Method for towing a robotic operational vehicle, and implementation assembly

Abstract

The invention relates to a robot (2) which has a steering mechanism (9, 9') for a running gear (7, 7'), a braking system (8, 8') and motor-driven means managed by a processing unit (15) via a control system (1F). These means are respectively connected to at least one corresponding dynamic behaviour sensor (14a to 14d). The running gear of the robot has wheels (7, 7') and / or sprockets having a diameter and suspension travels that are similar to those of the towing vehicle (1) in proportion to the respective masses.

Description

[0001] DESCRIPTION

[0002] METHOD FOR TOWING AN OPERATIONAL MACHINE

[0003] ROBOTICS AND IMPLEMENTATION ASSEMBLY.

[0004] TECHNICAL FIELD

[0005] The invention relates to the towing of robotic operational equipment - hereinafter also referred to as "robot" - in non-active operational phases, making it possible to place this equipment in a position to fulfill its mission.

[0006] Nowadays, entrusting unmanned robotic vehicles with operational missions is a development that is becoming widespread. To achieve this, these vehicles have characteristics of mass (several tons) and size similar to conventional operational vehicles, such as wheeled or tracked vehicles, whether armored or not. The missions entrusted to these robotic vehicles include specific missions (mine and booby-trap countermeasures), tactical missions (observation, reconnaissance, designation, land or air targets, etc.) and ancillary missions (perimeter surveillance, transport of equipment, etc.).

[0007] STATE OF THE ART

[0008] Logistical transport of robots by air, sea or land is possible, but the ability to be brought to the theater of operations over distances of a few kilometers to a few hundred kilometers between two operational phases is an essential requirement. Once arrived in an operational zone, the robot carries out its mission, autonomously and / or remotely.

[0009] Conventionally, the movement of such operational vehicles between two active phases can be carried out by loading them onto a truck. But this solution does not offer sufficient mobility capacity, generates difficulties in embarking / disembarking via access ramps or lifting means, and requires a high level of protection of the truck which is then in the operational zone (armor, self-defense, mine resistance, etc.). Another known possibility consists of mounting these vehicles on a trailer towed by a tactical vehicle. But the high quality of mobility of a tactical vehicle (power / mass ratio, large diameter and wheel travel and suspensions with high absorption capacity) gives it the ability to move at high speed both on any road and off-road. Such a solution has the advantage of being able to have a vehicle capable of fulfilling other functions in the mission, once the trailer is uncoupled.

[0010] However, the mobility level of such a trailer is not high and significantly hinders the mobility of the towing vehicle. In addition, the loading and securing, then unsecuring and unloading phases of such transport are time-consuming and expose disembarked personnel. In addition, this towing requires increased monitoring due to the mass and volume of the transported equipment. In addition, if an emergency release of the trailer must be carried out, this release makes it difficult to recover the robot from its subsequent use.

[0011] The solution of piloting the robot on these connecting routes between the operating zones, with assistance functions or autonomously, has the disadvantage of mobilizing tele-operation personnel over time, while requiring advanced and robust autonomous functions, particularly in all terrain. Such qualities have not been acquired to date.

[0012] Another known possibility is to use a semi-autonomous robot, as disclosed in patent document US 2012 / 0193154 A1, this semi-autonomous robot comprising a chassis provided with a reference frame on a plurality of wheels as well as different systems (for propulsion, steering, braking and communication and detection) coupled to a robot control system installed in the traction vehicle. Such a solution has the advantage of ensuring the tracking of the robot. However, the control system controls the semi-autonomous robot, the traction vehicle then having to be compatible and adapted to control the semi-autonomous robot, which limits the use of the traction vehicle and / or imposes compatibility conditions on the robot.

