WO2002023296A1 - Procede et appareil de guidage destines a des vehicules automatises - Google Patents

Procede et appareil de guidage destines a des vehicules automatises Download PDF

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Publication number
WO2002023296A1
WO2002023296A1 PCT/CA2001/001281 CA0101281W WO0223296A1 WO 2002023296 A1 WO2002023296 A1 WO 2002023296A1 CA 0101281 W CA0101281 W CA 0101281W WO 0223296 A1 WO0223296 A1 WO 0223296A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
automated
towing
tow
frame
Prior art date
Application number
PCT/CA2001/001281
Other languages
English (en)
Inventor
Ross A. Poole
F. Jack Purchase
Robert S. Ward
Original Assignee
Ainsworth, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ainsworth, Inc. filed Critical Ainsworth, Inc.
Priority to AU2001291545A priority Critical patent/AU2001291545A1/en
Priority to EP01971549A priority patent/EP1319204A1/fr
Publication of WO2002023296A1 publication Critical patent/WO2002023296A1/fr

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G05D1/0295—Fleet control by at least one leading vehicle of the fleet

Definitions

  • This invention relates to guidance systems for automated vehicles. More specifically, the invention relates to a method of and an apparatus for use in the guidance of automated vehicles in a mine environment.
  • Automated vehicle guidance systems have also been developed for use in mines.
  • a mining environment poses a wholly different set of problems from a conventional industrial setting. Firstly, the whole environment is much harsher than a conventional factory. Frequently, there are high levels of dust, and any path or route rather than being a smooth, concrete floor or the like may well be along the rough floor of a tunnel or drift. Further, the pathways of the vehicle in a mine are often irregular, both vertically and horizontally, and are subject to constant change. In a factory setting, the initial cost of the system defining the route or path of the vehicle is not usually critical, since it is a one-time cost.
  • Canadian Patent No. 2,041,073 One example of a system used to guide automated vehicles in a mining environment is disclosed in Canadian Patent No. 2,041,073.
  • the system provides a guide for a vehicle in the form of an elongate reflective strip suspended above the desired path for the vehicle.
  • This provides a so-called coded longitudinal reference means, which more specifically is retroreflective.
  • coded longitudinal reference means which more specifically is retroreflective.
  • the reflective strip would be detected by lasers. The lasers are oscillated from side to side, and the position of the laser is noted when a reflected beam is returned to the vehicle.
  • Canadian Patent No. 2,145,731 discloses an automated guidance system for a vehicle which provides a guide in the form of a continuous source of light arranged parallel to the intended path and above the vehicle.
  • a source of light can be what is known as a "light rope”.
  • This is a commercially available product comprising numerous small bulbs encapsulated to form, in effect, a continuous rope or string. It provides a continuous, bright source of light, which is easily recognised by a vision guidance system.
  • Some sort of vision guidance system is provided, so that an on-board vehicle guidance system can determine the lateral position of the vehicle relative to the "light rope", to guide the vehicle.
  • a guidance system comprising a guide in the form of a fluorescent elongate element mounted along a desired path capable of absorbing radiation at a first frequency and radiating radiation at a different, lower frequency.
  • the elongate element may comprise several portions which may be used to define different paths, each portion capable of radiating radiation at a frequency different from the radiation radiated by any other portion upon absorbing radiation of the first frequency.
  • a portion of the elongate element is illuminated with radiation of the first frequency, and the radiated radiation is detected by a detector mounted on the vehicle. This provides positional information to the control unit, which can enable guidance means to steer the vehicle along the desired path.
  • manual control mechanisms i.e., controls to be used by a human operator
  • the manual control mechanisms are thus used infrequently, typically only in situations where a vehicle is required to travel along a path where a guide is unavailable, and where it is either inconvenient, expensive, or otherwise undesirable to install a guide along the path.
  • the manual control mechanisms may be used by an on-board driver to steer the vehicle to a garage or repair centre for maintenance or refuelling.
