Vehicle

Abstract

To achieve a vehicle with low costs that can drive in all directions (360°) while maintaining its posture and appropriately control the driving by detecting an obstacle in the driving direction.SOLUTION: A vehicle 1 includes a vehicle body part 10, a plurality of obstacle sensors 50 provided to be able to detect an obstacle located in the surroundings of the vehicle body part 10, and a driving control unit. In the obstacle sensors 50, a plurality of obstacle detection areas S is set in advance to cover all directions. The obstacle sensors 50 outputs whether an obstacle is located within the specified obstacle detection area S of the plurality of obstacle detection areas S. The driving control unit determines the obstacle detection area S that includes the driving direction from among the plurality of obstacle detection areas S. When the obstacle sensors 50 output that there is an obstacle in the obstacle detection area S, the driving is controlled so that the vehicle body part 10 is decelerated or stopped.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a vehicle. [Background technology]

[0002] In general, various vehicles such as transport vehicles and robots are used for transporting materials inside a factory or the like, or for handling goods in an automated warehouse or the like. When such a vehicle is autonomously driven, it is required to detect obstacles on its path and control the vehicle's running according to the detected situation. Even when the vehicle is remotely operated by an operator from a remote location, it is desirable to control the vehicle, for example, to automatically decelerate or stop when an obstacle is detected on its path. In this regard, for example, Patent Document 1 discloses an obstacle sensor for an unmanned guided vehicle that includes a non-contact distance measuring device that measures the distance to a detected object for each predetermined angle range, and a determination means that generates an obstacle detection output when the distance to a detected object measured for each predetermined angle range is within the range of a detection area pattern set for the current driving section while the unmanned guided vehicle is traveling. In Patent Document 1, the pattern of the detection area is switched depending on the section of travel in which the vehicle is currently traveling. In addition, the automatic guided vehicle described in Patent Document 1 basically travels in only one direction, forward. Therefore, the obstacle sensor is provided facing the front of the automatic guided vehicle, and the pattern of the detection area is set in front of the automatic guided vehicle.

[0003] In a vehicle with a limited driving direction as described in Patent Document 1, the driving direction can be changed by, for example, turning right or left while moving forward. In such a vehicle, a certain turning radius is required when changing the driving direction. Therefore, when the vehicle travels on a road where narrow roads branch in a complex manner, it may not be possible to secure a turning radius on the road for changing the driving direction. Therefore, it is difficult to freely change the driving direction. For this reason, the above-mentioned vehicle may be realized so as to be capable of traveling in all directions of 360° while maintaining its posture, thereby enabling the traveling direction to be freely changed.

[0004] In such a vehicle that can travel in all directions of 360° while maintaining its posture, in order to detect obstacles on the path, it is necessary for the obstacle sensor to detect the obstacles in all directions of 360° around the vehicle. For this purpose, it is conceivable to mount a sensor capable of detecting obstacles in a 360° surrounding area, such as a 3D-LiDAR (Light Detection And Ranging) as an obstacle sensor on the vehicle. However, such a sensor is expensive and increases costs. It is desirable to develop a vehicle that can travel in all directions of 360° while maintaining its posture, detects when an obstacle is located in the direction of travel, and appropriately controls its travel, all at a low cost. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2002-215238 A Summary of the Invention [Problem to be solved by the invention]

[0006] The problem that this invention aims to solve is to realize a vehicle that can travel in all directions of 360° while maintaining its posture, detects the presence of an obstacle in the direction of travel, and appropriately controls its travel, all at a reduced cost. [Means for solving the problem]

[0007] In order to solve the above problems, the present invention employs the following means. That is, the vehicle of the present invention comprises a body section capable of traveling in all directions of 360° while maintaining its posture, obstacle sensors which are provided in plurality on the body section so that each sensor faces in a different direction so as to be able to detect an obstacle even if the obstacle is located in any direction of the all directions around the body section, and a driving control section, wherein a plurality of obstacle detection areas are set in advance in the obstacle sensor so as to cover the all directions, and the obstacle sensor outputs whether or not the obstacle is located inside a designated obstacle detection area among the plurality of obstacle detection areas, and the driving control section determines an obstacle detection area from the plurality of obstacle detection areas that includes the traveling direction and specifies the obstacle detection area to the obstacle sensor, and performs driving control so as to decelerate or stop the body section when the obstacle sensor outputs that the obstacle is in the obstacle detection area. In the above configuration, the vehicle is provided with multiple obstacle sensors, each facing a different direction, so that obstacles can be detected in any direction around the vehicle body. This eliminates the need to detect obstacles in all directions (360°) using only one obstacle sensor. This eliminates the need to use an expensive sensor that can detect in all directions (360°). In addition, for example, when an obstacle sensor such as a 3D-LiDAR that outputs the distance to an object as a result is used, the driving control unit needs to perform complicated internal processing, such as comparing the distance value output from the obstacle sensor with a threshold value, in order to determine whether an obstacle is located within the obstacle detection area. In contrast, in the above configuration, multiple obstacle detection areas are set in advance in the obstacle sensor so as to cover all directions of 360°, and the obstacle sensor outputs whether an obstacle is located inside a specified obstacle detection area among the multiple obstacle detection areas. In other words, when an obstacle detection area is specified from among the multiple obstacle detection areas, the obstacle sensor outputs a result of the determination as to whether an obstacle is located within the obstacle detection area. Therefore, when the driving control unit determines whether an obstacle is located within the obstacle detection area, it is sufficient to use the determination result of the obstacle sensor as it is, and complicated internal processing is not required. Therefore, it is possible to use inexpensive information processing components such as LSIs (Large Scale Integrations) and CPUs (Central Processing Units) for implementing such internal processing. The above effects work together to reduce vehicle costs. By using such an obstacle sensor, multiple obstacle detection areas are preset in the obstacle sensor so as to cover all directions of 360°, and the driving control unit then determines from the multiple obstacle detection areas an obstacle detection area that includes the driving direction as described above, specifies that obstacle detection area to the obstacle sensor, and controls the driving to slow down or stop when the obstacle sensor outputs that there is an obstacle in that obstacle detection area.This makes it possible to realize a vehicle that can drive in all directions of 360° while maintaining its posture, and that can detect an obstacle located in the driving direction and appropriately control the driving, all at low cost.

[0008] In one aspect of the present invention, each of the multiple obstacle detection areas is divided into an inner area located toward the vehicle body unit and an outer area located farther from the vehicle body unit than the inner area, and the obstacle sensor outputs whether or not the obstacle is located inside each of the inner area and outer area of ​​the specified obstacle detection area, and the driving control unit controls the vehicle to decelerate so that the speed is below a threshold when the obstacle sensor outputs that the obstacle is in the outer area, and to stop the driving of the vehicle body unit when the obstacle sensor outputs that the obstacle is in the inner area. According to the above configuration, each of the multiple obstacle detection areas is divided into an inner area located toward the vehicle body and an outer area located farther from the vehicle body than the inner area, and the obstacle sensor is configured to output whether or not an obstacle is located inside each of the inner and outer areas of a specified obstacle detection area.The driving control unit then controls the vehicle to decelerate so that the speed is below a threshold when the obstacle sensor outputs that there is an obstacle in the outer area, and to stop driving when the obstacle sensor outputs that there is an obstacle in the inner area.This makes it possible to precisely control driving according to the distance to the obstacle, even if a sensor such as 3D-LiDAR that outputs the distance to the target is not used.

[0009] In another aspect of the present invention, when the obstacle sensor outputs that the obstacle is in the obstacle detection area that includes the driving direction, the driving control unit invalidates the driving command even if it receives a driving command to drive in a direction included in the obstacle detection area in which the obstacle is output. According to the above configuration, when the obstacle sensor outputs that there is an obstacle in the vicinity, even if the driving control unit receives a driving command to drive in a direction included in the obstacle detection area outputted as the obstacle is located, the driving control unit controls to invalidate the driving command, thereby making it possible to suppress driving that approaches the obstacle.

[0010] In another aspect of the present invention, when the obstacle sensor outputs that the obstacle is in the obstacle detection area that includes the driving direction and then the vehicle stops, the driving control unit determines the obstacle detection area so as to enable detection of whether or not the obstacle is located in all directions, causes the obstacle sensor to output whether or not the obstacle is located in the determined obstacle detection area, and if it outputs that the obstacle is located, invalidates the driving command to drive in a direction included in the obstacle detection area for which the output was made, even if the driving command is received. According to the above configuration, when the vehicle stops after the obstacle sensor outputs that there is an obstacle nearby, even if the vehicle control unit receives a driving command to drive in a direction included in the obstacle detection area where the obstacle is located, the driving control unit controls the vehicle to be invalid, thereby making it possible to suppress driving that approaches the obstacle. Here, the travel control unit determines an obstacle detection area so as to be able to detect whether an obstacle is located in all directions, and causes the obstacle sensor to output whether an obstacle is located in the determined obstacle detection area. Therefore, when the vehicle is stopped, if the obstacle that caused the vehicle to stop has moved from the periphery of the vehicle and is no longer present, the obstacle sensor can output that an obstacle is not located in the corresponding obstacle detection area. Also, if a new obstacle has entered the periphery of the vehicle, the obstacle sensor can detect and output that the new obstacle is located. In this way, information on obstacles when the vehicle is stopped is updated in all directions around the vehicle. The above-mentioned control to invalidate the travel command is performed based on the information updated in this way. Therefore, the determination of whether to invalidate the travel direction specified in the received travel command can be appropriately performed based on the state of the obstacle at the time of starting after stopping.

[0011] In another aspect of the present invention, the plurality of obstacle detection regions include a front region corresponding to a forward direction, a rear region corresponding to a rear direction, a right region corresponding to a right direction, a left region corresponding to a left direction, a right front region corresponding to a right front and including the front region and the right region, a left front region corresponding to a left front and including the front region and the left region, a right rear region corresponding to a right rear and including the rear region and the right region, and a left rear region corresponding to a left rear and including the rear region and the left region, and when the vehicle stops after the obstacle sensor outputs that the obstacle is in any of the right front region, the left front region, the right rear region, and the left rear region, The driving control unit causes the obstacle sensor to output whether or not the obstacle is located for each of the forward / rearward areas, which are either the forward area or the rear area, and the right / left areas, which are either the right area or the left area, which are included in the area, and when a driving command is received to drive in a direction included in an area outputted as containing an obstacle in the forward / rearward area or the right / left area, the driving control unit invalidates the driving command, and when a driving command is received to drive in a direction included in an area outputted as containing no obstacle in the area, the driving control unit does not invalidate the driving command. For example, consider a case where a left front region including a forward region and a left region is set as an obstacle detection region when a vehicle travels with the left front direction as the travel direction. In such a case, when an obstacle sensor outputs that there is an obstacle in the left front region and the vehicle stops, the travel control unit causes the obstacle sensor to output whether or not an obstacle is located for each of the front and rear regions (the forward region in this case) which are either the forward region or the rear region, and the right and left region (the left region in this case) which are either the right region or the left region, which are included in the left front region, and when a travel command is received to travel in a direction included in the region outputted as having an obstacle located in the forward region or the left region, the travel command is invalidated, and when a travel command is received to travel in a direction included in the region outputted as having no obstacle located, the travel control unit does not invalidate the travel command. In this way, when the obstacle detection area output by the obstacle sensor when an obstacle is detected includes a plurality of other smaller obstacle detection areas, it is possible to subdivide and limit the obstacle detection area in which the obstacle is located, and grasp the area in more detail by determining again whether an obstacle is located in each of the plurality of smaller obstacle detection areas. This prevents a situation in which a travel command is invalidated when an obstacle is not actually located in the travel direction specified in the received travel command.

