Patent Application
20220073094
The present disclosure relates to an unmanned vehicle control system and an unmanned vehicle control method.
Unmanned vehicles are sometimes used at large-scale work sites such as mines. Travel courses for unmanned vehicles are set at the work site. An unmanned vehicle has a steering device. The steering device is controlled to allow the unmanned vehicle to travel according to the travel course.
Patent Literature 1: JP 08-137549 A
Deterioration of the steering response of the steering device might lead to the deterioration of the follow-up performance of the unmanned vehicle traveling along the travel course.
According to an aspect of the present invention, an unmanned vehicle control system comprises: a travel command unit that outputs a travel command for controlling a travel speed of an unmanned vehicle; a steering command unit that outputs a steering command for controlling a steering device of the unmanned vehicle; a response calculation unit that calculates a steering response of the steering device based on a target value of the steering device and a detected value of the steering device detected during a travel of the unmanned vehicle; a determination unit that determines whether the steering response satisfies a restrictive condition; and a restriction command unit that outputs a restriction command for restricting the travel speed when the steering response satisfies the restrictive condition.
According to an aspect of the present invention, it is possible to suppress deterioration in the follow-up performance of an unmanned vehicle traveling along a travel course.
Hereinafter, embodiments according to the present disclosure will be described with reference to the drawings, but the present disclosure is not limited to the embodiments. The constituents described in the embodiments below can be appropriately combine with each other. In some cases, a portion of the constituents is not utilized.
The administration system 1 includes a management device 3 and a communication system 4. The management device 3 includes a computer system and is installed in, for example, an administration facility 5 in a mine. The communication system 4 performs communication between the management device 3 and the unmanned vehicle 2. The management device 3 is connected with a wireless communication device 6. The communication system 4 includes the wireless communication device 6. The management device 3 and the unmanned vehicle 2 wirelessly communicate with each other via the communication system 4. The unmanned vehicle 2 travels in the work site based on travel course data transmitted from the management device 3.
The unmanned vehicle 2 includes a traveling device 21, a vehicle main body 22 supported by the traveling device 21, a dump body 23 supported by the vehicle main body 22, and a control device 30.
The traveling device 21 includes a driving device 24 that generates a driving force, a braking device 25 that generates a braking force, a steering device 26 that adjusts the travel direction, and wheels 27.
The rotation of the wheels 27 allows autonomous travel of the unmanned vehicle 2. The wheels 27 include front wheels 27F and rear wheels 27R. The wheels 27 are equipped with tires.
The driving device 24 generates a driving force for accelerating the unmanned vehicle 2. The driving device 24 includes an internal combustion engine such as a diesel engine. The driving device 24 may include an electric motor. The power generated by the driving device 24 is transmitted to the rear wheels 27R. The braking device 25 generates a braking force for decelerating or stopping the unmanned vehicle 2. The steering device 26 can adjust the travel direction of the unmanned vehicle 2. The travel direction of the unmanned vehicle 2 includes the direction of the front portion of the vehicle main body 22. By steering the front wheels 27F, the steering device 26 adjusts the travel direction of the unmanned vehicle 2.
The control device 30 outputs a travel command for controlling one or both of the driving device 24 and the braking device 25, and a steering command for controlling the steering device 26. The travel command includes an accelerator command for controlling the driving device 24 and a brake command for controlling the braking device 25. The driving device 24 generates a driving force for accelerating the unmanned vehicle 2 based on the accelerator command output from the control device 30. The braking device 25 generates a braking force for decelerating the unmanned vehicle 2 based on the brake command output from the control device 30. By controlling one or both of the driving device 24 and the braking device 25, the travel speed of the unmanned vehicle 2 is adjusted. Based on the steering command output from the control device 30, the steering device 26 generates a steering force for changing the direction of the front wheels 27F in order to allow the unmanned vehicle 2 to travel straight or turn.