[0013] STATEMENT OF THE INVENTION The invention aims to overcome the drawbacks mentioned above and to optimize the routing of the robot to reach its operational theater as quickly as possible, in complete safety, by towing it behind a tactical vehicle, without predisposition of this vehicle, and without receiving instructions from this towing vehicle (whether by wire or other means, for example radio) and without this reducing the mobility capabilities of the towing vehicle. To do this, the invention provides for using the mobility functionalities of the robot, conventionally applied in autonomous mode, by combining them in towed mode with functionalities for automatically adapting its movement in the tracks initiated by the towing vehicle to tow the robot directly, without a truck or trailer, and with complete security of the towing vehicle.The invention thus exploits - in an unpredictable manner - the robot's own mobility capabilities in order to optimize its behavior in towing mode.

[0014] More specifically, the present invention relates to a method for towing a robotic operational machine called a robot connected via an articulated link to a towing vehicle intended to follow a road, track or any given terrain route and according to safe and appropriate vehicle driving in order to obtain a minimized travel time. The robot implements a system for controlling the mobility functionalities in autonomous mode covering the motorization, steering and braking of the robot. In this towing, a processing unit manages the control system and is equipped with at least one functionality for automatically adapting the mobility of the robot to the mobility of the towing vehicle.Such functionality is achieved by acquiring data reflecting, where appropriate, at least one variation in the dynamic behavior of the towing vehicle, and by processing this data to automatically generate said adaptation controlled by maintaining a mobility and trajectory gap less than a predetermined value between the towing vehicle and the robot. This data is therefore not transmitted by the towing vehicle but depends on its dynamic behavior.

[0015] The notion of "mobility" of a vehicle here covers the drive, steering and braking within limits respecting the stability of the vehicle concerned. Furthermore, the adaptation of mobility is optimized in the sense that the automatic adaptation of mobility makes it possible to define the best instantaneous conditions of mobility of said robot in terms of efficiency (minimum travel time, wear of the wheels, consumption, etc.) while preserving the safety of the assembly (towing vehicle, coupling and robot).

[0016] According to a preferred form of implementation, the automatic adaptation functionalities relate to a combination of trajectory tracking data of the towing vehicle allowing the robot to adapt its direction, deceleration data of this towing vehicle causing a modulation of braking of said robot controlled by this deceleration, as well as dynamic behavior data translating, where appropriate, conditions of advance of the robot having at least one deviation from pre-established conditions and triggering a motorization of said robot which is controlled to tend this deviation towards zero. In particular, progress on steep and / or low-grip ramps, on soft ground (sand, mud) or in the presence of obstacles (banks, bumps, ditches, etc.) can define abnormal conditions and trigger the motorization of the robot.

[0017] According to advantageous forms of implementation:

[0018] - The robot is equipped with a running gear with digitally controlled hydraulic transmission, so that it can switch instantly from an autonomous mode (also called "operational mode") to a towed mode: the robot can then be towed without mechanical intervention in the entire range of speeds provided without endangering the hydraulic transmission which, lubricated and cooled, remains capable at any time of returning to propulsion mode; moreover, no personnel intervention is then required to convert the robot into autonomous mode or towed mode;

[0019] - The robot's direction adaptation functionality automatically orients a robot's running gear according to the trajectory of the towing vehicle by servo-controlling this trajectory.

[0020] Advantageously, the robot's processing unit also has a functionality for controlling the automatic uncoupling of the towing vehicle without personnel intervention and once the objective has been reached, in order to be able to begin its mission directly.

[0021] The invention also relates to a towing assembly for a robotic operational machine for implementing the method defined above. This assembly comprises the towing vehicle, the robot and an articulated coupling between said vehicle and said robot.

[0022] In this assembly, the robot has a running gear steering mechanism, a braking system and drive means managed by the processing unit via the control system, respectively in connection with at least one corresponding dynamic behavior sensor. In addition, the robot has a running gear with wheels whose diameter and suspension strokes are, in comparison with those of the towing vehicle, proportional to the respective masses, so that the dynamic behavior of the robot replicates that of the towing vehicle.

[0023] The invention can also be applied to a tracked robot. In this case the tracked sprocket running gear is also suspended with suspension strokes respecting the same conditions as those formulated above for a wheeled robot, namely a diameter and suspension strokes in proportion to the respective masses of the robot and the towing vehicle.

