.

At this time, when the valve 1317 closes the flow path 1316, the oil 1315 cannot flow through the flow path 1316 any more. Therefore, even if the shock absorber 131 is subjected to tension or pressure, the length of the shock absorber 131 is fixed without changing. This state is called a lock out state. The solenoid valve 1317 controls the opening and closing of the flow path 1316 to adjust the lockout state, so that the inclination θ of the vehicle body of the unmanned moving body 1 according to an embodiment of the present invention can be adjusted. have.

It is preferable that the valve 1317 according to an embodiment of the present invention is a solenoid valve 1317. The solenoid valve 1317 is a valve in which an electromagnetic coil receives an electrical signal and opens and closes using an electromagnetic force. Accordingly, since the solenoid valve 1317 has a fast opening and closing operation, the flow path 1316 is quickly closed and locked out in a short time when the vehicle body has a specific inclination θ. However, the present invention is not limited thereto, and various types of valves may be used. Hereinafter, a valve according to an embodiment of the present invention will be described as being a solenoid valve 1317.

7 is a block diagram showing the configuration of a semi-active suspension device 10 according to an embodiment of the present invention.

As shown in FIG. 7, the semi-active suspension device 10 according to an embodiment of the present invention includes a camera 11 for capturing an image by photographing a specific area, and an electronic device that controls the driving of the unmanned moving body 1 as a whole. A control unit (Electronic Control Unit, ECU) 12, and a suspension device 13 for adjusting the inclination (θ) of the vehicle body.

The camera 11 acquires an image by photographing a specific area and receiving an image signal for the specific area. To this end, the camera 11 generally includes an imaging device such as a charge coupled device (CCD) or a CMOS image sensor. However, the semi-active suspension device 10 according to another embodiment of the present invention does not include the camera 11. This is because there is no need to determine the slope (θ) of the slope through image analysis. A detailed description of the semi-active suspension device 10 according to another embodiment of the present invention will be described later.

The electronic control unit (ECU) 12 receives inputs from various sensors mounted on the unmanned moving object 1 and controls the driving of the unmanned moving object 1 as a whole. For example, by analyzing the image acquired by the camera 11, whether or not the road ahead is on a slope, the slope of the slope (θ), and the remaining distance to the slope (D) are identified.

The electronic control unit (ECU) 12 may be connected to a sensor and a system mounted on the unmanned moving body 1 through a network communication 20. The sensors and systems of the unmanned moving body 1 include an accelerator system 14, a brake system 15, a wheel speed sensor 16, an illuminance sensor 17, a lamp control system 18, and the like. The above-described sensors and systems are exemplary, and their connection form is also exemplary. Therefore, it is not limited thereto and may be formed in various configurations or connection forms.

According to an embodiment of the present invention, it is preferable to use the recently used CAN communication (Controller Area Network: CAN) or LIN communication (Local Interconnect Network: LIN) as the connection method of the network communication 20, It is not limited thereto, and various network methods can be used.

The accelerator system 14 is a system that adjusts the RPM of the motor to adjust the driving speed of the unmanned moving object 1 by receiving a command signal from the user, and the accelerator sensor 141 is a pressure received by the accelerator pedal to adjust the RPM of the engine. It is a sensor that measures. The accelerator sensor 141 is connected to the network communication 20 through the accelerator system 14. The brake system 15 is an electric brake system 15 having a brake assist that enhances braking force using the drive unit 151, an anti-lock braking system (ABS) that suppresses brake lock. The brake sensor 152 is a sensor that detects an operation amount of a brake pedal. The brake sensor 152 is connected to the network communication 20 via the brake system 15.

The electronic control unit (ECU) 12 regulates the speed of the unmanned moving body 1 by using the accelerator system 14 and the brake system 15. And, according to this speed, the inclination (θ) of the vehicle body is naturally changed. A detailed description of a process in which the electronic control unit (ECU) 12 changes the inclination θ of the vehicle body will be described later.

The wheel speed sensor 16 is a sensor that detects the amount of rotation of the wheel of the unmanned moving body 1 or the number of rotations per unit time, and is configured using a Hall element or the like. The illuminance sensor 17 is a sensor that is mounted outside the unmanned moving body 1 and measures the amount of received light to determine day and night, and is configured using a photovoltaic cell or a photoelectric tube. The lamp control system 18 is a system that adjusts the amount of light emitted from the lamp of the unmanned moving object 1 according to the illumination sensor 17 or a user's control input. The external system 19 is an optional system that connects an inspection system or an adjustment system used at the time of production, inspection and maintenance of the unmanned moving body 1 through a connection connector, etc., and is always mounted on the unmanned moving body 1. No, it is removable.

8 is a block diagram showing a detailed configuration of an electronic control unit (ECU) 12 according to an embodiment of the present invention.

The electronic control unit (ECU, 12) according to an embodiment of the present invention, as shown in Figure 8, the image analysis unit 121 for analyzing the image acquired by the camera 11, so that the vehicle body is inclined at a specific angle. The operation unit 122 for calculating various physical quantities, the speed control unit 123 for adjusting the speed of the unmanned moving body 1, the valve opening/closing unit 125 for controlling the opening and closing of the solenoid valve 1317 included in the suspension device 13 , A vehicle body tilt determination unit 126 for determining the tilt of the vehicle body of the currently inclined unmanned moving body 1, and a storage unit 127 for storing various types of information.

