Monitoring device, monitoring method and system

Abstract

A monitoring device includes a monitoring unit configured to perform monitoring relating to safety of a moving body movable via unmanned driving within a manufacturing process, in which a monitoring aspect of the monitoring unit when the moving body is in a first process is different from a monitoring aspect of the monitoring unit when the moving body is in a second process.

Description

Technical Field

[0001] The present disclosure relates to a monitoring device, a monitoring method, and a system. Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2017-538619 (JP 2017-538619 A) discloses a technique for driving a vehicle by unmanned driving in a vehicle manufacturing process. Summary of the Invention

[0003] In the case of manufacturing a moving body such as a vehicle by using unmanned driving, the functions or characteristics of the moving body may change due to assembling components to the moving body. In addition, as the manufacturing process progresses, the required safety performance of the moving body may change. As described above, there is a need for a technique for appropriately monitoring a moving body whose state or environment changes sequentially in a manufacturing process.

[0004] The present disclosure can be implemented in the following aspects.

[0005] A first aspect of the present disclosure provides a monitoring device. The monitoring device includes a monitoring unit. The monitoring unit is configured to perform monitoring related to the safety of a moving body movable by unmanned driving within a manufacturing process. An aspect of the monitoring by the monitoring unit when the moving body is in a first process is different from an aspect of the monitoring by the monitoring unit when the moving body is in a second process.

[0006] According to the first aspect of the present disclosure, since the aspect of monitoring depends on the process, it is possible to appropriately perform monitoring of a moving body whose state or environment changes sequentially in a manufacturing process.

[0007] In the first aspect of the present disclosure, the monitoring unit may be configured to determine whether communication is interrupted at a predetermined cycle, and the cycle in the first process may be shorter than the cycle in the second process.

[0008] According to this configuration, monitoring related to communication interruption as monitoring related to the safety of the moving body can be appropriately performed.

[0009] In the first aspect of the present disclosure, the monitoring unit may be configured to perform monitoring by using a safety sensor installed in the moving body; and the monitoring unit may be configured to perform monitoring in the second process by using the safety sensor at a higher usage level than the usage level of the safety sensor in the first process.

[0010] According to this configuration, monitoring using a safety sensor as monitoring related to the safety of the moving body can be appropriately performed.

[0011] In the first aspect of the present disclosure, the number of safety sensors installed in the moving body in the second process may be greater than the number of safety sensors installed in the moving body in the first process.

[0012] According to this configuration, the utilization rate of the safety sensors installed in the moving body can be increased based on the number of safety sensors installed in the moving body, and the installed safety sensors can be used more effectively in monitoring.

[0013] In the first aspect of the present disclosure, the monitoring unit may be configured to monitor the motor torque of the moving body; the monitoring unit may be configured to determine that the moving body is not in a normal state when the degree of change in the motor torque exceeds an allowable range; and the allowable range of the degree of change in the motor torque in the first process may be narrower than the allowable range of the degree of change in the motor torque in the second process.

[0014] According to this configuration, the monitoring of the motor torque as a monitoring related to the safety of the moving body can be performed more appropriately.

[0015] In the first aspect of the present disclosure, the monitoring unit may be configured to monitor the proximity between the moving body and an object outside the moving body by using an external sensor located outside the moving body; and the monitoring unit may be configured to, in the first process, monitor the proximity between the moving body and an object outside the moving body by using the external sensor with a higher utilization rate than that in the second process.

[0016] According to this configuration, the monitoring of the proximity using the external sensor as a monitoring related to the safety of the moving body can be performed more appropriately.

[0017] In the first aspect of the present disclosure, the monitoring unit may be configured to monitor the proximity between the moving body and an object outside the moving body by using an internal sensor installed in the moving body; and the monitoring unit may be configured to, in the second process, monitor the proximity between the moving body and an object outside the moving body by using the internal sensor with a higher utilization rate than that in the first process.

[0018] According to this configuration, the monitoring of the proximity using the internal sensor as a monitoring related to the safety of the moving body can be performed more appropriately.

[0019] In the first aspect of the present disclosure, the monitoring unit may be configured to perform monitoring related to the steering angle of a vehicle as the moving body; and the monitoring unit may be configured to, in the first process, perform monitoring related to the steering angle of the vehicle by using a control gain of the steering angle smaller than that in the second process.

[0020] According to this configuration, the monitoring related to the steering angle as the monitoring related to the safety of the moving body can be more appropriately performed.

[0021] In the first aspect of the present disclosure, the monitoring unit may be configured to perform monitoring related to the steering angle of a vehicle as a moving body; and the monitoring unit may be configured to determine an abnormal traveling of the vehicle by using an upper limit value of the steering angle smaller than the upper limit value of the steering angle in the second process in the first process.

[0022] According to this configuration, the monitoring related to the steering angle as the monitoring related to the safety of the moving body can be more appropriately performed.

[0023] In the first aspect of the present disclosure, the monitoring unit may be configured to monitor the moving speed of the moving body; the monitoring unit may be configured to determine an abnormal moving state of the moving body when the moving speed of the moving body exceeds a first maximum moving speed threshold in the first process; the monitoring unit may be configured to determine an abnormal moving state of the moving body when the moving speed of the moving body exceeds a second maximum moving speed threshold in the second process; and the first maximum moving speed threshold may be smaller than the second maximum moving speed threshold.

[0024] According to this configuration, the monitoring of the moving speed as the monitoring related to the safety of the moving body can be more appropriately performed.

[0025] In the first aspect of the present disclosure, the coexistence degree of the moving body with people may be higher in the first process than in the second process.

[0026] According to this configuration, the monitoring can be appropriately performed based on the change in the coexistence degree with people in the manufacturing process.

[0027] In the first aspect of the present disclosure, the maximum moving speed of the moving body may be smaller in the first process than in the second process.

[0028] According to this configuration, the monitoring can be appropriately performed based on the change in the maximum moving speed in the manufacturing process.

[0029] In the first aspect of the present disclosure, the roaming frequency of the moving body may be lower in the first process than in the second process.

[0030] According to this configuration, the monitoring can be appropriately performed based on the change in the roaming frequency in the manufacturing process.

[0031] In the first aspect of the present disclosure, the number of sensors installed in the moving body may be smaller in the first process than in the second process.

[0032] According to this configuration, the monitoring can be appropriately performed based on the change in the number of sensors installed in the manufacturing process.

[0033] In a first aspect of the present disclosure, the number of external components assembled to the mobile body may be less in a first process than in a second process.

[0034] According to this configuration, monitoring can be appropriately performed in accordance with changes in the number of external components assembled in the manufacturing process.

[0035] In a first aspect of the present disclosure, the mobile body may be unfinished in the first process; and the mobile body may be finished in the second process.

[0036] According to this configuration, monitoring can be appropriately performed depending on whether the mobile body is finished or unfinished in the manufacturing process.

[0037] In a first aspect of the present disclosure, the mobile body may move indoors in the first process; and the mobile body may move outdoors in the second process.

[0038] According to this configuration, monitoring can be appropriately performed depending on whether the mobile body moves indoors or outdoors.

[0039] A second aspect of the present disclosure relates to a monitoring method. The monitoring method includes performing monitoring related to the safety of a mobile body moving within a manufacturing process. The monitoring aspect is different between when the mobile body is in the first process and when the mobile body is in the second process.

[0040] A third aspect of the present disclosure relates to a system for performing monitoring related to the safety of a mobile body. The system includes a mobile body. The mobile body is movable via unmanned driving within a manufacturing process. The monitoring aspect is different between when the mobile body is in the first process and when the mobile body is in the second process.

[0041] In a third aspect of the present disclosure, the system may be configured to monitor the proximity between the mobile body and an object outside the mobile body by using an external sensor located outside the mobile body and an internal sensor installed in the mobile body; and the system may be configured to: in the first process, monitor the proximity between the mobile body and an object outside the mobile body by using the external sensor to a greater extent than the extent of use of the external sensor in the second process, and in the first process, monitor the proximity between the mobile body and an object outside the mobile body by using the internal sensor to a lesser extent than the extent of use of the internal sensor in the second process.

[0042] According to this configuration, the external sensor and the internal sensor can cooperate effectively in monitoring.

[0043] In addition to being implemented in the form of the above-described monitoring device, monitoring method, and system, the present disclosure can also be implemented, for example, in the form of a moving body, a server, a program, a non-transitory recording medium recording the program, or a program product. For example, the program product can be provided as a recording medium on which the program is recorded, or can also be provided as a program product that can be distributed via a network. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Hereinafter, features, advantages, techniques, and industrial significance of exemplary embodiments of the present invention will be described with reference to the drawings, in which like reference numerals denote like elements, and in which: Figure 1 is a conceptual diagram showing the configuration of a system according to a first embodiment; Figure 2 is a block diagram showing the configuration of a system according to a first embodiment; Figure 3 is a diagram showing the difference in vehicle conditions between a first process and a second process; Figure 4 is a diagram showing monitoring according to a first embodiment; Figure 5 is a flowchart showing a processing flow of travel control for a vehicle according to a first embodiment; Figure 6 is a flowchart showing a processing flow of monitoring processing according to a first embodiment; Figure 7 is a block diagram showing the configuration of a system according to a second embodiment; Figure 8 is a diagram showing monitoring according to a second embodiment; Figure 9 is a flowchart showing a processing flow of travel control for a vehicle according to a second embodiment; and Figure 10 is a flowchart showing a processing flow of monitoring processing according to a second embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS A. First Embodiment:

[0045] Figure 1 is a conceptual diagram showing the configuration of a system 50 according to a first embodiment. The system 50 includes one or more vehicles 100 as moving bodies, a server 200, one or more external sensors 300, and a process management device 400.

[0046] In the present disclosure, a "mobile body" refers to an object capable of moving, such as a vehicle or an electric vertical take-off and landing aircraft (so-called flying car). The vehicle can be a vehicle that travels using wheels or a vehicle that travels using crawlers, such as a passenger car, a truck, a bus, a two-wheeler, a four-wheeler, a tank, or a construction vehicle. Vehicles include battery electric vehicles (BEVs), gasoline vehicles, hybrid vehicles, and fuel cell electric vehicles. When the mobile body is not a vehicle, the expressions "vehicle" and "automobile" according to the present disclosure can be replaced with "mobile body" as appropriate, and the expression "travel" can be replaced with "move" as appropriate.

[0047] The vehicle 100 is configured to travel via driverless operation. "Driverless operation" refers to driving that does not depend on the driving operation of an occupant. The driving operation refers to an operation related to at least one of "traveling", "turning", and "stopping" of the vehicle 100. Driverless operation is implemented by automatic or manual remote control using a device located outside the vehicle 100 or by autonomous control of the vehicle 100. An occupant who does not perform a driving operation can be aboard the vehicle 100 that travels via driverless operation. Examples of occupants who do not perform a driving operation include a person who simply sits on the seat of the vehicle 100 and a person who performs a task different from the driving operation (such as assembly, inspection, or operation of a switch) while being in a state of being aboard the vehicle 100. Driving performed by the driving operation of an occupant can be referred to as "drivered operation".

