Automatic control method for an autonomous safety steering of the boom at risk of interference

Abstract

The invention relates to an automatic piloting method (APM) for a crane (G) comprising a boom (F) operating in a circular working area (TA), and at least one collision avoidance system (1b) detecting a risk of collision on the right and left sides of the boom. More specifically, the automatic piloting method, during an automatic and autonomous boom slewing step (EM), serves to orient the boom in a direction (M) opposite to the side of the boom for which the risk of collision is detected, from a starting angular position (PS) where the risk of collision with an obstacle was detected, to a first angular position where said risk of collision is no longer detected, without the crane needing to communicate with an external system.

Description

[Technical field]

[0001] The invention relates generally to the technical field of cranes, and in particular tower cranes. The invention also relates to a control system executing this control method, and to a crane equipped with this said control system.

[0002] The invention relates more particularly to a method of controlling a crane, for which the boom of the crane can be controlled in an automated control state in order to avoid colliding with neighboring obstacles, in particular the booms of neighboring cranes.

[0003] The invention thus finds a preferred application on construction sites in which at least two cranes are installed and used, the jibs of which operate in intersecting circular work areas. [State of the art]

[0004] As is known, it may be necessary to install and use several cranes on a construction site to cover, due to its relief, the entire construction area, and / or to achieve the objectives targeted by the application context. However, depending on the locations where the cranes are installed and the tasks assigned to them, it is possible that their fields of action, which describe a circular area, partially overlap. The problem raised by these overlapping zones, called interference zones, is that there is a more or less high risk that the cranes sharing an interference zone may, during their slewing movement, be in interference in this said interference zone, and in the worst case collide.

[0005] In the event that the presence of an interference zone is unavoidable, site managers must imperatively and obligatorily equip cranes with safety devices preventing these risks of interference and collision, such as: anti-collision systems continuously monitoring and detecting whether, during its slewing movement, the crane boom will or will not encounter an obstacle (such as the boom of another crane); or working space / travel limiters, for example slewing limiters. Generally, this equipment is connected and communicates with the crane's control / command system, which controls its slewing movements.

[0006] On such construction sites, when all crane operators have left their control stations, it is conventional to place all cranes in a weathervane or out-of-service state, in which for each the slewing brake is released and the boom is free to rotate under the action of the wind, thus naturally aligning itself in the wind.

[0007] On the other hand, in the particular case where one of the cranes is in working condition with a crane operator operating it, and where the crane operator of a neighboring crane is not at his control station, it is then necessary, and known, to place this neighboring crane in a state of automated control of the orientation of its boom, so that the latter does not interfere with the boom of the crane in working condition.

[0008] Numerous automatic piloting processes which are executed by the control / command system in order to automatically orient the boom so as to limit, or even eliminate, any risk of interference, and therefore possibly of collision, in at least one interference zone, are available in the literature, such as those cited below.

[0009] Document FR2537119 discloses an automatic piloting method according to the preamble of claim 1, applied to two cranes whose booms fly over each other in an interference zone, with the boom of the first of the two cranes equipped with a microwave transmitter and the boom of the second of the two cranes equipped with a microwave receiver. A risk of collision in elevation between the two cranes is detected when the receiver of the second crane picks up a signal from the transmitter of the first crane. In the event that a risk of collision is detected, the automated piloting method is configured to block maneuvering commands implementing one or more movements of the first and / or the second crane.

[0010] Documents EP3495310, EP3495311 and FR3030496 disclose automatic piloting methods for which, if the anti-collision system of a first crane which is in an interference zone detects a risk of collision with a second crane, said first crane performs an orientation in order to firstly exit the interference zone, and secondly position itself in a configuration such that the boom is aligned with the wind or in a direction substantially parallel to the wind, the orientation being carried out in a direction of orientation such that the first crane crosses as few interference zones as possible.

[0011] Document US2020 / 0399098 relates to an automatic piloting method designed such that in the event of a risk of interference between a first crane in operation and a second crane which is not in operation, the first crane stops and then communicates with the second crane so that the latter puts itself into operating condition and carries out an orientation, in the direction of orientation opposite to the movement of the first crane, until there is no longer any risk of interference between the two cranes. Once the second crane is in a safety configuration, the first crane starts up again and continues its orientation again in order to carry out the task assigned to it.

[0012] Similarly, document FR2876992 proposes an automatic method for winding a set of interfering cranes, for which each of the cranes comprises an automaton in which the data concerning the current state of the associated crane are analyzed, and which are transmitted to the automatons of the other cranes, and characterized in that a winding signal is emitted by each crane and that the automaton of the crane only authorizes the effective winding of the crane when the signal sent by the automatons of each of the other cranes indicates to it that a working boom does not sweep the area swept by the boom of the out-of-service crane to which it belongs.

[0013] Regardless of their performance and efficiency, the disadvantage of these automatic methods is that their implementation all requires interfering cranes to communicate with each other with the design of hardware and / or software and / or protocol solutions allowing the exchange between cranes, in real time, of information necessary for calculating interference (as in the case of EP3495310, EP3495311 and FR3030496), of orders to start and stop (US2020 / 0399098); or even to establish priority rules which determine, among other things, when a risk of interference is detected between two cranes, the conditions for which one crane takes precedence over the second in function, for example according to their state (working state, rest state, automatic, etc.) or the task assigned to them.The priority rules are therefore established according to the application contexts and the environment of the site, requiring knowledge / control of all situations that may occur.

[0014] Thus, the implementation of these processes can prove costly in terms of resources and difficult depending on the degree of complexity of the application context: relief of the site terrain with or without differences in level, number of interfering cranes installed on the site and extent of the interference zones, tasks assigned to the interfering cranes, etc. [Summary of the invention]

[0015] The aim of the invention is to propose an automatic piloting method for securing cranes in interference which is efficient but also easy to implement and use, providing automatic orientation of the boom of a crane in an automated piloting state and positioning it in a safety configuration in complete autonomy, that is to say without needing to communicate with any system external to the crane.

[0016] Thus, the invention proposes a method for automatically piloting a crane in an automated piloting state, said crane comprising a boom and at least one anti-collision system adapted to detect a risk of collision on a right side and a left side of the boom, said boom being pilotable in orientation around an orientation axis and operating in a circular working area, said automatic piloting method being remarkable in that it implements, when the at least one anti-collision system detects a risk of collision with an obstacle located on the right side or the left side of the boom when the latter is in a starting angular position, an automatic and autonomous orientation step during which the boom is oriented from this starting angular position in an orientation direction, which is opposite to the right or left side for which the risk of collision is detected,at least until the at least one collision avoidance system no longer detects the risk of collision.,

[0017] The automatic piloting process is thus defined as being centered on the crane and on the detections of collision risks that may possibly occur on the right and / or left side of its boom, in its circular working area. Any element entering the circular working area of ​​the crane and for which a risk of collision with the boom is detected is only perceived as an obstacle. Advantageously, this means that it is not necessary to know the number of interfering elements or their nature, which can be either a load or the boom of another crane. This also implies that if the obstacle is a second crane, its state (working, weathervaning, etc.) does not need to be known.

[0018] When a risk of collision is detected by the anti-collision system between the crane boom and an obstacle, the automatic piloting process, during the so-called automatic and autonomous orientation stage, will automatically and completely autonomously (therefore without receiving external instructions) orient the crane boom in a direction opposite to that of the side of the boom where the risk of collision was detected, from the starting angular position in which the boom was located at the time of detection of the risk of collision until at least reaching an angular position for which the risk of collision is no longer detected.