The image analysis unit 121 analyzes the image acquired by the camera 11 to derive whether the road ahead is a slope, the slope θ of the slope, and the distance D remaining to the slope.

The calculation unit 122 calculates physical quantities such as speed, distance, time, and acceleration so that the vehicle body is inclined at a specific angle by using the slope θ of the slope and the distance D remaining to the slope. Specifically, the calculated speed, distance, time, and acceleration refer to the driving speed of the unmanned vehicle 1, the starting or braking distance (S), the timing to perform sudden start or sudden braking, and the acceleration required to perform the sudden start or sudden braking ( a) say, etc.

The speed control unit 123 adjusts the speed of the unmanned moving body 1 according to the calculated physical quantity. At this time, the speed controller 123 controls the accelerator system 14 and the brake system 15 to adjust acceleration or deceleration of the unmanned moving body 1.

The direction control unit 124 adjusts the direction of the unmanned moving body 1 according to the calculated speed. In this case, the unmanned moving body 1 includes a steering device (not shown) to perform left and right turns. Further, the direction adjustment unit 124 controls the steering device (not shown) to adjust the left or right rotation of the unmanned moving body 1.

The valve opening/closing unit 125 controls opening and closing of the solenoid valve 1317 included in the suspension device 13. As described above, when the solenoid valve 1317 is opened, the length of the shock absorber 131 changes, and when the solenoid valve 1317 is closed, the length of the shock absorber 131 is fixed.

The vehicle body inclination determination unit 126 determines the inclination of the vehicle body of the currently inclined unmanned moving body 1. In order to determine the inclination of the vehicle body, the unmanned moving body 1 may include a gyro sensor.

The storage unit 127 stores various types of information. For example, data regarding physical quantities such as various speeds, distances, time, and acceleration a according to the slope θ of the slope and the distance D remaining to the slope may be stored. If the performance of the electronic control unit (ECU, 12) is low and the calculation speed of the calculation unit 122 is slow, the speed control unit 123 loads various speeds, distances, times, and accelerations stored in the storage unit 127. Can adjust the speed of the unmanned moving body (1).

Meanwhile, the electronic control unit (ECU) 12 according to another embodiment of the present invention does not include the image analysis unit 121. This is because there is no need to determine the slope (θ) of the slope through image analysis. However, in order to accurately determine the position where the unmanned moving object 1 is currently traveling, a GPS receiver is further included. In addition, the storage unit 127 may store a 3D map of the terrain on which the unmanned moving object 1 travels in advance.

Each component of the electronic control unit (ECU, 12) described so far is a task, class, subroutine, process, object, execution thread, software such as a program, or FPGA (Field -It may be implemented by hardware such as a programmable gate array or ASIC (Application-Specific Integrated Circuit), and may also be formed by a combination of the software and hardware. The components may be included in a computer-readable storage medium, or some of the components may be distributed and distributed over a plurality of computers.

In addition, each block may represent a module, segment, or part of code that contains one or more executable instructions for executing the specified logical function(s). In addition, in some alternative execution examples, it is possible that the functions mentioned in the blocks occur out of order. For example, two blocks shown in succession may in fact be executed substantially simultaneously, and the blocks may sometimes be executed in reverse order depending on the corresponding function.

9 is a part of a flowchart showing a process of adjusting the inclination of a vehicle body by the semi-active suspension device 10 according to an embodiment of the present invention, and FIG. 10 is a part of the remaining flowchart of FIG. 9.

The semi-active suspension device 10 according to an embodiment of the present invention analyzes an image to derive the slope (θ) of the slope and the remaining distance (D) of the slope, and based on this, a specific angle to which the vehicle body should incline and Calculate various physical quantities. And, by adjusting the speed and rotation of the unmanned moving body 1 based on the physical quantities, when the vehicle body of the unmanned moving body 1 is inclined at the specific angle, the solenoid valve 1317 is driven to fix the length of the shock absorber 131 Let it. This allows the vehicle body to travel while maintaining stability even on slopes. Specifically, it is performed according to the flowcharts shown in FIGS. 9 and 10.

Hereinafter, each step of the flowcharts illustrated in FIGS. 9 and 10 will be described with reference to FIGS. 11 to 29.

FIG. 11 is a view showing an uphill slope in front of the unmanned moving body 1 according to an embodiment of the present invention, and FIG. 12 is a view showing an image obtained by photographing the front of the unmanned moving body 1 in FIG. 11. It is a figure shown.

As shown in FIG. 11 while the unmanned moving vehicle 1 is traveling on the ground, there may be an uphill slope among the vertical slopes in front. At this time, the slope of the ramp is denoted as θ, and the remaining distance to the ramp is denoted by D.

The unmanned moving object 1 according to an exemplary embodiment of the present invention acquires an image of a front area through the camera 11 (S901). And, if there is an uphill slope in front (S903, S905), the position of the horizon gradually rises as shown in FIG. 12. Therefore, the image analysis unit 121 analyzes the image (S902), and the slope of the slope based on the height at which the position of the horizon rises, the speed at which the position of the horizon rises, and the current running speed (v _{0) of the unmanned moving object 1, etc.} (θ) and the remaining distance to the slope (D) can be derived (S905). The relational expression for deriving the slope of the slope (θ) and the remaining distance (D) to the slope can be experimentally obtained in advance because it can be changed in various ways according to the specifications of the unmanned vehicle 1.