[0048] In the present disclosure, "remote control" includes "full remote control" in which all operations of the vehicle 100 are completely determined from outside the vehicle 100, and "partial remote control" in which a part of the operations of the vehicle 100 is determined from outside the vehicle 100. In addition, "autonomous control" includes "full autonomous control" in which the vehicle 100 autonomously controls its operations without receiving any information from an external device of the vehicle 100, and "partial autonomous control" in which the vehicle 100 autonomously controls its operations by using information received from an external device of the vehicle 100.

[0049] The vehicle 100 only needs to be configured to be able to move via driverless driving, and for example, may be in the form of a platform having the configuration described below. Specifically, in order for the vehicle 100 to exhibit the three functions of "driving", "turning", and "stopping" via driverless driving, it only needs to include at least the vehicle control device and the actuator group described below. In the case of obtaining information from a device outside the vehicle 100 for driverless driving, the vehicle 100 only needs to further include a communication device. That is to say, the vehicle 100 capable of moving via driverless driving does not need to be equipped with at least some of the internal components such as the driver's seat and the instrument panel, nor does it need to be equipped with at least some of the external components such as the bumper and the rearview mirror, and it also does not need to be equipped with a body shell. In this case, the remaining components (such as the body shell) can be installed in the vehicle 100 when the vehicle 100 is shipped from the factory FC, or the remaining components (such as the body shell) can be installed in the vehicle 100 after the vehicle 100 is shipped from the factory FC in a state where the remaining components (such as the body shell) are not installed in the vehicle 100. Each component can be installed from any direction such as the upper side, the lower side, the front side, the rear side, the right side, or the left side of the vehicle 100, and can also be installed from the same direction or different directions.

[0050] The system 50 is used in the factory FC where the vehicle 100 is manufactured. The reference coordinate system of the factory FC is the global coordinate system GC, and any position in the factory FC can be represented by the X, Y, and Z coordinates in the global coordinate system GC. In the factory FC, the manufacturing process MP related to the manufacture of the vehicle 100 is performed. The manufacturing process MP includes various processes related to the manufacture of the vehicle 100, such as the assembly process of assembling various components to the vehicle 100, various inspection processes for inspecting the vehicle 100, the transportation process of transporting the unfinished or finished vehicle 100, the shipping process of shipping the finished vehicle 100, and the waiting process for waiting for each process. It can also be said that the vehicle 100 is configured to move via driverless driving within the manufacturing process MP. In the present disclosure, the completed state of the vehicle 100 refers to the state in which the assembly of all the components for constituting the vehicle 100 has been completed in the manufacturing process MP.

[0051] The factory FC includes a first location PL1 and a second location PL2. The first location PL1 and the second location PL2 are connected by a road TR on which the vehicle 100 can travel. At the first location PL1 according to the present embodiment, for example, the construction process of constructing the vehicle 100 is performed. At the second location PL2, for example, the inspection process of inspecting the vehicle 100 is performed. A plurality of external sensors 300 are installed along the road TR in the factory FC. The position of each external sensor 300 in the factory FC is pre-adjusted. The vehicle 100 moves from the first location PL1 to the second location PL2 along the road TR via driverless driving.

[0052] Figure 2 It is a block diagram showing the configuration of system 50. Vehicle 100 includes a vehicle control device 110 that controls each unit of vehicle 100, an actuator group 120 including one or more actuators driven under the control of vehicle control device 110, a communication device 130 that communicates with an external device such as server 200 via wireless communication, and one or more internal sensors 140. One or more access points AP installed in factory FC are used for wireless communication via communication device 130.

[0053] Actuator group 120 includes an actuator of a driving device for accelerating vehicle 100, an actuator of a steering device for changing the traveling direction of vehicle 100, and an actuator of a braking device for decelerating vehicle 100. The steering device may be a steer-by-wire type steering device. The steer-by-wire type steering device includes a steering wheel, an actuator for changing the direction of the wheels according to the direction of the steering wheel, and an actuator for changing the direction of the steering wheel according to the direction of the wheels. In the steer-by-wire type steering device, the interlock between the direction of the steering wheel and the direction of the wheels can be opened and closed.

[0054] Internal sensor 140 is a sensor installed in vehicle 100. Internal sensor 140 may include, for example, a sensor that detects the motion state of vehicle 100, a sensor that detects the operating state of each unit of vehicle 100, or a sensor that detects the surrounding environment of vehicle 100. Specifically, internal sensor 140 may include a vehicle speed sensor, a wheel speed sensor, a torque sensor, a camera, Light Detection And Ranging (LiDAR), a millimeter wave radar, an ultrasonic sensor, a GPS sensor, an acceleration sensor, a gyro sensor, or a steering angle sensor, etc. The torque sensor may include a sensor that detects the torque of a motor included in the actuator of the acceleration device, or a sensor that detects the torque of a motor included in the actuator of the steering device. The camera, LiDAR, millimeter wave radar, ultrasonic sensor, torque sensor, etc. included in internal sensor 140 correspond to safety sensors. A safety sensor is a sensor among internal sensors 140 that detects an abnormality related to the safety of vehicle 100.

[0055] The vehicle control device 110 is configured by a computer including a processor 111, a memory 112, an input / output interface 113, and an internal bus 114. The processor 111, the memory 112, and the input / output interface 113 are connected via the internal bus 114 so as to be able to communicate bidirectionally with each other. An actuator group 120 and a communication device 130 are connected to the input / output interface 113. The memory 112 stores various information, including a program PG1 and first monitoring data MD1. The processor 111 executes the program PG1 stored in the memory 112 to implement various functions including functions as a vehicle controller 115, an update unit 116, and a first monitoring unit described below.

[0056] The vehicle controller 115 controls the actuator group 120 to make the vehicle 100 travel. The vehicle controller 115 may control the actuator group 120 by using a travel control signal received from the server 200 to make the vehicle 100 travel. The travel control signal is a control signal for making the vehicle 100 travel. In the present embodiment, the travel control signal includes the acceleration and the steering angle of the vehicle 100 as parameters. In other embodiments, instead of or in addition to the acceleration of the vehicle 100, the travel control signal may include the speed of the vehicle 100 as a parameter.

[0057] The vehicle control device 110 according to the present embodiment corresponds to a first monitoring device that performs monitoring related to the safety of the vehicle 100. The vehicle controller 115 according to the present embodiment serves as a first monitoring unit that performs monitoring related to the safety of the vehicle 100. Hereinafter, "monitoring related to the safety of the vehicle 100" is also simply referred to as monitoring. In addition, the monitoring performed by the first monitoring unit is also referred to as first monitoring. The monitoring or the first monitoring will be described in detail below.

[0058] The update unit 116 updates the first monitoring data MD1 in response to an update instruction from an update instruction unit 220 of the server 200 described below. In the present disclosure, "update of data" means performing at least one of addition, change, and deletion on the information included in the data. The update of the first monitoring data MD1 will be described in detail below.

[0059] The server 200 is configured by a computer including a processor 201, a memory 202, an input / output interface 203, and an internal bus 204. The processor 201, the memory 202, and the input / output interface 203 are connected via the internal bus 204 in a manner capable of two-way communication with each other. A communication device 205 for communicating with various devices external to the server 200 is connected to the input / output interface 203. The communication device 205 can communicate with the vehicle 100 via wireless communication and can communicate with each external sensor 300 via wired or wireless communication. The memory 202 stores various information, including a program PG2 and second monitoring data MD2. The processor 201 executes the program PG2 stored in the memory 202 to implement various functions including functions as a remote controller 210, an update instruction unit 220, a process information acquisition unit 225, and a second monitoring unit described below.

[0060] The remote controller 210 acquires the detection results of the sensors, generates a driving control signal for controlling the actuator group 120 of the vehicle 100 by using the detection results, and transmits the driving control signal to the vehicle 100 to cause the vehicle 100 to travel via remote control. For example, in addition to generating a driving control signal, the remote controller 210 can also generate a control signal for controlling various auxiliary devices provided in the vehicle 100 or for operating actuators of various devices such as a wiper, an electric window, or a light, and output the generated control signal. That is, the remote controller 210 can operate various devices or various auxiliary devices via remote control.

[0061] The update instruction unit 220 transmits an update instruction for updating the first monitoring data MD1 to the vehicle 100. The update instruction will be described in detail below.

[0062] The server 200 according to the present embodiment corresponds to a second monitoring device that performs monitoring related to the safety of the vehicle 100. The remote controller 210 according to the present embodiment also serves as a second monitoring unit that performs monitoring. Hereinafter, the monitoring performed by the second monitoring unit is also referred to as second monitoring. The second monitoring will be described in detail below.

[0063] The process information acquisition unit 225 acquires process information related to the process in which the vehicle 100 is located. The process information acquisition unit 225 can acquire the process information from, for example, the process management device 400. When the correspondence between the position of the vehicle 100 and the process performed at that position is known, the process information acquisition unit 225 can acquire the current process of the vehicle 100 based on the position information indicating the current position of the vehicle 100. In this case, as the position information of the vehicle 100, the vehicle position information described below can be used, or position information that is coarser than the vehicle position information can also be used. The process information acquisition unit 225 can acquire whether the current process is before or after the process of installing a predetermined component in the vehicle 100 depending on whether the predetermined component is installed in the vehicle 100. In this case, the process information acquisition unit 225 can acquire the current process of the vehicle 100 based on the result of communication confirmation between the vehicle control device 110 and the electronic component installed in the vehicle 100. The process information acquisition unit 225 can acquire the process information by using, for example, the external sensor 300 or the internal sensor 140 to acquire the position information of the vehicle 100 or information on whether a predetermined component is installed in the vehicle 100. The process information acquisition unit 225 only needs to acquire at least information for specifying whether the vehicle 100 is in the first process or the second process described below as the process information.

[0064] The external sensor 300 is a sensor located outside the vehicle 100. The external sensor 300 according to the present embodiment is a sensor that photographs the vehicle 100 from the outside of the vehicle 100. The external sensor 300 includes a communication device (not shown) and is capable of communicating with other devices such as the server 200 via wired communication or wireless communication.

[0065] Specifically, the external sensor 300 is configured as a camera. The camera as the external sensor 300 images the vehicle 100 and outputs the captured image as a detection result.

[0066] The process management device 400 performs management of the entire manufacturing process MP of the vehicle 100. The process management device 400 is composed of at least one computer. The process management device 400 includes a communication device (not shown) and is capable of communicating with the server 200 and various facilities of the factory FC via wired communication or wireless communication. The process management device 400 can be configured to communicate with the vehicle 100 via wireless communication through, for example, an access point AP. The process management device 400 includes a database in which various information of the vehicle 100 is recorded. The various information recorded in the database includes, for example, the identification number of the vehicle 100, the content of each process, and information indicating the current process of the vehicle 100. The process management device 400 can obtain the current state of the vehicle 100 via, for example, communication with various facilities, various devices, and various sensors in the factory FC, or can also obtain the current state of the vehicle 100 based on information input into the process management device 400 by an operator or a manager.