[0019] Advantageously, the automatic piloting method only requires, for the detection of a risk of collision and the implementation of the automatic and autonomous orientation step, at least one anti-collision system equipping the crane and capable of detecting the risks of collision coming from the left side and the right side of its boom (of course, and as specified later, the implementation of the method may require its implementation and execution by the control / command system of the crane, which is also in communication with the at least one anti-collision system). No communication with a system external to the crane and its equipment is necessary or provided, hence the autonomy of the automatic piloting method.

[0020] According to a characteristic of the invention, during the automatic and autonomous orientation step, the arrow is oriented in the direction of orientation until it reaches or exceeds a first angular position corresponding to an angular position, starting from the starting angular position, from which the at least one anti-collision system no longer detects any risk of collision.

[0021] According to a characteristic of the invention, during the automatic and autonomous orientation step, the arrow is oriented in the orientation direction until it reaches or exceeds a precautionary angular position located at a precautionary angular distance from the first angular position.

[0022] During the automatic and autonomous slewing step, the automatic steering method first steers the crane boom in the direction of slewing opposite to the side where the collision risk detection occurred until it reaches an angular position, called the first angular position, at which the collision risk is no longer detected. However, in order to leave an additional safety margin to further minimize the risk of collision between the crane and the detected obstacle, or to take into account, for example, the degree of accuracy / margin of error of the at least one anti-collision system, the slewing is continued in the same direction of slewing over a certain angular distance, called the precautionary angular distance, from the first angular position, until at least one angular position, called the precautionary angular position, is reached.

[0023] According to one embodiment of the invention, the precautionary angular distance is non-zero and configurable, and is for example between 3 and 10 degrees.

[0024] In other words, such a configurable precautionary angular distance can be considered in the definition of the piloting process. It can, for example, be between 3 and 10 degrees, and for example of the order of 5 degrees. Depending on the implementation variants, this value can be: either fixed by the designers of the automatic piloting process; or chosen from the value range indicated by an operator who will execute it, for example during a preliminary parameterization step.

[0025] According to a characteristic of the invention, the automatic piloting method comprises a selection sub-step included in the automatic and autonomous orientation step, a final angular position is selected for which an interference parameter representative of a level of risk of interference between the boom and an obstacle is low, and the boom is oriented in the orientation direction until reaching and stopping in said final angular position.

[0026] Thus, the purpose of the automatic and autonomous orientation step is to orient the crane boom from its starting angular position, where the risk of collision with an obstacle has been detected, until it is stopped and positioned in a safe angular position, called the final angular position, for which there is no longer any risk of collision with the obstacle but also for which the risk of interference / collision with one or more other obstacles is low. This final angular position is chosen during the selection sub-step taking place during the automatic and autonomous orientation step, on the basis of the interference parameter which is representative of a level of interference risk.

[0027] According to a characteristic of the invention, the automatic piloting method uses an interference map representative of the circular working area and in which each angular position is associated with a value of the interference parameter, and during the selection sub-step, the final angular position is selected from the angular positions of the interference map according to their interference parameter values.

[0028] As indicated above, the automatic piloting method selects during the selection sub-step a final angular position on the basis of an interference parameter which is representative of a level of risk of interference / collision between the boom of the crane and an obstacle. To do this, it relies on an interference map for which each angular position of the circular working area is associated with a value of this interference parameter such that the smaller this value, the lower the level of risk of interference between the boom and an obstacle; the higher this value, the higher the level of risk of interference.

[0029] According to one embodiment of the invention, in the interference mapping, the interference parameter values ​​associated with each of the angular positions of the interference mapping are either fixed or evolving over time.

[0030] As indicated, two types of mapping can be proposed. In the first case, the values ​​of the interference parameter for each angular position are fixed. It can be assumed that the crane environment is controlled by the operators, with precise knowledge of the interference zone(s) present and the level of interference risk that may be associated with them.

[0031] In a second case, the values ​​of the interference parameter of each of the angular positions are scalable over time and during the various actions possibly executed by the crane. Thus, the automatic piloting process can, as the risk of collision between the boom and one or more obstacles is detected, when it is positioned in an angular position or when it is orienting it, discover and memorize in real time new interference zones, reassess the level of interference risk of the already known interference zones (real risk of interference higher than the risk of interference estimated by the operator), to then adapt to it and optimize the future orientation movements of the crane which will reduce or even eliminate the risks of interference.

[0032] According to a characteristic of the invention, the interference mapping is constructed by implementing the following steps: an initial segmentation step during which the circular working area is segmented into several angular sectors, each of the angular sectors being able to comprise one or more angular positions; an initial parameterization step during which each of the several angular sectors is associated with an interference counter representative of a level of risk of interference in the associated angular sector between the boom and a possible obstacle, said interference counter thus constituting the interference parameter, and the value of the interference parameter of one or more angular positions included in an angular sector taking the value of the interference counter associated with said angular sector;when the interference parameter values ​​have been planned to evolve over time, a construction stage during which, the crane being either in a working state or in an automated piloting state, whether the boom is moving or not, and each time the boom is present in an angular position of an angular sector among the several angular sectors, and the at least one anti-collision system detects a risk of collision in said angular sector, then the value of the interference counter in said angular sector, and consequently the value of the interference parameter of one or more angular positions included within it, is incremented. ;

[0033] The construction of the mapping is firstly based on an initial segmentation step during which the circular working area is segmented into several angular sectors which may contain, according to different methods of definition and realization of the mapping, one and / or several angular positions each. Each of the angular sectors is then defined, during an initial parameterization step, by an interference counter representative of a level of risk of interference between the arrow and an obstacle in this angular sector. This angular counter therefore corresponds to the aforementioned interference parameter. Thus, the value of the interference parameter of the one or more angular positions contained in an angular sector takes the value of the interference counter of said angular sector.

[0034] The two initial steps described are sufficient to create a map for which the values ​​of the interference parameter are fixed.

[0035] In the case where the values ​​of the interference parameter of each of the angular positions evolve in real time and during the various actions possibly executed by the crane, a third step called the construction step is implemented: whatever the state of the crane, when the boom is positioned in an angular position of an angular sector and the at least one anti-collision system detects a risk of collision in this angular sector, then the value of the interference counter, and consequently the value of the interference parameter of one or more angular positions included within it. More precisely, this means that when the boom is oriented following a collision detection, the values ​​of the interference counters of the angular sectors that it crosses, from the initial angular sector where it was positioned up to the angular sector containing the first angular position excluded, are incremented.

[0036] According to a characteristic of the invention, during the selection sub-step, the angular sector containing the final angular position, called final angular sector, is selected from angular sectors, called close angular sectors, which include: the angular sector containing the precautionary angular position, called precautionary angular sector, and angular sectors which are distributed over a given limit angular distance from said precautionary angular sector.

[0037] According to a characteristic of the invention, the limiting angular distance is less than or equal to 360 degrees, and for example less than or equal to 180 degrees.

[0038] In other words, the final angular position is considered to be contained in an angular sector called the final angular sector. The automatic piloting process, during the selection sub-step, will choose a final angular sector in which to complete the crane orientation movement from among several angular sectors, called close angular sectors, included within a given limit angular distance from and including the precautionary angular sector.