[0012] In another aspect of the present invention, the multiple obstacle detection areas include a forward area corresponding to the forward direction, a rear area corresponding to the rear direction, a right area corresponding to the right direction, and a left area corresponding to the left direction, and when the obstacle sensor outputs that the obstacle is in the obstacle detection area that includes the driving direction and then stops, the driving control unit causes the obstacle sensor to individually output whether or not the obstacle is located in each of the forward area, the rear area, the right area, and the left area, and when a driving command is received to drive in a direction included in the obstacle detection area that has been output as indicating that the obstacle is located, the driving control unit invalidates the driving command. According to the above configuration, when the vehicle stops after the obstacle sensor outputs that there is an obstacle nearby, even if the vehicle control unit receives a driving command to drive in a direction included in the obstacle detection area where the obstacle is located, the driving control unit controls the vehicle to be invalid, thereby making it possible to suppress driving that approaches the obstacle. Here, the travel control unit causes the obstacle sensor to output individually whether or not an obstacle is located in each of the forward region, rear region, right region, and left region included in the obstacle detection region. Therefore, when the vehicle is stopped, if the obstacle that caused the vehicle to stop has moved from the periphery of the vehicle and is no longer present, the obstacle sensor can output that an obstacle is not located in the corresponding obstacle detection region. Also, if a new obstacle has entered the periphery of the vehicle, the obstacle sensor can output that an obstacle is located in the obstacle detection region corresponding to this new obstacle, instead of the obstacle detection region corresponding to the obstacle that caused the vehicle to stop, or together with the obstacle detection region. In this way, information regarding obstacles when stopped is updated individually in each of the forward region, rear region, right region, and left region. The above-mentioned control to invalidate the travel command is performed based on the information updated in this way. Therefore, it is possible to make a more detailed and appropriate judgment as to whether or not to invalidate the travel direction specified in the received travel command.

[0013] In another aspect of the present invention, the vehicle of the present invention further includes a display unit that displays an overhead view of the vehicle body unit, and when the driving control unit receives a driving command to drive in a direction included in the obstacle detection area where the obstacle is output, the driving control unit displays the obstacle detection area at a position on the display unit corresponding to the vehicle body unit and displays a message on the display unit that the driving command is invalid. According to the above-described configuration, when the driving control unit receives a driving command to drive in a direction included in an obstacle detection area that has been output as an obstacle being located, the driving control unit displays the obstacle detection area at a position on the display unit corresponding to the vehicle body unit, and also displays a message on the display unit indicating that the driving command is invalid, making it easy to understand which driving command has been invalidated.

[0014] In another aspect of the present invention, a plurality of warning lights are provided around the vehicle body portion so as to face in different directions, and when the obstacle sensor outputs that an obstacle is located, the driving control unit turns on the warning lights that are provided so as to face in a direction corresponding to the obstacle detection area where the obstacle is located. According to the above-described configuration, when the vehicle stops due to the detection of an obstacle, workers or the like around the vehicle can easily understand where the obstacle was detected.

[0015] In another aspect of the present invention, the vehicle of the present invention further includes an operation device provided at a distance from the vehicle body section, and a display section, the operation device includes a plurality of input sections provided corresponding to a plurality of driving commands, and when each of the plurality of input sections is operated, the operation device receives an input of the driving command corresponding to the input section and transmits the received driving command to the driving control section, the display section displays an external appearance of the operation device and the plurality of input sections, and when any of the plurality of input sections is operated, displays the input section in a distinguishable manner from the other input sections, and the plurality of driving commands are operation valid commands, and the operation device displays only when the input section corresponding to the operation valid command is operated. the operation enabling command, which accepts input of the driving command corresponding to the other input unit; the inching enabling command, where when the input unit corresponding to the inching enabling command is operated, the operating device regards the operation on the other input unit as a single discontinuous operation and accepts input of the driving command corresponding to that input unit; and a composite driving command, which is configured to include two or more driving commands among the plurality of driving commands, and when the input unit corresponding to the composite driving command is operated, each of the two or more driving commands included in the composite driving command is executed consecutively by the driving control unit. According to the above-mentioned configuration, the vehicle is remotely operated by the operator operating the multiple input units of the operating device. The display unit displays the appearance of the operating device and the multiple input units, and when any of the multiple input units is operated, the display unit distinguishes the input unit from the other input units, so that the operator can easily know which input unit has been operated. Here, in the case where the driving command includes an operation enabling command, when an operator attempts to perform some operation on the input unit, the operator needs to intentionally operate the input unit corresponding to the operation enabling command, thereby preventing the input unit from being unintentionally operated to operate the vehicle. In addition, when the driving command includes an inching enable command, even if the input unit is operated for a long time, it is regarded as a single discontinuous operation, making it easier to operate the vehicle in a precise manner. Furthermore, when the driving command includes a composite driving command, when an input unit corresponding to the composite driving command is operated, each of the two or more driving commands included in the composite driving command is executed consecutively by the driving control unit, so that the operator does not need to individually operate a plurality of input units corresponding to each of the two or more driving commands, thereby making it easier to operate the vehicle. Effect of the Invention

[0016] According to the present invention, it is possible to realize a vehicle that can travel in all directions of 360° while maintaining its posture, and that can detect the presence of an obstacle in the direction of travel and appropriately control its travel, all at a low cost. [Brief description of the drawings]

[0017] [Figure 1] 1 is a side view showing a configuration of a vehicle according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a plan view showing the configuration of a vehicle body of the vehicle. [Diagram 3] 4 is a plan view showing a scanning range by an obstacle sensor provided in a vehicle body portion. FIG. [Figure 4] 4 is a plan view showing an example of an obstacle detection range set in an obstacle sensor; FIG. [Diagram 5] 11 is a diagram showing an obstacle detection area that is set when the vehicle body travels forward. FIG. [Figure 6] 13 is a diagram showing an obstacle detection area that is set when the vehicle body travels backward. FIG. [Figure 7] 13 is a diagram showing an obstacle detection area that is set when a vehicle body section traverses leftward; FIG. [Figure 8] 13 is a diagram showing an obstacle detection area that is set when the vehicle body moves laterally to the right; FIG. [Figure 9]13 is a diagram showing an obstacle detection area that is set when a vehicle body moves obliquely forward and leftward; FIG. [Figure 10] 13 is a diagram showing an obstacle detection area that is set when the vehicle body moves obliquely rearward to the right. FIG. [Figure 11] 13 is a diagram showing an obstacle detection area that is set when the vehicle body moves obliquely rearward and to the left; FIG. [Figure 12] 13 is a diagram showing an obstacle detection area that is set when a vehicle body moves obliquely forward to the right. FIG. [Figure 13] 1 is a diagram showing the relationship between a vehicle body coordinate system, which is a coordinate system of an obstacle detection area based on the vehicle body, and a sensor coordinate system, which is a coordinate system of an obstacle sensor. FIG. [Figure 14] 2 is a block diagram showing a functional configuration of a control unit of the vehicle according to the embodiment; FIG. [Figure 15] 4 is a flowchart showing a traveling operation of the vehicle according to the present embodiment. [Figure 16] FIG. 11 is a diagram showing a second modified example of the vehicle according to the present embodiment. [Figure 17] FIG. 11 is a diagram showing a third modified example of the vehicle according to the present embodiment. [Figure 18] FIG. 11 is a diagram showing a fourth modified example of the vehicle according to the present embodiment. [Figure 19] FIG. 13 is a diagram showing a fifth modified example of the vehicle according to the present embodiment. [Figure 20] 13 is a diagram showing an example of a state in which an obstacle is detected in an obstacle detection area, which is a front area of ​​the vehicle body, in a fifth modified example of the vehicle according to the present embodiment. FIG. [Figure 21] FIG. 13 is a diagram showing a sixth modified example of the vehicle according to the present embodiment. [Figure 22] 13 is a diagram showing the appearance of a control device provided in a vehicle according to a seventh modified example of the present embodiment. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a vehicle according to the present invention will be described with reference to the accompanying drawings. Fig. 1 shows a side view of a vehicle according to an embodiment of the present invention. Fig. 2 is a plan view of the vehicle body. In the following description, one side of the vehicle body in the front-rear direction is the front F, the other side of the vehicle body in the front-rear direction is the rear B, the left side of the vehicle body when facing the front F is the left side L, and the opposite side is the right side R. As shown in FIGS. 1 and 2, the vehicle 1 includes a vehicle body 10, an obstacle sensor 50, and a control unit 60 (see FIG. 14). The vehicle body 10 includes a bogie link 20, a rocker link body 30, a front wheel 11, a middle wheel 12, and a rear wheel 13. In this embodiment, the vehicle body 10 is a rocker bogie vehicle. As will be described later, by using Mecanum wheels (registered trademark) and Omni wheels (registered trademark) as the front wheels 11, the middle wheels 12, and the rear wheels 13, the vehicle body 10 is configured to be able to travel in all directions of 360° while maintaining its posture. The vehicle 1 is not limited to a rocker bogie vehicle, and may be another type of vehicle, such as a mobile robot, as long as it has a vehicle body 10 capable of moving in all directions of 360° while maintaining its posture. In addition, the vehicle body 10 may have wheels other than the above-mentioned structure having Mecanum wheels (registered trademark) and Omni wheels (registered trademark), thereby realizing a configuration capable of moving in all directions of 360°. For example, spherical wheels may be used as such wheels.

[0019] The vehicle body 10 has a pair of front wheels 11, a pair of middle wheels 12, and a pair of rear wheels 13 on the left and right sides, and transports articles loaded on a machine base 41. A pair of bogie links 20 are provided on the left and right sides of the vehicle 1 in the vehicle width direction. The pair of bogie links 20 includes a right bogie link 20R provided on the right side and a left bogie link 20L provided on the left side. The right bogie link 20R and the left bogie link 20L have a symmetrical configuration. In the following description, except when it is necessary to distinguish between the right bogie link 20R and the left bogie link 20L, each of the right bogie link 20R and the left bogie link 20L will be simply referred to as the bogie link 20. The bogie link 20 supports each of the front wheels 11 and the middle wheels 12 so as to be rotatable around an axis extending in the left-right direction. The bogie link 20 integrally includes an arm 21 extending in the front-rear direction of the vehicle body 10, and a front leg 23 and a middle leg 24 extending downward from each of the front and rear ends of the arm 21. The front wheels 11 are rotatably supported by the front leg 23 located at the front end of the bogie link 20. The middle wheels 12 are rotatably supported by the middle leg 24 located at the rear end of the bogie link 20. In this manner, the bogie link 20 axially supports each of the front wheels 11 and the middle wheels 12 and connects them together.