Furthermore, the unmanned vehicle 2 includes a position detection device 28 that detects the position of the unmanned vehicle 2. The position of the unmanned vehicle 2 is detected using a global navigation satellite system (GNSS). The global navigation satellite systems include the Global Positioning System (GPS). The global navigation satellite system detects the absolute position of the unmanned vehicle 2 defined by coordinate data of latitude, longitude, and altitude. The global navigation satellite system detects the position of the unmanned vehicle 2 as defined in a global coordinate system. The global coordinate system is a coordinate system fixed to the earth. The position detection device 28 includes a GNSS receiver and detects the absolute position (coordinates) of the unmanned vehicle 2.
Furthermore, the unmanned vehicle 2 includes a wireless communication device 29. The communication system 4 includes the wireless communication device 29. The wireless communication device 29 can wirelessly communicate with the management device 3.
The hydraulic system 10 includes a hydraulic pump 11 that operates on a driving force generated by the driving device 24, a valve device 12 connected to the hydraulic pump 11 via a flow path, a first hydraulic actuator 13 that is driven based on the hydraulic oil supplied from the hydraulic pump 11, a second hydraulic actuator 14 that is driven based on the hydraulic oil supplied from the hydraulic pump 11, and a hydraulic oil tank 15 that stores hydraulic oil.
The driving device 24 is a power source for the hydraulic pump 11. The hydraulic pump 11 is a power source for the first hydraulic actuator 13 and a power source for the second hydraulic actuator 14. The hydraulic pump 11 is connected to an output shaft of the driving device 24 and operates on the driving force generated by the driving device 24. The hydraulic pump 11 sucks the hydraulic oil contained in the hydraulic oil tank 15 and discharges the hydraulic oil from a discharge port.
The first hydraulic actuator 13 allows the steering device 26 to operate. The steering device 26 operates on the power generated by the first hydraulic actuator 13. The first hydraulic actuator 13 is a hydraulic cylinder. The first hydraulic actuator 13 expands and contracts based on the flow rate of the hydraulic oil. With expansion and contraction of the first hydraulic actuator 13, the steering device 26 coupled to the first hydraulic actuator 13 operates.
The hydraulic oil discharged from the hydraulic pump 11 is supplied to the first hydraulic actuator 13 via a flow path 16A, the valve device 12, and a flow path 16B. The hydraulic oil flowing out of the first hydraulic actuator 13 is returned to the hydraulic oil tank 15 via the flow path 16B, the valve device 12, and a flow path 16D.
In the following description, the first hydraulic actuator 13 is appropriately referred to as a steering cylinder 13.
The steering cylinder 13 includes a cylinder tube 131 having a bottom, a piston 132 that divides an internal space of the cylinder tube 131 into a bottom chamber 13B and a head chamber 13H, and a rod 133 coupled to the piston 132. The flow path 16B includes a flow path 16Bb connected to the bottom chamber 13B and a flow path 16Bh connected to the head chamber 13H.
The hydraulic oil discharged from the hydraulic pump 11 is supplied to the bottom chamber 13B via the flow path 16A, the valve device 12, and the flow path 16Bb. When the hydraulic oil is supplied to the bottom chamber 13B, the steering cylinder 13 extends.
Furthermore, the hydraulic oil discharged from the hydraulic pump 11 is supplied to the head chamber 13H via the flow path 16A, the valve device 12, and the flow path 16Bh. When the hydraulic oil is supplied to the head chamber 13H, the steering cylinder 13 contracts.
The front wheel 27F on the left side and the front wheel 27F on the right side are coupled to each other via a link mechanism. In the embodiment, the steering cylinder 13 includes a steering cylinder 13L and a steering cylinder 13R. By the operation of the steering cylinder 13L and the steering cylinder 13R, the left front wheel 27F and the right front wheel 27F, which are coupled to each other via the link mechanism, operate in synchronization with each other. The number of steering cylinders 13 may be one.