[0039] The value of the limiting angular distance is less than or equal to 360 degrees, thus allowing at most one complete or almost complete turn. Alternatively, the value of the limiting angular distance is less than or equal to 180 degrees, thus allowing at most one half turn.

[0040] In an alternative embodiment of the automatic piloting method, this value of the limit angular distance can be predefined and fixed. In another alternative embodiment, this value can be given by the operator in the value range specified during, for example, a preliminary step of parameterizing the automatic method (which may correspond to the initial step of parameterizing the mapping.

[0041] According to a characteristic of the invention, during the selection sub-step, the values ​​of the interference counters of the close angular sectors are compared to a minimum value and the close angular sector(s) having an interference counter value less than or equal to said minimum value is or are said to be secure close angular sectors, and the final angular sector is selected from said secure close angular sector(s).

[0042] In other words, in connection with the previous point, the limiting angular distance comprises several angular sectors, called close angular sectors, which are all potential final angular sectors in which the automatic piloting method can stop the orientation movement and position the boom. During the sub-selection step, the automatic piloting method carries out an initial sorting of the potential candidates by comparing the value of their interference counter with a minimum interference counter value, which establishes a low threshold for which the risk of interference is estimated to be low. The close angular sectors whose interference counter value is less than or equal to this minimum value are selected as promising candidates, these close angular sectors then being called safe close angular sectors.

[0043] According to a characteristic of the invention, during the selection sub-step, the minimum value corresponds to the lowest value of the interference counters of the nearby angular sectors, or to the lowest value of the interference counters of the nearby angular sectors incremented by a configurable increment value.

[0044] The minimum value serving as the first selection criterion can correspond either to the lowest value of the interference counters of the nearby angular sectors; or the lowest value of the interference counters of the nearby angular sectors incremented by a configurable increment value, this increment value being able for example to correspond to one or two increment units.

[0045] In the first case, only those near angular sectors with the lowest interference counter value, i.e. those with the lowest risk of interference, are considered safe near angular sectors.

[0046] However, and depending on the application context, this value may be relatively restrictive. For example, the nearby angular sector(s) with the lowest interference counter value may potentially be relatively far from the precautionary angular sector, whereas nearby angular sectors that are much closer to the precautionary angular sector may have an interference counter value that is certainly higher than the lowest interference counter value, but for which the risk of interference remains low. However, it is possible that these sectors are more interesting for the positioning of the boom, because they are located near the sectors where the detection took place; it may be assumed that the crane was working in its starting angular sector, and that it is necessary for it to return to this sector.

[0047] The second scenario aims to address this drawback by offering a better compromise between positioning the boom in a secure sector following collision risk detection and control of the application context (in the example given above, avoiding unnecessary loss of time by allowing the crane to return as quickly as possible to the angular sector where it was working).

[0048] According to a characteristic of the invention, during the selection sub-step, the final angular sector is selected as being a secure close angular sector, among the secure close angular sectors, and which is: either the one which is angularly closest to the precautionary angular sector; or the one which, on the one hand, has an interference counter value which is equivalent to the lowest value of the interference counters of the nearby angular sectors and, on the other hand, is angularly closest to the precautionary angular sector.

[0049] In connection with the previous point, following the application of the first selection criterion which made it possible to identify secure close angular sectors over the limiting angular distance, the second and last criterion applied in order to determine the final angular sector is to choose the secure close angular sector which: in the first case, has the lowest interference counter value and is angularly closest to the precautionary angular sector; in the second case, which has an interference counter value that is lower than the defined minimum value (without corresponding to the smallest interference counter value), and which is angularly close to the precautionary angular sector.

[0050] In both cases, it is possible, depending on the interference counter values, that the final angular sector chosen is the precautionary angular sector. At that moment, this means that the automatic and autonomous orientation step of the boom ends when the automatic steering process orients the boom in the precautionary angular sector. Otherwise, the automatic steering process must orient the boom again over a certain angular distance separating the precautionary angular sector from the determined final angular sector.

[0051] According to a characteristic of the invention, during the selection sub-step, the values ​​of the interference counters of the close angular sectors are compared to a maximum value and the close angular sector(s) having an interference counter value greater than or equal to said maximum value is or are said to be risky close angular sectors, and wherein the final angular sector is selected from among the close angular sectors extending in a safe angular interval delimited, on the one hand, by the included precautionary angular sector and, on the other hand, by the risky close angular sector or by the first of the risky close angular sectors starting from the excluded precautionary angular sector; so that, during the step of automatic orientation of the arrow, the arrow does not reach and does not exceed said risky close angular sector or said first of the risky close angular sectors starting from the precautionary angular sector.

[0052] According to a characteristic of the invention, during the selection sub-step, the final angular sector is selected as the close angular sector having the lowest value of the interference counter in the safe angular interval, independently of the values ​​of the interference counters of the close angular sectors located beyond said safe angular interval.

[0053] When applying the first selection criterion, the values ​​of the interference counters of the nearby angular sectors included in the limiting angular distance are also compared to a maximum value corresponding to a threshold value for which the risk of interference between the arrow and an obstacle is very high.

[0054] Any angular sector with an interference counter value greater than this value is considered a risky near angular sector. Depending on the application context, the limiting angular distance may include one or more risky near angular sectors (successive or not). The objective is for the autopilot process to stop the boom orientation before reaching the first of one or more risky near angular sectors.

[0055] If at least one risky near angular sector is identified, then the automatic piloting method will modify its selection criterion, by choosing as the final angular sector the near angular sector having the smallest interference counter value among the near angular sectors included in a safe angular interval delimited by the precautionary angular sector and the first of the risky near angular sectors that can be encountered in the direction of the orientation movement (this risky near angular sector being excluded from the safe angular interval). As indicated previously, depending on the interference counter values ​​of the angular sectors included in the safe angular interval, the final angular sector may correspond to the precautionary angular sector.

[0056] According to a characteristic of the invention, during the selection sub-step, the final angular position corresponds, in the final angular sector, to the angular position spatially closest to the included precautionary angular position.

[0057] In other words, once the final angular sector is selected / identified, the automatic piloting process will choose as the final angular position where to position the crane the angular position contained in the final angular sector which is spatially closest to the precautionary angular position, i.e. such that the angular distance between the precautionary angular position and this final angular position is the shortest.

[0058] According to a characteristic of the invention, during the initial segmentation step, the circular working area is segmented into at least 36 angular sectors.

[0059] According to one embodiment of the invention, during the initial segmentation step, the circular working area is segmented into at least 120 isometric angular sectors.

[0060] According to one embodiment of the invention, during the initial parameterization step, the value of the interference counter of each of the several angular sectors is the smallest value defined in said control method.

[0061] It is at least planned for the construction of the interference map that the circular working area, during the initial segmentation stage, is segmented at least into 36 angular sectors which may or may not be isometric, that is to say containing or not the same number of angular positions.

[0062] According to various embodiments of the invention, a default interference map is provided to the operator, for which the circular working area is segmented into 120 isometric angular sectors, i.e. each having an angular distance of 3 degrees, i.e. 3 angular positions. Said embodiments may propose that this segmentation is fixed, or modifiable by the operator.

[0063] Also, according to a given embodiment, the default interference mapping proposes an assignment of the interference counter values ​​such that in the initial state of operation of the crane (t = 0), the interference counter value of all the angular sectors is the smallest possibly definable, meaning that all the angular sectors are initially considered as de-risked.