  • the manual control mechanisms may also be used to move a vehicle from one set of paths where automated movement is possible, to a separate set of paths at a different location.
  • the present invention has realized that there is a need for a system and method to allow for automated vehicles not equipped with manual controls to move along on a path where the normal guide (e.g., reflective strip, light rope, or elongate element as described above) is unavailable.
  • the normal guide e.g., reflective strip, light rope, or elongate element as described above
  • One aspect of the invention relates to an assembly for providing a simulated towing action for automated vehicles
  • a towing vehicle an automated vehicle including drive means, steering actuation means and a controller connected to the drive and steering actuation means for control thereof, a tow frame towed behind the towing vehicle, and guiding means mounted on the tow frame and the automated vehicle for providing information to the controller on the relative spacing and orientation of the automated vehicle relative to the tow frame, whereby the controller controls the automated vehicle to cause the automated vehicle to follow the path travelled by the towing vehicle, and wherein the tow frame ensures adequate spacing between the towing vehicle and the automated vehicle.
  • the invention also provides for a tow frame for use in an assembly comprising a towing vehicle and an automated vehicle intended to follow the towing vehicle in a manner of a simulated tow.
  • the tow frame comprises a tow frame, a coupling element at the forward end of the tow frame, at least two wheels supporting the tow frame, and signalling means for providing a signal to the automated vehicle enabling a controller on the automated vehicle to determine the relative position between the towing vehicle and the automated vehicle.
  • the invention also provides for a method of providing simulated towing for an automated vehicle, the automated vehicle having drive means for driving the vehicle, steering actuation means for steering the vehicle and a controller connected to the drive means and the steering actuation means for the control thereof, comprising: (a) providing a towing vehicle and driving the towing vehicle over a desired path;
  • Figure 1 is a perspective view of the present invention in a preferred embodiment
  • Figure 2 is a perspective view of a guiding tow bar mounted on a T-shaped tow frame
  • Figures 3a and 3b are perspective views of a guiding tow bar mounted on alternative tow frame designs.
  • Figures 4a, 4b and 4c illustrate the operation of signalling means on a tow frame in a variant embodiment of the invention.
  • system 10 operates to guide automated vehicles in a mining environment along paths which are not equipped with guides used for tracking by the automated vehicles.
  • system 10 can operate on any path on which a vehicle can travel.
  • System 10 comprises a towing vehicle 20, one or more tow frames 30, and an automated vehicle 40.
  • System 10 may also comprise additional components to aid in the transport of automated vehicles 40 to a desired destination.
  • the towing vehicle 20 is operated so as to lead an automated vehicle 40 to a desired destination. More specifically, the towing vehicle 20 is driven on a path to the desired destination while the automated vehicle 40 follows behind the towing vehicle 20.
  • the towing vehicle 20 is preferably a jeep, but can be any manually-driven or automated vehicle including an automobile, a truck, a cart, a hauling vehicle, etc.
  • the system 10 comprises at least one tow frame 30 which is hitched to or is otherwise pulled by the towing vehicle 20.
  • Tow frames 30 may be connected or hitched together in series, in known manner and as shown.
  • the primary purpose of the tow frames 30 is to provide a safety zone between the towing vehicle 20 and the automated vehicle 40 following behind the towing vehicle 20. In the event that the automated vehicle 40 is unable to stop in sufficient time to prevent a collision with one or more tow frames 30 and the towing vehicle 20, the presence of the tow frames 30 makes damage to the towing vehicle 20 and injury to any occupants of the towing vehicle 20 less likely.
  • a typical automated mining machine might be a Load Haul Dump (LHD) vehicle with a weight of, for example, 26,000 to 45,000 kilograms.