The second hydraulic actuator 14 allows the dump body 23 to operate. The dump body 23 operates on the power generated by the second hydraulic actuator 14. The second hydraulic actuator 14 is a hydraulic cylinder. The second hydraulic actuator 14 expands and contracts based on the hydraulic oil. With the expansion and contraction of the second hydraulic actuator 14, the dump body 23 coupled to the second hydraulic actuator 14 moves in an up-down direction.
The hydraulic oil discharged from the hydraulic pump 11 is supplied to the second hydraulic actuator 14 via the flow path 16A, the valve device 12, and a flow path 16C. The hydraulic oil flowing out from the second hydraulic actuator 14 is returned to the hydraulic oil tank 15 via the flow path 16C, the valve device 12, and the flow path 16D.
In the following description, the second hydraulic actuator 14 is appropriately referred to as a hoist cylinder 14.
The valve device 12 operates based on an operation command from the control device 30. The valve device 12 can adjust the circulating state of the hydraulic oil in a hydraulic circuit 16 connected to each of the steering cylinder 13 and the hoist cylinder 14. The valve device 12 includes: a first flow rate adjusting valve capable of adjusting the flow rate and direction of the hydraulic oil supplied to the steering cylinder 13; and a second flow rate adjusting valve capable of adjusting the flow rate and direction of the hydraulic oil supplied to the hoist cylinder 14.
Furthermore, the hydraulic circuit 16 includes a temperature sensor 17 that detects the temperature of the hydraulic oil supplied to the steering cylinder 13. The temperature sensor 17 includes: a temperature sensor 17A that detects the temperature of the hydraulic oil in the flow path 16B connected to the steering cylinder 13; and a temperature sensor 17B that detects the temperature of the hydraulic oil in the hydraulic oil tank 15.
Furthermore, the steering device 26 includes a steering angle sensor 18 that detects the steering angle of the steering device 26. The steering angle sensor 18 includes a potentiometer, for example.
The unmanned vehicle 2 travels at least in a part of a work place PA and a travel path HL leading to the work place PA. The work place PA includes at least one of a loading area LPA and a dumping area DPA. The travel path HL includes an intersection IS.
The loading area LPA refers to an area for performing a loading work for loading the unmanned vehicle 2 with cargo. At the loading area LPA, a loading machine 7 such as an excavator operates. The dumping area DPA refers to an area for performing a discharge work of discharging the cargo from the unmanned vehicle 2. For example, a crusher 8 is installed in the dumping area DPA.
In the following description, an area where the unmanned vehicle 2 can travel in the work site, such as the travel path HL and the work place PA, is appropriately referred to as a travel area MA.
The unmanned vehicle 2 travels in the travel area MA based on travel course data indicating the travel conditions of the unmanned vehicle 2. As illustrated in
The travel course data is generated in the management device 3. The management device 3 transmits the generated travel course data to the control device 30 of the unmanned vehicle 2 via the communication system 4. Based on the travel course data, the control device 30 controls the traveling device 21 so that the unmanned vehicle 2 will travel according to the travel course CR and travel according to the target travel speed VR and the target travel direction DR set for each of the plurality of course points CP.
The management device 3 includes a travel course data generation unit 3A that generates travel course data, a storage unit 3B, and a communication unit 3C.
The travel course data generation unit 3A generates travel course data including the travel course CR of the unmanned vehicle 2. The storage unit 3B stores a program required for generating the travel course data in the travel course data generation unit 3A. The travel course data generation unit 3A outputs the generated travel course data to the communication unit 3C. The communication unit 3C transmits the travel course data to the control device 30 of the unmanned vehicle 2.
The control device 30 includes a communication unit 31, a travel course data acquisition unit 32, a detected steering angle acquisition unit 33, a detected steering speed calculation unit 34, a target steering angle calculation unit 35, a response calculation unit 36, a determination unit 37, a restriction command unit 38, a travel command unit 41, a steering command unit 42, and a storage unit 40.
The travel course data acquisition unit 32 acquires the travel course data transmitted from the management device 3 via the communication unit 31. As described above, the travel course data includes the travel course CR, the target travel speed VR of the unmanned vehicle 2, and the target travel direction DR of the unmanned vehicle 2.