[0024] The robot is then able to follow the tracks of the towing vehicle, for example with the ability to withstand speeds greater than 70 km / h, which the towing vehicle can reach.

[0025] According to advantageous embodiments:

[0026] - the dynamic behavior sensors are at least one accelerometer, one speed sensor in connection, one coupling force sensor, one inclinometer and / or one ground clearance measurement sensor in connection with the steering mechanism, the braking system and / or the traction of the robot via the processing unit and the control system;

[0027] - an angular acceleration of the robot being detected by the accelerometer, the processing unit transmits a command for adapting the direction of the robot to the steering mechanism of the robot corresponding to the detected angular acceleration; the accelerometer providing acceleration data in real time to the processing unit, this unit also actuates the braking system according to said acceleration data so that the braking of the robot is adapted to the accelerations / decelerations of the towing vehicle;

[0028] - the robot is equipped with running gear with digitally controlled hydraulic transmission, so as to be able to switch instantly from an autonomous mode to a towed mode: the robot can then be towed without mechanical intervention in the entire range of speeds provided without endangering the hydraulic transmission which, lubricated and cooled, remains capable at any time of returning to propulsion mode; moreover, no personnel intervention is then required to convert the robot into autonomous mode or towed mode;

[0029] - the robot is equipped with running gear(s) of dimensions and dynamic behavior giving it mobility identical to that of the towing vehicle in proportion to the respective masses of the towing vehicle and the robot;

[0030] - the robot having a directional front running gear, the steering mechanism is connected to the front running gear, in order to control the steering of the front running gear; the robot also having a directional rear running gear, the steering mechanism is also connected to the rear running gear, steering of the rear running gear then being advantageously managed by the processing unit which adapts the steering of the rear running gear to the speed and steering radius conditions of the robot;

[0031] - the coupling having a triangular structure with two “V” arms, each arm is equipped with a force sensor which records the forces in the coupling to supplement the information given to the processing unit and trigger in particular by differential analysis the steering, braking and / or motorization of the robot, this functionality being more particularly advantageous when the robot coupling is organized to fold back on board the robot in the uncoupling phase;

[0032] - the data from the specific sensors and the accelerometer are supplied to the processing unit which, in the event of determining a reduction in the traction of the towing vehicle, activates the robot's traction means to compensate for said reductions in mobility to perform a function of assisting the traction of the towing assembly;

[0033] - in order to trigger the robot's motorization, at least one specific sensor is chosen from an inclinometer, a speed sensor, a coupling force sensor and / or ground clearance measurement sensor;

[0034] - the robot's uncoupling means comprise automatic locking / unlocking means between the towing vehicle and the coupling, in combination with means for folding and storing the coupling on board the robot.

[0035] If the robot is equipped with a tracked undercarriage, the data from the wheel steering is replaced by data from the rotation speeds of the right and left sprockets. The tracked robot can also optimize the mobility of the towing vehicle by modulating the relative rotation speeds of the right and left sprockets, by braking or accelerating one or the other of the sprockets. The other actions are the same as for a robot equipped with wheels.

[0036] Advantageously, the towing vehicle is a tactical vehicle.

[0037] PRESENTATION OF FIGURES

[0038] Other characteristics and advantages of the present invention will emerge from the following reading of detailed embodiments without limiting their scope, with reference to the appended figures which represent, respectively: Figure 1, a side view of an example of a towing assembly of a robotic operational machine according to the invention; Figure 2a and Figure 2b, top views of the towing example according to Figure 1 when the robot is respectively at the start and then in the process of adaptation in the direction of following the towing tactical vehicle; Figure 3, a side view of the towing system according to the preceding figures, illustrating the braking forces of the robot;Figure 4a and Figure 4b, side views of the towing system according to the previous figures on a steep ramp, illustrating the balance of the forces applied respectively without and with a motor input from the robot to the tactical vehicle, and Figure 5, a profile view illustrating the uncoupling of the robot from the same coupling assembly without personnel intervention.;

[0039] DETAILED DESCRIPTION

[0040] Identical references indicated in different figures refer to the same object.