  • LHD Load Haul Dump
  • Such vehicles are not very manoeuvrable and it is desirable to maintain a significant safety distance from a lightweight guidance vehicle. Note that simply setting a larger distance between the two vehicles is inadequate. In a mine environment, with narrow drifts, in order to ensure that the automated vehicle takes a proper path around corners, the vehicle must closely follow some guiding element.
  • the tow frame 30 which is furthest away from towing vehicle 20 is equipped with a guiding tow bar 50.
  • the guiding tow bar 50 comprises signalling means 52 which provide guiding elements and can be detected by one or more guide detectors 60 on the automated vehicle 40.
  • the signalling means 52 can comprise radiation sources, where the radiated radiation can be detected by a guide detector 60.
  • guiding tow bar 50 may be equipped with a signalling means 52 which is a continuous source of light, where the light can be detected by the guide detector 60.
  • guiding tow bar 50 may be equipped with a signalling means 52 comprising reflective or fluorescent means, which can be detected by the guide detector 60.
  • Guiding tow bar 50 may also be equipped with signalling means 52 for emitting, for example, radio microwaves or other electromagnetic radiation, which can be detected by the guide detector 60. Guiding tow bar 50 may also be equipped with signalling means 52 capable of emitting a combination of the above signals.
  • the automated vehicle 40 is equipped with the guide detector 60, and is also equipped with a controller 62 connected to the guide detector 60.
  • the guide detector can be a camera looking axially or longitudinally; preferably there are two such cameras looking forwardly and rearwardly, for operation in either direction. Commonly such vehicles have two generally vertically directed cameras for following a light rope or the like and two cameras mounted for detecting falls.
  • the controller 62 analyzes signals emitted by the signalling means 52 on the guiding tow bar 50 (for example, light, radiation, radio waves) and subsequently detected by the guide detector 60. The controller 62 uses this information to control the steering actuation means and the drive and transmission systems of the automated vehicle 40. The controller 62 determines from the signals detected by the guide detector 60 the relative longitudinal position of the guiding tow bar 50 with respect to the automated vehicle 40. This is done simply by determining the observed spacing of the signalling means 52 in the image taken by the camera 60.
  • the vehicle 40 is accelerated; if the signalling means or sources are observed to be too far apart, this is interpreted to mean that the vehicles are too close together and the vehicle 40 is slowed, either by simply decreasing power provided by the engine and/or by braking as required.
  • the positional information allows the controller 62 to steer left, right, or straight relative to the direction the automated vehicle 40 is currently moving, so that it follows essentially the same path traversed by the guiding tow bar 50. This is done by detecting the lateral location of the signalling means 52 in the field of view or image from the camera 60, and steering the vehicle 40, to keep the signalling means 52 centred.
  • the automated vehicle 40 effectively follows the towing vehicle 20. This allows automated vehicles 40 to be moved without the need for on-board manual operation along paths for which guides are not installed. Hence, an automated vehicle 40 to be used in system 10 may be built without manual controls.
  • the guiding tow bar 50 may be equipped with signalling means 52 which emits light or radiating radiation in pulses, at a specified frequency, to be detected by one or more guide detectors 60.
  • sources of light for example, natural light, headlights, flashlights, drift lighting, machinery equipment lights, or other reflective objects
  • the signalling means 52 on the guiding tow bar 50 comprises two light or radiation sources separated at a specified distance on the guiding tow bar 50.
  • information relating to the distance separating the two sources can be used by the controller 62 in determining exactly how far automated vehicle 40 is from the guiding tow bar 50 at any particular time.
  • the controller 62 is also able to stop or slow down the automated vehicle 40 (and to perform any other pre-determined desired actions) if the camera 60 fails to detect a signal (or fails to detect one of a number of detectable signals) from signalling means 52 after a specified period of time.
  • the controller 62 may cause the automated vehicle 40 to stop. It is anticipated that there will be some form of communication between the automated vehicle 40 and the towing vehicle 20, if only to enable an emergency stop to be signalled to the automated vehicle 40. This communication link can also provide for the towing vehicle 20 to restart the automated vehicle 40. It can also enable the automated vehicle 40 to signal that it has lost contact with the signalling means 52, indicating that the towing vehicle 20 needs to back up.