[0064] The invention also relates to an automatic piloting system for automatically piloting a crane in an automated piloting state, said crane comprising a boom and at least one anti-collision system adapted to detect a risk of collision on a right side and a left side of the boom, said boom being pilotable in orientation around an orientation axis and operating in a circular working area, said automatic piloting system communicating / exchanging information with the at least one anti-collision system and piloting the boom, and wherein said piloting system is designed to contain and execute, when the at least one anti-collision system detects a risk of collision with an obstacle located on the right side or the left side of the boom when the latter is in an angular position,a program containing a list of instructions relating to an implementation of an automatic piloting method in accordance with the present invention.,

[0065] In other words, the automatic piloting method presented in the context of the invention is implemented in and then executed by an automatic piloting system, said automatic piloting system controlling the orientation movements of the crane, and being connected to the at least one anti-collision system, with which it communicates. Thus, when the at least one anti-collision system detects a risk of collision on the right side or the left side of the crane, it transmits this information to the automatic piloting system which will then apply the automatic piloting method, by implementing the construction steps, followed by the automatic orientation and selection steps. This piloting system is, without limitation, an electronic card, or a processor, or a controller, or a computer, or a combination of all or part of these elements.

[0066] The invention also relates to an automatically controllable crane comprising a boom and at least one anti-collision system adapted to detect a risk of collision on a right side and a left side of the boom, said boom being controllable in orientation around an orientation axis and operating in a circular working area, said automatically controllable crane further comprising an automatic piloting system in accordance with the present invention and communicating / exchanging information with the at least one anti-collision system and with the boom to control it in rotation in the automated piloting state. [Brief description of the figures]

[0067] Other characteristics and advantages of the present invention will appear on reading the detailed description below, of a non-limiting example of implementation, made with reference to the appended figures in which: [ Fig 1] is a schematic view of an example of a crane comprising a control system adapted for implementing and operating the automatic piloting method; [ Fig 2 ] is a flowchart describing the operating principle of the automatic piloting method in its most complete embodiment, and implemented when the crane is in an automated piloting state; [ Fig 3 ] is a flowchart describing the operation of the automatic and autonomous arrow orientation step in its most complete embodiment; [ Fig 4 ] schematically illustrates a real environment context for which a first crane, equipped with the automatic piloting process, sees its circular working area partially overlap those of a second crane and a third crane in two interference zones, the three cranes being initially in any angular positions ( Figure 4a); and for which said environmental context is implemented all of the orientation sub-steps included in the automatic and autonomous orientation step of the boom following the detection of a risk of collision between the boom of the first crane and the boom of the second crane due to an orientation movement of the boom of the second crane ( Figure 4b ), with: a first orientation of the boom of the first crane, in the direction of orientation opposite to the side of the boom where the risk of collision was detected, from its starting angular position to a first angular position where the risk of collision is no longer detected ( Figure 4c ); a second optional orientation, in the same direction of orientation, from the first angular position to the precautionary angular position ( Figure 4d); and finally a third optional orientation, always in the same direction of orientation, from the precautionary angular position to reach a final angular position ( Figure 4e ) ; [ Fig 5] schematically illustrates, when the automatic piloting method, according to one embodiment, relies on an interference map to position the boom of the first crane in a final angular position: how, during an initial segmentation step, the circular working area of ​​the first crane is the subject of a virtual modeling for which it is segmented into a plurality of angular sectors each comprising at least one angular position (the boom of the first crane is represented superimposed on this segmented circular working area); an example of an illustration of an interference map representative of the circular working area of ​​the first crane, constructed from this virtual modeling then during the initial parameterization step and, optionally, during the construction step. [ Fig 6 ] is equivalent to the situations described in the Figures 4a to 4c, and schematically illustrates for each of the situations (top figures) how the interference mapping representative of the working area of ​​the first crane (bottom figures) is updated during the construction stage when said interference mapping is defined / designed to evolve in real time following the detection of a risk of collision by the at least one collision system of the first crane and during the implementation of the first sub-step of orientation of the boom of the first crane; [ Fig 7 ] is equivalent to the situations described in the Figures 4a to 4c , and illustrates schematically, in comparison with the Figure 6 , an embodiment for which the interference mapping is not intended to evolve in real time, the interference mapping then being entered by an operator during the initial configuration step. Fig 8 ] is equivalent to the Figure 6 or to the Figure 7, and comes after the situation described in the Figure 6c or 7c , illustrating the orientation of the boom of the first crane during the second sub-stage of orientation from the first angular position until reaching the precautionary angular position located in the precautionary angular sector, beyond the first angular position included in the first angular sector; [ Fig 9 ] is equivalent to the Figure 8 , and comes after the situation described in the Figure 8 , illustrating the start of the selection sub-step included in the automatic and autonomous orientation step of the boom of the first crane, the interference mapping of which is shown in the figure on the right, for which the angular angular sectors included in an angular distance are considered to be close angular sectors; [ Fig 10 ] schematically illustrates the first crane (on the left) of the Figure 9and its associated interference mapping (right), during the step of automatic and autonomous orientation of the boom of the first crane until reaching a final angular position included in a final angular sector. The final angular sector and the final angular position are established during the selection sub-step, having a minimum value and a maximum value of the interference counter respectively equal to 1 and 5; [ Fig 11 ] schematically illustrates the first crane (on the left) of the Figure 9 and its associated interference mapping (right), during the automatic and autonomous orientation step of the boom of the first crane until reaching a final angular position included in a final angular sector. The final angular sector and the final angular position are established during the selection sub-step, having a minimum value and a maximum value of the interference counter respectively equal to 2 and 5; [ Fig 12 ] schematically illustrates the first crane (on the left) of the Figure 9 and its associated interference mapping (right), during the step of automatic and autonomous orientation of the boom of the first crane until reaching a final angular position included in a final angular sector. The final angular sector and the final angular position are established during the selection sub-step, having a minimum value and a maximum value of the interference counter respectively equal to 0 and 4; [Detailed description of one or more embodiments of the invention]

[0068] The DPA automatic piloting method which is the subject of the invention is implemented by being implemented in a piloting system 1c equipping a crane G which is in an automated piloting state EA, then is executed by this same piloting system 1c.

[0069] The control system 1c comprises, for example, all or part of the following means: an electronic card, a processor, a controller, a computer. It comprises, for example, a memory into which is loaded a program containing a list of instructions for the implementation, for example by a processor or a computer, of this DPA automatic control method.

[0070] According to the proposed embodiment and with reference to Figure 1 , the control system 1c is integrated into the control / command system 1 of the crane G, which can for example be installed in a control cabin 14.

[0071] The crane G illustrated is a tower crane which comprises a mast 11 mounted on a platform 13 which can be fixed to the ground 10 or else be mobile (for example by being placed on rails); and a rotating assembly formed by a jib F and a counter-jib 12 substantially aligned, and possibly a jib holder 22 (or punch) with tie rods 23, said rotating assembly being rotated about an axis of orientation A, which is of vertical extension, by means of a slewing ring 15 coupled to at least one slewing motor, causing the jib F to sweep a circular zone around the axis of orientation A, this circular zone corresponding to its circular working area AT shown diagrammatically in Figures 4 to 14. A counterweight 16 (or ballast block) is positioned on the counter-jib 12 to counterbalance the weight of a load lifted by the crane G as well as to stabilize the latter during its slewing movements.