[0041] The terms "front" and "rear" mean respectively in the forward direction of progression and in the opposite direction. Furthermore, progression is forward unless otherwise indicated. In addition, the terms "left" and "right" refer to elements (drawbars, force sensors) extending in a plane parallel to the ground and in relation to the direction of progression along the median axis X'X (see figure 2a).

[0042] With reference to the side view of Figure 1, an example of a towing assembly according to the invention is illustrated in a schematic representation. This assembly 10 comprises a towing vehicle 1, here a tactical vehicle, the robot 2 itself and a coupling 12 connecting the robot 2 to the tactical vehicle 1. The tactical vehicle 1 is equipped with a thermal engine 3 for generating kinetic energy via a transmission system 4 to the front 5 and rear 5' wheels. The wheels 5, 5' are equipped with brakes 6, 6'.

[0043] In this example, the coupling 12 is of the “triangle” type, but it can be made of a “T” drawbar or equivalent, with a tube or solid structure. The coupling 12 is rotatably mounted on the tactical vehicle 1 via a ball 11 arranged at the end of a bar 1A connected to the vehicle 1. The coupling 12 receives the ball 11 in a spherical housing 1S which allows articulation according to three degrees of freedom (the 3 basic angles of space). Alternatively, the articulation can be achieved with a self-locking hook or a digger-type engagement lug. These alternatives are described later with reference to Figure 5 in the context of uncoupling the robot without personnel intervention.

[0044] The robot 2 is equipped with front wheels 7 and rear wheels T associated with brakes 8, 8', steered by coupling rods 9, 9' forming the steering mechanism, and activated by electric wheel motors 1 M according to adapted commands, as detailed below. Alternatively to the wheel motors 1 M the robot is equipped with a central system for producing mechanical energy in connection with a transmission system to the wheels.

[0045] The robot 2 has a control system 1 F for its mobility, namely the motor (i.e. the transmission factor of the driving power to the ground), the steering and the braking. To do this, the control system 1 F is connected by wire or radio frequency to the various mobility components of the robot: wheels 7, 7', brakes 8, 8', steering mechanisms 9, 9' and wheel motors 1 M.

[0046] According to the invention, a processing unit 15 manages the control system 1 F to carry out automatic mobility adaptation functions of the robot 2 by slaving the mobility of this robot to the mobility of the tactical vehicle 1. To do this, the processing unit 15 is linked to force sensors 13g and 13d, an accelerometer 14a and other dynamic behavior sensors 14b to 14d mounted on the robot, namely respectively in this example: a speed sensor, an inclinometer and a ground clearance measuring device S. An inertial unit can advantageously be added in order to precisely coordinate the measured data.

[0047] The force sensors 13g, 13d, which are mounted laterally to the left and right on the coupling 12 (see figure 2a), make it possible to measure the orientation of the forces transmitted in the coupling between the robot and the towing vehicle, both longitudinally (axis of advance) and in the horizontal plane (plane substantially parallel to the ground) via a differential calculation carried out by the processing unit 15 between the measurements of the sensors 13g and 13d at the same time. All the sensors 13g, 13d, 14a to 14d are connected by wire or radio frequency to the processing unit 15 of the data provided by these sensors.

[0048] This processing unit 15 establishes a reproduction of the trajectory and mobility of the tactical vehicle 1 for the robot 2, based on the processing of data from the sensors 13g, 13d and 14a to 14d, and functionalities for automatically adapting the mobility of the robot to the mobility of the tractor 1. These functionalities are dedicated to the different aspects of mobility: traction, steering, braking, while preserving the stability of the robot 2. The stability aspect is taken into account by the anti-skid, anti-rollover and anti-dynamic instability applications integrated into the processing unit 15. These known applications translate the data received into control signals to the different mobility components (wheels, brakes, steering, motors of the robot).