  • the towing vehicle 20 itself is equipped with means to stop or otherwise disable the automated vehicle 40, which may be useful if it is necessary to stop the automated vehicle quickly in an emergency situation.
  • This can be implemented, for example, by connecting a radio receiver to controller 62 and providing a corresponding transmitter in the towing vehicle 20. Then, the receiver can cause the automated vehicle 40 to stop upon receiving a signal from the radio transmitter.
  • the transmitter can include an emergency stop button, so that a driver of the towing vehicle 20 can signal the automated vehicle 40 to stop, for any desired reason.
  • This radio transmitter can also be designed to maintain continuous communication (e.g. a signal indicating the status of the towing operation) with the controller 62. In the event that such radio communication is interrupted or becomes unavailable for a specified period of time, the controller 62 can cause the automated vehicle 40 to automatically stop.
  • the radio transmitter and the radio receiver may also be adapted to communicate information regarding the distance between the towing vehicle 20 (or signalling means 52) and the automated vehicle 40.
  • a display may be installed in the towing vehicle 20 which indicates the current distance between the two vehicles.
  • the automated vehicle may tend to overshoot its desired position.
  • a low profile signalling means could be provided that enables the automated vehicle 40 to ride over the signalling means 52 without damaging it.
  • a tow frame 30 comprises the guiding tow bar 50 and an elongate shaft 54.
  • the forward end of the shaft 54 includes an aperture or coupling element 56 for coupling to a complementary coupling element.
  • a complementary coupling element 58 As shown, on an extension of the elongate shaft 54, there is such a complementary coupling element 58.
  • the coupling element 58 is some sort of a projecting ball or pin or the like, and the coupling element 56 is a corresponding socket. It will be understood that, for the rear most tow frame 30, the extension of the shaft 54 and the coupling element 58 can be eliminated. However, for convenience, it is preferable for the tow frames 30 to be similar. This enables any number of tow frames 30 to be coupled together, in any order, which can be useful for maintenance and other purposes.
  • the signalling means 52 are mounted on top of the guiding tow bar 50 as shown. However, it is possible that the signalling means 52 be otherwise integral with the tow bar 50.
  • the tow frame 30 omits the coupling element 58, the tow frame 30 must necessarily be the last tow frame. All intermediate tow frames 30 would need both coupling elements 56, 58. It will also be understood that the use of an intermediate tow frame 30 is optional. It is possible that just one tow frame 30 be provided, which need include just the coupling element 56 for attachment to the towing vehicle 20.
  • the signalling means 52 are shown, schematically, mounted on the guiding tow bar 50, it will be understood that the signalling means 52 could be mounted as required for a particular installation. Thus, in some applications, it may be desirable to mount the signalling means 52 at the same height as a vision system on the automated vehicle 40. Additionally, the relative location of the signalling means 52 may depend on their nature.
  • the signalling means 52 can comprise a variety of radiation sources (e.g. conventional light sources, laser sources, radio sources), or can simply comprise some form of reflector.
  • the signalling means 52 mounted on the guiding tow bar 50 would be very low to the ground to enable the automated vehicle 40 to ride over it without damage, as detailed above.
  • Figures 3a and 3b show two alternative embodiments of the tow frames designated as 80 and 90 respectively. Simplistic, like components are given the same reference numbers in Figures 3a and 3b, and the description of these components is not repeated.
  • the tow frame 80 has a generally triangular shape and comprises elements 82 forming a triangular frame, with the guiding tow bar 50 forming or mounted on one end of the frame.
  • the guiding tow bar 50 forming or mounted on one end of the frame.
  • the wheel 84 is rotatively mounted in an inverted U-shaped frame 86, the U-shaped frame 86 being pivotedly mounted below a short elongate shaft 88 extending from the front of the triangular frame and on which the accompanying element 56 is mounted.