[0072] The load is lifted by means of a hook 20 located at the end of a pulley block 19 which is moved vertically by means of at least one lifting cable 18 attached to a distribution trolley 17 movable in translation on a rolling track 21 provided along the arrow F.

[0073] Crane G can be either in a working state in which manual control of the orientation of the boom F is implemented by a crane operator (and more generally control of the various maneuvers to move a load), or in the automated control state EA in which automated control of the orientation of the boom F is implemented.

[0074] In this embodiment, the control / command system 1 comprises a central unit 1a in connection with the piloting system 1c; central unit 1a whose role is to orchestrate / ensure the proper functioning of the crane G and in particular the implementation of the movements of the elements of the crane (orientation of the boom, optionally raising / lowering of the boom) and of the load (movement of the distribution trolley, lifting of the block and of the load).

[0075] The control / command system 1 comprises an anti-collision system 1b which receives, from one or more sensors 24 arranged on the crane G, and for example on the boom F (such as for example millimeter wave radar sensors), information detecting the risk of collision between the boom F and an obstacle arriving from its right side or its left side.

[0076] The central unit 1a also communicates with the at least one anti-collision system 1b, and also receives control orders from a control console 2 used by the crane operator in order to be able to maneuver the crane G.

[0077] The automatic piloting method DPA is applied in the context of construction site environment contexts for which the boom F of a first crane G1, which is shaped to implement the automatic piloting method DPA and which is in automated piloting state EA, can, when it is positioned in an angular position PA or in rotation in its circular working area AT, potentially interfere with different types of obstacle, for example: the boom(s) of other cranes G2 and / or G3, because the circular working areas AT of the first crane G1 or of said other crane(s) G2, G3 overlap in interference zones IZ (this construction site environment context being shown Figure 4 ); buildings such as their location on the construction site can also occupy part of the surface area of ​​the circular working area AT of the first crane G1.

[0078] The DPA automatic piloting process can be implemented in several embodiments, the most complete embodiment being illustrated in the Figure 2 And 3 The operating principle of the variants of the DPA automatic piloting process will be illustrated and explained through the context of the construction site environment shown. Figure 4 , for which the boom F of the first crane G1 is positioned in an angular position PA included in the interference zone IZ which it shares with a second crane G2 which is in working condition ( Figure 4a ). A third G3 crane is also considered to be in working condition.

[0079] The automatic piloting method DPA implements, in all its possible embodiment variants, a step of automatic and autonomous orientation of the arrow EM when it receives, from the at least one anti-collision system 1b or from the central unit 1a, during a reception step Q1, information of a detection of a risk of collision. Otherwise, the automatic piloting method DPA remains in a waiting / standby state if it does not receive such information representative of a detection of a risk of collision. In the example shown Figure 4b , a risk of collision is detected between the boom F of the first crane G1 and the boom of the second crane G2 following a clockwise orientation movement M2, such that said risk of collision is detected on the right side of the boom F of the first crane G1.

[0080] In its simplest embodiment, the automatic and autonomous orientation step of the boom EM comprises a first orientation sub-step EM1 consisting of an orientation of the boom F of the first crane G1, in the orientation direction M opposite to the side of the boom where the risk of collision was detected (i.e. clockwise orientation direction M if the risk of collision was detected on the left side of the boom F, counterclockwise orientation direction M if it was detected on the right side), from the starting angular position PS where the risk of collision was detected to a first angular position P1 for which the risk is no longer detected ( Figure 4c ) by the anti-collision system 1b.

[0081] Optionally, the step of automatic and autonomous orientation of the boom EM comprises, following the first orientation sub-step EM1, a second orientation sub-step EM2 during which the automatic piloting method DPA continues the automated orientation of the boom F of the first crane G1 in the orientation direction M from the first angular position P1 over an angular distance called the precautionary angular distance DAP. The angular position in which the boom F of the first crane G1 is positioned is then called the precautionary angular position PP located at the precautionary angular distance DAP from said first angular position P1.

[0082] This second orientation sub-step EM2 is implemented so that an additional safety margin is left to further minimize the risk of collision between the boom F of the first crane G1 and the detected obstacle (here the boom of the second crane G2), or even to take into account, for example, the degree of precision / margin of error of the at least one anti-collision system 1b.

[0083] Optionally, the automatic and autonomous orientation step of the boom EM comprises, following the second orientation sub-step EM2 (respectively the first orientation sub-step EM1 if the second orientation sub-step EM2 is not implemented), a third orientation sub-step EM3 during which the automatic piloting method DPA continues the automated orientation of the boom F of the first crane G1 in the orientation direction M from the precautionary angular position (respectively from the first angular position P1) until reaching a final angular position PF for which the risk of IR interference between the boom F and an obstacle is low, or even non-existent ( Figure 4e ).

[0084] The final angular position PF is determined by the DPA automatic piloting process during a selection sub-step ES taking place upstream of the third orientation sub-step EM3 and which will be described later.

[0085] The implementation of the selection sub-step ES and the third orientation sub-step EM3 is based on the definition and use of an interference map C representative of the circular working area AT of the first crane G1 for which each angular position PA is associated with a value of an interference parameter which corresponds to the level of risk of interference IR between the boom F of the crane G1 and an obstacle in said angular position PA.

[0086] The interference mapping C can be defined and designed according to two embodiments: either the values ​​of the interference parameters of the angular positions PA are only entered manually by an operator before the effective implementation of the DPA automatic piloting process; or the values ​​are optionally entered manually by an operator, but they evolve automatically in real time during the operation of the DPA automatic piloting process and the risks of collision detected between the boom F of the first crane and an obstacle (more details are provided later).

[0087] Whatever the type of interference mapping C planned, it is necessary to implement in the automatic DPA autopilot process two steps taking place successively at the start of the latter: an initial ED segmentation step, and an EP parameterization step.

[0088] In reference to the Figure 5, the interference map C is constructed on the basis of a virtual model created during an initial segmentation step ED taking place following the start of the automatic piloting method DPA. During this initial segmentation step ED, the automatic piloting method DPA implements a virtual modeling of the circular working area AT of the first crane G1 such that it is segmented into a plurality of angular sectors SA. By abuse of language, for reasons of clarity, the actual circular working area and the modeled circular working area will bear the same reference “AT” in the present description.

[0089] In this modeling, the elements of the external environment to the first crane G1 are not modeled, and in particular the neighboring cranes or other cranes G2, G3, or any other potential obstacle such as a building, are not represented and considered in the modeling. Thus, the interference zones IZ are also not present in the modeling of the circular work area AT, and therefore in the interference mapping C which will result from it.

[0090] By definition, any angular sector SA includes at least one angular position PA.

[0091] The automatic piloting method DPA is defined such that it is expected that the virtual model of the circular working area AT of the first crane G1 is at least segmented into 36 angular sectors SA. In a preferred embodiment, the circular working area AT is segmented into 120 isometric angular sectors SA (i.e. each one being 3 degrees, i.e. comprising 3 angular positions PA).

[0092] According to different embodiments, either the number of angular sectors SA defined in the virtual model is fixed by the designers of the DPA automatic piloting process, or it can be configured by an operator through an option proposed by software accessible from the control / command system 1 (in which case the operator must validate his configuration so that the piloting process can continue).

[0093] For clarity and understanding of the operating principle of the DPA automatic piloting process, the circular working area AT of the first crane G1 is segmented into 32 isometric angular sectors in the Figures 5 to 12 .