[0020] The rocker link body 30 has a main body 31 and a pair of rocker links 32 . The main body 31 is the main body of the vehicle 1. For example, a control unit 60, which will be described later, may be installed in this main body 31. The main body 31 is disposed between a pair of rocker links 32 in the left-right direction. The main body 31 is formed, for example, in a rectangular shape when viewed from above.

[0021] A pair of rocker links 32 are provided on the left and right sides of the vehicle 1. The pair of rocker links 32 includes a right rocker link 32R provided on the right side and a left rocker link 32L provided on the left side. The right rocker link 32R and the left rocker link 32L are configured symmetrically. The rocker link 32 integrally includes a link arm 33 extending in the front-rear direction and a rear leg 34 extending downward from the rear end of the link arm 33. The front end of the link arm 33 pivotally supports the front-rear middle portion 21c of the arm 21 of the bogie link 20 via a drive shaft 35 extending in the left-right direction so as to be rotatable about the central axis of the drive shaft 35. This allows the bogie link 20 to swing about the drive shaft 35 relative to the link arm 33. The rear wheel 13 is rotatably supported at the lower end of the rear leg 34. In this way, the rocker link 32 pivotally supports the middle portion 21c between the front wheel 11 and the center wheel 12 of the bogie link 20 and the rear wheel 13, and connects them.

[0022] When the vehicle 1 travels on uneven ground or overcomes a step, the rocker link 32 tilts. In this embodiment, the rocker link body 30 is provided integrally with the rocker link 32 so as to be unable to move or displace relative to the rocker link 32, and is a part of the vehicle 1 that tilts together with the rocker link 32 in the same manner as the rocker link 32 when the rocker link 32 tilts. Therefore, in the case where the rocker link body 30 includes the main body 31 as described above, the right rocker link 32R and the left rocker link 32L are fixed integrally to the main body 31, and when the rocker link 32 tilts, the main body 31 tilts together with the rocker link 32. In Fig. 1, the rocker link 32 is illustrated as a separate part from the main body 31, but the link arm 33 and the main body 31 may be integrated, and the main body 31 may directly support the bogie link 20 via the drive shaft 35, while the rear leg 34 may extend downward from the main body. In contrast to this, a vehicle 1 in which the right rocker link 32R and the left rocker link 32L are journalled to the main body 31 and are provided so as to be rotatable relative to the main body 31 is also conceivable. In the following description, except where it is necessary to distinguish between the right rocker link 32R and the left rocker link 32L, each of the right rocker link 32R and the left rocker link 32L will be referred to simply as the rocker link 32.

[0023] The bogie link 20 (right bogie link 20R, left bogie link 20L) is driven by the bogie link control motor 37 to rotate relatively around the central axis of the drive shaft 35 with respect to the rocker link 32 (right rocker link 32R, left rocker link 32L). In other words, the bogie link 20 is dynamically rotatable with respect to the rocker link 32 by the bogie link control motor 37. The relative angle between the bogie link 20 and the rocker link 32 around the drive shaft 35 is controllable. In addition, the bogie link 20 and the rocker link 32 are placed in a state in which they can freely rotate around the drive shaft 35 by turning off the drive by the bogie link control motor 37. Such a bogie link control motor 37 can be realized by an actuator that can freely control the rotational drive force, for example, a torque motor or a Harmonic Drive (registered trademark), etc. An angle sensor (not shown) is provided on the rocker link 32. The angle sensor is attached to the drive shaft 35 and detects the relative rotation angle of the rocker link 32 with respect to the bogie link 20. Information on the relative rotation angle of the rocker link 32 with respect to the bogie link 20 detected by the angle sensor is output to a control unit 60, which will be described later.

[0024] Since the vehicle body 10 has such bogie link 20 and rocker link 32, for example, the bogie link 20 can be rotated by the bogie link control motor 37 as appropriate to raise or lower the front wheel 11 as desired, thereby changing the height of the front wheel 11. This allows the vehicle body 10 to overcome a step. For example, when climbing a step, the vehicle body 10 can move forward by raising the front wheel 11 to the height of the step, place the front wheel 11 on the step, and then rotate the bogie link 20 so as to apply a load to the front wheel 11 and raise the middle wheel 12, raise the middle wheel 12 to the same height as the front wheel 11, move the vehicle body 10 forward, and place the middle wheel 12 on the step. The same procedure can be followed when descending a step. Furthermore, when the drive by the bogie link control motor 37 is turned off and the bogie link 20 is allowed to freely rotate around the drive shaft 35, the bogie link 20 moves in accordance with the shape of the road surface. Therefore, even on uneven ground with an uneven road surface, the front wheels 11, middle wheels 12, and rear wheels 13 are prevented from coming off the road surface.

[0025] A pair of front wheels 11 are provided on the left and right at the front end of the vehicle 1. The pair of front wheels 11 includes a right front wheel 11R provided on the right side and a left front wheel 11L provided on the left side. The middle wheels 12 are provided as a pair on the left and right in the middle in the front-rear direction of the vehicle 1. The pair of middle wheels 12 includes a right middle wheel 12R provided on the right side and a left middle wheel 12L provided on the left side. A pair of rear wheels 13 are provided on the left and right at the rear end of the vehicle 1. The pair of rear wheels 13 includes a right rear wheel 13R provided on the right side and a left rear wheel 13L provided on the left side.

[0026] Each of the front wheels 11 (right front wheel 11R, left front wheel 11L) and the rear wheels 13 (right rear wheel 13R, right rear wheel 13R) is a Mecanum wheel (registered trademark). Each of the front wheels 11 and the rear wheels 13 has a main wheel and a plurality of free wheels arranged in the circumferential direction, which are provided on the outer periphery of the main wheel, rotatably supported at an inclination of 45 degrees to the axle, and arranged in the circumferential direction. The middle wheels 12 (right middle wheel 12R, left middle wheel 12L) are Omniwheels (registered trademark). The middle wheels 12 have a main wheel and a plurality of free wheels arranged in the circumferential direction, which are provided on the outer periphery of the main wheel, supported rotatably at 90° to the axle, and aligned in the circumferential direction.

[0027] The main wheel of the right front wheel 11R is driven to rotate by a motor 14R. The main wheel of the left front wheel 11L is driven to rotate by a motor 14L. The main wheel of the right middle wheel 12R is driven to rotate by a motor 15R. The main wheel of the left middle wheel 12L is driven to rotate by a motor 15L. The main wheel of the right rear wheel 13R is driven to rotate by a motor 16R. The main wheel of the left rear wheel 13L is driven by a motor 16L. These motors 14R, 14L, 15R, 15L, 16R, and 16L can be controlled independently. That is, the front wheel 11, the middle wheel 12, and the rear wheel 13 can be controlled to drive independently. The body unit 10 controls each of the front wheels 11 (right front wheel 11R, left front wheel 11L), middle wheels 12 (right middle wheel 12R, left middle wheel 12L), and rear wheels 13 (right rear wheel 13R, right rear wheel 13R) to rotate in a forward or reverse direction, respectively.

[0028] With the above-mentioned configuration, the vehicle body 10 can travel in all directions of 360°, such as forward, backward, sideways, and diagonal, while maintaining its posture, i.e., the direction in which the vehicle body 10 faces. The vehicle body 10 can also perform turning movements such as pivot turns and spin turns.

[0029] In this embodiment, the vehicle body section 10 includes a machine base section 40. The machine base section 40 includes a machine base 41 and a machine base support member 42. The machine base 41 is disposed above the vehicle body section 10 and spaced apart from the vehicle body section 10. The machine base 41 has, for example, a rectangular shape when viewed from above. The shape of the machine base 41 is not limited to a rectangular shape and may be other shapes as appropriate. The upper surface 41t of the machine base 41 is a flat surface on which an article can be placed. The machine base support member 42 connects the rocker link body 30 and the machine base 41 and supports the machine base 41 from below. The configuration of the machine base section 40 is not limited to the configuration shown here and can be changed to other configurations as appropriate.

[0030] The vehicle 1 is equipped with an obstacle sensor 50 capable of detecting an obstacle around the vehicle body 10. A plurality of obstacle sensors 50 are provided on the vehicle body 10 so that each sensor faces a different direction so that an obstacle can be detected even if the obstacle is located in any direction in all directions around the vehicle body 10. The obstacle sensor 50 is provided, for example, on the machine base 41. In this embodiment, the obstacle sensor 50 is diagonally arranged at two corners, one located on the left side L of the front F of the machine base 41 and the other located on the right side R of the rear B of the machine base 41. The obstacle sensor 50 is not limited to being provided on the machine base 41, and may be provided in other locations, such as the main body 31 of the vehicle body 10.

[0031] FIG. 3 is a plan view showing a scanning range by an obstacle sensor provided on a vehicle body. As shown in FIG. 3, each obstacle sensor 50 scans within an angle range θ of, for example, 270° when viewed from above, and detects the presence or absence of an obstacle. The obstacle sensor 50A provided at a corner located on the left side L of the front F of the machine base 41 scans an arc-shaped (fan-shaped) scanning range R1 including the front F of the body unit 10 and the left L of the body unit 10. The obstacle sensor 50B provided at a corner located on the right side R of the rear B of the machine base 41 scans an arc-shaped (fan-shaped) scanning range R2 including the rear B of the body unit 10 and the right R of the body unit 10. The radii of the scanning ranges R1 and R2 are such that the scanning ranges R1 and R2 overlap each other. In this way, the scanning ranges R1 and R2 of the obstacle sensor 50 are set to cover the entire 360° of the body unit 10 in all directions when viewed from above.

[0032] The obstacle sensor 50 is not a 3D-LiDAR that measures the distance to an object in three dimensions including the up and down directions in all directions of 360° with one unit. Each of the obstacle sensors 50 is, for example, a depth sensor that measures the depth (distance) to an object (obstacle). Specific examples of depth sensors include a ToF (Time of Flight) type. In this case, the sensor medium may be a radar wave, a laser light, an ultrasonic wave, an infrared ray, or the like. In this case, the obstacle sensor 50 can be realized at low cost. Each obstacle sensor 50 detects whether or not an obstacle is located in an obstacle detection area S set inside the scanning ranges R1 and R2. Each obstacle sensor 50 is capable of detecting whether or not an obstacle is located in the obstacle detection area S and outputting the detection result.

[0033] FIG. 4 is a plan view showing an example of an obstacle detection range set in an obstacle sensor. As shown in FIG. 4, the obstacle sensor 50 is preset with an obstacle detection area S so as to cover all directions of the vehicle body 10. Furthermore, the obstacle detection area S is divided into an inner area B located on the vehicle body 10 side and an outer area A located farther from the vehicle body 10 than the inner area B. The obstacle sensor 50 detects whether an obstacle is located inside each of the inner area B and the outer area A, and outputs the detection result. The obstacle sensor 50 can detect that an obstacle is located inside the outer area A and not inside the inner area B. Furthermore, the obstacle sensor 50 can detect that an obstacle is not located inside the outer area A and is located inside the inner area B. Furthermore, the obstacle sensor 50 can detect that an obstacle is not located inside either the outer area A or the inner area B.