  • the tow frame 90 here includes a generally rectangular frame having side elements 92 and a front element 94.
  • the rear element of the rectangular frame is again provided by the guiding tow bar 50.
  • a short elongate shaft 96 is provided at the front, extending from the front element 94, and again providing the coupling element 56.
  • the tow frame 90 now comprises rear wheels 70, and in addition, a pair of forward wheels 98 are provided. It will be understood that the wheels 98 are mounted for a steering action, so as again to permit the frame 90 to freely follow the path taken by the towing vehicle 20.
  • the guiding tow bar 50 closely follow the same path as the towing vehicle 20. Where conditions require the guiding tow bar 50 to be located some distance from the towing vehicle 20, and where the towing vehicle 20 has to traverse relatively tight turns, then, in known manner, the guiding tow bar 50 on the rearmost tow frame will tend to track radially inwards on turns. If this effect is significant, then the tow frames can be modified to allow for this.
  • a steering mechanism can be incorporated into the tow frames, to cause the wheels to steer, so as to cause each tow frame to accurately follow the path taken by the towing vehicle 20, without any tendency to track radially inwards.
  • Such mechanisms are well known, and are commonly used, for example, in baggage carts and the like used at airports, where commonly a large number of baggage carts are towed as a train behind a vehicle, and for the same reasons as here, it is desirable that these baggage carts follow substantially the same path.
  • the signalling means 52 may be mounted on the frame element that is mounted for rotation on a vertical axis which is steered so as to always direct the signalling means 52 towards a location in which the automated vehicle 40 is anticipated to be.
  • Bends and corners in the path may also prevent the automated vehicle 40 from successfully following the towing vehicle 20, if the camera 60 loses sight of the signalling means 52 as the towing vehicle 20 and rear tow frame 30 disappear around a bend or corner.
  • a short stretch of conventional guidance light rope may be installed on the bend or the corner of the path to guide the automated vehicle 40 around the corner until the signalling means 52 is once again in view. The light rope would be visible to the camera 60.
  • the controller 62 would automatically direct the automated vehicle 40 to follow the light rope if it loses sight of the signalling means 52, and would switch back to directing the automated vehicle 40 to follow the signalling means 52 once it is again in view.
  • the additional coupling element 58 is provided. It will be appreciated that, for a tow frame 80, 90 including signalling means 52 which is always intended for use with the terminal or rearmost tow frame, then this coupling element 58 may not be provided. However, as mentioned, there are advantages in always providing it, to enable complete flexibility in the coupling of various tow frames. It will also be understood that for tow frames intended as intermediate tow frames, the coupling element 58 necessarily must be provided, but the signalling means 52 could be omitted, to simplify the tow frame and cheapen the costs of the tow frame.
  • Figures 2, 3a and 3b show exemplary profiles of the tow frames, any geometric configuration is possible, and also any wheel arrangement is possible, which provides the necessary function.
  • a camera on the vehicle may be used as the guide detector 60.
  • the camera is connected to a controller 62 on the automated vehicle.
  • the controller 62 is used during normal operation of the automated vehicle 40, for controlling and guiding the vehicle 40 along routes with guide elements extending along the routes.
  • the controller 62 will have already been programmed, or should be programmed, to cause the automated vehicle 40 to follow the signalling means 52 in the manner described above, i.e. so as to maintain a specified constant spacing between the two signalling elements 52 and to maintain the signalling elements 52 in the centre of the field of view.
  • the signalling means 52 comprises a horizontal array of three lights 101 , 102, 103, with each pair of adjacent lights being separated by a specified distance, S.
  • the lights 101 , 102, 103 are placed on the guiding tow bar 50 such that the centre light 102 is centred horizontally with respect to the back of the tow frame on which the guiding tow bar 50 is mounted.
  • the centre light 102 is permanently on.