FIG. 13 is a view showing a state in which the unmanned moving body 1 performs sudden braking in FIG. 11, and FIG. 14 is a view showing a state in which the unmanned moving body 1 in which the inclination θ of the vehicle body is changed in FIG. 13 travels on an uphill slope. FIG. 15 is a diagram illustrating data stored in a storage unit according to an embodiment of the present invention.

When the unmanned moving body 1 makes sudden braking, inertia acts due to sudden deceleration. At this time, the acceleration (a) acts in a direction opposite to the traveling direction of the unmanned moving body 1, that is, in a negative (-) direction. Accordingly, the vehicle body receives the inertial force F in the traveling direction of the unmanned moving body 1 that is opposite to the acceleration a, and the vehicle body tilts forward as shown in FIG. 13.

When the image analysis unit 121 derives the slope of the slope (θ) and the remaining distance to the slope (D), the calculation unit 122 uses the derived slope (θ) of the slope and the distance remaining to the slope (D). The driving speed of the unmanned moving body 1, the braking distance S, the timing to perform the sudden braking, or the acceleration (a) required to perform the sudden braking are calculated so that the vehicle body is inclined at a specific angle (S906).

According to an embodiment of the present invention, inertial force (F) is used to tilt the vehicle body of the unmanned moving body 1 at a specific angle. When a force acts on the first object, acceleration acts. At this time, it is observed that the second object that exists inside or on the first object and does not receive a direct force is as if the force acts in the opposite direction. This is called inertia, and the virtual force observed to act on the second object by this inertia is the inertia force (F).

It is preferable that the specific angle at which the vehicle body of the unmanned moving body 1 is inclined is the same as or similar to the inclination θ of the slope. In addition, the specific angle at which the vehicle body of the unmanned moving body 1 should be inclined depends on the inertia force F. In addition, the inertial force (F) varies according to the mass (m) and acceleration (a) according to the law of acceleration.

Where F is the force, m is the mass, and a is the acceleration. Accordingly, the acceleration (a) required when the vehicle body of the unmanned moving body 1 is to be inclined at a specific angle can be variously changed according to the specifications, particularly the mass (m) of the unmanned moving body 1. For example, when the mass (m) of the unmanned vehicle 1 is large, the vehicle body can tilt a lot even with a small acceleration (a), and when the mass (m) of the unmanned vehicle 1 is small, the large acceleration (a) Even the car body may not tilt a lot. Therefore, the required acceleration (a) can be obtained experimentally in advance.

When the required acceleration (a) is obtained according to Equation 1, the current traveling speed (v ₀ ) and the required braking distance (S) of the unmanned moving body 1 are derived. _{The current traveling speed v 0} of the unmanned moving body 1 may be determined by an acceleration (a) sensor.

It is preferable that the braking distance S is smaller than the distance D remaining to the derived slope. Therefore, it is possible to obtain the braking distance S by multiplying the derived distance D to the slope by the weight k.

In Equation 2, the weight k is preferably less than 1. Furthermore, in order to give a certain amount of margin, the ratio may vary according to _{the current traveling speed v 0 of the unmanned moving body 1.} That is, the weight k may change according to _{the current driving speed v 0 of the unmanned moving object 1.}

Here, v ₀ is the current driving speed of the unmanned vehicle 1, v is the final driving speed of the unmanned vehicle 1 after performing sudden braking, and S is the braking distance (S). Substituting the current driving speed (v ₀ ) of the unmanned vehicle 1, the obtained required acceleration (a), and the derived braking distance (S) into Equation 3, the final travel speed (v) of the unmanned vehicle 1 ) Is derived. However, if the current driving speed (v ₀ ) is slow, and the final driving speed (v) of the unmanned vehicle 1 becomes negative (-) or approaches 0, the unmanned vehicle 1 is By accelerating, the current traveling speed v ₀ of the unmanned moving body 1 may be increased in advance.

Where t is the time it takes to brake. If the unmanned vehicle 1 finds a slope located in front of the unmanned vehicle 1 too late, or the current traveling speed v ₀ of the unmanned vehicle 1 is too fast, the remaining distance D to the slope is considerably short. Therefore, it is necessary to perform sudden braking with a greater acceleration (a). If the required acceleration (a) is increased, the braking time is shortened, and when the braking time is shortened, the braking distance (S) is also shortened, so that the vehicle body can be sufficiently tilted at a specific angle.

In this way, the calculation unit 122 calculates various physical quantities such as speed, distance, time, and acceleration. However, as described above, there may be a case where the performance of the electronic control unit (ECU) 12 is poor and the calculation speed of the calculation unit 122 is slow. In this case, the storage unit 127 may store data related to various speeds, distances, accelerations, etc. according to the slope θ of the slope and the remaining distance D to the slope, as illustrated in FIG. 15.

If data on the physical quantity is stored in the storage unit 127, after deriving the slope (θ) of the slope existing in front of the unmanned vehicle 1 and the remaining distance (D) to the slope, the data is used , It is possible to quickly and easily load the stored various physical quantities.

In FIG. 15, a required braking distance S and a required braking force F are shown according to the slope θ of the slope and the current traveling speed v _{0 of the unmanned moving body 1.} The braking distance S is derived by dividing the weight k from the remaining distance D to the slope calculated by the calculation unit. However, since the data cannot include the required braking force (F) for all braking distances (S), it is preferable that the braking distance (S) to be read from the data is the closest to the derived braking distance (S). If even the closest braking distance S is different from the derived braking distance S, the required braking force F can be obtained through linear approximation. When the required braking force (F) is loaded from the data of FIG. 15, the calculation unit can obtain the required acceleration (a) by dividing it by the mass (m) of the current unmanned moving body (1).