The detected steering angle acquisition unit 33 acquires a detected steering angle δS indicating a steering angle δ of the steering device 26 detected by the steering angle sensor 18. The detected steering angle δS indicates detected data from the steering angle sensor 18.
The detected steering speed calculation unit 34 calculates a detected steering speed γS of the steering device 26 based on the detected steering angle δS. The detected steering speed calculation unit 34 calculates the detected steering speed γS by differentiating the detected data from the steering angle sensor 18.
The target steering angle calculation unit 35 calculates a target steering angle δR based on the target travel direction DR of the unmanned vehicle 2 defined by the travel course data and on the amount of deviation between the travel course CR and an actual travel track CS of the unmanned vehicle 2.
The response calculation unit 36 calculates a steering response of the steering device 26 based on a target value of the steering device 26 and a detected value of the steering device 26 detected during the travel of the unmanned vehicle 2. The target value of the steering device 26 includes at least one of the target steering angle δR or a target steering speed γR. The detected value of the steering device 26 includes at least one of the detected steering angle δS and the detected steering speed γS. In the embodiment, the response calculation unit 36 calculates the steering response of the steering device 26 based on the target steering angle δR of the steering device 26 calculated by the target steering angle calculation unit 35 and on the detected steering angle δS of the steering device 26 detected during the travel of the unmanned vehicle 2.
The steering response of the steering device 26 includes a difference Δδ between the target steering angle δR and the detected steering angle δS. Furthermore, the steering response of the steering device 26 includes the detected steering speed γS of the steering device 26 detected during the travel of the unmanned vehicle 2. The steering response of the steering device 26 may be either the difference Δδ or the detected steering speed γS. Still, it is preferable that the steering response of the steering device 26 includes both the difference Δδ and the detected steering speed γS.
The determination unit 37 determines whether the steering response calculated by the response calculation unit 36 satisfies a restrictive condition.
In the embodiment, the restrictive condition includes one or both of conditions, namely, a condition that the difference Δδ between the target steering angle δR and the detected steering angle δS is a first threshold δ1 or more, and a condition that the detected steering speed γS of the steering device 26 detected during the travel of the unmanned vehicle 2 is a second threshold δ2 or less. The restrictive conditions including the first threshold δ1 and the second threshold δ2 are predetermined and stored in the storage unit 40.
When the determination unit 37 has determined that the steering response satisfies the restrictive condition, the restriction command unit 38 outputs a restriction command of restricting a travel speed VS of the unmanned vehicle 2.
The travel command unit 41 outputs a travel command for controlling the travel speed VS of the unmanned vehicle 2. The travel command includes an accelerator command for controlling the driving device 24 and a brake command for controlling the braking device 25. The travel speed VS of the unmanned vehicle 2 is controlled by outputting the accelerator command to the driving device 24 and the brake command to the braking device 25.
When the restriction command unit 38 has not output the restriction command, the travel command unit 41 outputs a travel command based on the target travel speed VR of the unmanned vehicle 2 defined by the travel course data. That is, when the restriction command unit 38 has not output the restriction command, the travel command unit 41 outputs the travel command so that the travel speed VS of the unmanned vehicle 2 becomes the target travel speed VR.
When the restriction command unit 38 has output the restriction command, the travel command unit 41 outputs a travel command so that the travel speed VS of the unmanned vehicle 2 becomes a restricted travel speed VL lower than the target travel speed VR.
When the restriction command has been output from the restriction command unit 38, the travel command unit 41 outputs a travel command so as to decelerate from the target travel speed VR to the restricted travel speed VL at a constant deceleration.
Furthermore, the determination unit 37 determines whether the steering response calculated by the response calculation unit 36 satisfies a cancel condition.
The cancel condition includes a condition that the difference Δδ between the target steering angle δR and the detected steering angle δS is less than the first threshold δ1. The cancel condition including the first threshold δ1 is predetermined and is stored in the storage unit 40. The cancel condition may be defined based on the first threshold δ1 or may be defined based on a third threshold δS different from the first threshold δ1.