  • the outside lights 101, 103 alternate between being on and off, as shown in Figures 4a and 4b, at a rate between 5 Hz and 10 Hz for example.
  • This variant embodiment anticipates providing a variety of unique identifiers embedded in the signals transmitted by signalling means 52.
  • the signalling means 52 can alternate between transmitting the signal pattern in Figure 4a ("A"), the signal pattern in Figure 4b ("B"), and a signal pattern ("C") as shown in Figure 4c to embed a unique identifier in the transmitted signals.
  • Embedding the unique identifier in the transmitted signals requires the insertion of the signal pattern C at various times during the sequence of signal patterns A and B being transmitted.
  • Such a unique identifier can be used to distinguish between different towing vehicles, so that any given automated vehicle can be controlled so as to only follow the tow frame having signalling means transmitting signals containing the unique identifier.
  • Each signal pattern A, B, or C is transmitted for a fixed duration.
  • a synchronization string is defined as ABAB (where the letters refer to equal time period of the signal patterns A and B).
  • a unique identifier is created by inserting signal pattern C in the signalling sequence such that the synchronization string never occurs in the middle of a code string.
  • the light pattern must always change at a regular time interval.
  • unique patterns that could be used: ABABCABAB
  • ABAB represents the synchronization string.
  • the coding is based on a simple binary tree.
  • Variant embodiments of the invention may also include a remote control system for controlling the operation of the automated vehicle in a remotely-controlled mode.
  • the remote control system can be used by an operator of a towing vehicle to initially line up the automated vehicle with the tow frame (on which the signalling means is mounted) being towed by the towing vehicle.
  • the remote control system can also be used to start the engine of the automated vehicle.
  • the remote control system is equipped with a device controlled by the operator of the towing vehicle, that can communicate with the controller of the automated vehicle to switch the operation mode of the automated vehicle from a remotely-controlled mode, to the towing mode.
  • the controller of the automated vehicle e.g.
  • Strong Box® device operates the front facing camera of the automated vehicle to search for the signalling means (or more specifically, the signalling means transmitting a sequence of signals with the desired unique identifier as determined by the operator through the remote control system, where applicable) in its field of view. If the signalling means is detected and the distance between the signalling means and the automated vehicle is separated by a pre-defined minimum distance (the distance being determined by the controller as measured by the apparent separation of the individual lights in the field of view), a "lock" light will illuminate on the remote control device controlled by the operator of the towing vehicle.
  • the towing vehicle can move slowly away while the operator uses the remote control device to initiate forward motion of the automated vehicle, thus initiating a simulated tow.
  • the automated vehicle begins to move forward following the towing vehicle.
  • the controller steers the automated vehicle to keep the centre light (where there are three lights as in Figures 4a, 4b, and 4c) in the centre of the automated vehicle camera's field of view (adjusting for camera angle and offset), and continually calculates the distance between the automated vehicle and the tow frame equipped with the signalling means. If this distance falls outside a pre-defined maximum distance, the automated vehicle will stop, and the "lock" light on the remote control device will cease to illuminate.
  • the "lock” light may be replaced with one or more lights designed to indicate the status or "health" of the towing operation. For example, in a normal towing operation which is being executed successfully, a status light can be illuminated in green to indicate this. Where the automated vehicle is not following the towing vehicle, the status light can be illuminated in red or can be off to indicate this. A variety of other colours or indicators may be used to indicate other situations, for example, when the automated vehicle is having difficulties following or keeping speed with the towing vehicle.
  • the automated vehicle will stop if the controller loses radio contact with the remote control device.
  • the remote control system may also comprise a means for the operator of the towing vehicle to stop the automated vehicle at any time.
  • the automated vehicle will also be directed to stop if the operator has transmitted a "STOP" signal to the controller using the remote control device.
  • the automated vehicle will also stop if the array of lights being followed are not detected for a pre-defined period of time.