When the calculation unit 122 calculates the driving speed, the braking distance (S), the timing to perform the sudden braking, or the acceleration (a) required to perform the sudden braking of the unmanned moving body (1), the speed control unit (123) calculates the above calculation. The brake system 15 is controlled according to the set speed and acceleration (a), and the deceleration of the unmanned moving body 1 is adjusted (S907).

If the speed control unit 123 controls the brake system 15 to abruptly brake the unmanned moving body 1, the vehicle body of the unmanned moving body 1 tilts forward. At this time, the vehicle body inclination determination unit 126 determines the inclination θ of the vehicle body of the currently inclined unmanned moving body 1 (S908). In order to determine the inclination θ of the vehicle body, the unmanned moving body 1 may include a gyro sensor. The gyro sensor is a sensor that measures a change in the orientation of an object in rotational motion. The gyro sensor can obtain the amount of rotation of the object by inversely estimating the position of the origin using the gyro effect that occurs when the object rotates. There are various types such as mechanical type that rotates directly in 3 axes, MEMS type of tuning fork type using Coriolis force, and optical type using difference in arrival time of laser. In general, small devices that can be carried by users are equipped with the smallest MEMS-type gyro sensor. However, the present invention is not limited thereto, and various types of gyro sensors may be used.

If it is determined that the inclination θ of the vehicle body of the currently inclined unmanned moving body 1 is the same or similar to a specific angle at which the vehicle body should be inclined, the valve opening/closing unit 125 is the shock absorber 131 of the suspension device 13 The flow path 1316 is closed by operating the solenoid valve 1317 included in (S909). This makes it locked out. That the vehicle body is inclined means that the lengths of the shock absorbers 131 respectively connected to the wheels vary. For example, as shown in FIG. 13, when the vehicle body is inclined forward, the shock absorber 131 connected to the front wheel is shortened by pressure, and the shock absorber 131 connected to the rear wheel is tensioned and lengthened. Accordingly, the distance from the front wheel to the vehicle body becomes closer, and the distance from the rear wheel to the vehicle body increases.

While the unmanned vehicle 1 is braking, the vehicle body continues to receive an inertia force (F). In addition, the length of the shock absorber 131 also continuously changes, and the inclination θ of the vehicle body also changes. Then, when the inclination θ of the vehicle body reaches a specific angle, the valve opening/closing unit 125 operates the solenoid valve 1317 to close the flow path 1316. As a result, the vehicle body is fixed while inclined at the specific angle even after the sudden braking is completed.

When the vehicle body is fixed while being inclined at the specific angle, as shown in FIG. 14, the unmanned moving body 1 travels on an uphill slope in front. Then, it is possible to drive while maintaining the stability of the vehicle body.

FIG. 16 is a view showing a state in which a second uphill slope with a higher slope exists in front of the unmanned moving body 1 traveling on the first uphill slope in FIG. 14.

The slope of the slope analyzed by the image analysis unit 121 and the specific angle of the vehicle body may be different. This is because the slope of the slope analyzed by the image analysis unit 121 has an error from the actual slope. Alternatively, there may be an error in a result calculated by the operation unit 122 of the unmanned moving body 1, or an error occurring when the unmanned moving body 1 performs sudden braking and tilts the vehicle body. That is, the causes of the inclination error may be various.

Alternatively, as shown in FIG. 16, while the unmanned moving body 1 is traveling on the first slope, a second slope having a second slope (θ ₂ ) _{greater than the first slope (θ 1) of the first slope is} There may be cases in front of you.

FIG. 17 is a view showing a state in which the unmanned moving body 1 performs sudden braking in FIG. 16, and FIG. 18 is a state in which the unmanned moving body 1 in which the inclination θ of the vehicle body is changed in FIG. 17 travels on a second uphill slope It is a view showing.

As described above, in a state in which the vehicle body has already been inclined at a specific angle and the solenoid valve 1317 has closed the flow path 1316, there is a case where the vehicle body needs to be tilted again at a larger angle. However, if the solenoid valve 1317 is operated to immediately open the flow path 1316, the length of the shock absorber 131 is returned to its original length, and the inclination θ of the vehicle body is also returned to the original inclination θ. . Therefore, first, the solenoid valve 1317 must maintain the flow path 1316 in a closed state.

In order to tilt the vehicle body at a larger angle, the above process must be repeated again. Thus, that is, as shown in FIG. 17, the angle at which the vehicle body is to be additionally inclined, the driving speed, and acceleration are calculated, and the unmanned moving body 1 performs sudden braking again. Since the solenoid valve 1317 of the shock absorber 131 has already closed the flow path 1316, the length of the shock absorber 131 does not change. In other words, the body does not tilt again. Accordingly, when the unmanned moving body 1 performs sudden braking again, the valve opening/closing unit 125 operates the solenoid valve 1317 to instantly open the flow path 1316. Then, since the vehicle body is receiving the inertia force (F), it is not restored to its original state, and the shock absorber 131 having a shorter length becomes shorter, and the shock absorber 131 having a longer length becomes longer.