[0034] The obstacle detection area S is set so as to include the traveling direction of the vehicle body unit 10. The obstacle detection area S is set so as to include the front in each traveling direction (not necessarily the front of the vehicle body unit 10) according to the traveling direction of the vehicle body unit 10. For this reason, a plurality of types of obstacle detection areas S are set in advance, as described later. In this embodiment, for example, obstacle detection areas S1 to S9 as shown in Figs. 4 to 12 are set as the plurality of types of obstacle detection areas S. Note that the plurality of types of obstacle detection areas S1 to S9 shown below are merely examples, and the set areas, the number of types, and the like can be changed as appropriate.

[0035] FIG. 5 is a diagram showing an obstacle detection area that is set when the vehicle body travels forward. As shown in FIG. 5, the obstacle detection area S1 is set in a forward area S1 corresponding to the forward direction. The obstacle detection area S1, which is set when the vehicle body unit 10 travels forward F, is set so as to cover the forward area F of the vehicle body unit 10. The obstacle detection area S1 is divided into an inner area B1 located on the vehicle body unit 10 side and an outer area A1 located farther away from the vehicle body unit 10 than the inner area B1. In the obstacle detection area S1, the inner area B1 is set to a range of a length dimension E1 forward from the front end of the vehicle body unit 10 and a width dimension K1 in the left-right direction. The width dimension K1 is a predetermined dimension larger than the left-right width dimension LA of the vehicle body unit 10. In addition, the outer area A1, which is set outside the inner area B1, is set to a range of a length dimension D1 forward from the front end of the vehicle body unit 10 and a width dimension L1 in the left-right direction. The length dimension D1 is a predetermined dimension larger than the length dimension E1. The width dimension L1 is a predetermined dimension larger than the width dimension LA and the width dimension K1.

[0036] In this case, the obstacle sensor 50A detects obstacles in the obstacle detection area S1. In the vehicle body coordinate system with the front-rear direction of the vehicle body 10 as the y direction and the left-right direction as the x direction, the coordinates of each part in the outer area A1, with the obstacle sensor 50A as the origin, are as follows: Here, the left-right distance from the center C to the obstacle sensor 50A when viewing the vehicle body 10 from above is ML, the front-rear distance from the center C to the obstacle sensor 50A is MD, and the length dimension of the vehicle in the front-rear direction is D. The coordinates of the right end (rear right end) P11 of the outer area A1 are x=SL1R=L1 / 2+ML, y=D / 2-MD It becomes. The coordinates of the right front end P12 are x=SL1R=L1 / 2+ML, y=D / 2-MD+D1 It becomes. The coordinates of the left front end P13 are x=SL1L=-(L1 / 2-ML), y=D / 2-MD+D1 It becomes. The coordinates of the left end (rear left end) P14 are: x=SL1L=-(L1 / 2-ML), y=D / 2-MD It becomes. In the inner area B1, as in the outer area A1, the coordinates of each part can be calculated in the vehicle body coordinate system with the obstacle sensor 50A as the origin.

[0037] FIG. 6 is a diagram showing an obstacle detection area that is set when the vehicle body travels backward. As shown in FIG. 6, the obstacle detection area S3 is set in a rear area S3 corresponding to the rear direction. The obstacle detection area S3, which is set when the vehicle body unit 10 travels backward B, is set so as to cover the rear B of the vehicle body unit 10. The obstacle detection area S3 is divided into an inner area B3 located on the vehicle body unit 10 side and an outer area A3 located farther away from the vehicle body unit 10 than the inner area B3. In the obstacle detection area S3, the inner area B3 is set within a range of a length dimension E3 from the rear end of the vehicle body unit 10 to the rear B and a width dimension K3 in the left-right direction. The width dimension K3 is a predetermined dimension larger than the left-right width dimension LA of the vehicle body unit 10. In addition, the outer area A3 set outside the inner area B3 is set within a range of a length dimension D3 from the rear end of the vehicle body unit 10 to the rear B and a width dimension L3 in the left-right direction. The length dimension D3 is a predetermined dimension larger than the length dimension E3. The width dimension L3 is a predetermined dimension larger than the width dimension LA and the width dimension K3.

[0038] In this embodiment, the width dimensions K1 and K3, the width dimensions L1 and L3, the length dimensions E1 and E3, and the length dimensions D1 and D3 are set to be the same. Alternatively, the above dimensions set to be the same may be set to be different due to, for example, the mounting positions of the obstacle sensors 50A and 50B, the structure of the vehicle body 10, the difference between the forward traveling speed and the backward traveling speed, etc. For example, when the forward traveling speed is faster than the backward traveling speed, it is necessary to detect obstacles in a wider range in the front, so the length dimensions D1 and E1 may be set to be larger than the length dimensions D3 and E3, respectively.

[0039] The obstacle sensor 50B detects obstacles in the obstacle detection area S3. In the vehicle body coordinate system, the coordinates of each part of the outer area A3 and the inner area B3, with the obstacle sensor 50B as the origin, can be determined in the same manner as the outer area A1 and the inner area B1 of the obstacle detection area S1.

[0040] FIG. 7 is a diagram showing an obstacle detection area that is set when the vehicle body moves laterally to the left. As shown in FIG. 7, the obstacle detection area S2 is set in the left area S2 corresponding to the left direction. The obstacle detection area S2, which is set when the vehicle body unit 10 traverses to the left L, is set so as to cover the left L of the vehicle body unit 10. The obstacle detection area S2 is divided into an inner area B2 located on the vehicle body unit 10 side and an outer area A2 located farther from the vehicle body unit 10 than the inner area B2. In the obstacle detection area S2, the inner area B2 is set in a range of a width dimension K2 from the left end of the vehicle body unit 10 to the left and a length dimension E2 in the front-rear direction. The length dimension E2 is a predetermined dimension larger than the length dimension D of the vehicle body unit 10. In addition, the outer area A2, which is set outside the inner area B2, is set in a range of a width dimension L2 from the left end of the vehicle body unit 10 to the left and a length dimension D2 in the front-rear direction. The length dimension D2 is a predetermined dimension larger than the length dimension D and the length dimension E2. The width dimension L2 is a predetermined dimension larger than the width dimension K2.

[0041] In this case, detection of obstacles within the obstacle detection area S2 is performed by the obstacle sensor 50A. In the vehicle body coordinate system, the coordinates of each part of the outer area A2, with the obstacle sensor 50A as the origin, are as follows: The coordinates of the right front end P21 of the outer area A2 are x=-(LA / 2-ML), y=SD2LF=D2 / 2-MD It becomes. The coordinates of the left front end P22 are x=-(LA / 2-ML+L2), y=SD2LF=D2 / 2-MD It becomes. The coordinates of the left rear end P23 are: x=-(LA / 2-ML+L2), y=SD2LB=-(D2 / 2+MD) It becomes. The coordinates of the right rear end P24 are: x=-(LA / 2-ML), y=SD2LB=-(D2 / 2+MD). It becomes. In the inner area B2, as in the outer area A2, the coordinates of each part can be calculated in the vehicle body coordinate system with the obstacle sensor 50A as the origin.

[0042] FIG. 8 is a diagram showing an obstacle detection area that is set when the vehicle body moves laterally to the right. As shown in FIG. 8, the obstacle detection area S4 is set in the right area S4 corresponding to the right direction. The obstacle detection area S4, which is set when the vehicle body unit 10 traverses to the right R, is set so as to cover the right R of the vehicle body unit 10. The obstacle detection area S4 is divided into an inner area B4 located on the vehicle body unit 10 side and an outer area A4 located farther away from the vehicle body unit 10 than the inner area B4. In the obstacle detection area S4, the inner area B4 is set to a range of a width dimension K4 from the right end of the vehicle body unit 10 to the right and a length dimension E4 in the front-rear direction. The length dimension E4 is a predetermined dimension larger than the length dimension D of the vehicle body unit 10. In addition, the outer area A4, which is set outside the inner area B4, is set to a range of a width dimension L4 from the right end of the vehicle body unit 10 to the right and a length dimension D4 in the front-rear direction. The length dimension D4 is a predetermined dimension larger than the length dimension D and the length dimension E4. The width dimension L4 is a predetermined dimension larger than the width dimension K4.

[0043] In this embodiment, the width dimensions K2 and K4, the width dimensions L2 and L4, the length dimensions E2 and E4, and the length dimensions D2 and D4 are set to be the same. Alternatively, for example, due to reasons such as the mounting positions of the obstacle sensors 50A and 50B and the structure of the vehicle body 10, the above dimensions that are set to be the same may be set to be different.

[0044] The obstacle sensor 50B detects obstacles in the obstacle detection area S4. In the vehicle body coordinate system, the coordinates of each part of the outer area A4 and the inner area B4, with the obstacle sensor 50B as the origin, can be determined in the same manner as the outer area A2 and the inner area B2 of the obstacle detection area S2.

[0045] FIG. 9 is a diagram showing an obstacle detection area that is set when the vehicle body moves obliquely forward and left. As shown in FIG. 9, the obstacle detection area S5 is set in a left front area S5 including a front area S1 (see FIG. 5) and a left area S2 (see FIG. 7) corresponding to the left front. The obstacle detection area S5 set when the vehicle body unit 10 moves diagonally forward to the left is set so as to cover the front F and left L of the vehicle body unit 10. The obstacle detection area S5 is set as a shape combining an obstacle detection area (forward area) S1 and an obstacle detection area (left area) S2. The obstacle detection area S5 is divided into an inner area B5 located on the vehicle body unit 10 side and an outer area A5 located farther away from the vehicle body unit 10 than the inner area B5. In the obstacle detection area S5, the inner area B5 is set in a range of a length dimension E1 and a width dimension K1 from the front end of the vehicle body unit 10 to the front F, and a width dimension K2 and a length dimension E2 from the left end of the vehicle body unit 10 to the left. The outer area A5, which is set outside the inner area B5, is set to have a length dimension D1 and a width dimension L1 from the front end of the vehicle body section 10 forward F, and a width dimension L2 and a length dimension D2 from the left end of the vehicle body section 10 to the left.

[0046] In this case, the obstacle sensor 50A detects obstacles in the obstacle detection area S5. In the vehicle body coordinate system, the coordinates of each part of the outer area A5, with the obstacle sensor 50A as the origin, are as follows: The coordinates of the right end (rear right end) P51 of the outer area A5 are x=SL1R=L1 / 2+ML, y=D / 2-MD It becomes. The coordinates of the right front end P52 are: x=SL1R=L1 / 2+ML, y=SD2LF=D / 2-MD+D1 It becomes. The coordinates of the left front end P53 are: x=SL1L=-(L1 / 2-ML), y=SD2LF=D / 2-MD+D1 It becomes. The coordinates of the left front end P53 are: x=SL1L=-(L1 / 2-ML)=-((LA / 2-ML)+L2) y=SD2LF=D / 2-MD+D1=D2 / 2-MD Alternatively, the width dimension L1 may be replaced by the width dimensions LA and L2, and the length dimension D1 may be replaced by the length dimension D2. Since the x-coordinate of the left rear end P54 is the same as that of the left front end P53, x=SL1L=-(L1 / 2-ML)=-((LA / 2-ML)+L2) The y coordinate of the left rear end P54 is y=SD2LB=-(D2 / 2+MD) It becomes. The coordinates of the rear right end P55 are: x=-(LA / 2-ML), y=SD2LB=-(D2 / 2+MD) It becomes. The coordinates of the left front inner corner P56 are: x=-(LA / 2-ML), y=D / 2-MD It becomes. In the inner area B5, similarly to the outer area A5, the coordinates of each part can be calculated in the vehicle body coordinate system with the obstacle sensor 50A as the origin.