The restriction command unit 38 cancels the restriction command when the determination unit 37 has determined that the steering response satisfies the cancel condition.
When the restriction command is canceled, the travel command unit 41 outputs a travel command so that the travel speed VS of the unmanned vehicle 2 becomes the target travel speed VR.
When the restriction command is canceled, the travel command unit 41 outputs a travel command so as to accelerate from the restricted travel speed VL to the target travel speed VR at a constant acceleration.
The steering command unit 42 outputs a steering command for controlling the steering device 26 of the unmanned vehicle 2. The steering command unit 42 outputs a steering command based on the target travel direction DR of the unmanned vehicle 2 defined by the travel course data and on the amount of deviation between the travel course CR and the actual travel track CS of the unmanned vehicle 2. In the embodiment, the steering command unit 42 outputs a steering command so that the steering device 26 becomes the target steering angle δR.
As described above, operation of the steering device 26 is performed by the steering cylinder 13. The operation speed (cylinder speed) of the steering cylinder 13 is adjusted by the flow rate of hydraulic oil supplied to the steering cylinder 13. The valve device 12 has a first flow rate adjusting valve that adjusts the flow rate of the hydraulic oil supplied to the steering cylinder 13. The steering command unit 42 supplies current to the first flow rate adjusting valve as a steering command. When turning the unmanned vehicle 2, the steering command unit 42 outputs a steering command (current) at the maximum value to the first flow rate adjusting valve so that the steering device 26 operates at a maximum steering speed γMAX. That is, when turning the unmanned vehicle 2, the steering command unit 42 fully opens the first flow rate adjusting valve to adjust the flow rate of the hydraulic oil supplied to the steering cylinder 13 so that the steering device 26 operates at the maximum steering speed γMAX.
The response calculation unit 36 calculates the steering response based on the target steering angle δR and the detected steering angle δS when the steering command is output from the steering command unit 42 at the maximum value. That is, the response calculation unit 36 calculates the difference Δδ between the target steering angle δR and the detected steering angle δS when the steering command is output so that the steering device 26 operates at the maximum steering speed γMAX.
When the amount of deviation between the travel course CR and the actual travel track CS becomes a set value or more, the travel of the unmanned vehicle 2 needs to be stopped. This might result in deterioration of the productivity at the work site.
There is a possibility that a time lag occurs during the time from the output of a steering command from the steering command unit 42 to the steering device 26 (valve device 12) in order to set the steering device 26 to the target steering angle δR until the time at which the actual steering angle δ (detected steering angle δS) of the steering device 26 reaches the target steering angle δR. The poor steering response would lead to a large difference Δδ between the target steering angle δR and the detected steering angle δS at the time when the steering command is output to set the steering device 26 to the target steering angle δR.
Furthermore, as described above, the steering command unit 42 outputs the steering command at the maximum value so that the steering device 26 operates at the maximum steering speed γMAX when turning the unmanned vehicle 2. When the steering response is poor, the actual steering speed γ (detected steering speed γS) becomes a value smaller than the maximum steering speed γMAX even though the steering command is output at the maximum value.
Therefore, in the embodiment, the response calculation unit 36 calculates, as the steering response of the steering device 26, the difference Δδ between the target steering angle δR and the detected steering angle δS as well as the detected steering speed γS of the steering device 26 detected during the travel of the unmanned vehicle 2.
One example of deterioration in the steering response would be a road surface condition. An uneven or muddy road surface leads to deterioration of the steering response.
Furthermore, as one example of causes of the deterioration of the steering response is a lowered temperature of the hydraulic oil that allows operation of the steering cylinder 13. With a lowered temperature of the hydraulic oil and a higher viscosity of the hydraulic oil, it would take time until the actual steering angle δ (detected steering angle δS) of the steering device 26 becomes the target steering angle δR or the actual steering speed γ (detected steering speed γS) of the steering device 26 is insufficient even when the steering command is output to the valve device 12 at the maximum value, leading to the deterioration of the steering response.