[0067] The first monitoring device and the second monitoring device correspond to the “monitoring device” according to the present disclosure. The first monitoring unit and the second monitoring unit correspond to the “monitoring unit” according to the present disclosure. The monitoring aspects of the monitoring units are different between when the vehicle 100 is in the first process and when the vehicle 100 is in the second process. The second process is a process different from the first process. Hereinafter, the difference in monitoring aspects between when the vehicle 100 is in the first process and when the vehicle 100 is in the second process is also referred to as “difference in monitoring aspects”.

[0068] In the present embodiment, the second process is a process that is performed later than the first process. Specifically, in the present embodiment, the first process is a process that is performed after the vehicle 100 is configured to be in a state where the vehicle 100 can travel via unmanned driving until the vehicle 100 is completed. The second process is a process after the vehicle 100 is completed. In the first process according to the present embodiment, for example, assembly of components to the vehicle 100, inspection of the vehicle 100, or transportation of the unmanned vehicle 100 is performed as needed. In the second process, for example, inspection of the vehicle 100 or transportation of the unmanned vehicle 100 is performed as needed.

[0069] Figure 3 1 is a diagram showing the difference between the state or environment of the vehicle 100 in the first process and the second process according to the present embodiment. Hereinafter, the state or environment of the vehicle 100 is collectively referred to as the vehicle state. The case where the vehicle state is different between the first process and the second process is also referred to as "the difference in the vehicle state". Figure 3As shown, in this embodiment, as vehicle conditions, the manufacturing stage, the degree of coexistence with people, the maximum traveling speed, the roaming frequency, the number of installed internal sensors, the number of assembled external components, and the traveling location are different between the first process and the second process. As described above, for the manufacturing stage of the vehicle 100, the vehicle 100 is not completed in the first process and is completed in the second process. Generally, when the vehicle 100 is completed, the vehicle 100 can exhibit more functions or can exhibit functions more effectively compared to when the vehicle 100 is not completed, thereby further improving the safety performance of the vehicle 100. In addition, for the traveling location, the vehicle 100 travels indoors in the first process and travels outdoors in the second process. Compared to the second process, in the first process, the degree of coexistence with people is higher, the maximum traveling speed is lower, the roaming frequency is lower, the number of installed internal sensors is smaller, the number of installed safety sensors is smaller, and the number of assembled external components is smaller.

[0070] The "degree of coexistence with people" refers to the degree of coexistence between the vehicle 100 and people. Since the first process is a state where the vehicle 100 is not completed, the possibility that an operator or a manager approaches the vehicle 100 for assembling or inspecting the components of the vehicle 100, or the possibility that an operator or a manager rides on the vehicle 100, is higher in the first process than in the second process which is a state where the vehicle 100 is completed. Therefore, the degree of coexistence with people is higher in the first process than in the second process.

[0071] The maximum traveling speed refers to the maximum value of the traveling speed of the vehicle 100. In this embodiment, as will be described below, the monitoring includes the monitoring of the traveling speed, and the difference in the monitoring aspect includes the difference in the maximum traveling speed, thereby defining the maximum traveling speed in the first process and the second process. In this embodiment, the maximum traveling speed in the first process is defined as a magnitude equal to or less than 1 kilometer per hour, and the maximum traveling speed in the second process is defined as a magnitude exceeding 1 kilometer per hour.

[0072] The roaming frequency indicates the frequency at which the access point AP used for communicating with the vehicle 100 is switched. The higher the traveling speed of the vehicle 100 and the shorter the installation interval between the access points AP in the factory FC, the higher the roaming frequency. In this embodiment, although the installation interval of the access points AP in the factory FC is basically constant, the traveling speed of the vehicle 100 in the first process is lower than that in the second process, resulting in the roaming frequency in the first process being lower than that in the second process.

[0073] The number of installed internal sensors represents the number of internal sensors 140 installed in the vehicle 100. In the present embodiment, due to the fact that the vehicle 100 is not completed in the first process and is completed in the second process, the number of installed internal sensors in the first process is less than the number of installed internal sensors in the second process. The larger the number of installed internal sensors, the easier it is to monitor using the internal sensors 140 installed in the vehicle 100, thereby enabling further improvement in the safety of the vehicle 100 traveling via driverless operation. The number of installed safety sensors represents the number of safety sensors installed in the vehicle 100. In the first process according to the present embodiment, since the number of installed internal sensors is small, the number of installed safety sensors is less than the number of installed internal sensors in the second process.

[0074] The number of assembled external components represents the number of external components assembled to the vehicle 100. In the present embodiment, due to the fact that the vehicle 100 is not completed in the first process and is completed in the second process, the number of assembled external components in the first process is less than the number of assembled external components in the second process. The larger the number of assembled external components, the higher the possibility that components such as bumpers for reducing the impact generated by the contact between the vehicle 100 and external objects are assembled to the vehicle 100, thereby enabling further improvement in the safety of the vehicle 100 traveling via driverless operation.

[0075] The driving location represents the location where the vehicle 100 travels. In the present embodiment, the driving location in the first process is inside the building of the factory FC, and the driving location in the second process is in the broad yard outside the factory FC. From the viewpoint of suppressing unnecessary approach between the vehicle 100 and external objects, preferably, when the driving location of the vehicle 100 is indoor as in the first process, the vehicle 100 travels more carefully than when the driving location of the vehicle 100 is outdoor as in the second process. Further, from the viewpoint of improving the manufacturing efficiency of the vehicle 100, preferably, when the driving location is outdoor as in the second process, the vehicle 100 travels with fewer restrictions. In the present embodiment, the road width of the road on which the vehicle 100 travels in the first process is narrower than the road width of the road on which the vehicle 100 travels in the second process.

[0076] Figure 4 is a diagram showing the monitoring according to the present embodiment. As Figure 4 shown, the first monitoring Mr1 according to the present embodiment includes communication monitoring, safety sensor monitoring, motor torque monitoring, and internal sensor monitoring. The second monitoring Mr2 includes external sensor monitoring, traveling speed monitoring, and steering angle gain monitoring.

[0077] Communication monitoring refers to the monitoring related to the communication of vehicle 100. In the communication monitoring according to this embodiment, at a predetermined determination period, it is determined whether the communication of vehicle 100 is interrupted. Specifically, when the time during which the communication between vehicle 100 and access point AP is interrupted is longer than the determination period, it is determined that the communication of vehicle 100 is interrupted. The situation where it is determined that the communication of vehicle 100 is interrupted corresponds to the situation where an abnormality is detected in the communication monitoring. The differences in the monitoring aspects in the communication monitoring include the differences in the determination period. Specifically, the difference in the communication monitoring aspect between the first process and the second process is that the determination period in the first process is shorter than the determination period in the second process. The determination period in the first process is, for example, 100 milliseconds, and the determination period in the second process is, for example, 500 milliseconds.

[0078] Safety sensor monitoring refers to using the safety sensors installed in vehicle 100 to detect abnormalities. The differences in the monitoring aspects in the safety sensor monitoring include the differences in the degree of use of the safety sensors. The difference in the safety sensor monitoring aspect between the first process and the second process is that the degree of use of the safety sensors in the second process is higher than the degree of use of the safety sensors in the first process. For example, the degree of use of the safety sensors in the safety sensor monitoring is evaluated by using the number of safety sensors used for safety sensor monitoring per unit time. In the present disclosure, the "degree of use" of a certain element includes the case where the element is not used at all. Therefore, for example, in the case where the safety sensors are not used at all, the degree of use of the safety sensors is the lowest.

[0079] Motor torque monitoring refers to monitoring the motor torque of vehicle 100. The motor torque referred to here is, for example, the torque of the motor included in the acceleration device or the steering device, and it is detected by a torque sensor as the internal sensor 140. In the motor torque monitoring according to the present embodiment, it is determined whether the degree of change in the motor torque of vehicle 100 exceeds a predetermined allowable range. The allowable range can be represented, for example, by the upper limit value or the lower limit value of the motor torque, by the upper limit value or the lower limit value of the change amount of the motor torque, or by the difference between the observed motor torque waveform and a predetermined reference waveform. The case where it is determined that the degree of change in the motor torque exceeds the allowable range corresponds to the case where an abnormality is detected in the motor torque monitoring. Specifically, when the degree of change in the motor torque exceeds the allowable range, vehicle 100 may be driving onto an external object, or vehicle 100 may be in contact with an external object. The difference in the monitoring aspect in the motor torque monitoring includes the difference within the allowable range of the degree of change in the motor torque. Specifically, the difference in the monitoring aspect of the motor torque between the first process and the second process lies in that the allowable range of the degree of change in the motor torque in the first process is smaller than the allowable range of the degree of change in the motor torque in the second process. As described above, by narrowing the allowable range, an abnormality in the motor torque can be detected with higher sensitivity in the motor torque monitoring. On the other hand, for example, when vehicle 100 is driven in an outdoor yard, the allowable range is appropriately expanded, whereby vehicle 100 can be effectively driven while suppressing the obstruction of the driving of vehicle 100 by trivial foreign objects such as small branches and pebbles.

[0080] Internal sensor monitoring refers to monitoring the proximity between vehicle 100 and an external object by using internal sensor 140. In internal sensor monitoring, among internal sensors 140, for example, sensors that detect the surrounding environment of vehicle 100 are used. Specifically, in internal sensor monitoring, for example, preferably, at least one of a camera, LiDAR, millimeter-wave radar, and ultrasonic sensor installed in vehicle 100 is used. In this embodiment, the situation where the distance between vehicle 100 and an external object detected in internal sensor monitoring is equal to or less than a predetermined distance corresponds to the situation where an abnormality is detected in internal sensor monitoring. Differences in the monitoring aspect in internal sensor monitoring include differences in the usage level of internal sensor 140. Specifically, the difference in the internal sensor monitoring aspect between the first process and the second process lies in that the usage level of internal sensor 140 in the first process is higher than that in the second process. For example, the usage level of internal sensor 140 in internal sensor monitoring is evaluated by using the number of internal sensors 140 used for internal sensor monitoring per unit time. When the monitoring aspect in internal sensor monitoring changes, for example, the monitoring unit can turn on / off each internal sensor 140, or can switch whether to use the detection result of each internal sensor 140.

[0081] Travel speed monitoring refers to monitoring the travel speed of vehicle 100. Specifically, in the travel speed monitoring according to this embodiment, the travel speed of vehicle 100 is monitored so that the travel speed of vehicle 100 is equal to or lower than a predetermined maximum travel speed. In this embodiment, the situation where the travel speed of vehicle 100 exceeds the maximum travel speed corresponds to the situation where an abnormality is detected in the travel speed monitoring. Differences in the monitoring aspect in travel speed monitoring include differences in the maximum travel speed. Specifically, the difference in the travel speed monitoring aspect between the first process and the second process lies in that the maximum travel speed in the first process is lower than that in the second process.