[0047] FIG. 10 is a diagram showing an obstacle detection area that is set when the vehicle body moves obliquely rearward to the right. As shown in FIG. 10, the obstacle detection area S6 is set in the right rear area S6 including the rear area S3 (see FIG. 6) and the right area S4 (see FIG. 8) corresponding to the right rear. The obstacle detection area S6 set when the vehicle body 10 moves diagonally rearward to the right is set so as to cover the rear B and right R of the vehicle body 10. The obstacle detection area S6 is set as a shape combining the obstacle detection area (rear area) S3 and the obstacle detection area (right area) S4. The obstacle detection area S6 is divided into an inner area B6 located on the vehicle body 10 side and an outer area A6 located farther away from the vehicle body 10 than the inner area B6. In the obstacle detection area S6, the inner area B6 is set in a range of length E3 and width K3 from the rear end of the vehicle body 10 to the rear B, and width K4 and length E4 from the right end of the vehicle body 10 to the right. The outer area A6, which is set outside the inner area B6, is set to a range of length dimension D3 and width dimension L3 from the rear end of the vehicle body section 10 to the rear B, and width dimension L4 and length dimension D4 from the right end of the vehicle body section 10 to the right.

[0048] The obstacle sensor 50B detects obstacles in the obstacle detection area S6. In the vehicle body coordinate system, the coordinates of each part of the outer area A6 and the inner area B6, with the obstacle sensor 50B as the origin, can be determined in the same manner as the outer area A5 and the inner area B5 of the obstacle detection area S5.

[0049] FIG. 11 is a diagram showing an obstacle detection area that is set when the vehicle body moves obliquely rearward and to the left. As shown in FIG. 11, the obstacle detection area S7 is set in the left rear area S7 including the rear area S3 (see FIG. 6) and the left area S2 (see FIG. 7) corresponding to the left rear. The obstacle detection area S7 set when the body unit 10 travels diagonally rearward to the left is set so as to cover the rear B and left L of the body unit 10. The obstacle detection area S7 is set as a shape combining the obstacle detection area (left area) S2 and the obstacle detection area (rear area) S3. The obstacle detection area S7 is divided into an inner area B7 located on the vehicle body unit 10 side and an outer area A7 located farther away from the vehicle body unit 10 than the inner area B7. The obstacle detection area S7 is one of a plurality of obstacle detection areas S set in the obstacle sensor 50, and can be set in the obstacle sensor 50 as one obstacle detection area S. However, in this embodiment, the obstacle sensor 50 is configured to include an obstacle sensor 50A provided at a corner located on the left L of the front F, and an obstacle sensor 50B provided at a corner located on the right R of the rear B, and therefore, it is not possible for only one obstacle sensor 50 to cover the entire obstacle detection area S7 and detect obstacles. Therefore, in actual processing, detection of obstacles in the obstacle detection area S7 is performed by the obstacle sensor 50A and the obstacle sensor 50B. More specifically, when the vehicle body 10 travels diagonally rearward to the left, the obstacle sensor 50A performs detection within the obstacle detection area S2 set in the left area S2 corresponding to the left direction, and the obstacle sensor 50B performs detection within the obstacle detection area S3 set in the rear area S3 corresponding to the rearward direction, thereby detecting an obstacle within the obstacle detection area S7.

[0050] In the vehicle body coordinate system, the coordinates of each part of the outer area A7 and the inner area B7, with the obstacle sensor 50A and the obstacle sensor 50B as the origin, can be determined in a manner similar to that of the outer areas A2, A3 and the inner areas B2, B3 of the obstacle detection areas S2, S3.

[0051] FIG. 12 is a diagram showing an obstacle detection area that is set when the vehicle body moves obliquely forward to the right. As shown in FIG. 12, the obstacle detection area S8 is set in a right front area S8 including a front area S1 (see FIG. 5) and a right area S4 (see FIG. 8) corresponding to the right front. The obstacle detection area S8 set when the vehicle body unit 10 travels diagonally right forward is set so as to cover the front F and right R of the vehicle body unit 10. The obstacle detection area S8 is set as a shape combining the obstacle detection area (forward area) S1 and the obstacle detection area (right area) S4. The obstacle detection area S8 is divided into an inner area B8 located on the vehicle body unit 10 side and an outer area A8 located farther away from the vehicle body unit 10 than the inner area B8. The obstacle detection area S8 is one of a plurality of obstacle detection areas S set in the obstacle sensor 50, and can be set in the obstacle sensor 50 as one obstacle detection area S. However, in this embodiment, the obstacle sensor 50 is configured to include an obstacle sensor 50A provided at a corner located on the left L of the front F, and an obstacle sensor 50B provided at a corner located on the right R of the rear B, and therefore, a single obstacle sensor 50 alone cannot cover the entire obstacle detection area S8 and detect obstacles. Therefore, in actual processing, detection of obstacles in the obstacle detection area S8 is performed by the obstacle sensor 50A and the obstacle sensor 50B. More specifically, when the vehicle body 10 travels diagonally forward to the right, the obstacle sensor 50A performs detection within an obstacle detection area S1 set in a forward area S1 corresponding to the forward direction, and the obstacle sensor 50B performs detection within an obstacle detection area S4 set in a right area S4 corresponding to the right direction, thereby detecting an obstacle within the obstacle detection area S8.

[0052] In the vehicle body coordinate system, the coordinates of each part of the outer area A8 and the inner area B8, with the obstacle sensor 50A and the obstacle sensor 50B as the origin, can be determined in a manner similar to that of the outer areas A1, A4 and the inner areas B1, B4 of the obstacle detection areas S1, S4.

[0053] As shown in FIG. 4, the obstacle detection area S9, which is set when the vehicle body 10 is stopped and when it turns on the spot, is set so as to surround the entire circumference of the vehicle body 10. The obstacle detection area S9 is set as a shape combining an obstacle detection area (forward area) S1, an obstacle detection area (left area) S2, an obstacle detection area (rear area) S3, and an obstacle detection area (right area) S4. The obstacle detection area S9 is also a shape combining an obstacle detection area (left forward area) S5 and an obstacle detection area (right rear area) S6. The obstacle detection area S9 is also a shape combining an obstacle detection area (left rear area) S7 and an obstacle detection area (right forward area) S8. The obstacle detection area S9 is divided into an inner area B9 located on the vehicle body 10 side and an outer area A9 located farther away from the vehicle body 10 than the inner area B9. The obstacle detection area S9 is one of a plurality of obstacle detection areas S set in the obstacle sensor 50, and can be set in the obstacle sensor 50 as one obstacle detection area S. However, in this embodiment, the obstacle sensor 50 is configured to include an obstacle sensor 50A provided at a corner located on the left L of the front F, and an obstacle sensor 50B provided at a corner located on the right R of the rear B, and therefore, it is not possible for only one obstacle sensor 50 to cover the entire obstacle detection area S9 and detect obstacles. Therefore, in actual processing, detection of obstacles in the obstacle detection area S9 is performed by the obstacle sensor 50A and the obstacle sensor 50B. More specifically, when the vehicle body 10 is stopped or turning on the spot, the obstacle sensor 50A detects within an obstacle detection area S5 which is set in a left front area S5 including a forward area and a left area corresponding to, for example, the left front, and the obstacle sensor 50B detects within an obstacle detection area S6 which is set in a right rear area S6 which is set in a right rear area S6 including a rear area and a right area corresponding to, for example, the right rear, thereby detecting an obstacle within the obstacle detection area S9.

[0054] In the vehicle body coordinate system, the coordinates of each part of the outer area A9 and the inner area B9, with each of the obstacle sensors 50A and 50B as the origin, can be determined, for example, in a manner similar to that of the outer areas A5, A6 and the inner areas B5, B6 of the obstacle detection areas S5, S6.

[0055] FIG. 13 is a diagram showing the relationship between a vehicle body coordinate system, which is a coordinate system of an obstacle detection area based on the vehicle body, and a sensor coordinate system, which is a coordinate system of an obstacle sensor. FIG. 13 particularly illustrates a sensor coordinate system for the obstacle sensor 50A provided at the corner on the left L at the front F. In FIG. 13, the vehicle body coordinate system has the front-rear direction of the vehicle body 10 as the y direction and the left-right direction as the x direction. Also, in FIG. 13, the sensor coordinate system of the obstacle sensor 50A is illustrated as an x'-y' coordinate system. The sensor coordinate system of the obstacle sensor 50A is inclined 45° counterclockwise with respect to the vehicle body coordinate system so that the front left of the vehicle body 10 is the front. That is, in this embodiment, the sensor coordinate system of the obstacle sensor 50A is inclined 45° counterclockwise with respect to the vehicle body coordinate system in the y' axis.

[0056] The coordinate values ​​of each point in the obstacle detection areas S1 to S9, outer areas A1 to A9, and inner areas B1 to B9 described with reference to Figures 4 to 12 are values ​​in the vehicle body coordinate system. However, in reality, it is the obstacle sensor 50 that detects obstacles. Therefore, these coordinate values ​​in the vehicle body coordinate system must be converted to coordinate values ​​in the sensor coordinate system, and the obstacle detection areas S1 to S9, outer areas A1 to A9, and inner areas B1 to B9 must be set for the obstacle sensor 50 using the converted coordinate values. In this embodiment, as described above, the sensor coordinate system of the obstacle sensor 50A is tilted counterclockwise by 45° with respect to the vehicle body coordinate system. Therefore, to convert coordinate values ​​in the vehicle body coordinate system to coordinate values ​​in the sensor coordinate system, the obstacle sensor 50 is rotated clockwise by 45° around the position where the obstacle sensor 50 is provided, i.e., the origin of each of the vehicle body coordinate system and the sensor coordinate system.

[0057] Specifically, for the obstacle sensor 50A, the coordinates (x, y) in the vehicle body coordinate system are converted into coordinates (x', y') in the sensor coordinate system as follows. x'=x×Cos(-45°)-y×Sin(-45°) y'=x×Sin(-45°)+y×Cos(-45°) Using the values ​​converted in this manner, obstacle detection areas S1, S2, S5, S7, S8, S9, outer areas A1, A2, A5, A7, A8, A9, and inner areas B1, B2, B5, B7, B8, B9 to which the obstacle sensor 50A is associated are set for the obstacle sensor 50A. With regard to the obstacle sensor 50B, similar processing is performed to set obstacle detection areas S3, S4, S6, S7, S8, and S9, outer areas A3, A4, A6, A7, A8, and A9, and inner areas B3, B4, B6, B7, B8, and B9 to which the obstacle sensor 50B is associated.