[0049] The upper views of Figures 2a and 2b show the robot 2 respectively at the start and then in the process of adapting in direction to reproduce the trajectory of the tactical vehicle 1 according to the invention. The robot 2 has steerable front and rear running gears composed of the front 7 and rear 7' wheels respectively connected by the coupling rods 9, 9'. The sensors of the robot 2 are grouped under the reference sign 14.

[0050] Figure 2a illustrates the instant when the tactical vehicle 1 turns its front wheels 5 at an angle A1, while the front wheels 7 and rear wheels 7' of the robot 2 are still in a linear trajectory X'X. The force sensors 13g, 13d of the triangular type coupling 12 are mounted on each arm 12g, 12d in a "V" shape of the coupling. When the force sensors 13g, 13d detect variations in intensity, these variations reflect a change in direction in the trajectory tracking. These variations in intensity are transmitted instantaneously to the processing unit 15 which, by its automatic direction adaptation functionality, determines a directional adaptation command to be transmitted to the wheels 7, 7' of the robot 2 via the control system 1 F (see figure 1) and the coupling rods 9, 9'.

[0051] With reference to Figure 2b, it appears that, following the directional adaptation command, the front 7 and rear 7' wheels of the robot 2 were steered respectively according to angles A2 and A3 determined by the processing unit, via its directional adaptation functionality, so that the robot reproduces a dynamic behavior close to the tactical vehicle 1. Advantageously, for the robot to reproduce a dynamic behavior as close as possible to the tactical vehicle, the trajectory T1 of the robot 2 reproduces - by a servocontrol to tend towards zero the difference between the trajectories taking into account the mechanical data of the robot - the trajectory T1 of the tactical vehicle 1.

[0052] Thus, in the case where the ground S becomes uneven and / or when the towing assembly 10 (see figure 1) reaches high speeds, for example greater than 50 km / h, it is advantageous, to allow such trajectory reproduction, for the diameter and suspension travel of the wheels of the robot 2 to be similar, that is to say as close as possible to those of the tactical vehicle 1, due to the respective masses also being similar in the example, and in proportion to the masses in the general case.

[0053] The side view of the towing system according to Figure 3 illustrates the adaptation of the braking of the robot. The force sensors 13g, 13d provide traction or compression data to the processing unit 15, a braking adaptation functionality of which transmits corresponding control signals to the brakes 8, 8' of the robot 2 via the control system 1 F (see Figure 1). For example, the braking intensity of the robot 2 is adjusted as a function of an acceleration or deceleration of the tactical vehicle 1 so as to reproduce the detected effect.

[0054] In combination, the data provided by the accelerometer 14a modulate the braking command provided to the brakes 8, 8' via the processing unit 15 and the control system 1 F, during decelerations and accelerations of the tactical vehicle 1. In addition, the other dynamic behavior sensors 14b to 14d (see FIG. 1) - the speed sensor, the inclinometer and the ground clearance measuring device - adapt the braking by also correcting in real time the braking command via the processing unit 15 and the control system 1 F.

[0055] Thus, the robot 2 knows through its sensors the accelerations along the three basic axes OXYZ and adapts to the terrain. When the processing unit 15 knows that the robot is moving in all terrain by a characterization of strong vertical accelerations along the OZ axis greater than a predetermined threshold value, with significant roll and pitch angles, as well as jolts on the longitudinal accelerations along the OX axis, the adaptation functionality is set to not transmit - in instantaneous response - a brake command: the coupling 12 can then absorb the longitudinal jolts without controlling the brakes 8, 8'.

[0056] Conversely, in the case of low vertical accelerations along the OZ axis less than a predetermined value, for example in the case of a flat floor, while the speed of the robot 2 detected by the dedicated sensor 14b (see figure 1) is relatively high (greater than a predetermined value) and an increasing compression of the coupling is measured by the force sensors 13g, 13d, sufficiently powerful braking of the robot 2 is triggered by the towed processing unit 15, so as to put the coupling 12 under tension and stabilize it. Advantageously, the brakes 8, 8' have an ABS type function in order to secure such braking.