Furthermore, the shape of the travel course CR is one example of the causes of deterioration in steering response. For example, the deterioration of the steering response is caused by a large curvature of the curve of the travel course CR.
When the unmanned vehicle 2 turns at the target travel speed VR in spite of the low steering response, the actual travel track CS of the unmanned vehicle 2 is likely to deviate from the travel course CR as illustrated in
To handle this, when the steering response satisfies a restrictive condition when the unmanned vehicle 2 turns, the travel command unit 41 controls the unmanned vehicle 2 to travel at the restricted travel speed VL lower than the target travel speed VR based on the restriction command output from the restriction command unit 38. With this control, the unmanned vehicle 2 can travel according to the travel course CR even when the steering response of the steering device 26 is low. When the steering response does not satisfy the restrictive condition or the steering response satisfies the cancel condition, the travel command unit 41 controls the unmanned vehicle 2 to travel at the target travel speed VR. Since the steering device 26 has high steering response, the unmanned vehicle 2 can travel according to the travel course CR.
When the travel course CR has a curve, the target steering angle calculation unit 35 calculates the target steering angle δR based on the target travel direction DR. The steering command unit 42 outputs a steering command to the steering device 26 (valve device 12) in consideration of the amount of deviation between the travel course CR and the actual travel track CS of the unmanned vehicle 2 so that the steering device 26 becomes the target steering angle δR. The detected steering angle acquisition unit 33 acquires, from the steering angle sensor 18, the detected steering angle δS when the steering command is output. The detected steering speed calculation unit 34 calculates the detected steering speed γS based on the detected steering angle δS.
The response calculation unit 36 calculates the steering response of the steering device 26 based on the target steering angle δR of the steering device 26 and on the detected steering angle δS detected during the travel of the unmanned vehicle 2. The response calculation unit 36 calculates the difference Δδ between the target steering angle δR and the detected steering angle δS, as the steering response. Furthermore, the response calculation unit 36 acquires the detected steering speed γS from the detected steering speed calculation unit 34, as the steering response.
The response calculation unit 36 determines whether the state in which the steering command is output from the steering command unit 42 continues for a threshold t1 [seconds] or more (step S1).
There is a possibility that the hydraulic pressure acting on the steering cylinder 13 is insufficient immediately after the output of the steering command from the steering command unit 42. That is, immediately after the output of the steering command from the steering command unit 42, it might be difficult to accurately calculate the steering response due to the delayed response in the hydraulic pressure. In the embodiment, in consideration of the delayed response in the hydraulic pressure, a determination is made as to whether the state in which the steering command is output from the steering command unit 42 has continued for the threshold t1 or more. By calculating the steering response after the determination of the state in which the steering command is output from the steering command unit 42 has continued for the threshold t1 or more, it is possible to accurately calculate the steering response in which the influence of the hydraulic response delay is suppressed. Note that the threshold t1 is a value set in advance based on a preliminary experiment, a simulation experiment, or the like.
When it is determined in step S1 that the state in which the steering command is output has not continued for the threshold t1 [seconds] or more (step S1: No), the process returns to step S1.
When it is determined in step S1 that the state in which the steering command is output has continued for the threshold t1 [seconds] or more (step S1: Yes), the response calculation unit 36 determines whether the state in which the steering command is output at the maximum value has continued for a threshold t2 [seconds] or more (step S2).
When it is determined in step S2 that the state in which the steering command is output at the maximum value has not continued for the threshold t2 [seconds] or more (step S2: No), the process returns to step S1.
When it is determined in step S2 that the state in which the steering command is output at the maximum value has continued for the threshold t2 [seconds] or more (step S2: Yes), the determination unit 37 determines whether the steering response of the steering device 26 satisfies a restrictive condition. The determination unit 37 determines whether the conditions, namely, a condition that the difference Δδ between the target steering angle δR and the detected steering angle δS is the first threshold δ1 or more (Δδ≥δ1), and a condition that the detected steering speed γS of the steering device 26 detected during the travel of the unmanned vehicle 2 is the second threshold γ2 or less (γS≤γ2), are satisfied (step S3).