[0082] Steering angle monitoring refers to the monitoring related to the steering angle of vehicle 100. Specifically, in the steering angle monitoring according to this embodiment, the control gain of the steering angle of vehicle 100 is monitored such that the control gain of the steering angle is equal to or less than a predetermined threshold, and the steering angle of vehicle 100 is monitored such that the steering angle does not exceed a predetermined upper limit value. For example, based on the actual measured value of the steering angle using the internal sensor 140 and the control value of the steering angle, the actual measured value of the control gain of the steering angle can be obtained. The differences in the monitoring aspects in the steering angle monitoring include the differences in the control gain of the steering angle and the upper limit value of the steering angle. Specifically, the difference in the monitoring aspect of the steering angle between the first process and the second process is that the control gain of the steering angle in the first process is less than the control gain of the steering angle in the second process, and the upper limit value of the steering angle in the first process is less than the upper limit value of the steering angle in the second process. By reducing the control gain of the steering angle to a smaller value, sudden changes in the steering angle during the driving of vehicle 100 can be suppressed. On the other hand, by increasing the control gain of the steering angle, the steering angle can be controlled more responsively during the driving of vehicle 100.

[0083] External sensor monitoring refers to monitoring the proximity between vehicle 100 and external objects by using the external sensor 300. The external object is an object outside vehicle 100, and is, for example, various devices such as robots or work machines, or persons such as operators or managers. In this embodiment, the case where the distance between vehicle 100 and an external object is detected to be equal to or less than a predetermined distance in the external sensor monitoring corresponds to the case where an abnormality is detected in the external sensor monitoring. The differences in the monitoring aspects in the external sensor monitoring include the differences in the degree of use of the external sensor 300. Specifically, the difference in the monitoring aspect of the external sensor monitoring between the first process and the second process is that the degree of use of the external sensor 300 in the first process is higher than the degree of use of the external sensor 300 in the second process. The degree of use of the external sensor 300 in the external sensor monitoring is evaluated by using the number of external sensors 300 used per unit time for the external sensor monitoring. The external sensor 300 used in the external sensor monitoring can be, for example, an external sensor used for the driverless operation of vehicle 100 or an external sensor not used for the driverless operation.

[0084] In this embodiment, the vehicle controller 115 serving as the first monitoring unit or the remote controller 210 serving as the second monitoring unit performs at least one of restriction processing and abnormality processing during monitoring. The restriction processing is a process of restricting the operation of the vehicle 100 so that no abnormality occurs during monitoring. The abnormality processing is a process of performing a predetermined process related to the abnormality when an abnormality is detected during monitoring. Preferably, the abnormality processing includes at least one of stop processing and notification processing. The stop processing is a process of stopping the vehicle 100. The position at which the vehicle 100 stops by the stop processing can be, for example, a position where the vehicle 100 can be stopped faster or a predetermined evacuation location in the factory FC. The notification processing is a process of notifying the user (for example, a work vehicle or a manager) of the abnormality. In the notification processing, a warning device provided in the vehicle 100 can be used, or a notification device configured to communicate with the server 200 or the vehicle 100 can also be used. The notification device can be, for example, a display device for displaying visual information, a speaker for outputting voice information, or a communication device for transmitting information to a portable terminal owned by the user.

[0085] In this embodiment, the vehicle controller 115 serving as the first monitoring unit performs abnormality processing in communication monitoring, safety sensor monitoring, motor torque monitoring, and internal sensor monitoring. The remote controller 210 serving as the second monitoring unit performs abnormality processing in external sensor monitoring and performs restriction processing in steering angle monitoring and traveling speed monitoring. In the restriction processing in traveling speed monitoring, the remote controller 210, for example, uses the vehicle speed detected by a vehicle speed sensor or the like to perform feedback control or feedforward control to generate a traveling control signal so that the traveling speed of the vehicle 100 does not exceed the maximum traveling speed, thereby controlling the traveling speed of the vehicle 100. In the restriction processing in steering angle monitoring, the remote controller 210, for example, uses the steering angle detected by a steering angle sensor or the like to perform feedback control or feedforward control to generate a traveling control signal so that the control gain of the steering angle does not exceed a threshold value and the steering angle does not exceed an upper limit value, thereby controlling the steering angle of the vehicle 100.

[0086] In other embodiments, for example, both the restriction processing and the abnormality processing can be performed in traveling speed monitoring or steering angle monitoring. In this case, in traveling speed monitoring, for example, when the traveling speed of the vehicle 100 exceeds the maximum traveling speed or is expected to exceed the maximum traveling speed due to some abnormality in the restriction processing, the abnormality processing can be performed. In steering angle monitoring, for example, when the control gain of the steering angle exceeds the threshold value or is expected to exceed the threshold value, and when the steering angle exceeds the upper limit value or is expected to exceed the upper limit value, the abnormality processing can be performed.

[0087] Return to Figure 2A description will be given. According to the vehicle controller 115 which is the first monitoring unit in this embodiment, the first monitoring Mr1 is performed by using the first monitoring data MD1 stored in the memory 112. The first monitoring data MD1 includes first aspect information representing each monitoring aspect included in the first monitoring Mr1. In this embodiment, the difference in the monitoring aspects in the first monitoring Mr1 is achieved by updating the first monitoring data MD1 in response to an update instruction from the server 200.

[0088] According to the remote controller 210 which is the second monitoring unit in this embodiment, the second monitoring Mr2 is performed by using the second monitoring data MD2 stored in the memory 202. The second monitoring data MD2 includes second aspect information representing each monitoring aspect included in the second monitoring Mr2. Specifically, the second monitoring data MD2 includes each process related to the vehicle 100 and the second aspect information related to each process. In this embodiment, the difference in the monitoring aspects in the second monitoring Mr2 is achieved by referring to the second monitoring data MD2 based on the acquired process information.

[0089] The update instruction unit 220 generates an update instruction by using the update data UD based on the process information. The update data UD stores each process related to the vehicle 100 and the third aspect information representing each monitoring aspect included in the first monitoring Mr1 in an associated manner. The update instruction unit 220 acquires the third aspect information by referring to the update data UD based on the process information, and transmits the update instruction including the acquired third aspect information to the vehicle 100. The update unit 116 updates the first monitoring data MD1 by rewriting the first aspect information included in the first monitoring data MD1 as the third aspect information included in the received update instruction. Regarding the update of the first monitoring data MD1, when the first aspect information and the third aspect information are the same, the update unit 116 may rewrite the first aspect information as the third aspect information, or may skip the rewriting.

[0090] Figure 5 is a flowchart showing the processing flow of the driving control of the vehicle 100 according to the first embodiment. In Figure 5 In the processing flow, the processor 201 of the server 200 executes the program PG2 to serve as the remote controller 210. In addition, the processor 111 of the vehicle 100 executes the program PG1 to serve as the vehicle controller 115. While Figure 5 the processing flow is being executed, the remote controller 210 executes the second monitoring Mr2 as the second monitoring unit. In a similar manner, the vehicle controller 115 executes the first monitoring Mr1 as the first monitoring unit.

[0091] In step S1, the processor 201 of the server 200 obtains vehicle position information by using the detection result output from the external sensor 300. The vehicle position information is position information that serves as a basis for generating a driving control signal. In the present embodiment, the vehicle position information includes the position and orientation of the vehicle 100 in the global coordinate system GC of the factory FC. Specifically, in step S1, the processor 201 obtains the vehicle position information by using the captured image obtained from the camera as the external sensor 300.

[0092] Specifically, in step S1, the processor 201 detects the external shape of the vehicle 100 from, for example, the captured image, calculates the coordinates of the positioning points of the vehicle 100 in the captured image coordinate system, that is, the local coordinate system, and converts the calculated coordinates into the coordinates in the global coordinate system GC to obtain the position of the vehicle 100. For example, the external shape of the vehicle 100 included in the captured image can be detected by inputting the captured image into the detection model DM1 using artificial intelligence (AI). The detection model DM1 is prepared, for example, inside or outside the system 50 and is pre-stored in the memory 202 of the server 200. Examples of the detection model DM1 include trained machine learning models that have been trained to perform either semantic segmentation or instance segmentation. As the machine learning model, for example, a convolutional neural network (CNN) that has been trained by supervised learning using a training data set can be used. The training data set, for example, has a plurality of training images including the vehicle 100 and labels indicating whether each region in the training image is a region indicating the vehicle 100 or a region other than the vehicle 100. When training the CNN, preferably, the parameters of the CNN are updated by backpropagation (error backpropagation method) so that the error between the output result of the detection model DM1 and the label is reduced. The processor 201 can estimate the direction of the vehicle 100 by using, for example, the optical flow method based on the direction of the motion vector of the vehicle 100 calculated from the position change of the feature points of the vehicle 100 between the frames of the captured image.

[0093] In step S2, the processor 201 of the server 200 determines the target position to which the vehicle 100 should next travel. In the present embodiment, the target position is represented by the X, Y, and Z coordinates in the global coordinate system GC. A reference route RR, which is a route along which the vehicle 100 should travel, is pre-stored in the memory 202 of the server 200. The route is represented by nodes indicating the starting point, nodes indicating passing points, nodes indicating the destination, and links connecting the respective nodes. The processor 201 determines the target position of the vehicle 100 to which it should next travel by using the vehicle position information and the reference route RR. The processor 201 determines the target position on the reference route RR in front of the current position of the vehicle 100.

[0094] In step S3, the processor 201 of the server 200 generates a driving control signal for causing the vehicle 100 to travel toward the determined target position. The processor 201 calculates the traveling speed of the vehicle 100 based on the change in the position of the vehicle 100 and compares the calculated traveling speed with the target speed. Generally, the processor 201 determines the acceleration such that the vehicle 100 accelerates when the traveling speed is lower than the target speed and determines the acceleration such that the vehicle 100 decelerates when the traveling speed is higher than the target speed. The processor 201 determines the steering angle and the acceleration such that the vehicle 100 does not deviate from the reference route RR when the vehicle 100 is on the reference route RR, and determines the steering angle and the acceleration such that the vehicle 100 returns to the reference route RR when the vehicle 100 is not on the reference route RR (in other words, when the vehicle 100 deviates from the reference route RR). In other embodiments, the traveling speed of the vehicle 100 may be obtained by using internal sensors 140, such as a vehicle speed sensor or a wheel speed sensor.

[0095] In step S4, the processor 201 of the server 200 transmits the generated driving control signal to the vehicle 100. The processor 201 repeatedly executes the acquisition of the vehicle position information, the determination of the target position, the generation of the driving control signal, and the transmission of the driving control signal at a predetermined cycle.

[0096] In step S5, the processor 111 of the vehicle 100 receives the driving control signal transmitted from the server 200. In step S6, the processor 111 of the vehicle 100 controls the actuator group 120 by using the received driving control signal so that the vehicle 100 travels at the acceleration and the steering angle indicated by the driving control signal. The processor 111 repeatedly executes the reception of the driving control signal and the control of the actuator group 120 at a predetermined cycle. With the system 50 according to the present embodiment, the vehicle 100 can be driven by remote control, and the vehicle 100 can be moved without using transportation facilities such as a crane or a conveyor.