[0094] Following the initial segmentation step ED, the automatic piloting method DPA implements the initial parameterization step EP during which it constructs from the virtual model an interference map C, by associating with each of the angular sectors SA, segmenting the circular working area AT, an interference counter Cpt which can take a value Cptval representative of a level of risk of IR interference such that: the smaller the value Cptval, the lower the risk of IR interference between the boom F of the first crane G1 and an obstacle; and conversely, the larger the value Cptval of the interference counter Cpt, the higher the risk of IR interference.By correlation, the interference parameter of an angular position PA corresponds to the interference counter Cpt of the angular sector SA, and any angular position PA included in a given angular sector SA sees its interference parameter value equal to the value Cptval of the interference counter Cpt of this said angular sector SA.

[0095] The range of values ​​that can be taken by the value Cptval can be different according to several embodiments, depending on the level of IR risk that the designers associate with a value. In the embodiment presented, the interference counter Cpt can take at least six integer values ​​of Cptval ranging from 0 to 5, such that the level of IR interference risk is: zero when the value Cptval is equal to 0, very low when it is equal to 1, low when it is equal to 2, medium when it is equal to 3, high when it is equal to 4, and very high when it is equal to 5. An example of interference mapping C is illustrated Figure 5 . It is conceivable in other embodiments that the range of Cptval values ​​is wider, or on the contrary more reduced.

[0096] By default, during the initial EP parameterization step, the DPA automatic piloting process constructs the interference map C such that the interference counter Cpt of each of the angular sectors SA is equal to the lowest value Cptval.

[0097] The EP parameterization sub-step can be carried out in two variants: In a first variant, the EP parameterization sub-step can be fully automated. It is exclusively and solely applicable in the case where it is intended that the interference map C can evolve automatically and in real time during the operation of the DPA automatic piloting process and the detections of risk of collision between the boom F of the first crane and an obstacle. In a second variant, the operator can modify the Cptval values ​​given by default by the DPA automatic piloting process because he has a more or less detailed knowledge of the real context of the circular area AT of the first crane G1, and therefore be able to associate for all or part of the angular sectors SA represented in the interference map C a suitable Cptval value.

[0098] This second implementation variant assumes that the operator validates his own settings so that the DPA automatic piloting process can continue. While it is optional in the context of an interference mapping C intended to be scalable over time, it is essential in the context of an interference mapping C intended to be fixed / non-scalable and only completed by the operator before effective implementation of the DPA automatic piloting process.

[0099] The embodiment implementing real-time scalable (respectively non-scalable) mapping is illustrated Figure 6 (respectively Figure 7 ), which takes up the context of the construction site environment presented Figure 4 .

[0100] Subsequently, for clarity and understanding of the operating principle of the DPA autopilot process when the C interference mapping is used: In the schematic representation of the environment context, the circular working area AT of the first crane G1 is represented as segmented, with its arrow superimposed; In the interference maps C, when the value Cptval of the interference counter Cpt of an angular sector SA is equal to 0, the value Cptval is not represented in said angular sector SA.

[0101] In reference to the Figure 6a , the first crane G1 and the second crane G2 are both in two angular positions PA such that they are not in interference. The boom F of the first crane G1 is considered to be in a starting angular position PS included in an angular sector called the starting angular sector SD. The interference map C representative of the first crane G1 is such that the value Cptval of the interference counter Cpt of the starting angular sector SD is equal to 0.

[0102] The update of the Cptval values ​​of the interference counters Cpt of the angular sectors SA is implemented during a construction step EB running parallel to the first orientation sub-step EM1. The construction step EB starts following the detection of a risk of collision between the boom F of the first crane G1 and the boom F of the second crane G2 which is moving according to an orientation movement M2, with an increment in the interference map C of the value Cptval of the interference counter Cpt of the starting angular sector SD ( Figure 6b ).

[0103] In reference to the Figure 6c , following the situation of the Figure 6b, the second crane G2 continues its slewing movement M2 while the first crane G1 is oriented in the slewing direction M during the first slewing sub-step EM1 until it reaches the first angular position P1 for which the risk of collision with the boom F of the second crane G2 is no longer detected. The angular sector SA containing the first angular position P1 is called the first angular sector S1. The construction step EB continues in parallel with this slewing such that the value(s) Cptval of the interference counter(s) Cpt of the angular sector(s) SA crossed by the boom F of the first crane G1, and for which the risk of collision has continued to be detected, is / are incremented in the interference map C. This means that the value Cptval of the interference counter Cpt of the first angular sector S1 is not incremented.

[0104] The update of the interference map C is stored by the DPA autopilot process.

[0105] In reference to the Figures 7a, 7b and 7c , to the extent that no construction step EB is implemented in the control process, the interference map C representing the circular working area AT of the crane G1 does not change whether or not there is detection of a risk of collision and then implementation of the orientation sub-step EM1, the values ​​Cptval of the interference counters Cpt of each of the angular sectors SA remaining those entered by the operator during the parameterization sub-step EP.

[0106] Note that depending on the application situation, the boom F of the first crane G1 can be positioned in a first angular sector S1 which is included in an interference zone with another crane, provided that the risk of collision is no longer detected.

[0107] In reference to the Figure 8, which indifferently follows the Figure 6 or to the Figure 7 , and according to the definition of the second orientation sub-step EM2, which as a reminder is optional, the boom F of the first crane G1 is moved from the first angular position P1, included in the first angular sector S1, to the precautionary angular position PP. The angular sector SA including the precautionary angular position PP is called the precautionary angular sector SP.

[0108] According to different embodiments of the invention, the precautionary angular distance DAP can either be fixed by the designers of the invention or be configurable, for example through a parameterization implemented by the operator during the initial parameterization step EP. It can for example be between 3 degrees and 10 degrees. In one embodiment, the precautionary angular distance DAP is between 3 and 5 degrees, and for example equal to 3 degrees.

[0109] Depending on the first angular position P1, the angular distance defining the first angular sector S1, and the value of the precautionary angular distance DAP, it remains possible that after moving the boom F over the precautionary angular distance DAP, the boom F is positioned on a precautionary angular position PP which is also included in the first angular sector S1. In this case, the first angular sector S1 becomes the precautionary angular sector SP. In the preferred embodiment, for which the angular distance of all the angular sectors is equal to 3 degrees and therefore to the precautionary angular distance DAP, the precautionary angular sector SP corresponds to the angular sector SA adjoining downstream the first angular sector S1 in the direction of orientation M of the boom F of the first crane G1.

[0110] In reference to the Figures 9 to 12, and as previously indicated, the boom F of the first crane G1 can optionally still be oriented in the orientation direction M from the precautionary angular position PP (or the first angular position P1 if the second orientation sub-step EM2 is not implemented) to a final angular position PF. The angular sector SA comprising the final angular position is called the final angular sector SF. The final angular sector SF and then the final angular position are determined / identified during the selection sub-step ES.

[0111] In reference to the Figure 9, the final angular sector SF is selected from several angular sectors called close angular sectors SN, which are included in a limit angular distance DL defined as being non-zero and less than or equal to 360° from the precautionary angular sector SP included. In the embodiment presented, the limit angular distance DL is equal to 180°. This means that, depending on the result from the selection sub-step ES, the final angular sector SF can correspond to the precautionary angular sector SP (or to the first angular sector S1 if the second orientation sub-step EM2 is not implemented in the automatic piloting method DPA), in which case the automatic piloting method DPA does not proceed to the third orientation sub-step EM3.Consequently, this means that the final angular position PF corresponds to the precautionary angular position PP (or the first angular position P1 if the second orientation sub-step EM2 is not implemented). The DPA automatic piloting method checks whether this situation is encountered during a verification phase Q4, taking place between the selection sub-step ES and the third orientation step EM3. Subsequently, in order to explain the operating principle of the selection sub-step, it is considered that the second orientation sub-step EM2 is implemented.