[0057] Furthermore, additional traction to the tactical vehicle 1 by the robot 2 can be provided, for example, when the towing assembly 10 climbs a steep ramp, as illustrated by a comparison between FIG. 4a, without the use of traction, and FIG. 4b with the use of traction. More generally, a reduction in mobility of the tactical vehicle 1 can be compensated for by using the robot 2's own traction in difficult mobility situations, such as steep ramps, soft ground (sand, mud), or the presence of obstacles (banks, bumps, ditches, etc.). The slope of the ramps is detected by the inclinometer 14c and soft ground by the ground clearance measuring sensor 14d (see FIG. 1).

[0058] Thus, with reference to Figure 4a, the slope is measured at 30% and the towed robot 2 measures the extension forces of the coupling 12 by the force sensors 13g, 13d. The slope and extension force values ​​being here greater than predefined values ​​- 25% slope and 5 kN in the example - the robot 2 implements its own traction.

[0059] Concretely, the balance of the forces occurring during the advancement of the towing assembly 10 before the application of driving forces to the wheels of the robot 2 is then:

[0060] - force components 16 and 18, due to the masses of tactical vehicle 1 and robot 2 respectively;

[0061] - the force components 17, 17' and 19, 19', due to the friction respectively of the wheels 5, 5' of the tactical vehicle 1 and of the wheels 7, 7' of the robot 2; - the driving forces 20, 20' to the wheels 5, 5' of the tactical vehicle.

[0062] With reference to figure 4b, driving forces 21, 21' of the drive chain specific to the robot 2, wheel motors 1M (see figure 1) in the example, are applied to the wheels 7, 7' by the control system 1F (see figure 1) via the processing unit 15. These driving forces 21, 21' are added to the driving forces 20, 20' applied to the wheels 5, 5' of the tactical vehicle 1 and are controlled by the processing unit 15 so that the force values ​​measured by the sensors 13g and 13d return below the limit of 2 kN.

[0063] Advantageously, this additional traction makes it possible to tow the robot 2 with a smaller and lighter vehicle 1, without compromising the mobility and safety of this vehicle 1 since the robot 2, in towed mode, brakes and drives participate in proportion to its mass in the mobility of the towing assembly 10. This possibility is all the more relevant as the mobility characteristics of the robot 2 are close to those of the vehicle 1.

[0064] Another example of use of the motorization supplement occurs when the ground presents a strong resistance to advancement, for example sandy soil. In this situation, the force sensors 13g, 13d of the robot 2 reveal an extension force of the coupling 12, while the slope on the ground detected by the inclinometer 14c is zero or almost zero, and the forward speed, measured by the speed sensor 14b, reduces over time. The towed robot 2 can then implement its own motorization until returning to a low extension force value in the coupling 12.

[0065] It appears particularly advantageous to combine the automatic adaptation functionalities detailed previously and relating to:

[0066] - trajectory tracking data of the towing vehicle by the force sensors 13g, 13d in the example, allowing the robot 2 to adapt its direction (see figure 2b),

[0067] - deceleration data of this vehicle by the accelerometer 14a causing a braking modulation of the robot 2 controlled by this deceleration (see figure 3), as well as by the

[0068] - progress data which translate, where appropriate, conditions of advance of the robot 2 having at least one deviation from pre-established standard conditions, relating to the inclination and the extension force of the coupling in the illustrated example (figures 4a and 4b), and then trigger a motorization of said robot controlled to tend towards zero this deviation.

[0069] Furthermore, the present invention allows the robot to be uncoupled without personnel intervention in an operational zone. This operational zone where the robot can operate autonomously or remotely is generally at risk, for example for robots used to combat mines and traps, which justifies uncoupling without disembarking personnel.