[0097] Figure 6 It is a flowchart showing the processing flow of a monitoring process for implementing a monitoring method according to the present embodiment. Figure 6 The monitoring process is executed by the processor 201 at a predetermined cycle, for example.

[0098] In step S105, the process information acquisition unit 225 acquires the process information of the vehicle 100. In step S110, the remote controller 210 serving as the second monitoring unit determines the aspect of the second monitoring Mr2 by referring to the second monitoring data MD2 based on the process information acquired in step S105. Specifically, in step S110, the remote controller 210 starts to execute the second monitoring Mr2 using the second aspect information corresponding to the process information acquired in step S105. That is, in the present embodiment, when the vehicle 100 is in the first process in step S105 of the previous monitoring process and the vehicle 100 is in the second process in step S105 of the current monitoring process, the aspect of the second monitoring Mr2 is changed in step S110.

[0099] In step S115, the update instruction unit 220 generates an update instruction and transmits the generated update instruction to the vehicle 100. Specifically, in step S115, the update instruction unit 220 generates an update instruction based on the update data UD by referring to the process information acquired in step S105 and transmits the generated update instruction to the vehicle 100. In step S120, the update unit 116 of the vehicle 100 determines whether an update instruction is received from the server 200. If an update instruction is received in step S120, in step S125, the update unit 116 updates the first monitoring data MD1 by using the received update instruction. In step S130, the vehicle controller 115 serving as the first monitoring unit determines the monitoring aspect in the first monitoring Mr1 by using the updated first monitoring data MD1. Specifically, in step S130, the vehicle controller 115 starts to execute the first monitoring Mr1 by using the updated first monitoring data MD1. That is, in the present embodiment, when the vehicle 100 is in the first process in step S105 of the previous monitoring process and the vehicle 100 is in the second process in step S105 of the current monitoring process, the aspect of the first monitoring Mr1 is changed in step S130.

[0100] In the monitoring process in other embodiments, for example, it is determined whether the state of the vehicle 100 has changed from the first process to the second process. In the case where it is determined that the state has changed from the first process to the second process, the process of changing the aspect of the second monitoring Mr2 can be executed. In a substantially similar manner, in the case where it is determined that the process has changed from the first process to the second process, an update instruction can be generated and transmitted.

[0101] In the monitoring device according to the above-described embodiment, the aspects of monitoring related to the safety of the vehicle 100 are different between when the vehicle 100 is in the first process and when the vehicle 100 is in the second process. Therefore, compared with the case where monitoring is uniformly performed, it is possible to more appropriately perform the monitoring of the vehicle 100 whose vehicle condition changes sequentially within the manufacturing process MP.

[0102] In the present embodiment, the first monitoring Mr1 includes communication monitoring, and the difference in the communication monitoring aspect between the first process and the second process is that the determination period in the first process is shorter than the determination period in the second process. Therefore, it is possible to appropriately perform communication monitoring. Specifically, in the present embodiment, in the first process, based on the fact that the vehicle 100 is not completed, the fact that the degree of coexistence with people is high, the fact that the roaming frequency is low, the fact that the driving location is indoors, the fact that the number of installed internal sensors is small, or the fact that the number of assembled external components is small, communication interruption can be detected with higher sensitivity, thereby further improving the safety of the driverless operation of the vehicle 100. On the other hand, in the second process, based on the fact that the vehicle 100 is completed, the fact that the degree of coexistence with people is low, the fact that the roaming frequency is high, the fact that the driving location is outdoors, the fact that the number of installed internal sensors is large, or the fact that the number of assembled external components is large, communication interruption can be detected with a sensitivity suitable for ensuring the productivity of the vehicle 100, thereby being able to suppress the decrease in the productivity of the vehicle 100.

[0103] In the present embodiment, the first monitoring Mr1 includes safety sensor monitoring, and the difference in the safety sensor monitoring aspect between the first process and the second process is that the usage degree of the safety sensors is higher in the second process than in the first process. Therefore, it is possible to appropriately perform safety sensor monitoring. In the present embodiment, the number of safety sensors installed in the second process is larger than the number of safety sensors installed in the first process. Therefore, based on the number of safety sensors installed in the vehicle 100, the usage degree of the safety sensors in the safety sensor monitoring can be increased, and the safety sensors installed in the vehicle 100 can be more effectively used in the monitoring.

[0104] In this embodiment, the first monitoring Mr1 includes motor torque monitoring, and the difference in the motor torque monitoring between the first process and the second process is that the allowable range of motor torque variation is narrower in the first process than in the second process. Therefore, the motor torque monitoring can be appropriately performed. Specifically, in this embodiment, in the first process, based on the fact that the vehicle 100 is not yet completed, the fact that the degree of coexistence with people is relatively high, the fact that the driving location is indoors, the fact that the number of installed internal sensors is small, or the fact that the number of assembled external components is small, the abnormality in the motor torque can be detected with higher sensitivity, thereby further improving the safety of the driverless operation of the vehicle 100. On the other hand, in the second process, based on the fact that the vehicle 100 is already completed, the fact that the degree of coexistence with people is relatively low, the fact that the driving location is outdoors, the fact that the number of installed internal sensors is large, or the fact that the number of assembled external components is large, the abnormality in the motor torque can be detected with a sensitivity suitable for ensuring the productivity of the vehicle 100, thereby suppressing the decrease in the productivity of the vehicle 100.

[0105] In this embodiment, the second monitoring Mr2 includes external sensor monitoring, and the difference in the external sensor monitoring between the first process and the second process is that the usage degree of the external sensor 300 is higher in the first process than in the second process. Therefore, the external sensor monitoring can be appropriately performed. Specifically, in this embodiment, in the first process, based on the fact that the number of installed internal sensors is small, by using the external sensor 300 with a higher usage degree, the proximity between the vehicle 100 and people can be detected, and the safety of the driverless operation of the vehicle 100 can be further improved. On the other hand, in the second process, based on the fact that the number of installed internal sensors is large, the usage degree of the external sensor 300 can be suppressed. Therefore, compared with the case of using the external sensor 300 with a consistent usage degree, the number of external sensors 300 to be installed can be further reduced, and the cost of building the factory FC or the system 50 can be further reduced.

[0106] In this embodiment, the first monitoring Mr1 includes internal sensor monitoring, and the difference in the internal sensor monitoring between the first process and the second process is that the usage degree of the internal sensor 140 is higher in the second process than in the first process. Therefore, the internal sensor monitoring can be appropriately performed. Specifically, in this embodiment, in the second process, based on the fact that the number of installed internal sensors 140 is large, the usage degree of the internal sensor 140 can be increased, and the installed internal sensors 140 can be used more effectively in the monitoring.

[0107] In this embodiment, the second monitor Mr2 includes steering angle monitoring, and the difference in the steering angle monitoring between the first process and the second process is that the control gain of the steering angle in the first process is smaller than that in the second process. Therefore, the steering angle monitoring can be appropriately performed. Specifically, in this embodiment, in the first process, based on the fact that the vehicle 100 is not completed, the fact that the degree of coexistence with people is relatively high, the fact that the driving location is indoors, the fact that the number of installed internal sensors is small, or the fact that the number of assembled external components is small, the sudden change of the steering angle of the vehicle 100 can be suppressed, thereby further improving the safety of the driverless driving of the vehicle 100. On the other hand, in the second process, based on the fact that the vehicle 100 is completed, the fact that the degree of coexistence with people is relatively low, the fact that the driving location is outdoors, the fact that the number of installed internal sensors is large, or the fact that the number of assembled external components is large, the vehicle 100 can be driven via driverless in a state where the restrictions on the steering angle control of the vehicle 100 are relaxed, thereby suppressing the decrease in the productivity of the vehicle 100.

[0108] In this embodiment, the difference in the steering angle monitoring between the first process and the second process is that the upper limit value of the steering angle in the first process is smaller than that in the second process. Therefore, the steering angle monitoring can be appropriately performed. Specifically, in this embodiment, in the first process, based on the fact that the vehicle 100 is not completed, the fact that the degree of coexistence with people is relatively high, the fact that the driving location is indoors, the fact that the number of installed internal sensors is small, or the fact that the number of assembled external components is small, the significant change of the steering angle of the vehicle 100 can be suppressed, thereby further improving the safety of the driverless driving of the vehicle 100. On the other hand, in the second process, based on the fact that the vehicle 100 is completed, the fact that the degree of coexistence with people is relatively low, the fact that the driving location is outdoors, the fact that the number of installed internal sensors is large, or the fact that the number of assembled external components is large, the vehicle 100 can be driven via driverless in a state where the restrictions on the steering angle control of the vehicle 100 are relaxed, thereby suppressing the decrease in the productivity of the vehicle 100.

[0109] In this embodiment, the second monitoring Mr2 includes traveling speed monitoring, and the difference in the traveling speed monitoring between the first process and the second process is that the maximum traveling speed in the first process is lower than the maximum traveling speed in the second process. Therefore, the traveling speed monitoring can be appropriately performed. Specifically, in this embodiment, in the first process, based on the fact that the vehicle 100 is not completed, the fact that the coexistence with people is relatively high, the fact that the traveling location is indoors, the fact that the number of installed internal sensors is small, or the fact that the number of assembled external components is small, the approach between the vehicle 100 and people caused by the high traveling speed of the vehicle 100 can be suppressed, thereby further improving the safety of the driverless operation of the vehicle 100. On the other hand, in the second process, based on the fact that the vehicle 100 is completed, the fact that the coexistence with people is relatively low, the fact that the traveling location is outdoors, the fact that the number of installed internal sensors is large, or the fact that the number of assembled external components is large, the vehicle 100 can be made to travel via driverless operation in a state where the restriction on the traveling speed of the vehicle 100 is relaxed, thereby suppressing the decrease in the productivity of the vehicle 100.

[0110] In the system 50 according to this embodiment, external sensor monitoring and internal sensor monitoring are performed. The usage degree of the external sensor 300 in the first process is higher than the usage degree of the external sensor 300 in the second process, and the usage degree of the internal sensor 140 in the first process is lower than the usage degree of the internal sensor 140 in the second process. Therefore, the external sensor 300 and the internal sensor 140 can cooperate effectively in the monitoring. Specifically, for example, in a relatively early stage of the manufacturing process MP, when the number of internal sensors 140 assembled into the vehicle 100 is small, the external sensor 300 can be preferentially used to monitor the approach between the vehicle 100 and external objects. On the other hand, for example, in a relatively late stage of the manufacturing process MP, when the number of internal sensors 140 assembled into the vehicle 100 is large, the usage degree of the internal sensor 140 can be increased so that the vehicle 100 can travel more safely via driverless operation, and the usage degree of the external sensor 300 can be reduced.