When it is determined in step S3 that the steering response does not satisfy the restrictive condition (step S3: No), the process returns to step S1.
When it is determined in step S3 that the steering response satisfies the restrictive condition, that is, when it is determined that the both conditions [Δδ≥δ1] and [γS≤γ2] are satisfied (step S3: Yes), the restriction command unit 38 outputs a restriction command of restricting the travel speed VS of the unmanned vehicle 2 to the travel command unit 41 (step S4).
In a case where the restriction command unit 38 has output the restriction command, the travel command unit 41 outputs a travel command to set the travel speed VS of the unmanned vehicle 2 to the restricted travel speed VL lower than the target travel speed VR. The travel command unit 41 outputs a travel command so as to decelerate from the target travel speed VR to the restricted travel speed VL at a constant deceleration. This allows the unmanned vehicle 2 to travel at the restricted travel speed VL. The unmanned vehicle 2 turns the curve of the travel course CR at the restricted travel speed VL lower than the target travel speed VR even in a situation where the steering response of the steering device 26 satisfies the restrictive condition, that is, in a situation where the steering response of the steering device 26 is low, making it possible to suppress the deviation of the vehicle from the travel course CR.
When the unmanned vehicle 2 decelerates to the restricted travel speed VL, warning data is displayed on a display device provided in the administration facility 5. By viewing the display device, an administrator present in the administration facility 5 can recognize that the unmanned vehicle 2 is decelerating to the restricted travel speed VL. As described above, one example of deterioration in the steering response would be the road surface condition. Based on the warning data displayed on the display device, the administrator can notify a manned vehicle or an operator of a repair instruction of the travel path HL so as to improve the road surface condition. By improving the road surface condition, the unmanned vehicle 2 would not have to decelerate, making it possible to suppress the deterioration of productivity at the work site.
Furthermore, as described above, the shape of the travel course CR is one example of the causes of deterioration of the steering response. For example, the deterioration of the steering response is caused by a large curvature of the curve of the travel course CR. By adjusting the travel course data so as to decrease the curvature of the curve of the travel course CR, the unmanned vehicle 2 would not have to decelerate, making it possible to suppress the deterioration of productivity at the work site.
The determination unit 37 determines whether the steering response of the steering device 26 satisfies a cancel condition. In the present disclosure, the determination unit 37 determines whether the condition that the difference Δδ between the target steering angle δR and the detected steering angle δS is less than the first threshold δ1 (that is, Δδ<δ1) has continued for a threshold t3 [seconds] or more (step S5).
When it is determined in step S5 that the steering response does not satisfy the cancel condition (step S5: No), the process returns to step S1.
In step S5, when it is determined that the steering response satisfies the cancel condition, that is, when it is determined that the condition [Δδ<δ1] is satisfied (step S5: Yes), the restriction command unit 38 cancels the restriction command of restricting the travel speed VS of the unmanned vehicle 2 (step S6).
When the restriction command has been output, the travel command unit 41 outputs a travel command so that the travel speed VS of the unmanned vehicle 2 becomes the target travel speed VR. The travel command unit 41 outputs a travel command so as to accelerate from the restricted travel speed VL to the target travel speed VR at a constant acceleration. This allows the unmanned vehicle 2 to travel at the target travel speed VR. For example, when the unmanned vehicle 2 finishes turning the curve of the travel course CR and travels according to the travel course CR, which is linear, the unmanned vehicle 2 travels at the target travel speed VR higher than the restricted travel speed VL, making it possible to suppress the deterioration of productivity at the work site.
As described above, according to the present disclosure, when the steering response of the steering device 26 is low, the travel speed VS of the unmanned vehicle 2 is restricted. This makes it possible to suppress the deviation of the unmanned vehicle 2 from the travel course CR.