[0070] The front view of Figure 5 shows the uncoupling of the robot 2 under these conditions. By entrusting the robot 2 with the adaptation functionalities in steering, braking, mobility, the connection between the towing vehicle 1 and the robot 2 is simplified by a mechanical coupling structure 12 in a triangle or "T", easily foldable and storable on the robot 2.

[0071] In the example, the coupling 12 is connected to the towing vehicle 1 by a NATO type towing hook 22 with locking / unlocking controlled from the driver's position of the towing vehicle. Alternatively, quick couplings, such as those used in civil engineering or agriculture, can also be used. They would then be arranged so that the side with the control is on the robot side and not on the towing vehicle side which would then be inactive. In the case of a standard controlled NATO towing hook, the hook 22 is supplemented by a latch 23 which closes it in the locked position (in dotted lines). The coupling 12 is then also in the locked position (in dotted lines) with a ring 24 caught in the hook 22. In the unlocked position, the latch 23 is raised then an actuator 25 folds the coupling 12 with its ring 24. The coupling is then locked in the folded position on board the robot 2.

[0072] To enable towing without mechanical intervention across the entire speed range of towing vehicles (which can reach speeds in excess of 70 km / h), the robot is advantageously equipped with a hydraulic power transmission. The hydraulic transmission remains lubricated, cooled, and capable of propelling the robot at any time. In addition, no personnel intervention is then required to switch the robot from operational mode to towed mode, which allows the implementation of the automatic adaptation functionalities described above.

[0073] The invention is not limited to the examples described and shown. Thus, a concentration of the means of detection and control of braking, traction and steering on board the robot makes it possible to use only a simple mechanical drawbar that can be folded and stored easily on the robot.

[0074] Furthermore, the robot operates advantageously with primary thermal energy in order to extend its operational life, the energy source of the towing vehicle being indifferent.

[0075] In addition, the steering mechanism can be realized by any type of coupling lever.

Claims

CLAIMS 1. Method for towing a robotic operational machine called a robot (2), connected via an articulated link to a towing vehicle (1) intended to follow a route (S) on a road, track or any given terrain, the robot implementing a processing unit (15) managing a control system (1 F) of mobility functionalities in autonomous mode covering the motor skills, steering and braking of the robot, this method is characterized in that the processing unit (15) is equipped with at least one functionality for automatically adapting the mobility of the robot (2) to the mobility of the towing vehicle (1), such functionality being carried out by detecting variations in the dynamic behavior of the robot translating, where appropriate, at least one variation in the dynamic behavior of the towing vehicle (1),and by processing this data to automatically generate said adaptation controlled by maintaining a mobility and trajectory gap less than a predetermined value between the towing vehicle (1) and the robot (2)., 2. Towing method according to claim 1, in which the automatic adaptation functionalities relate to a combination of trajectory tracking data of the towing vehicle (1) allowing the robot (2) to adapt its direction, deceleration data of this towing vehicle (1) causing a modulation of braking of said robot (2) controlled by this deceleration, as well as dynamic behavior data translating, where appropriate, forward movement conditions of the robot (2) having at least one deviation from pre-established forward movement conditions and triggering a motorization of said robot which is controlled to tend this deviation towards zero.

3. Towing method according to any one of claims 1 and 2, in which the direction adaptation functionality of the robot (2) automatically orients a running gear (7, 7') of the robot (2) according to the trajectory of the towing vehicle (1) by servo-control to this trajectory.

4. Towing method according to any one of claims 1 to 3, in which the processing unit (15) of the robot (2) has a functionality for controlling automatic uncoupling of the towing vehicle (1).

5. Towing assembly of a robotic operational machine for implementing the method according to any one of claims 1 to 4, this assembly comprising the towing vehicle (1), the robot (2) and a coupling (12) articulated between said vehicle (1) and said robot (2), characterized in that the robot (2) has a steering mechanism (9, 9') of running gear (7, 7'), a braking system (8, 8') and drive means (21, 21') managed by the processing unit (15) via the control system (1 F), respectively in connection with at least one corresponding dynamic behavior sensor (14a to 14d), the robot (2) having a running gear with wheels (7, 7') and / or sprockets and tracks whose diameter and suspension strokes are similar to those of the towing vehicle (1) in proportion to the respective masses.