[0058] FIG. 14 is a block diagram showing the functional configuration of the control unit of the vehicle in this embodiment. The control unit 60 controls the operation of the vehicle 1 based on a preset program. As shown in FIG. The sensor setting unit 61 sets the obstacle detection area S (S1 to S9), the outer area A (A1 to A9), and the inner area B (B1 to B9) for the obstacle sensor 50B as described above.

[0059] When the vehicle body unit 10 is remotely operated by an operator, the traveling control unit 62 receives traveling commands related to the traveling direction, traveling speed, etc. of the vehicle body unit 10 from an operation device operated by the operator. In addition, when the vehicle body unit 10 travels autonomously using SLAM (Simultaneous Localization and Mapping) or the like, the traveling control unit 62 receives traveling commands from a part that controls the autonomous traveling of the vehicle body unit 10. The traveling control unit 62 controls the traveling operation of the vehicle body unit 10 according to the traveling command received in this manner. The traveling control unit 62 controls the motors 14R, 14L, 15R, 15L, 16R, and 16L to rotate and drive the front wheels 11, the middle wheels 12, and the rear wheels 13, thereby causing the vehicle body unit 10 to self-propel. When an obstacle is detected in the obstacle detection area S by the obstacle sensor 50, the traveling control unit 62 controls the traveling operation of the vehicle body unit 10. Based on the traveling direction of the vehicle body unit 10, the traveling control unit 62 determines an obstacle detection area S from among the multiple obstacle detection areas S that includes the traveling direction. The traveling control unit 62 specifies the determined obstacle detection area S to the obstacle sensor 50. When an obstacle is detected in the specified obstacle detection area S, the obstacle sensor 50 outputs the detection result to the traveling control unit 62. The travel control unit 62 controls the travel of the vehicle body unit 10 to decelerate or stop when the obstacle sensor 50 outputs a signal indicating that an obstacle has been detected in the designated obstacle detection area S. When the obstacle sensor 50 outputs a signal indicating that an obstacle is present in the outer area A in the designated obstacle detection area S, the travel control unit 62 decelerates the vehicle body unit 10 so that the travel speed of the vehicle body unit 10 becomes equal to or lower than a threshold. When the obstacle sensor 50 outputs a signal indicating that an obstacle is present in the inner area B in the designated obstacle detection area S, the travel control unit 62 controls the vehicle body unit 10 to stop traveling.

[0060] FIG. 15 is a flowchart showing the operation of the vehicle 1 according to this embodiment. As shown in FIG. 15, when the vehicle 1 starts, the traveling control unit 62 detects the traveling state of the vehicle body unit 10 at preset time intervals (step S11). The traveling state of the vehicle body unit 10 can be detected, for example, based on the operating states of the motors 14R, 14L, 15R, 15L, 16R, and 16L. The traveling control unit 62 determines whether the traveling state of the vehicle body unit 10 is, for example, traveling forward, traveling backward, lateral movement to the right, lateral movement to the left, diagonal movement to the right front, diagonal movement to the left front, diagonal movement to the right rear, diagonal movement to the left rear, stopped, or turning on the spot. The traveling state of the vehicle body unit 10 may be determined (detected) based on, for example, the last operating instruction for the motors 14R, 14L, 15R, 15L, 16R, and 16L, by storing the last operating instruction for the motors 14R, 14L, 15R, 15L, 16R, and 16L.

[0061] The traveling control unit 62 determines (selects) an obstacle detection area S according to the detected traveling state of the vehicle body unit 10 (step S12). For example, when the vehicle body 10 is traveling forward, the traveling control unit 62 determines the obstacle detection area S in which obstacles are to be detected to be an obstacle detection area (forward area) S1, and causes the obstacle sensor 50A to detect obstacles in the obstacle detection area S1. More specifically, the traveling control unit 62 causes the obstacle sensor 50A to detect obstacles in each of the inner area B1 and the outer area A1 of the obstacle detection area S1. When the vehicle body 10 is traveling backward, the traveling control unit 62 determines the obstacle detection area S in which obstacles are to be detected to be the obstacle detection area (rear area) S3, and causes the obstacle sensor 50B to detect obstacles in the obstacle detection area S3. More specifically, the traveling control unit 62 causes the obstacle sensor 50B to detect obstacles in each of the inner area B3 and the outer area A3 of the obstacle detection area S3. When the vehicle body 10 is traveling leftward, the traveling control unit 62 determines the obstacle detection area S in which obstacles are to be detected to be the obstacle detection area (left area) S2, and causes the obstacle sensor 50A to detect obstacles in the obstacle detection area S2. More specifically, the traveling control unit 62 causes the obstacle sensor 50A to detect obstacles in each of the inner area B2 and the outer area A2 of the obstacle detection area S2. When the vehicle body 10 is traveling to the right, the traveling control unit 62 determines the obstacle detection area S in which obstacles are to be detected to be the obstacle detection area (right area) S4, and causes the obstacle sensor 50B to detect obstacles in the obstacle detection area S4. More specifically, the traveling control unit 62 causes the obstacle sensor 50B to detect obstacles in each of the inner area B4 and the outer area A4 of the obstacle detection area S4.

[0062] When the vehicle body 10 is traveling obliquely to the left front direction, the traveling control unit 62 determines the obstacle detection area S in which obstacles are to be detected to be the obstacle detection area (left front area) S5, and causes the obstacle sensor 50A to detect obstacles in the obstacle detection area S5. More specifically, the traveling control unit 62 causes the obstacle sensor 50A to detect obstacles in each of the inner area B5 and the outer area A5 of the obstacle detection area S5. When the vehicle body 10 is traveling obliquely in the right rear direction, the traveling control unit 62 determines the obstacle detection area S in which obstacles are to be detected to be the obstacle detection area (right rear area) S6, and causes the obstacle sensor 50B to detect obstacles in the obstacle detection area S6. More specifically, the traveling control unit 62 causes the obstacle sensor 50B to detect obstacles in each of the inner area B6 and the outer area A6 of the obstacle detection area S6. When the vehicle body 10 is traveling obliquely in the left rear direction, the traveling control unit 62 determines the obstacle detection area S in which obstacles are to be detected to be the obstacle detection area (left rear area) S7, and causes the obstacle sensors 50A and 50B to detect obstacles in the obstacle detection area S7. More specifically, the traveling control unit 62 causes the obstacle sensor 50A to detect obstacles in each of the inner area B2 and the outer area A2 of the obstacle detection area S2, and causes the obstacle sensor 50B to detect obstacles in each of the inner area B3 and the outer area A3 of the obstacle detection area S3. When the vehicle body 10 is traveling obliquely to the right front, the traveling control unit 62 determines the obstacle detection area S in which obstacles are to be detected to be the obstacle detection area (right front area) S8, and causes the obstacle sensors 50A and 50B to detect obstacles in the obstacle detection area S8. More specifically, the traveling control unit 62 causes the obstacle sensor 50A to detect obstacles in each of the inner area B1 and outer area A1 of the obstacle detection area S1, and causes the obstacle sensor 50B to detect obstacles in each of the inner area B4 and outer area A4 of the obstacle detection area S4.

[0063] Furthermore, when the vehicle body 10 is stopped or turning on the spot, the traveling control unit 62 determines the obstacle detection area S, in which obstacles are to be detected, to be the obstacle detection area S9, and causes the obstacle sensors 50A and 50B to detect obstacles in the obstacle detection area S9. More specifically, the traveling control unit 62 causes the obstacle sensor 50A to detect obstacles in each of the inner area B5 and the outer area A5 of the obstacle detection area S5, and causes the obstacle sensor 50B to detect obstacles in each of the inner area B6 and the outer area A6 of the obstacle detection area S6. In step S13, which will be described next, the traveling control unit 62 checks whether or not a signal indicating that an obstacle is located in the obstacle detection area S has been received from the obstacle sensors 50A, 50B, and if no signal has been received (No in step S13), the process returns to step S11 and repeats the above processing. Here, if the traveling state of the body unit 10 detected in step S11 is the same as the traveling state of the body unit 10 detected when step S11 was executed immediately before (previously), the process of determining (selecting) the obstacle detection area S according to the detected traveling state of the body unit 10 in step S12 above may be skipped without being executed.

[0064] When an obstacle is detected by the obstacle sensors 50A, 50B in the determined obstacle detection area S (any of S1 to S9), the obstacle sensors 50A, 50B output a signal indicating that an obstacle is located in the obstacle detection area S. The traveling control unit 62 checks at preset time intervals whether or not a signal indicating that an obstacle is located in the obstacle detection area S has been received from the obstacle sensors 50A, 50B (step S13). If no signal indicating that an obstacle is located in the obstacle detection area S is received from the obstacle sensors 50A, 50B (No in step S13), the process returns to step S11 and repeats the process.

[0065] When a signal indicating that an obstacle is located in the obstacle detection area S is received from the obstacle sensors 50A, 50B (Yes in step S13), it is determined whether the obstacle is detected in the inner area B (B1 to B9) (step S14). As a result, if an obstacle is detected in the outer area A (A1 to A8) (No in step S14), the traveling control unit 62 then detects the traveling speed of the body unit 10. Furthermore, it determines whether the detected traveling speed of the body unit 10 is equal to or higher than a preset threshold value (e.g., 5 m / min) (step S15). If the traveling speed is lower than the threshold value (No in step S15), traveling continues as is, and the process returns to step S11. Furthermore, in step S15, if it is determined that the traveling speed is equal to or greater than the threshold value (Yes in step S15), the traveling control unit 62 decelerates the vehicle body unit 10 (step S16).

[0066] Furthermore, if an obstacle is detected in the inner region B in step S14 (Yes in step S14), the traveling control unit 62 further determines whether the detected traveling speed of the body unit 10 is equal to or higher than a preset threshold (e.g., 5 m / min) (step S17). If the traveling speed is lower than the threshold (No in step S17), the traveling control unit 62 stops the body unit 10 (step S18). If the detected traveling speed of the body unit 10 is equal to or higher than a preset threshold (Yes in step S17), the traveling control unit 62 decelerates the body unit 10 and then stops it (step S19).

[0067] When performing the above-mentioned operations, the vehicle body unit 10 may be an autonomous vehicle, or may be a vehicle in which an operator remotely controls the vehicle body unit 10 to travel. Furthermore, if an obstacle is detected in the outer area A in step S14, traveling in a manner that avoids the obstacle can be performed in parallel with the deceleration and stopping operations in the subsequent steps S16, S18, and S19.