  • the controller may also be programmed to stop the vehicle if any other lights appear in the vicinity of the light array (e.g. brake lights).
  • the remote control system may also comprise a display (e.g. a miniature television) which would allow an operator to view what is seen by the front facing camera on the automated vehicle.
  • a display e.g. a miniature television
  • the remote control system may also comprise a display indicating the distance between the towing vehicle (or the signalling means) and the automated vehicle.
  • the remote control system may also be adapted to communicate the speed of the towing vehicle to the controller of the automated vehicle to assist in the control of the operation of the automated vehicle. For example, if the towing vehicle's speed is zero, the automated vehicle may be directed to stop.
  • the operator can terminate the towing mode and revert to a mode of remotely-controlled operation.
  • a load haul dump vehicle typically has a speed of 25 kilometres per hour and requires a 4 meter stopping distance. Accordingly, the tow frame 30 should be dimensioned so as to provide at least that distance and a suitable safety margin between the towing vehicle 20 and the towed vehicle 40.
  • a typical LHD machine is a 26,000 to 45,000 kg machine, so that clearly a collision with the towing vehicle 20 of any force could, at a minimum, cause significant damage.
  • a single detection means 60 can be used both during normal operation of the automated vehicle 40 where the vehicle travels along paths following guides which are installed along the paths, and during towing operations where the automated vehicle 40 follows a towing vehicle 20.
  • separate detection means may instead be used for the two operations, with both detection means connected to at least one controller on the automated vehicle 40.
  • the invention provides for a means to teach the controller of the automated vehicle about the path on which it travels and the desired velocity profile over that path while the automated machine is being towed. This would allow the controller of the automated vehicle to anticipate intersections and changes of direction, slope, tilt, etc. in the path, and to make adjustments to its speed and movement accordingly.
  • a light rope or a strip of material embedded with a fluorescent or reflective substance may be attached to the back of a towing vehicle or a tow frame, and dragged behind the towing vehicle or the tow frame.
  • the tow frame could be provided with a low profile, to prevent damage should the automated vehicle accidentally ride over it.
  • the light rope or strip could accordingly follow the path of the towing vehicle.
  • An automated vehicle would detect the light rope or strip and follow the towing vehicle, maintaining the light rope or strip between the automated vehicle's wheels.
  • the light rope or strip would be equipped with a desired point as well as position markings that would give an indication of the amount and direction of longitudinal deviation from the desired position (i.e.
  • the light rope or strip could be equipped with light sources around a center white light region (indicative of a desired point where the automated vehicle 40 should be positioned), where the light sources could change to red if the automated vehicle was too close and to green if the automated vehicle was too far away, and where the light sources may also indicate when the towing vehicle is accelerating or decelerating.
  • a physical bar may be connected to a tow frame in the event that the automated vehicle is an electric vehicle that requires power.
  • the guiding tow bar can provide the automated vehicle through a connection on the physical bar with power to operate.
  • a motor generator may be attached to an electric automated vehicle to provide the necessary power to allow the vehicle to follow the guiding tow bar.
  • the motor generator itself is often a vehicle of substantial size.
  • the motor generator vehicle could act as the towing vehicle and an electric cable would be provided between the two vehicles for transfer of electric power.