If it is determined that the inclination (θ) of the vehicle body of the currently inclined unmanned moving body 1 is the same or similar to the angle at which the vehicle body should be additionally inclined, the valve opening/closing unit 125 operates the solenoid valve 1317 again and the flow path ( 1316) is closed. The time for the solenoid valve 1317 to momentarily open the flow path 1316 and then close the flow path 1316 again is a very short time. In addition, when the vehicle body is fixed while being inclined at the angle, as shown in FIG. 18, the unmanned moving body 1 travels on the second uphill slope in front. Then, it is possible to drive while maintaining the stability of the vehicle body.

If the second slope (θ ₂ ) of the second slope is less than the first slope (θ ₁ ) of the first slope, the valve opening/closing unit 125 operates the solenoid valve 1317 to temporarily open the flow path 1316 do. Then, the oil 1315 flows through the flow path 1316 so that the shock absorber 131 attempts to return to its original state, and the vehicle body also attempts to return to its original inclination. In the meantime, when the vehicle body is _{inclined at an angle equal to or similar to the second inclination θ 2} , the valve opening/closing unit 125 operates the solenoid valve 1317 again to close the flow path 1316.

If the driving of the slope is completed and the vehicle is driven again on a level surface, the valve opening/closing unit 125 operates the solenoid valve 1317 to completely open the flow path 1316. Then, the oil 1315 flows through the flow path 1316 so that the shock absorber 131 returns to its original state, and the vehicle body also returns to its original inclination θ.

FIG. 19 is a diagram showing a state in which a downhill slope exists in front of the unmanned moving body 1 according to an embodiment of the present invention, and FIG. 20 is a view showing an image obtained by photographing the front of the unmanned moving body 1 in FIG. It is a figure shown.

As shown in FIG. 19 while the unmanned moving body 1 is traveling on the ground, a downhill slope among the vertical slopes may exist in the front. Then, the unmanned moving object 1 acquires an image photographing the front area through the camera 11 (S901). And, if there is a downhill slope ahead (S903, S905), as shown in Fig. 20, the position of the horizon gradually descends. Therefore, the image analysis unit 121 analyzes the image (S902), and based on the height at which the position of the horizon is lowered, the speed at which the position of the horizon is lowered, and the current driving speed (v ₀ ) of the unmanned moving object 1, etc. The slope θ and the remaining distance D to the slope can be derived (S904).

FIG. 21 is a view showing a state in which the unmanned moving body 1 performs a sudden start in FIG. 19, and FIG. 22 is a view showing a state in which the unmanned moving body 1 in which the inclination θ of the vehicle body is changed in FIG. 21 travels on a downhill slope. It is a drawing.

Hereinafter, in the description of FIGS. 21 to 22, the same contents as those of FIGS. 13 to 18 will be omitted. However, this is for convenience of explanation and is not intended to limit the scope of rights. In addition, even if the same descriptions as those of FIGS. 13 to 18 are omitted, it goes without saying that a person skilled in the art can easily implement the present invention.

When the unmanned moving body 1 makes a sudden start, inertia acts due to sudden acceleration. At this time, the acceleration (a) acts in the traveling direction of the unmanned moving body 1, that is, in the positive (+) direction. Accordingly, the vehicle body receives the inertial force F in a direction opposite to the traveling direction of the unmanned moving body 1, which is the opposite direction of the acceleration a, so that the vehicle body tilts backward as shown in FIG. 21.

When the image analysis unit 121 derives the slope of the slope (θ) and the remaining distance to the slope (D), the calculation unit 122 uses the derived slope (θ) of the slope and the distance remaining to the slope (D). The driving speed of the unmanned moving body 1, the starting distance S, the timing to perform the sudden start, or the acceleration (a) required to perform the sudden start are calculated so that the vehicle body is inclined at a specific angle (S906).

When the calculation unit 122 calculates the required acceleration (a) by performing the driving speed, the starting distance (S), the timing to perform the sudden start, or the sudden start of the unmanned moving body (1), the speed control unit 123 By controlling the accelerator system 14 according to the speed and acceleration (a), etc., the acceleration of the unmanned moving body 1 is adjusted (S907).

If the speed control unit 123 controls the accelerator system 14 to cause the unmanned moving body 1 to start suddenly, the vehicle body of the unmanned moving body 1 is tilted backwards. At this time, the vehicle body inclination determination unit 126 determines the inclination θ of the vehicle body of the currently inclined unmanned moving body 1 (S908).

If it is determined that the inclination (θ) of the vehicle body of the currently inclined unmanned moving body 1 is the same or similar to a specific angle at which the vehicle body should be inclined, the valve opening/closing unit 125 is the shock absorber 131 of the suspension device 13 The flow path 1316 is closed by operating the solenoid valve 1317 included in (S909). In other words, it is set to be locked out. As a result, the vehicle body is fixed while inclined at the specific angle even after the sudden start is completed.

When the vehicle body is fixed while being inclined at the specific angle, as shown in FIG. 22, the unmanned moving body 1 travels on a downhill slope in front. Then, it is possible to drive while maintaining the stability of the vehicle body.

In a state in which the vehicle body is already inclined at a specific angle and the solenoid valve 1317 closes the flow path 1316, there is a case where the vehicle body needs to be further tilted at a larger angle. In this case, the angle at which the vehicle body is to be additionally inclined, the driving speed, and acceleration are calculated again, and the unmanned moving body 1 performs a sudden start again.