[0068] According to the vehicle 1 described above, the vehicle 1 is equipped with a body unit 10 capable of traveling in all directions of 360° while maintaining its posture, a plurality of obstacle sensors 50 provided on the body unit 10 so as to face in different directions so as to be able to detect an obstacle even if the obstacle is located in any of the all directions around the body unit 10, and a traveling control unit 62. A plurality of obstacle detection areas S are set in advance in the obstacle sensor 50 so as to cover all directions, and the obstacle sensor 50 outputs whether or not an obstacle is located inside a designated obstacle detection area S among the plurality of obstacle detection areas S. The traveling control unit 62 determines an obstacle detection area S from the plurality of obstacle detection areas S that includes the traveling direction and specifies this obstacle detection area S to the obstacle sensor 50. When the obstacle sensor 50 outputs that an obstacle is present in the obstacle detection area S, traveling control is performed so as to decelerate or stop the body unit 10. In the above-described configuration, the vehicle 1 is provided with a plurality of obstacle sensors 50 each facing a different direction so that an obstacle can be detected even if the obstacle is located in any direction around the vehicle body 10. This eliminates the need to detect obstacles in all directions of 360° using only one obstacle sensor 50. This eliminates the need to use an expensive sensor capable of detecting in all directions of 360°. Also, for example, when an obstacle sensor such as a 3D-LiDAR that outputs the distance to an object as a result is used, the traveling control unit 62 needs to perform complicated internal processing, such as comparing the distance value output from the obstacle sensor with a threshold value, in order to determine whether an obstacle is located within the obstacle detection area S. In contrast, in the above-mentioned configuration, a plurality of obstacle detection areas S are set in advance in the obstacle sensor 50 so as to cover all directions of 360°, and the obstacle sensor 50 outputs whether an obstacle is located inside a specified obstacle detection area S among the plurality of obstacle detection areas S. That is, when an obstacle detection area S is specified from among the plurality of obstacle detection areas S, the obstacle sensor 50 outputs a result of the determination as to whether an obstacle is located within the obstacle detection area S. Therefore, when the traveling control unit 62 determines whether an obstacle is located within the obstacle detection area S, it is sufficient to use the determination result of the obstacle sensor 50 as it is, and complicated internal processing is not required. Therefore, it is possible to use inexpensive information processing components such as LSIs and CPUs for implementing such internal processing. The above-mentioned effects are multiplied, making it possible to reduce the cost of vehicle 1. By using such an obstacle sensor 50, multiple obstacle detection areas S are preset in the obstacle sensor 50 so as to cover all directions of 360°, and the driving control unit 62 determines, as described above, from the multiple obstacle detection areas S, an obstacle detection area S that includes the driving direction, and specifies this obstacle detection area S to the obstacle sensor 50. When the obstacle sensor 50 outputs that there is an obstacle in this obstacle detection area S, driving control is performed to slow down or stop the vehicle. This makes it possible to realize, at low cost, a vehicle 1 that can drive in all directions of 360° while maintaining its posture, and that detects and appropriately controls the driving when an obstacle is located in the driving direction.

[0069] In addition, each of the multiple obstacle detection areas S is divided into an inner area B located on the vehicle body unit 10 side and an outer area A located farther from the vehicle body unit 10 than the inner area B, and the obstacle sensor 50 outputs whether or not an obstacle is located inside each of the inner area B and outer area A of the specified obstacle detection area S, and the driving control unit 62 controls the vehicle body unit 10 to decelerate so that the speed is below a threshold when the obstacle sensor 50 outputs that there is an obstacle in the outer area A, and to stop the driving of the vehicle body unit 10 when the obstacle sensor 50 outputs that there is an obstacle in the inner area B. According to the above-described configuration, each of the multiple obstacle detection areas S is divided into an inner area B located toward the vehicle body unit 10 and an outer area A located farther from the vehicle body unit 10 than the inner area B, and the obstacle sensor 50 is configured to output whether or not an obstacle is located inside each of the inner area B and outer area A of a specified obstacle detection area S. The driving control unit 62 then controls the vehicle to decelerate so that the speed is below a threshold when the obstacle sensor 50 outputs that there is an obstacle in the outer area A, and to stop driving when the obstacle sensor 50 outputs that there is an obstacle in the inner area B. This makes it possible to precisely control driving according to the distance to the obstacle, even when a sensor such as a 3D-LiDAR that outputs the distance to the target is not used.

[0070] (First Modification of the Embodiment) The vehicle of the present invention is not limited to the embodiment described above with reference to the drawings, and various modifications are possible within the technical scope of the vehicle. For example, when the obstacle sensor 50 outputs that there is an obstacle in the obstacle detection area S that includes the driving direction, the driving control unit 62 may receive a driving command to drive in a direction included in the obstacle detection area S where the obstacle is located, but may disable the driving command. According to the above configuration, when the obstacle sensor 50 outputs that there is an obstacle in the vicinity, even if the traveling control unit 62 receives a traveling command to travel in a direction included in the obstacle detection area S where the obstacle is located, the traveling control unit 62 controls to invalidate the traveling command. Therefore, traveling that approaches the obstacle can be suppressed.

[0071] The above-mentioned configuration may be applied even when the vehicle 1 is stopped. More specifically, after the obstacle sensor 50 outputs that there is an obstacle in an obstacle detection area S that includes the driving direction, when the vehicle stops, the driving control unit 62 may store in which obstacle detection area S the output that there is an obstacle, and even if a driving command to drive in a direction included in the obstacle detection area S is received when the vehicle stops, the driving command may be invalidated.

[0072] Here, the vehicle 1 is further provided with a display unit that displays an overhead view of the vehicle body unit 10, and when the driving control unit 62 receives a driving command to drive in a direction included in the obstacle detection area S that has been output as indicating that an obstacle is located, the display unit may display the obstacle detection area S that has been output as indicating that an obstacle is located at a position on the display unit corresponding to the overhead view of the vehicle body unit 10, and may also display a message M on the display unit 68 to the effect that the driving command is invalid. According to the above-described configuration, when the driving control unit 62 receives a driving command to drive in a direction included in the obstacle detection area S where an obstacle is output, the driving control unit 62 displays the obstacle detection area S at a position on the display unit corresponding to the vehicle body unit 10, and also displays a message M on the display unit indicating that the driving command is invalid, so that it is easy to understand which driving command has been invalidated.

[0073] (Second Modification of the Embodiment) 16 is a diagram showing a second modified example of the vehicle according to the present embodiment. This modified example is a further modified example of the first modified example, and is configured to perform a process of detecting an obstacle even when the vehicle is stopped. In the above embodiment, if an obstacle is detected in the inner area B, after steps S14 and S17 in FIG. 15, the vehicle 1 stops in steps S18 and S19. In this regard, for example, as shown in Fig. 16, consider a case where the vehicle 1 travels to the right R, and the obstacle detection area S in which obstacles are to be detected is set as the obstacle detection area (right area) S4, and the obstacle sensor 50B detects an obstacle 100 in the inner area B4 of the obstacle detection area S4. In this case, the traveling control unit 62 stops the vehicle 1 based on the processing of steps S18 and S19 in Fig. 15. In this case, in this modification, the traveling control unit 62 stores the fact that the obstacle 100 was detected in the inner area B4 of the obstacle detection area S4.

[0074] Next, the driving control unit 62 sets up an obstacle detection area S9 that surrounds the entire circumference of the vehicle body unit 10, in addition to the obstacle detection area S4 in which the detection of the obstacle 100 is stored, so that it can detect whether or not an obstacle is located in all directions, and continues to detect obstacles in the obstacle detection area S9 using the obstacle sensor 50. However, the obstacle sensor 50 is actually configured to include an obstacle sensor 50A provided at a corner located on the left L of the forward direction F and an obstacle sensor 50B provided at a corner located on the right R of the backward direction B, and it is not possible to detect obstacles by only one obstacle sensor 50 covering the entire obstacle detection area S9. For this reason, in actual processing, the traveling control unit 62 selects and determines the obstacle detection area S as, for example, the left forward area S5 and the right rear area S6 so that the obstacle sensors 50A and 50B can detect whether or not an obstacle is located in all directions. That is, the traveling control unit 62 causes the obstacle sensor 50A to output whether or not an obstacle is located in the determined obstacle detection area (left forward area) S5, and causes the obstacle sensor 50B to output whether or not an obstacle is located in the determined obstacle detection area (right rear area) S6. This makes it possible to detect an obstacle that newly enters the obstacle detection area S9 after the vehicle body section 10 has stopped, an obstacle that moves out of the obstacle detection area S9, and the like.

[0075] In this modification, when the vehicle body 10 is being operated by remote control, an image V1 is displayed on the display unit 68 of the remote control operation device (for example, the operation device 90 described later) while the vehicle is stopped. The vehicle body 10 is displayed in a bird's-eye view in this image V1. Also, an obstacle detection area S4 set around the vehicle body 10 at that time is displayed in the image V1. Furthermore, a portion K of the obstacle detection area S9 corresponding to the obstacle detection area S4 where the obstacle 100 is detected may be displayed in a color different from other portions or displayed using a flicker display or the like in the image V1. This allows the operator of the vehicle body 10 to recognize the presence of the obstacle 100. Also, since the obstacle sensor 50 does not detect the specific size or position of the obstacle 100, the obstacle 100 is virtually displayed in the image V1.

[0076] Thereafter, when the vehicle body unit 10 starts traveling again from a stopped state, if the traveling control unit 62 detects an obstacle 100 in the obstacle detection area S4, it prevents the vehicle body unit 10 from moving toward the obstacle detection area S4, that is, to the right R. In other words, in both the autonomous traveling and the remotely operated traveling, the traveling control unit 62 disables the traveling command to make the vehicle body unit 10 travel to the right R. Here, a message M such as "command invalid" may be displayed on the image V1 displayed on the display unit 68 of the operation device. Here, the message M is not limited to "command invalid", but may be a message such as "movement in this direction is prohibited" or "there is an obstacle in this direction". When an operator confirms such a message M, he or she can use the operation device to drive the vehicle body unit 10 in a direction other than the right R.

[0077] In this way, when the obstacle sensor 50 outputs that there is an obstacle in the obstacle detection area S that includes the driving direction, and then stops, the driving control unit 62 determines the obstacle detection area S so that it is possible to detect whether or not an obstacle is located in all directions, and causes the obstacle sensor 50 to output whether or not an obstacle is located in the determined obstacle detection area S. If it is output that an obstacle is located, even if a driving command to drive in a direction included in the obstacle detection area S for which the output was made is received, this driving command is invalidated. According to the above configuration, when the obstacle sensor 50 outputs that there is an obstacle in the vicinity and then stops, even if the traveling control unit 62 receives a traveling command to travel in a direction included in the obstacle detection area S where the obstacle is located, the traveling control unit 62 controls to invalidate the traveling command. Therefore, traveling that approaches the obstacle can be suppressed. Here, the traveling control unit 62 determines an obstacle detection area S so that it is possible to detect whether or not an obstacle is located in all directions, and causes the obstacle sensor 50 to output whether or not an obstacle is located in the determined obstacle detection area S. Therefore, when the vehicle 1 is in a stopped state, if the obstacle that caused the vehicle 1 to stop has moved from the periphery of the vehicle 1 and is no longer present, the obstacle sensor 50 can output that an obstacle is not located in the corresponding obstacle detection area S. Also, if a new obstacle has entered the periphery of the vehicle 1, the obstacle sensor 50 can detect and output that the new obstacle is located. In this way, information about obstacles when the vehicle 1 is stopped is updated in all directions around the vehicle 1. The above-mentioned control to invalidate the traveling command is performed based on the information updated in this way. Therefore, the determination of whether or not to invalidate the traveling direction specified in the received traveling command can be appropriately performed based on the situation of the obstacle at the time when the vehicle is about to start after stopping.