The steering response is calculated based on the detected value of the steering device 26 detected by the steering angle sensor 18. Since the steering response is calculated based on the detected value of the steering angle sensor 18 without going through the administration facility 5, for example, it is possible to reduce the time lag from the end of calculation of the steering response to the restriction of the travel speed VS of the unmanned vehicle 2. That is, it is possible to execute the process of calculating the steering response and the process of restricting the travel speed VS of the unmanned vehicle 2 in a short time. Accordingly, it is possible to decrease the travel speed VS of the unmanned vehicle 2 before the unmanned vehicle 2 deviates from the travel course CR.
When the restriction command is not output, the unmanned vehicle 2 travels based on the target travel speed VR defined by the travel course data. When the restriction command is output, the unmanned vehicle 2 travels at the restricted travel speed VL lower than the target travel speed VR. This makes it possible to suppress the deviation of the unmanned vehicle 2 from the travel course CR.
When the restriction command is output, the unmanned vehicle 2 decelerates from the target travel speed VR to the restricted travel speed VL at a constant deceleration. This makes it possible to suppress sudden deceleration of the unmanned vehicle 2.
The steering command unit 42 outputs the steering command at the maximum value so that the steering device 26 operates at the maximum steering speed γMAX when turning the unmanned vehicle 2. In the present disclosure, the response calculation unit 36 calculates the steering response based on the target steering angle δR and the detected steering angle δS when the steering command is output from the steering command unit 42 at the maximum value. When the steering command is output from the steering command unit 42 at the maximum value, the restriction command unit 38 outputs the restriction command of restricting the travel speed VS of the unmanned vehicle 2 in order to suppress the deviation of the unmanned vehicle 2 from the travel course CR. For example, when the steering device 26 is not operating at the maximum steering speed γMAX, there is a possibility of enabling suppression of the deviation of the unmanned vehicle 2 from the travel course CR by controlling the steering device 26 without restricting the travel speed VS of the unmanned vehicle 2. In the present disclosure, by restricting the travel speed VS of the unmanned vehicle 2 in a state where the steering command is output at the maximum value so that the steering device 26 operates at the maximum steering speed γMAX, it is possible to effectively suppress the deviation of the unmanned vehicle 2 from the travel course CR.
According to the above-described embodiment, the computer system 1000 can execute: calculation of the steering response of the steering device 26 based on the target value of the steering device 26 of the unmanned vehicle 2 and the detected value of the steering device 26 detected during the travel of the unmanned vehicle 2; and restriction of the travel speed VS of the unmanned vehicle 2 when the steering response satisfies the restrictive condition.
In the above-described embodiment, the steering response of the steering device 26 is calculated based on the target steering angle δR and the detected steering angle δS. The steering response of the steering device 26 may be calculated based on the target steering speed γR and the detected steering speed γS. For example, the steering response of the steering device 26 may be calculated based on a difference Δγ between the target steering speed γR and the detected steering speed γS.
Note that, in the above-described embodiment, at least a part of the functions of the control device 30 of the unmanned vehicle 2 may be provided in the management device 3, or at least a part of the functions of the management device 3 may be provided in the control device 30.
In the above-described embodiment, the travel course data is generated in the management device 3, and the unmanned vehicle 2 travels according to the travel course data transmitted from the management device 3. The control device 30 of the unmanned vehicle 2 may generate the travel course data. That is, the control device 30 may include a travel course data generation unit. Furthermore, the management device 3 and the control device 30 may individually include a travel course data generation unit.
In the above-described embodiment, the unmanned vehicle 2 is to travel based on the travel course data.
The unmanned vehicle 2 may travel by remote control or may travel autonomously.
In the above-described embodiment, the unmanned vehicle 2 is a dump truck which is a type of transportation vehicle. The unmanned vehicle 2 may be a work machine including working equipment, such as an excavator or a bulldozer.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2019-006392 | Jan 2019 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2019/045652 | 11/21/2019 | WO | 00 |