[0111] In this embodiment, the change in the aspect of the first monitoring Mr1 is achieved by updating the first monitoring data MD1 in response to an update instruction. In this way, compared with the case where the change in the aspect of the first monitoring Mr1 is achieved by using, for example, data storing the monitoring aspects of both the first process and the second process, the capacity of the data required to change the aspect of the first monitoring Mr1 can be reduced. Therefore, the capacity of the memory 112 can be further reduced. B. Second Embodiment:

[0112] Figure 7It is a block diagram showing the configuration of the system 50 according to the second embodiment. Different from the first embodiment, the system 50 according to this embodiment does not include the server 200. In addition, the vehicle according to this embodiment can travel via autonomous control of the vehicle. Since the device configuration of the vehicle according to this embodiment is the same as that of the vehicle 100 according to the first embodiment, for convenience, the vehicle according to this embodiment is also referred to as the vehicle 100. In the configurations of the system 50 and the vehicle 100 according to the second embodiment, parts not specifically described are the same as those in the first embodiment.

[0113] In this embodiment, the communication device 130 of the vehicle 100 can communicate with the external sensor 300. The processor 111 of the vehicle control device 110 executes the program PG1 stored in the memory 112 to function as the vehicle controller 115v and the process information acquisition unit 225. The vehicle controller 115v can acquire the output result of the sensor, generate a driving control signal by using the output result, and output the generated driving control signal to operate the actuator group 120, so that the vehicle 100 travels via autonomous control. In this embodiment, in addition to storing the program PG1, the detection model DM1, the reference route RR, or the first monitoring data MD1v is also pre-stored in the memory 112. The vehicle control device 110 according to the second embodiment corresponds to the first monitoring device and corresponds to the "monitoring device" according to the present disclosure, as in the first embodiment.

[0114] Figure 8 It is a diagram showing the monitoring according to this embodiment. As Figure 8 shown, the difference between the first monitoring Mr1 according to this embodiment and the first monitoring Mr1 according to the first embodiment is that it includes external sensor monitoring. Figure 7 The first monitoring data MD1v shown includes each process of the vehicle 100 and the first aspect information associated with each process. In this embodiment, the change in the monitoring aspect of the first monitoring Mr1v is not achieved by updating the first monitoring data MD1v, but instead is achieved by referring to the first monitoring data MD1v based on the process information.

[0115] Figure 9 It is a flowchart showing the processing flow of the driving control of the vehicle 100 according to the second embodiment. In Figure 9 the processing flow, the processor 111 of the vehicle 100 executes the program PG1 to function as the vehicle controller 115v. In addition, in Figure 9 the processing flow, the vehicle controller 115v executes the first monitoring Mr1 as the first monitoring unit.

[0116] In step S901, the processor 111 of the vehicle control device 110 obtains vehicle position information by using the detection result output from the camera which is an external sensor 300. In step S902, the processor 111 determines the target position to which the vehicle 100 should next travel. In step S903, the processor 111 generates a driving control signal for causing the vehicle 100 to travel toward the determined target position. In step S904, the processor 111 controls the actuator group 120 by using the generated driving control signal so that the vehicle 100 travels according to the parameters indicated by the driving control signal. The processor 111 repeatedly executes the acquisition of vehicle position information, the determination of the target position, the generation of the driving control signal, and the control of the actuator at a predetermined cycle. With the system 50 according to the present embodiment, it is possible to make the vehicle 100 travel via autonomous control of the vehicle 100 without the server 200 remotely controlling the vehicle 100.

[0117] Figure 10 is a flowchart showing a processing flow of a monitoring process for implementing a monitoring method according to the present embodiment. Figure 10 The monitoring process is executed by the processor 111, for example, at a predetermined cycle.

[0118] As in Figure 6 In step S205 as in step S105 of, the process information acquisition unit 225 of the vehicle 100 acquires the process information of the vehicle 100. In step S210, the vehicle controller 115v serving as the first monitoring unit determines the aspect of the first monitoring Mr1v by referring to the first monitoring data MD1v based on the process information acquired in step S205. Specifically, in step S210, the vehicle controller 115v starts to execute the first monitoring Mr1v by using the first aspect information corresponding to the process information acquired in step S205.

[0119] Similarly, with the vehicle control device 110 according to the present embodiment, the monitoring aspect is different between when the vehicle 100 is in the first process and when the vehicle 100 is in the second process, so that it is possible to appropriately execute the monitoring of the vehicle 100 whose state changes sequentially within the manufacturing process MP. C. Other Embodiments:

[0120] (C1) In the above embodiment, the monitoring includes communication monitoring, safety sensor monitoring, motor torque monitoring, internal sensor monitoring, steering angle monitoring, traveling speed monitoring, and external sensor monitoring. On the other hand, the monitoring does not need to include all of the above monitoring items, and may include any one of them alone, or may include any two or more of them alone. In addition to or in place of the above items, the monitoring may further include other monitoring items. For example, the monitoring may include accelerator pedal monitoring, brake pedal monitoring, and acceleration monitoring.

[0121] (C1-1) The accelerator pedal monitoring monitors the operation amount of the accelerator pedal of the vehicle 100. In this case, the differences in the monitoring aspects in the accelerator pedal monitoring may include differences in the accelerator pedal intervention threshold. The accelerator pedal intervention threshold is a threshold for determining whether the vehicle 100 performs an acceleration operation in response to the operation of the accelerator pedal in the vehicle 100 during autonomous driving. Specifically, in the vehicle 100 during autonomous driving, when the operation amount of the accelerator pedal exceeds the accelerator pedal intervention threshold, the vehicle 100 during autonomous driving performs an acceleration operation in response to the operation of the accelerator pedal. By appropriately setting the accelerator pedal intervention threshold, when the operator rides on the vehicle 100 and works during autonomous driving, even when the operator loses balance and accidentally touches the accelerator pedal, it is possible to prevent the driving state of the vehicle 100 during autonomous driving from becoming unstable. Therefore, for example, when the number of people riding on the vehicle 100 per unit time is greater in the first process than in the second process, from the perspective of preventing the driving state of the vehicle 100 from becoming unstable, preferably, the accelerator pedal intervention threshold in the first process is higher than the accelerator pedal intervention threshold in the second process.

[0122] (C1-2) The brake pedal monitoring monitors the operation amount of the brake pedal of the vehicle 100. In this case, the differences in the monitoring aspects in the brake pedal monitoring may include differences in the brake pedal intervention threshold. The brake pedal intervention threshold is a threshold for determining whether the vehicle 100 performs a braking operation in response to the operation of the brake pedal in the vehicle 100 during autonomous driving. Specifically, in the vehicle 100 during autonomous driving, when the operation amount of the brake pedal exceeds the brake pedal intervention threshold, the vehicle 100 during autonomous driving performs a braking operation in response to the operation of the brake pedal. By appropriately setting the brake pedal intervention threshold, when the operator rides on the vehicle 100 and works during autonomous driving, even when the operator loses balance and accidentally touches the brake pedal, it is possible to prevent the driving state of the vehicle 100 during autonomous driving from becoming unstable. For example, when the number of people riding on the vehicle 100 per unit time is greater in the first process than in the second process, from the perspective of preventing the driving state of the vehicle 100 from becoming unstable, preferably, the brake pedal intervention threshold in the first process is higher than the brake pedal intervention threshold in the second process.

[0123] (C1-3) Acceleration monitoring monitors the acceleration of the vehicle 100. The differences in the monitoring aspects in acceleration monitoring may include differences in the upper limit values of acceleration. In the present disclosure, acceleration includes the acceleration generated by the vehicle 100 being accelerated and the acceleration generated by the vehicle 100 being decelerated. By appropriately setting the upper limit value of acceleration, it is possible to prevent the driving state of the vehicle 100 from becoming unstable due to sudden acceleration or deceleration of the vehicle 100. Therefore, in the case where an operator riding on the vehicle 100 performs work, it is possible to prevent the operator from losing balance due to sudden acceleration or deceleration of the vehicle 100. In addition, the possibility that the vehicle 100 and an external object approach each other more closely than necessary can be reduced. For example, in the first process, when the vehicle 100 is not completed, when the degree of coexistence with people is high, when the roaming frequency is low, when the driving location is indoors, when the number of installed internal sensors is small, or when the number of assembled external components is small, preferably, the upper limit value of acceleration in the first process is lower than the upper limit value of acceleration in the second process.

[0124] (C2) In the above embodiments, the differences in the monitoring aspects in communication monitoring, safety sensor monitoring, motor torque monitoring, internal sensor monitoring, steering angle monitoring, traveling speed monitoring, and external sensor monitoring respectively include differences in the determination period, differences in the usage degree of safety sensors, differences in the allowable range of changes in motor torque, differences in the usage degree of the internal sensor 140, differences in the control gain of the steering angle, differences in the maximum traveling speed, and differences in the usage degree of the external sensor 300. On the other hand, in addition to or instead of the above differences, the differences in the monitoring aspects of each monitoring included in the monitoring may further include other differences.

[0125] For example, differences in the monitoring aspect in speed monitoring or acceleration monitoring may include differences in the control gain related to the longitudinal control of the vehicle 100. Here, the longitudinal control is the control related to the movement of the vehicle 100 in the front-rear direction. The control gain related to the longitudinal control may be the control gain for controlling the speed of the vehicle 100, or may also be the control gain for controlling the acceleration of the vehicle 100. In the first process, when the vehicle 100 is not completed, when the degree of coexistence with people is high, when the roaming frequency is low, when the driving location is indoors, when the number of installed internal sensors is small, or when the number of assembled external components is small, the vehicle 100 can be made to travel more safely via driverless driving by reducing the control gain related to the longitudinal control. On the other hand, in the second process, when the vehicle 100 is completed, when the degree of coexistence with people is low, when the roaming frequency is high, when the driving location is outdoors, when the number of installed internal sensors is large, or when the number of assembled external components is large, the time required for the vehicle 100 to reach the target speed can be shortened by increasing the control gain related to the longitudinal control, so that the vehicle 100 can move effectively. The control related to the movement of the vehicle 100 in the left-right direction is also called lateral control. The control gain of the steering angle corresponds to the control gain related to the lateral control. The control gain changed by updating the driverless information may be the control gain related to the feedback control, or may also be the control gain of the feedforward control. The control gain changed by updating the driverless information may be the control gain for controlling the motor torque, or may also be the control gain for controlling the rotation angle of the motor.

[0126] (C3) In the above embodiment, the manufacturing stage of the vehicle 100, the degree of coexistence with people, the roaming frequency, the number of installed internal sensors, the number of installed safety sensors, the number of assembled external components, and the driving location are different between the first process and the second process. On the other hand, it is not necessary for all vehicle conditions to be different between the first process and the second process. Only any one vehicle condition, or only any two or more vehicle conditions may be different. For example, both the first process and the second process may be processes in which the vehicle 100 is not completed, or both the first process and the second process may be processes in which the vehicle 100 is completed. In the above embodiment, the first process is the process from after the vehicle 100 is configured to be in a state where the vehicle 100 can travel via driverless driving until the vehicle 100 is completed, and the second process is the process after the vehicle 100 is completed, but the present disclosure is not limited thereto. In addition, in addition to or instead of each of the above vehicle conditions, other vehicle conditions may also be different between the first process and the second process.