When the unmanned moving body 1 performs sudden start again, the valve opening/closing unit 125 operates the solenoid valve 1317 to momentarily open the flow path 1316. If it is determined that the inclination (θ) of the vehicle body of the currently inclined unmanned moving body 1 is the same or similar to the angle at which the vehicle body should be additionally inclined, the valve opening/closing unit 125 operates the solenoid valve 1317 again and the flow path ( 1316) is closed. Then, it is possible to drive while maintaining the stability of the vehicle body.

FIG. 23 is a view showing the presence of a horizontal slope in front of the unmanned moving body 1 according to an embodiment of the present invention, and FIG. 24 is a view showing an image obtained by photographing the front of the unmanned moving body 1 in FIG. 20. It is a figure shown.

As shown in FIG. 23 while the unmanned moving body 1 is traveling on the ground, there may be a lateral slope in front. Hereinafter, the horizontal slope is described as being a horizontal slope inclined from left to right, as shown in FIG. 23. The unmanned moving object 1 acquires an image photographing the front area through the camera 11 (S901). And, if there is a horizontal slope in front (S910), as shown in Fig. 24, the horizon is inclined to the right. Accordingly, the image analysis unit 121 analyzes the image to determine the slope of the slope (θ) and the slope based on the slope (θ) of the horizon, the speed at which the horizon is inclined, and the current driving speed (v ₀ ) of the unmanned moving object 1, etc. The remaining distance (D) can be derived (S1001).

FIG. 25 is a view showing a state in which the unmanned moving body 1 bypasses the path in FIG. 23 and then performs a rapid rotation, and FIG. 26 is a diagram showing the unmanned moving body 1 in FIG. 23 and continues to rotate in the same direction after performing a sudden rotation. It is a view showing the state of returning to the original driving route, and FIG. 27 is a view showing the state of the unmanned moving body 1 in which the inclination θ of the vehicle body in FIG. 25 or 26 is changed, and FIG. 28 is a vehicle body in FIG. It is a view showing a state in which the unmanned moving body 1 with a changed inclination (θ) travels on a horizontal slope.

Hereinafter, in the description of FIGS. 25 to 28, the same contents as those of FIGS. 13 to 18 will be omitted. However, this is for convenience of explanation and is not intended to limit the scope of rights. In addition, even if the same descriptions as those of FIGS. 13 to 18 are omitted, it goes without saying that a person skilled in the art can easily implement the present invention.

When the unmanned moving body 1 makes a sudden right turn, inertia acts due to a sudden change in speed. Since velocity is a vector, the change in velocity is a change in direction, not a change in magnitude. At this time, the centripetal acceleration a _c acts in the center direction of the curved track drawn by the traveling path of the unmanned moving body 1, that is, the centripetal direction. Accordingly, the vehicle body receives a _{centrifugal force F in a direction opposite to the centripetal acceleration a c in} the outer direction of the curved track, and the vehicle body tilts to the left as shown in FIG. 27.

However, while the unmanned moving body 1 performs a sudden right turn, the driving path is turned to the right. Accordingly, as shown in Fig. 25, the path can be detoured to the left in advance so as to return the unmanned moving body 1 to the original travel direction. And, if the left turn is performed again after the sudden right turn is performed, the unmanned moving body 1 returns to the original driving direction.

Alternatively, as shown in FIG. 26, the unmanned moving body 1 may perform a sudden right rotation first. And by continuing to make a right turn and drawing a circle, it is possible to return to the original driving direction. Without being limited to the method illustrated in FIG. 25 or the method illustrated in FIG. 26, various methods may be used as long as the unmanned moving body 1 performs a sharp right turn and returns to the original driving direction.

When the image analysis unit 121 derives the slope of the slope (θ) and the remaining distance to the slope (D), the calculation unit 122 uses the derived slope (θ) of the slope and the distance remaining to the slope (D). The radius (r) of a curved track when the vehicle body rotates to incline at a specific angle, a timing to perform a sudden turn, or a speed (v) required to perform a rapid turn are calculated (S1002).

According to an embodiment of the present invention, centrifugal force (F) is used to tilt the vehicle body of the unmanned moving body 1 at a specific angle. When the first object rotates, tangential acceleration (a _t ) and normal acceleration (a _n ) act. The tangential acceleration (a _t ) is the acceleration acting in a direction parallel to the direction in which the first object moves in a circular motion, and the normal acceleration (a _n ) is the acceleration acting in a direction perpendicular to the direction in which the first object moves in a circular motion. to be. The normal acceleration (a _n ) is also called centripetal acceleration (a _{c ).} In addition, the force generated by the centripetal acceleration (a) and pulling the first object toward the center of the curved trajectory is called a centripetal force. In this case, it is observed that a second object that is present inside or on the first object and does not directly receive a centripetal force, as if a force having the same magnitude as the centripetal force acts in the opposite direction. This is also a kind of inertia, and the imaginary force observed to act on the second object by this inertia is the centrifugal force (F).

It is preferable that the specific angle at which the vehicle body of the unmanned moving body 1 is inclined is the same as or similar to the inclination θ of the slope. In addition, the specific angle at which the vehicle body of the unmanned moving body 1 is to be inclined depends on the centrifugal force (F). And, the centrifugal force (F) depends on the mass (m) and the linear velocity (v).