[0112] During the selection sub-step ES, the automatic piloting method DPA compares the value Cptval of the interference counter Cpt of each of the nearby angular sectors SN with a minimum value val_min and a maximum value val_max, both integers and included in the range of values ​​that Cptval can take. In the embodiment presented, the minimum value val_min and the maximum value val_max are included in the integer range [0,5].

[0113] The val_min value corresponds to a threshold for which any near angular sector SN having an interference counter value Cptval less than or equal to is considered to be a safe near angular sector SNS, i.e. a near angular sector SN for which the risk of IR interference is low, or even zero.

[0114] Conversely, the val_max value corresponds to a threshold for which any near angular sector SN having an interference counter value Cptval equal to or greater than is considered to be a risky near angular sector SR, i.e. a near angular sector SN for which the risk of IR interference is high or very high.

[0115] According to different embodiments, either the minimum value val_min and maximum value val_max as well as the limit angular distance DL are fixed by the designers, or they can be optionally defined by the operator during the initial parameterization step EP. By default, according to a first embodiment of the invention, the minimum value val_min and maximum value val_max can correspond respectively to the lowest and highest of the values ​​Cptval that the interference counters Cpt can take.

[0116] In a second embodiment, the minimum value val_min could correspond to a percentage of the difference between the highest and lowest of the Cptval values ​​of the interference counter Cpt, the minimum value val_min being rounded to the nearest unit if the difference is not an integer value. For example, the minimum value val_min is respectively equal to 2 or 3 if the difference between the highest and lowest Cptval value is equal to 2.4 or 2.8. Note that in the case where the difference is equidistant from two units, the minimum value val_min would be equal to the largest of the units. For example, if the difference is equal to 2.5, then the minimum value val_min is equal to 3.The minimum value val_min and the maximum value val_max can also be modified / adapted automatically in the case where no secure near angular sector SNS is identified among the one or more near angular sectors SN (see below).

[0117] When no near angular sector SN is a risky near angular sector SR, the final angular sector SF is chosen such that it corresponds to the first safe near angular sector SNS closest, in the direction of orientation M of the jib F of the first crane G1, to the precautionary angular sector SP included. The final angular position PF is then identified as the angular position or the first of the angular positions included in the final angular sector PF in the direction of orientation M.

[0118] In the illustrated example Figure 10 , which takes up the given application context Figure 9, and for which the minimum value val_min and the maximum value val_max are considered to be respectively equal to 1 and 5, the secure close angular sectors SNS correspond to the close angular sectors SN whose interference counter Cptval value is less than or equal to 1, i.e. here those having a Cptval value of zero or equal to 1. The precautionary angular sector SP is not part of these secure close angular sectors SNS, because it has a Cptval value equal to 2.

[0119] Consequently, the automatic piloting method continues the orientation of the boom F of the first crane G1 in the direction of orientation M from the precautionary angular sector SP (or from the first angular sector S1) until reaching the angular position or the first of the angular positions included in the final angular sector SF, which here corresponds to the first secure near angular sector SNS having a zero interference counter Cptval value Cpt in the direction of orientation M; this angular position being the final angular position PF.

[0120] In the example illustrated in Figure 11 , for which the application context of the Figure 9is repeated but this time for a minimum value val_min and a maximum value val_max equal to 2 and 5 respectively, the secure close angular sectors SNS correspond to the close angular sectors SN whose interference counter value Cptval is less than or equal to 2, i.e. here the close angular sectors SN having a Cptval value zero or equal to 1 or equal to 2. In this application context, the automatic piloting method DPA does not implement the third orientation step EM3, having determined that the final angular sector SF corresponds to the precautionary angular sector SP, because it has a Cptval value equal to 2. Consequently, the final angular position PF is the precautionary angular position PP.

[0121] In the case where the limit angular distance DL does not contain any secure near angular sector SNS, the DPA automatic piloting process can increment the minimum value val_min until it identifies one or more secure near angular sectors SNS in the limit angular distance DL.

[0122] In reference to the Figure 12 for which the application context of the Figure 9and for which the minimum value val_min and the maximum value val_max are respectively equal to 0 and 5, when the close angular sectors SN include one or more risky close angular sectors SR, the operating principle of the automatic piloting method DPA is defined such that the boom F of the first crane G1 must not cross, in the direction of orientation M, the risky close angular sector SR or the first of the risky close angular sectors SR1 encountered, even if safe close angular sectors SNS are located downstream of the risky close angular sector SR or the first of the risky close angular sectors SR1.

[0123] According to the same principle as previously, the automatic piloting process DPA then seeks to determine a final angular sector SF among safe close angular sectors SNS no longer included in the limit angular distance DL, but in a new angular interval, called safe angular interval DS, including the precautionary angular sector SP (or the first angular sector S1) and excluding the risky close angular sector SR or the first of the risky close angular sectors SR1.

[0124] In the case where the secure angular interval DS does not contain any secure near angular sector SNS, the DPA automatic piloting process increments the minimum value val_min until it identifies one or more secure near angular sectors SNS in the secure angular interval DS. This situation is presented in Figure 11, for which there is no safe near angular sector SNS in the safe angular interval DS such as having a zero interference counter Cptval value Cpt. Following two successive increments, the automatic piloting method DPA manages to identify a single safe near angular sector SNS having a zero interference counter Cptval value Cpt equal to 2, and which corresponds to the precautionary angular sector SP in the illustrated example. The automatic piloting method DPA then considers that the precautionary angular sector SP (respectively the precautionary angular position SP) corresponds to the final angular sector SF (respectively the final angular position PF).

[0125] During the orientation sub-steps EM1, EM2, EM3, the DPA automatic piloting method checks during reception phases Q2 (before the second orientation sub-step EM2), Q3 (before the selection sub-step ES) and Q5 (before the third orientation sub-step EM3) whether it has received information representative of a detection of a risk of collision. If so, the DPA automatic piloting method starts again from the beginning and repeats the step of automatic and autonomous orientation of the arrow EM.

Claims

1. An automatic control method (DPA) for the automatic control of a crane (G) in an automated control state (EA), said crane (G) comprising a boom (F) and at least one collision avoidance system (1b) adapted to detect a risk of collision on a right side and a left side of the boom (F), said boom (F) being controllable in orientation about an orientation axis (A) and operating in a working circular area (AT), said automatic control method (DPA) being characterized in that it implements, when the at least one collision avoidance system (1b) detects a risk of collision with an obstacle located on the right side or the left side of the boom (F) when the latter is in a starting angular position (PS), a boom automatic and autonomous orientation step (EM) during which the boom (F) is oriented from this starting angular position (PS) in an orientation direction (M), which is opposite to the right or left side for which the risk of collision is detected, at least until the at least one collision avoidance system (1b) no longer detects the risk of collision.