[0127] (C3-1)For example, only the degree of coexistence with humans may be different between the first process and the second process. The first process may be defined as, for example, a process with a lower degree of coexistence with humans than the second process. In this case, the degree of coexistence with humans can be evaluated by using, for example, an evaluation score representing the predetermined degree of coexistence for each process performed on the vehicle 100. The evaluation score may be defined as the number of people who may be present within a predetermined distance range from the vehicle 100 per unit time. For example, the evaluation score of the process of assembling components to the vehicle 100 by a person is higher than that of the process in which no person performs work on the vehicle 100. Additionally, between two processes in which a person performs work on the vehicle 100, for example, the evaluation score of the process with a larger number of people performing the work or a relatively longer working time may be higher. The evaluation score may consider, for example, the proximity of the road on which the vehicle 100 travels to the sidewalk, or the number or frequency of people appearing at the location where the vehicle 100 travels. In this case, it is only necessary to define the evaluation score such that as the distance between the road and the sidewalk becomes shorter, and as the number or frequency of people appearing at the traveling location becomes higher, the degree of coexistence becomes higher. In each of the above embodiments, in the internal sensor monitoring or the safety sensor monitoring, the usage degree of the internal sensor 140 or the safety sensor in the process with a higher degree of coexistence is lower than each of the usage degrees in the process with a lower degree of coexistence, but the present disclosure is not limited thereto. For example, each of the usage degrees in the process with a higher degree of coexistence may also be higher than each of the usage degrees in the process with a lower degree of coexistence. In this way, the internal sensor monitoring or the safety sensor monitoring can be more appropriately performed based on a higher degree of coexistence. In particular, when the number of installed internal sensors or the number of safety sensors is greater in the first process than in the second process, the internal sensor monitoring or the safety sensor monitoring can be effectively performed.

[0128] (C3-2)For example, only the roaming frequency may be different between the first process and the second process. The first process may be defined as, for example, a process with a lower roaming frequency than the second process. As described above, the roaming frequency in each process can be calculated based on the installation interval of the access point AP or the traveling speed of the vehicle 100.

[0129] (C3-3) For example, the number of installed internal sensors may be different between the first process and the second process. The first process may be defined as, for example, the process in which the number of installed internal sensors is less than that in the second process. In this case, the second process may be defined as, for example, the process after installing a predetermined one or more internal sensors 140 into the vehicle 100 starting from the first process. Additionally, in this case, in the internal sensor monitoring or safety sensor monitoring in the second process, the internal sensors 140 or safety sensors newly installed into the vehicle 100 between the first process and the second process can start to be used. In this way, the sensors successively installed into the vehicle 100 in the manufacturing process MP can be more appropriately used in the monitoring.

[0130] (C3-4) For example, only the number of assembled external components may be different between the first process and the second process. The first process may be defined as, for example, the process in which the number of assembled external components is less than that in the second process.

[0131] (C3-5) For example, only the driving location may be different between the first process and the second process. The first process may be defined as, for example, the process with a different driving location from that in the second process. "Different driving locations" may be, for example, the difference in whether the vehicle 100 is driving outdoors or indoors, or the difference in the driving area where the vehicle 100 is driving. Each driving area is predetermined as, for example, each section on the road within the factory FC.

[0132] (C3-6) For example, the first process may be defined as the process before performing a predetermined inspection process, and the second process may be defined as the process after performing this inspection process. The inspection process in this case may be, for example, the process of inspecting whether the assembled state or connection state of a predetermined component relative to the vehicle 100 is appropriate. In this case, in the first process, for example, the allowable range in the motor torque monitoring can be narrowed. With such control, it is possible to prevent the vehicle 100 from continuing to drive in a state where components or harness connectors of the vehicle 100 are detached due to contact between the vehicle 100 and an external object or the vehicle 100 running onto an external object. In the first process, for example, the gain or upper limit value of the steering angle in the steering angle monitoring can be reduced, the gain or maximum driving speed in the driving speed monitoring can be reduced, or the gain or upper limit value of the acceleration in the acceleration monitoring can be reduced. With such control, it is possible to prevent components or harness connectors of the vehicle 100 from being detached due to sudden acceleration or deceleration of the vehicle 100 or sudden change in direction.

[0133] (C3-7)For example, the first process may be defined as a process in which the road width of the road on which the vehicle 100 travels is narrower than that in the second process, or a process in which the number of curves that the vehicle 100 travels through is greater than that in the second process. In this case, for example, in the first process, the gain or upper limit value of the steering angle in the steering angle monitoring may be reduced, the gain or maximum traveling speed in the traveling speed monitoring may be reduced, or the gain or upper limit value of the acceleration in the acceleration monitoring may be reduced. By using such control, even when the road width of the road is narrow or the number of curves on the road is large, the vehicle 100 can travel more safely via autonomous driving. On the other hand, when the road width of the road is wide or the number of curves on the road is small, the vehicle 100 can travel more efficiently.

[0134] (C3-8)For example, the first process may be defined as a process in which there are more blind spots in the object detection using the internal sensor 140 or the abnormality detection using the safety sensor than in the second process. In this case, for example, the degree of use of the external sensor 300 in the external sensor monitoring may be increased so that the external sensor 300 can cover the blind spots that may exist in the object detection using the internal sensor 140 or the abnormality detection using the safety sensor. Examples of the process with many blind spots include a process in which the road width of the road is wide, a process in which the vehicle 100 travels through many curves, and a process in which the number or volume of objects (such as structures or devices) provided near the road on which the vehicle 100 travels is large.

[0135] (C3-9) The first process may be defined as, for example, a process in which the weight of the vehicle 100 is less than that of the second process. When the weight of the vehicle 100 is small, the possibility that the number of components assembled to the vehicle 100 or the number of sensors installed in the vehicle 100 is small is greater than when the weight of the vehicle 100 is large.

[0136] (C4) In the above first embodiment, the first monitoring Mr1 includes communication monitoring, safety sensor monitoring, motor torque monitoring, and internal sensor monitoring, and the second monitoring Mr2 includes external sensor monitoring, steering angle monitoring, and traveling speed monitoring, but the present disclosure is not limited thereto. That is, for example, part or all of the communication monitoring, safety sensor monitoring, motor torque monitoring, and internal sensor monitoring may be performed by the server 200, or part or all of the external sensor monitoring, steering angle monitoring, and traveling speed monitoring may be performed by the vehicle 100, as in the second embodiment. For example, the system 50 is configured such that when the server 200 transmits predetermined information to the vehicle 100, the vehicle 100 transmits a response to the server 200 within a predetermined time, whereby the server 200 can perform communication monitoring. Specifically, with such a configuration, the server 200 can transmit predetermined information to the vehicle 100 and determine a communication interruption in the case where a response from the vehicle 100 cannot be received within the predetermined time. In the case where the server 200 performs safety sensor monitoring, motor torque monitoring, and internal sensor monitoring, the server 200 only needs to obtain the detection value of the safety sensor, the detection value of the motor torque, and the detection result of the internal sensor 140 from the vehicle 100. In the case where the server 200 performs steering angle monitoring or traveling speed monitoring, the server 200 can obtain the detection value of the steering angle or the detection value of the traveling speed from the vehicle 100, or can also perform steering angle monitoring or traveling speed monitoring based on the traveling history of the vehicle 100, the generation history of the traveling control signal, or the acquisition history of the vehicle position information, etc. Additionally, for example, a computer different from the server 200 or the vehicle 100 can be used as the monitoring device, and the processor of the computer can be used as the monitoring unit.

[0137] (C5) In the first embodiment, a change in the aspect of the first monitoring Mr1 is achieved by updating the first monitoring data MD1 in response to an update instruction. On the other hand, a change in the aspect of the first monitoring Mr1 does not necessarily have to be achieved by updating the first monitoring data MD1. In this case, as in the second embodiment, the vehicle 100 can achieve a change in the aspect of the first monitoring Mr1 based on the process information by referring to the database. In this case, the process information can be obtained by the server 200 and transmitted to the vehicle 100, or can also be obtained by the vehicle 100 without passing through the server 200.

[0138] (C6)In each of the above-described embodiments, the same monitoring item may be executed by the first monitoring unit and the second monitoring unit. In this case, for example, either the restriction process or the abnormality process related to the same monitoring item may be executed by the first monitoring unit, and the other may be executed by the second monitoring unit. For example, in the traveling speed monitoring or the steering angle monitoring, the restriction process may be executed by the second monitoring unit, and the abnormality process may be executed by the first monitoring unit. In this form, each of the cases where the traveling speed is expected to exceed the maximum traveling speed, the steering angle control gain is expected to exceed the threshold value, and the steering angle is expected to exceed the upper limit value may include the case where the server 200 transmits an inappropriate traveling control signal that causes an abnormality in each monitoring to the vehicle 100. The abnormality process may be executed by the second monitoring unit, and the restriction process may be executed by the first monitoring unit.

[0139] (C7)In each of the above-described embodiments, the external sensor 300 is not limited to a camera, and may be, for example, a distance measuring device. The distance measuring device is, for example, Light Detection And Ranging (LiDAR). In this case, the detection result output by the external sensor 300 may be three-dimensional point cloud data representing the vehicle 100. In this case, the server 200 or the vehicle 100 may obtain the vehicle position information via template matching using the three-dimensional point cloud data as the detection result and the reference point cloud data prepared in advance.

[0140] (C8)In each of the above-described embodiments, it is not necessary to provide the process management device 400 in the system 50. In this case, the functions implemented by the process management device 400 may be implemented by other devices in the system 50. For example, the server 200 may be used as the process management device 400.

[0141] (C9)In the first embodiment, the server 200 executes the process from the acquisition of the vehicle position information to the generation of the traveling control signal. On the other hand, the vehicle 100 may execute at least a part of the process from the acquisition of the vehicle position information to the generation of the traveling control signal. For example, the following forms (1) to (3) may be used.

[0142] (1) The server 200 can obtain vehicle position information, determine the target position that the vehicle 100 should go to next, and generate a route from the current position of the vehicle 100 represented by the obtained vehicle position information to the target position. The server 200 can generate a route to the target position between the current position and the destination, or can also generate a route to the destination. The server 200 can transmit the generated route to the vehicle 100. The vehicle 100 can generate a driving control signal for driving the vehicle 100 on the route received from the server 200, and control the actuator group 120 by using the generated driving control signal.

[0143] (2) The server 200 can obtain vehicle position information and transmit the obtained vehicle position information to the vehicle 100. The vehicle 100 can determine the target position that the vehicle 100 should go to next, generate a route from the current position of the vehicle 100 represented by the received vehicle position information to the target position, generate a driving control signal for driving the vehicle 100 on the generated route, and control the actuator group 120 by using the generated driving control signal.