Here, r is the radius of the curved orbit, and v is the linear velocity of the unmanned moving body (1). Accordingly, when the vehicle body of the unmanned moving body 1 is to be inclined at a specific angle, the required speed v may be variously changed according to the specifications of the unmanned moving body 1, in particular, the mass m. For example, when the mass (m) of the unmanned vehicle 1 is large, the vehicle body can tilt a lot even at a small speed (v), and when the mass (m) of the unmanned vehicle 1 is small, the large velocity (v) Even the car body may not tilt a lot. Therefore, the required speed v can be obtained experimentally in advance.

When calculating the radius (r) of the curved trajectory when the calculation unit 122 rotates, the timing to perform the rapid rotation, or the speed (v) required to perform the rapid rotation, the direction control unit 124 Accordingly, a steering device (not shown) of the unmanned moving body 1 is controlled to adjust the left or right rotation of the unmanned moving body 1 (S1003).

If the direction control unit 124 controls the steering device (not shown) to rapidly rotate the unmanned moving body 1, the vehicle body of the unmanned moving body 1 is tilted to the left. At this time, the vehicle body inclination determination unit 126 determines the inclination θ of the vehicle body of the currently inclined unmanned moving body 1 (S1004).

If it is determined that the inclination θ of the vehicle body of the currently inclined unmanned moving body 1 is the same or similar to a specific angle at which the vehicle body should be inclined, the valve opening/closing unit 125 is the shock absorber 131 of the suspension device 13 The flow path 1316 is closed by operating the solenoid valve 1317 included in (S1005). In other words, it is set to be locked out. As a result, the vehicle body is fixed while being inclined at the specific angle as shown in FIG. 27 even after the sudden start is completed.

When the vehicle body is fixed while being inclined at the specific angle, as shown in FIG. 28, the unmanned moving body 1 travels on the front side slope. Then, it is possible to drive while maintaining the stability of the vehicle body.

In a state in which the vehicle body is already inclined at a specific angle and the solenoid valve 1317 closes the flow path 1316, there is a case where the vehicle body needs to be further tilted at a larger angle. In this case, the angle at which the vehicle body should be additionally inclined, the driving speed, and acceleration are calculated again, and the unmanned moving body 1 performs a sharp turn again.

When the unmanned moving body 1 performs rapid rotation again, the valve opening/closing unit 125 operates the solenoid valve 1317 to momentarily open the flow path 1316. If it is determined that the inclination (θ) of the vehicle body of the currently inclined unmanned moving body 1 is the same or similar to the angle at which the vehicle body should be additionally inclined, the valve opening/closing unit 125 operates the solenoid valve 1317 again and the flow path ( 1316) is closed. Then, it is possible to drive while maintaining the stability of the vehicle body.

In fact, while the unmanned moving body 1 is traveling on the ground, it may encounter slopes formed in various directions. For example, there may be a slope formed in a diagonal direction from the driving direction of the unmanned moving body 1. In other words, the existence of a horizontal slope in front is not an exclusive event with the existence of a vertical slope in front. In this case, the slope is divided into a direction parallel to the driving direction of the unmanned moving body 1 and a direction perpendicular to the driving direction. Further, the slope divided in a direction parallel to the driving direction is determined to be a vertical slope, and the unmanned moving body 1 tilts the vehicle body forward or backward. In addition, the slope divided in the direction perpendicular to the driving direction is determined to be a horizontal slope, and the unmanned moving body 1 tilts the vehicle body to the left or to the right. That is, if there is a slope formed in a diagonal direction from the driving direction in front of the unmanned moving body 1, the vehicle body is independently tilted by dividing into a vertical slope and a horizontal slope.

29 is a diagram showing 3D map information stored by the storage unit 127 of the unmanned moving object 1 according to another embodiment of the present invention.

The unmanned moving body 1 according to an embodiment of the present invention derives the slope (θ) of the slope existing in front and the distance D remaining to the slope by analyzing the image acquired through the camera 11. However, the unmanned moving object 1 according to another embodiment of the present invention stores a 3D map including topographic information of an area to be driven in the storage unit 127 in advance. The 3D map may have a form of a digital map generated using a Geographic Information System (GIS). These 3D maps may be stored by the user in advance or may be transmitted from a server or an external device. That is, as long as the 3D map can be stored in the storage unit 127, it is not limited and various methods can be used. Hereinafter, in the description of FIG. 29, the same descriptions as those of FIGS. 13 to 18 will be omitted. However, this is for convenience of explanation and is not intended to limit the scope of rights. In addition, even if the same descriptions as those of FIGS. 13 to 18 are omitted, it goes without saying that a person skilled in the art can easily implement the present invention.

Since the unmanned moving vehicle 1 according to another embodiment of the present invention knows in advance the topography of an area to be driven, it is not necessary to determine the slope of a slope through image analysis. Accordingly, the unmanned moving body 1 according to another embodiment of the present invention does not include the camera 11 and the image analysis unit 121. However, in order to accurately determine the current position at which the unmanned moving object 1 is traveling, a GPS receiver is further included. The GPS (Global Positioning System) is a satellite navigation system in which a GPS receiver receives a signal transmitted from a GPS satellite and calculates a current position as a coordinate. That is, the GPS receiver receives GPS coordinates from GPS satellites in real time.

When the unmanned vehicle 1 travels in a specific area along a predetermined route, the map analysis unit (not shown) travels while matching the GPS coordinates received through the GPS receiver with the coordinates of the 3D map. Therefore, even without the camera 11 and the image analysis unit 121, it is possible to accurately grasp the position of the slope existing in front, the slope of the slope (θ), the distance D remaining to the slope, and the like.