2. The automatic control method (DPA) according to claim 1, wherein, during the boom automatic and autonomous orientation step (EM), the boom (F) is oriented in the orientation direction (M) until reaching or exceeding a first angular position (P1) corresponding to an angular position (PA), starting from the starting angular position (PS), from which the at least one collision avoidance system (1b) no longer detects risk of collision.

3. The automatic control method (DPA) according to claim 2, wherein, during the boom automatic and autonomous orientation step (EM), the boom (F) is oriented in the orientation direction (M) until reaching or exceeding a precautionary angular position (PP) located at a precautionary angular distance (DAP) from the first angular position (P1).

4. The automatic control method (DPA) according to claim 3, wherein the precautionary angular distance (DAP) is non-zero and configurable, and for example between 3 and 10 degrees.

5. The automatic control method (DPA) according to any one of the preceding claims, wherein, during a selection sub-step (ES) included in the boom automatic and autonomous orientation step (EM), a final angular position (PF) for which an interference parameter representative of a level of risk of interference (IR) between the boom (F) and an obstacle is low is selected, and the boom (F) is oriented in the orientation direction (M) until reaching and stopping in said final angular position (PF).

6. The automatic control method (DPA) according to claim 5, wherein the automatic control method (DPA) uses an interference mapping (C) representative of the working circular area (AT) and in which for each angular position (PA) a value of the interference parameter is associated with it, and, during the selection sub-step (ES), the final angular position (PF) is selected from the angular positions (PA) of the interference mapping (C) according to their values of interference parameter.

7. The automatic control method (DPA) according to claim 6, for which, in the interference mapping (C), the values of interference parameter associated with each of the angular positions (PA) of the interference mapping (C) are either fixed or can evolve over time.

8. The automatic control method (DPA) according to claim 7, for which the interference mapping (C) is constructed by implementing the following steps: - an initial segmentation step (ED) during which the working circular area (AT) is segmented into several angular sectors (SA), each of the angular sectors (SA) possibly comprising one or more angular positions (PA); - an initial setting step (EP) during which each of the several angular sectors (SA) is associated with an interference counter (Cpt) representative of a level of risk of interference (IR) in the angular sector (SA) associated between the boom (F) and a possible obstacle, said interference counter (Cpt) thus constituting the interference parameter, and the value of the interference parameter of the one or more angular positions (PA) included in an angular sector (SA) taking the value (Cptval) of the interference counter (Cpt) associated with said angular sector (SA); - when the values of interference parameter have been predicted to evolve over time, a construction step (EB) during which, whether the boom (F) is moving or not, and each time the boom (F) is present in an angular position (PA) of an angular sector (SA) among the several angular sectors (SA), and that the at least one collision avoidance system (1b) detects a risk of collision (1b) in said angular sector (SA), then the value (Cptval) of the interference counter (Cpt) in said angular sector (SA), and consequently the value of the interference parameter of the one or more angular positions (PA) comprised inside it, is incremented.

9. The automatic control method (DPA) according to any one of claims 5 to 8 in combination with claim 3, wherein, during the selection sub-step (ES), the angular sector (SA) containing the final angular position (PF), called the final angular sector (SF), is selected from angular sectors (SA), called the nearby angular sectors (SN), which include: the angular sector (SA) containing the precautionary angular position (PP), called the precautionary angular sector (SP), and angular sectors (SA) which are distributed over a given limit angular distance (DL) from said precautionary angular sector (SP).

10. The automatic control method (DPA) according to claim 9, wherein, during the selection sub-step (ES), the values (Cptval) of the interference counters (Cpt) of the nearby angular sectors (SN) are compared with a minimum value (val_min) and the nearby angular sector(s) (SN) having a value (Cptval) of interference counter (Cpt) less than or equal to said minimum value (val_min) is or are called the secured nearby angular sectors (SNS), and the final angular sector (SF) is selected from said secured nearby angular sector(s) (SNS).

11. The automatic control method (DPA) according to claim 10, wherein, during the selection sub-step (ES), the minimum value (val_min) corresponds to the lowest value (Cptval) of the interference counters (Cpt) of the nearby angular sectors (SN), or to the lowest value (Cptval) of the interference counters (Cpt) of the nearby angular sectors (SN) incremented by a configurable increment value.

12. The automatic control method (DPA) according to claims 10 and 11, wherein, during the selection sub-step (ES), the final angular sector (SF) is selected as being a secured nearby angular sector (SNS), among the secured nearby angular sectors (SN), and which is: - either the one that is angularly nearest the precautionary angular sector (SP); - either the one which, on the one hand, has a value (Cptval) of the interference counter (Cpt) which is equivalent to the lowest value (Cptval) of the interference counters (Cpt) of the nearby angular sectors (SN) and, on the other hand, is the angularly nearest the precautionary angular sector (SP).

13. The automatic control method (DPA) according to any one of claims 10 to 12, wherein, during the selection sub-step (ES), the values (Cptval) of the interference counters (Cpt) of the nearby angular sectors (SN) are compared with a maximum value (val_max) and the near angular sector(s) (SN) having a value (Cptval) of interference counter (Cpt) greater than or equal to said maximum value (val_max) is or are called the risky nearby angular sectors (SR), and wherein the final angular sector (SN) is selected from the nearby angular sectors (SN) extending in a secured angular interval (DS) delimited, on the one hand, by the precautionary angular sector (SP) included and, on the other hand, by the risky nearby angular sector (SR) or by the first sector of the risky nearby angular sectors (SR1) starting from the precautionary angular sector (SP) excluded; so that, during the boom automatic orientation step (EM), the boom (F) does not reach and does not exceed said risky nearby angular sector (SR) or said first sector of the risky nearby angular sectors (SR1) starting from the precautionary angular sector (SP).

14. The automatic control method (DPA) according to claim 13, wherein, during the selection sub-step (ES), the final angular sector (SF) is selected as the nearby angular sector (SN) having the lowest value (Cptval) of the interference counter (Cpt) in the secured angular interval (DS), independently of the values (Cptval) of the interference counters (Cpt) of the nearby angular sectors (SN) located beyond said secured angular interval (DS).

15. The automatic control method (DPA) according to any one of claims 8 to 14, wherein, during the selection sub-step (ES), the final angular position (PF) corresponds, in the final angular sector (SF), to the angular position that is spatially nearest the precautionary angular position (PP) included.

16. An automatic control system (1c) for automatic control of a crane (G) in an automated control state (EA), said crane (G) comprising a boom (F) and at least one collision avoidance system (1b) adapted to detect a risk of collision on a right side and a left side of the boom (F), said boom (F) being controllable in orientation about an orientation axis (A) and operating in a working circular area (AT), said automatic control system (1c) communicating / exchanging information with the at least one collision avoidance system (1b) and controlling the boom (F), and in which said automatic control system (1c) is designed to contain and to execute, when the at least one collision avoidance system (1b) detects a risk of collision with an obstacle located on the right side or the left side of the boom (F) when the latter is in an angular position (PA), a program comprising a list of instructions related to an implementation of an automatic control method (DPA) according to any one of the preceding claims.

17. An automatically controllable crane (G) comprising a boom (F) and at least one collision avoidance system (1b) adapted to detect a risk of collision on a right side and a left side of the boom (F), said boom (F) being controllable in orientation about an orientation axis (A) and operating in a working circular area (AT), said automatically controllable crane (G) further comprising an automatic control system (1c) according to claim 16 and communicating / exchanging information with the at least one collision avoidance system (1b) and with the boom (F) to control it in rotation in the automated control state (EA).

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