6. Towing assembly according to claim 5, wherein the dynamic behavior sensors are at least one accelerometer (14a), one connected speed sensor (14b), one coupling force sensor (13g, 13d), one inclinometer (14c) and / or one ground clearance measurement sensor (14d) connected to the steering mechanism (9, 9'), the braking system (8, 8') and / or the drive (21, 21') of the robot (2) via the processing unit (15) and the control system (1 F).

7. Towing assembly according to claim 6, wherein an angular acceleration of the robot (2) being detected by the accelerometer (14a), the processing unit (15) transmits a command for adapting the direction of the robot (2) to the steering mechanism (9, 9') of the robot (2) corresponding to the detected angular acceleration.

8. Towing assembly according to claim 6, wherein the accelerometer (14a) providing acceleration data in real time to the processing unit (15), this unit also actuates the braking system (8, 8') as a function of said acceleration data so that the braking of the robot is adapted to the accelerations / decelerations of the towing vehicle (1).

9. Towing assembly according to any one of claims 5 to 8, in which the robot is equipped with running gear (7, 7') with digitally controlled hydraulic transmission, so as to be able to switch instantly from an autonomous mode to a towed mode.

10. Towing assembly according to any one of claims 5 to 9, in which the robot (2) is equipped with running gear (7, 7') of dimensions and dynamic behavior giving it mobility identical to that of the vehicle towing vehicle (1) in proportion to the respective masses of the towing vehicle (1) and the robot (2).

11. Towing assembly according to any one of claims 5 to 10, in which the robot (2) has a directional front axle (7), the steering mechanism (9) is connected to the front axle (7) to steer it.

12. Towing assembly according to claim 11, in which the robot (2) also has a directional rear running gear (7'), the steering mechanism (9') is also connected to the rear gear (7'), a steering of the rear gear then being managed by the processing unit (15) which adapts the steering of the rear gear (7') to the speed and steering radius conditions of the robot (2).

13. Towing assembly according to any one of claims 5 to 12, in which the coupling (12) having a triangular structure with two arms (12g, 12d) in a "V", each arm is equipped with a force sensor (13g, 13d) which records the forces in the coupling (12) to supplement the information given to the processing unit (15) and trigger in particular by a differential analysis the steering (9, 9'), the braking (8, 8') and / or the drive (21, 21') of the robot (2).

14. Towing assembly according to any one of claims 6 to 13, in which the data from the specific sensors (14b to 14d) and from the accelerometer are supplied to the processing unit which, in the event of determining a reduction in the traction of the towing vehicle, actuates the traction means of the robot to compensate for said reductions in mobility to perform a function of assisting the traction of the towing assembly.

15. Towing assembly according to claim 14 in which, in order to trigger the motorization of the robot (2), at least one specific sensor is chosen from an inclinometer (14c), a speed sensor (14b), a force sensor (13g, 13d) of the coupling and / or ground clearance measurement (14d).

16. Towing assembly according to any one of claims 5 to 15 wherein, in the case where the robot (2) is equipped with a tracked running gear instead of a wheeled running gear (7, 7'), the data from the wheel steering (7, 7') are replaced by those from the rotation speeds of the right and left sprockets, and the mobility of the towing vehicle is optimized by modulating the relative rotation speeds of the right and left sprockets, by braking and / or accelerating one and / or the other of the sprockets.

17. Towing assembly according to any one of claims 5 to 16, in which the uncoupling means (22, 23; 24, 25) of the robot (2) comprise automatic locking / unlocking means (22, 23) between the towing vehicle (1) and the coupling (12), in combination with folding and storage means (25) of the coupling (12) on board the robot (2).

18. A towing assembly according to any one of claims 5 to 17, wherein the towing vehicle (1) is a tactical vehicle.

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