The calculation unit 122 uses the derived slope of the slope (θ) and the remaining distance to the slope (D) to tilt the vehicle body at a specific angle, such as the driving speed, start, braking or rotation distance, sudden start, The timing to perform sudden braking or sudden rotation, and acceleration (a) required to perform sudden start, sudden braking or sudden rotation are calculated.

In addition, the speed control unit 123 controls the accelerator system 14 or the brake system 15 to adjust the speed of the unmanned moving body 1. Alternatively, the rotation adjustment unit 124 controls the steering device (not shown) to adjust the rotation of the unmanned moving body 1.

The vehicle body inclination determination unit 126 determines the inclination θ of the vehicle body of the currently inclined unmanned moving body 1. If it is determined that the inclination θ of the vehicle body of the currently inclined unmanned moving body 1 is the same or similar to a specific angle at which the vehicle body should be inclined, the valve opening/closing unit 125 is the shock absorber 131 of the suspension device 13 The flow path 1316 is closed by operating the solenoid valve 1317 included in the. As a result, the vehicle body is fixed while inclined at the specific angle even after the sudden start, sudden braking, or sudden turn is ended.

When the vehicle body is fixed while being inclined at the specific angle, the unmanned moving body 1 travels on the front slope. Then, it is possible to drive while maintaining the stability of the vehicle body.

Those of ordinary skill in the art to which the present invention pertains will appreciate that the present invention can be implemented in other specific forms without changing the technical spirit or essential features thereof. Therefore, it should be understood that the embodiments described above are illustrative in all respects and are not limiting. The scope of the present invention is indicated by the claims to be described later rather than the detailed description, and all changes or modified forms derived from the meaning and scope of the claims and their equivalent concepts should be construed as being included in the scope of the present invention. do.

1: unmanned moving body 10: semi-active suspension device
11: Camera 12: Electronic Control Unit (ECU)
13: suspension device 14: accelerator system
15: brake system 16: wheel speed sensor
17: illuminance sensor 18: lamp control system
19: external system 20: network communication
121: image analysis unit 122: operation unit
123: speed control unit 124: direction control unit
125: valve opening/closing unit 126: vehicle body tilt determination unit
127: storage unit 131: shock absorber
132: spring 133: stabilizer
141: accelerator sensor 151: brake drive unit
152: brake sensor 1311: outer cylinder
1312: inner cylinder 1313: piston
1314: piston rod 1315: oil
1316: Euro 1317: Solenoid valve
1318: first space 1319: second space

Claims (20)

A camera that acquires an image by photographing an area in the driving direction of the unmanned moving object;
An image analysis unit that analyzes the acquired image and determines a slope of a slope existing in the driving direction;
A calculation unit that calculates a specific angle at which the vehicle body of the unmanned moving body is inclined and an acceleration required for the vehicle body to incline based on the determined inclination;
A speed adjusting unit that adjusts the speed of the unmanned moving object based on the calculated acceleration;
A shock absorber for mitigating an impact transmitted from a road surface while the unmanned moving body is traveling;
A solenoid valve for varying or fixing a length of the shock absorber as opening and closing a flow path through which fluid flows in the shock absorber; And
When the vehicle body is inclined at the specific angle while the speed is adjusted, a semi-active suspension device comprising a valve opening/closing unit configured to close the flow path by controlling the solenoid valve. The method of claim 1,
If the ramp is an uphill ramp,
The operation unit,
A semi-active suspension device for calculating a traveling speed of the unmanned moving body, a braking distance, a timing for performing sudden braking, and an acceleration required for performing the sudden braking. ◈ Claim 3 was abandoned upon payment of the set registration fee.◈ The method of claim 2,
The speed control unit,
A semi-active suspension device for decelerating the unmanned moving body by controlling a brake system according to the calculated physical quantity. delete delete delete delete delete delete delete A storage unit for storing a three-dimensional map of an area in which the unmanned moving object travels;
A GPS receiver for receiving GPS coordinates of the current position of the unmanned moving object;
A map analysis unit determining a slope of a slope existing on a path on which the unmanned moving object travels based on the stored 3D map and the GPS coordinates;
A calculation unit that calculates a specific angle at which the vehicle body of the unmanned moving body is inclined and an acceleration required for the vehicle body to incline based on the determined inclination;
A speed adjusting unit that adjusts the speed of the unmanned moving object based on the calculated acceleration;
A shock absorber that mitigates the shock transmitted from the road surface;
A solenoid valve for varying or fixing a length of the shock absorber as opening and closing a flow path through which fluid flows in the shock absorber; And
When the vehicle body is inclined at the specific angle while the speed is adjusted, a semi-active suspension device comprising a valve opening/closing unit configured to close the flow path by controlling the solenoid valve. The method of claim 11,
If the ramp is an uphill ramp,
The operation unit,
A semi-active suspension device for calculating a traveling speed of the unmanned moving body, a braking distance, a timing for performing sudden braking, and an acceleration required for performing the sudden braking. ◈ Claim 13 was abandoned upon payment of the set registration fee. The method of claim 12,
The speed control unit,
A semi-active suspension device for decelerating the unmanned moving body by controlling a brake system according to the calculated physical quantity. delete delete delete delete delete delete delete

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