[0144] (3) In the above forms (1) and (2), at least one of the generation of the route and the generation of the driving control signal can use the detection result output from the internal sensor 140. For example, in the above form (1), the server 200 can obtain the detection result of the internal sensor 140 and reflect the detection result of the internal sensor 140 in the route when generating the route. In the above form (1), the vehicle 100 can obtain the detection result of the internal sensor 140 and reflect the detection result of the internal sensor 140 in the driving control signal when generating the driving control signal. In the above form (2), the vehicle 100 can obtain the detection result of the internal sensor 140 and reflect the detection result of the internal sensor 140 in the route when generating the route. In the above form (2), the vehicle 100 can obtain the detection result of the internal sensor 140 and reflect the detection result of the internal sensor 140 in the driving control signal when generating the driving control signal.

[0145] (C10) In the second embodiment, the detection result output from the internal sensor 140 can be used for at least one of the generation of the route and the generation of the driving control signal. For example, the vehicle 100 can obtain the detection result of the internal sensor 140 and reflect the detection result of the internal sensor 140 in the route when generating the route. The vehicle 100 can obtain the detection result of the internal sensor 140 and reflect the detection result of the internal sensor 140 in the driving control signal when generating the driving control signal.

[0146] (C11) In the second embodiment, the vehicle 100 obtains vehicle position information by using the detection results of the external sensor 300. On the other hand, the vehicle 100 can obtain vehicle position information by using the detection results of the internal sensor 140, determine the target position to which the vehicle 100 should next travel, generate a route from the current position of the vehicle 100 represented by the obtained vehicle position information to the target position, generate a driving control signal for traveling on the generated route, and control the actuator group 120 by using the generated driving control signal. In this case, the vehicle 100 can travel without using the detection results of the external sensor 300 at all. The vehicle 100 can obtain the target arrival time or traffic congestion information from outside the vehicle 100 and reflect the target arrival time or traffic congestion information in at least one of the route and the driving control signal. In addition, all functions of the system 50 can be provided in the vehicle 100. That is, the processing implemented by the system 50 according to the present disclosure can be implemented by the vehicle 100 alone.

[0147] (C12) In the first embodiment, the server 200 automatically generates a driving control signal to be transmitted to the vehicle 100. On the other hand, the server 200 can generate a driving control signal to be transmitted to the vehicle 100 in response to an operation of an external operator located outside the vehicle 100. For example, the external operator can operate an operation device including a display for displaying a captured image output from the external sensor 300, a steering wheel, an accelerator pedal, and a brake pedal for remotely operating the vehicle 100, and a communication device that communicates with the server 200 via wired communication or wireless communication, and the server 200 can generate a driving control signal in response to the operation applied to the operation device.

[0148] (C13) In each of the above embodiments, the vehicle 100 only needs to have a configuration capable of moving via driverless driving, and for example, may be in the form of a platform with the configuration described below. Specifically, in order for the vehicle 100 to exhibit the three functions of "driving", "turning", and "stopping" via driverless driving, it only needs to include at least the vehicle control device 110 and the actuator group 120. When the vehicle 100 obtains information from the outside for driverless driving, the vehicle 100 only needs to further include the communication device 130. That is, the vehicle 100 capable of moving via driverless driving does not need to be equipped with at least some of the internal components such as the driver's seat and the dashboard, nor does it need to be equipped with at least some of the external components such as the bumper and the rearview mirror, and it also does not need to be equipped with the body shell. In this case, when the vehicle 100 is shipped from the factory FC, the remaining components (such as the body shell) can be installed in the vehicle 100, or after the vehicle 100 is shipped from the factory FC without the remaining components (such as the body shell) installed, the remaining components (such as the body shell) can be installed in the vehicle 100. Each component can be installed from any direction such as the upper side, lower side, front side, rear side, right side, or left side of the vehicle 100, and can also be installed from the same direction or different directions. For the form of the platform, the position can be determined in the same manner as the vehicle 100 according to the first embodiment.

[0149] (C14) The vehicle 100 can be manufactured by combining multiple modules. A module refers to a unit composed of one or more components assembled depending on the configuration or function of the vehicle 100. For example, the platform of the vehicle 100 can be manufactured by combining a front module constituting the front part of the platform, a central module constituting the central part of the platform, and a rear module constituting the rear part of the platform. In addition, the number of modules constituting the platform is not limited to 3, and can be less than 2 or more than 4. In addition to or instead of the platform, the parts of the vehicle 100 different from the platform can be modularized. In addition, various modules can include any external components (such as a bumper or a grille) or any internal components (such as a seat or a console). The present disclosure is not limited to the vehicle 100, and any aspect of a moving body can also be manufactured by combining modules. Such a module can be manufactured, for example, by joining components via welding or fasteners, etc., or at least a part of the module can be integrally molded into one component via casting. The molding method of integrally molding at least a part of the module into one component is also called giga casting or mega casting. By using giga casting, each unit of the moving body formed by joining multiple components in the related art can be formed into one component. For example, the front module, the central module, and the rear module can be manufactured by using giga casting.

[0150] (C15) The transportation of the vehicle 100 that travels the vehicle 100 via driverless is also referred to as "autonomous transportation". The configuration for implementing autonomous transportation is also referred to as "vehicle remote control autonomous driving transportation system". The production method of producing the vehicle 100 by using autonomous transportation is also referred to as "autonomous production". In autonomous production, for example, at the factory FC where the vehicle 100 is manufactured, at least a part of the transportation of the vehicle 100 is implemented by autonomous transportation.

[0151] (C16) In each of the above embodiments, part or all of the functions and processes implemented by software can be implemented by hardware. Or, part or all of the functions and processes implemented by hardware can be implemented by software. As the hardware for implementing various functions in each of the above embodiments, for example, various circuits such as integrated circuits or discrete circuits can be used.

[0152] The present disclosure is not limited to the above embodiments and can be implemented in various configurations without departing from the gist of the present disclosure. For example, the technical features in the embodiments corresponding to the technical features in each form described in the summary of the invention can be appropriately replaced or combined to solve part or all of the above objects, or achieve part or all of the above effects. When the technical features are not described as always required in this specification, these features can be deleted as appropriate.

Claims

1. A monitoring device, characterized in that: A monitoring unit is included, which is configured to perform monitoring related to the safety of a mobile body that can be moved unmanned within a manufacturing process, wherein the monitoring aspects of the monitoring unit when the mobile body is in a first process are different from the monitoring aspects of the monitoring unit when the mobile body is in a second process.

2. The monitoring device according to claim 1, characterized in that: The monitoring unit is configured to determine whether the communication is interrupted at a predetermined period; and A cycle in the first process is shorter than a cycle in the second process.

3. The monitoring device according to claim 1, characterized in that: The monitoring unit is configured to perform the monitoring by using a safety sensor installed in the moving body; and The monitoring unit is configured to perform the monitoring by using the safing sensor at a higher degree of use than the degree of use of the safing sensor in the first process in the second process.

4. The monitoring device according to claim 3, characterized in that: The number of safety sensors installed in the moving body in the second step is greater than the number of safety sensors installed in the moving body in the first step.

5. The monitoring device according to claim 1, characterized in that: The monitoring unit is configured to monitor the motor torque of the moving body; The monitoring unit is configured to determine that the moving body is not in a normal state when the degree of change of the motor torque exceeds an allowable range; and An allowable range of the degree of change of the motor torque in the first process is narrower than an allowable range of the degree of change of the motor torque in the second process.

6. The monitoring device according to claim 1, characterized in that: The monitoring unit is configured to monitor proximity between the moving body and an object outside the moving body by using an external sensor located outside the moving body; and The monitoring unit is configured to monitor, in the first process, the approach between the moving body and an object outside the moving body by using the external sensor at a higher degree of use than the degree of use of the external sensor in the second process.

7. The monitoring device according to claim 1, characterized in that: The monitoring unit is configured to monitor proximity between the moving body and an object outside the moving body by using an internal sensor installed in the moving body; and The monitoring unit is configured to monitor, in the second process, the approach between the moving body and an object outside the moving body by using the internal sensor at a higher degree of use than the degree of use of the internal sensor in the first process.

8. The monitoring device according to claim 1, characterized in that: The monitoring unit is configured to perform monitoring related to a steering angle of a vehicle as the mobile body; and The monitoring unit is configured to perform monitoring related to the steering angle of the vehicle in the first process by using a control gain of the steering angle that is smaller than a control gain of the steering angle in the second process.

9. The monitoring device according to claim 1, characterized in that: The monitoring unit is configured to perform monitoring related to a steering angle of a vehicle as the mobile body; and The monitoring unit is configured to determine, in the first step, that the vehicle is running abnormally by using an upper limit value of the steering angle that is smaller than an upper limit value of the steering angle in the second step.

10. The monitoring device according to claim 1, characterized in that: The monitoring unit is configured to monitor the moving speed of the moving object; The monitoring unit is configured to, in the first process, determine that the moving state of the moving body is abnormal when the moving speed of the moving body exceeds a first maximum moving speed threshold; The monitoring unit is configured to, in the second process, determine that the moving state of the moving body is abnormal when the moving speed of the moving body exceeds a second maximum moving speed threshold; and The first maximum moving speed threshold is smaller than the second maximum moving speed threshold.

11. The monitoring device according to any one of claims 1 to 10, characterized in that: The degree of coexistence of the moving object and the human being is higher in the first step than in the second step.

12. The monitoring device according to any one of claims 1 to 9, characterized in that: The maximum moving speed of the moving body in the first step is lower than that in the second step.

13. The monitoring device according to any one of claims 1 to 10, characterized in that: The roaming frequency of the mobile body is lower in the first step than in the second step.

14. The monitoring device according to any one of claims 1 to 10, characterized in that: The number of sensors installed in the moving body is smaller in the first step than in the second step.

15. The monitoring device according to any one of claims 1 to 10, characterized in that: The number of exterior components assembled to the moving body is smaller in the first step than in the second step.

16. The monitoring device according to any one of claims 1 to 10, characterized in that: The moving body is not completed in the first step; and In the second step, the moving body is completed.

17. The monitoring device according to any one of claims 1 to 10, characterized in that: In the first step, the moving body moves indoors; and In the second step, the moving body moves outdoors.

18. A monitoring method, characterized in that This includes performing monitoring related to the safety of a moving body moving within a manufacturing process, wherein aspects of monitoring are different between when the moving body is in a first process and when the moving body is in a second process.

19. A system for performing monitoring related to the safety of a mobile object, characterized in that The system includes the moving body movable via unmanned driving within a manufacturing process, wherein monitoring aspects are different between when the moving body is in a first process and when the moving body is in a second process.

20. The system according to claim 19, characterized in that: The system is configured to monitor proximity between the moving body and an object outside the moving body by using an external sensor located outside the moving body and an internal sensor installed in the moving body; and The system configuration is: In the first step, the proximity between the moving body and an object outside the moving body is monitored by using an external sensor at a higher degree of use than the degree of use of the external sensor in the second step, and In the first step, approach between the moving body and an object outside the moving body is monitored by using the internal sensor at a lower usage level than the usage level of the internal sensor in the second step.

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