  • the motor generator vehicle would then be equipped with signalling means in accordance with the present invention, to enable control of the two vehicles by one operator.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • General Factory Administration (AREA)

Abstract

L'invention concerne un procédé et un appareil de guidage de véhicules automatisés, notamment dans le milieu des mines. L'invention concerne un ensemble et un procédé destinés à fournir une action simulée de remorquage à des véhicules automatisés. L'ensemble comprend un véhicule de remorquage, un véhicule automatisé comprenant des moyens d'entraînement, des moyens d'activation de direction et une unité de commande reliée aux moyens d'entraînement et d'activation de direction et destinée à la commande de ceux-ci, un châssis de remorque remorqué derrière le véhicule de remorquage, ainsi que des moyens de guidage montés sur le châssis de remorque et le véhicule automatisé, en vue de fournir des informations à l'unité de commande concernant l'espacement et l'orientation relatifs du véhicule automatisé par rapport au châssis de remorque, l'unité de commande commandant le véhicule automatisé, de manière que celui-ci soit contraint de suivre la voie empruntée par le véhicule de remorquage et le châssis de remorque assurant un espacement adéquat entre le véhicule de remorquage et le véhicule automatisé. L'invention concerne également un châssis de remorque à utiliser dans un ensemble comprenant un véhicule de remorquage et un véhicule automatisé conçu pour suivre le véhicule de remorquage comme une remorque simulée.
PCT/CA2001/001281 2000-09-12 2001-09-07 Procede et appareil de guidage destines a des vehicules automatises WO2002023296A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2001291545A AU2001291545A1 (en) 2000-09-12 2001-09-07 Method of and apparatus for guidance of automated vehicles
EP01971549A EP1319204A1 (fr) 2000-09-12 2001-09-07 Procede et appareil de guidage destines a des vehicules automatises

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CA2,318,686 2000-09-12
CA002318686A CA2318686A1 (fr) 2000-09-12 2000-09-12 Methode et dispositif de guidage des vehicules automatises

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WO2002023296A1 true WO2002023296A1 (fr) 2002-03-21

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US8335607B2 (en) 2010-02-12 2012-12-18 Ronald A. Gatten Method and apparatus for linking electric drive vehicles
US8496078B2 (en) 2011-01-29 2013-07-30 GM Global Technology Operations LLC Semi-autonomous vehicle providing cargo space
US8627908B2 (en) 2011-01-29 2014-01-14 GM Global Technology Operations LLC Semi-autonomous vehicle providing an auxiliary power supply
US9969283B2 (en) 2013-09-10 2018-05-15 General Electric Company Battery changing system and method
CN111652137A (zh) * 2020-06-03 2020-09-11 上海眼控科技股份有限公司 违法车辆检测方法、装置、计算机设备和存储介质
CN112987702A (zh) * 2021-04-29 2021-06-18 北京踏歌智行科技有限公司 露天矿无人驾驶单编组运输硬件在环仿真测试系统及方法
US11579631B1 (en) * 2015-11-23 2023-02-14 AI Incorporated Method for sharing data between motor vehicles to automate aspects of driving
US11693425B2 (en) * 2017-12-22 2023-07-04 Fuji Corporation Automated guided vehicle and automated guided vehicle control system

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CN115320622B (zh) * 2022-10-12 2023-01-24 集度科技有限公司 车辆控制方法、系统、电子设备及计算机程序产品

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8335607B2 (en) 2010-02-12 2012-12-18 Ronald A. Gatten Method and apparatus for linking electric drive vehicles
US8496078B2 (en) 2011-01-29 2013-07-30 GM Global Technology Operations LLC Semi-autonomous vehicle providing cargo space
US8627908B2 (en) 2011-01-29 2014-01-14 GM Global Technology Operations LLC Semi-autonomous vehicle providing an auxiliary power supply
US9969283B2 (en) 2013-09-10 2018-05-15 General Electric Company Battery changing system and method
US11579631B1 (en) * 2015-11-23 2023-02-14 AI Incorporated Method for sharing data between motor vehicles to automate aspects of driving
US11693425B2 (en) * 2017-12-22 2023-07-04 Fuji Corporation Automated guided vehicle and automated guided vehicle control system
CN111652137A (zh) * 2020-06-03 2020-09-11 上海眼控科技股份有限公司 违法车辆检测方法、装置、计算机设备和存储介质
CN112987702A (zh) * 2021-04-29 2021-06-18 北京踏歌智行科技有限公司 露天矿无人驾驶单编组运输硬件在环仿真测试系统及方法

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