[0078] In addition, this modified example further includes a display unit 68 that displays an overhead view of the vehicle body unit 10, and when the driving control unit 62 receives a driving command to drive in a direction included in the obstacle detection area S that has been output as indicating that an obstacle is located, the display unit 68 displays the obstacle detection area S at a position corresponding to the vehicle body unit 10, and also displays a message M on the display unit 68 to the effect that the driving command is invalid. According to the above-described configuration, when the driving control unit 62 receives a driving command to drive in a direction included in the obstacle detection area S where an obstacle is output, the driving control unit 62 displays the obstacle detection area S at a position on the display unit 68 corresponding to the vehicle body unit 10, and also displays a message M on the display unit 68 indicating that the driving command is invalid, so that it is easy to understand which driving command has been invalidated.

[0079] (Third Modification of the Embodiment) 17 is a diagram showing a third modified example of the vehicle according to this embodiment, which is also a further modified example of the second modified example. In the second modified example of the above embodiment, an example has been given of an obstacle 100 being detected in the obstacle detection area S4 when traveling laterally to the right R. However, when the vehicle body 10 travels diagonally left forward, right backward, right forward, or left backward, obstacle detection areas S5 to S8 as shown in Figs. 9 to 12 are set. The obstacle detection areas S5 to S8 are set as shapes that combine the obstacle detection areas S1 to S4. For example, as shown in FIG. 17, consider a case where an obstacle 100 is detected in an inner area B5 of an obstacle detection area (left front area) S5 that is set when the vehicle body unit 10 moves diagonally forward to the left. In this case, the traveling control unit 62 cannot accurately recognize whether the obstacle 100 is located in front F or to the left L of the vehicle body unit 10. Therefore, in the processing of the second modified example, even if the obstacle is actually located to the left of the vehicle 1 as shown in FIG. 17, not only the movement of the vehicle body unit 10 to the left but also the movement of the vehicle body unit 10 to the forward direction is prevented. In other words, since the exact situation in which the obstacle 100 is located is unknown, the traveling control unit 62 has no choice but to control the vehicle body unit 10 to prevent the movement of the vehicle body unit 10 in both the forward or rearward direction (forward in this case) and the left or right direction (left in this case) that constitute the direction in which the vehicle is about to move diagonally (left front in this case).

[0080] Therefore, the driving control unit 62 divides the obstacle detection area S8 into an obstacle detection area S2, which is a left area, and an obstacle detection area S1, which is a forward area, and causes the obstacle sensor 50 to detect the obstacle 100 in each area. For this reason, the driving control unit 62 causes the obstacle sensor 50A to perform obstacle detection in the inner area B2 of the obstacle detection area S2, which is the left area. In addition, the driving control unit 62 causes the obstacle sensor 50A to perform obstacle detection in the inner area B1 of the obstacle detection area S1, which is a forward area. For example, in the case of the example of FIG. 17, the above process detects that there is no obstacle 100 in the obstacle detection area S1, and detects that there is an obstacle 100 in the inner area B2 of the obstacle detection area S2.

[0081] Thereafter, in the same manner as in the second modified example described above, the driving control unit 62 sets an obstacle detection area S9 that surrounds not only the obstacle detection area S2 in which the detection of the obstacle 100 has been memorized, but also the entire circumference of the vehicle body unit 10, and continues obstacle detection in the obstacle detection area S9 using the obstacle sensors 50A, 50B. While the vehicle is stopped, the image V2 displayed on the display unit 68 of the operating device displays a portion K of the obstacle detection area S9 corresponding to the obstacle detection area S2 in which the obstacle 100 is detected in a color different from other portions, or is displayed using a flicker display, etc. Thereafter, when the vehicle body unit 10 starts traveling again from a stopped state, the traveling control unit 62 prevents the movement of the vehicle body unit 10 toward the obstacle detection area S2, i.e., to the left, and displays a message M such as "command invalid" on the image V2 in response to a command to travel to the left. In this case, since no obstacle is detected ahead, the traveling control unit 62 does not prevent the movement of the vehicle body unit 10 toward the obstacle detection area S1, i.e., forward, and does not display a message M such as "command invalid" in response to a command to travel forward. In this way, in response to a command to travel in a direction other than the left, the traveling control unit 62 does not prevent the movement of the vehicle body unit 10 in that direction, and does not display a message M such as "command invalid".

[0082] In this manner, in this modified example, the multiple obstacle detection areas S include a front area S1 corresponding to the forward direction, a rear area S3 corresponding to the rear direction, a right area S4 corresponding to the right direction, a left area S2 corresponding to the left direction, a right front area S8 corresponding to the right front and including the front area S1 and the right area S4, a left front area S5 corresponding to the left front and including the front area S1 and the left area S2, a right rear area S6 corresponding to the right rear and including the rear area S3 and the right area S4, and a left rear area S7 corresponding to the left rear and including the rear area S3 and the left area S2. If an obstacle is present in any of the right front area S8, the left front area S5, the right rear area S6, and the left rear area S7, the obstacle sensor 50 is activated. When the vehicle stops after being forced to move, the driving control unit 62 causes the obstacle sensor 50 to output whether or not an obstacle is located for each of the front / rear areas, which are either the front area S1 or the rear area S3, and the right / left areas, which are either the right area S4 or the left area S2, which are included in this area.If a driving command is received to travel in a direction included in an area outputted as having an obstacle located in the front / rear area or the right / left area, the driving control unit 62 invalidates the driving command, and if a driving command is received to travel in a direction included in an area outputted as having no obstacle located, the driving control unit 62 does not invalidate the driving command. For example, consider a case where the vehicle 1 travels in the left front direction and the left front area S5 including the forward area S1 and the left area S2 is set as the obstacle detection area S. In such a case, when the obstacle sensor 50 outputs that there is an obstacle in the left front area S5 and the vehicle stops, the travel control unit 62 causes the obstacle sensor 50 to output whether or not an obstacle is located for each of the front and rear areas (in this case, the forward area S1) which is either the forward area S1 or the rear area S3 included in the left front area S5, and the right and left areas (in this case, the left area S2) which is either the right area S4 or the left area S2, and when a travel command is received for traveling in a direction included in the area outputted as having an obstacle located among the forward area S1 and the left area S2, the travel command is invalidated, and when a travel command is received for traveling in a direction included in the area outputted as having no obstacle located, the travel command is not invalidated. In this way, when the obstacle detection area S (left front area S5) output by the obstacle sensor 50 includes a plurality of other smaller obstacle detection areas S (forward area S1 and left area S2) when an obstacle is present, by determining again whether an obstacle is located in each of these plurality of smaller obstacle detection areas S, the obstacle detection area S in which the obstacle is located can be subdivided and limited, and a more detailed understanding can be obtained. This prevents a situation in which a travel command is invalidated when an obstacle is not actually located in the travel direction specified in the received travel command.

[0083] Furthermore, in this modified example, like the second modified example described above, a display unit 68 is further provided which displays an overhead view of the vehicle body unit 10, and when the driving control unit 62 receives a driving command to drive in a direction included in the obstacle detection area S which has been output as indicating that an obstacle is located, the display unit 68 displays the obstacle detection area S at a position corresponding to the vehicle body unit 10, and also displays a message M on the display unit 68 indicating that the driving command is invalid. According to the above-described configuration, when the driving control unit 62 receives a driving command to drive in a direction included in the obstacle detection area S where an obstacle is output, the driving control unit 62 displays the obstacle detection area S at a position on the display unit 68 corresponding to the vehicle body unit 10, and also displays a message M on the display unit 68 indicating that the driving command is invalid, so that it is easy to understand which driving command has been invalidated.

[0084] (Fourth Modification of the Embodiment) FIG. 18 is a diagram showing a fourth modified example of the vehicle according to the present embodiment. In the above-mentioned second modified example, when the vehicle body unit 10 is stopped due to detection of an obstacle 100, the traveling control unit 62 sets an obstacle detection area S9 surrounding the entire circumference of the vehicle body unit 10, and continues to detect obstacles in the obstacle detection area S9 using the obstacle sensor 50. In contrast, in this modified example, as shown in FIG. 18, the obstacle sensor 50 sequentially performs detection in the obstacle detection area S4, which is the right area, the obstacle detection area S1, which is the front area, the obstacle detection area S2, which is the left area, and the obstacle detection area S3, which is the rear area. For example, after an obstacle 100 is detected in the inner area B8 of the obstacle detection area S8, which is set when the vehicle body unit 10 travels diagonally forward to the right, and the vehicle body unit 10 stops, the traveling control unit 62 causes the obstacle sensor 50B to perform obstacle detection in the obstacle detection area S4, which is the right area. In addition, the traveling control unit 62 causes the obstacle sensor 50A to perform obstacle detection in the obstacle detection area S1, which is the front area. In addition, the traveling control unit 62 causes the obstacle sensor 50A to perform obstacle detection in the obstacle detection area S2, which is the left area. In addition, the traveling control unit 62 causes the obstacle sensor 50B to perform obstacle detection in the obstacle detection area S3, which is the rear area. Such obstacle detection in the obstacle detection regions S1 to S4 is repeated in sequence at preset time intervals. Note that the order of obstacle detection in the obstacle detection regions S1 to S4 can be changed as appropriate. Thereafter, when the vehicle body 10 starts traveling again from a stopped state, the traveling control unit 62 invalidates the traveling command to travel toward the obstacle detection area S where the obstacle 100 is detected to be located (in the case of Figure 18, the obstacle 100 is located in the right area S4, so the right area S4), and displays a message M, such as "Command invalid", on the image V3.

[0085] In this modified example, the multiple obstacle detection areas S include a forward area S1 corresponding to the forward direction, a rear area S3 corresponding to the rear direction, a right area S4 corresponding to the right direction, and a left area S2 corresponding to the left direction, and when the obstacle sensor 50 outputs that there is an obstacle in the obstacle detection area S that includes the driving direction, and then stops, the driving control unit 62 causes the obstacle sensor 50 to individually output whether or not an obstacle is located in each of the forward area S1, rear area S3, right area S4, and left area S2, and if a driving command is received to drive in a direction included in the obstacle detection area S that has been output as indicating that an obstacle is located, the driving control unit 62 invalidates this driving command. According to the above configuration, when the obstacle sensor 50 outputs that there is an obstacle in the vicinity and then stops, even if the traveling control unit 62 receives a traveling command to travel in a direction included in the obstacle detection area S where the obstacle is located, the traveling control unit 62 controls to invalidate the traveling command. Therefore, traveling that approaches the obstacle can be suppressed. Here, the travel control unit 62 causes the obstacle sensor 50 to output whether or not an obstacle is located in each of the forward area S1, the rear area S3, the right area S4, and the left area S2 included in the obstacle detection area S, individually. Therefore, when the vehicle 1 is in a stopped state, if the obstacle that caused the vehicle 1 to stop has moved from the periphery of the vehicle 1 and is no longer present, the obstacle sensor 50 can output that an obstacle is not located in the corresponding obstacle detection area S. Also, if a new obstacle has entered the periphery of the vehicle 1, the obstacle sensor 50 can output that an obstacle is located in the obstacle detection area S corresponding to this new obstacle, instead of the obstacle detection area S corresponding to the obstacle that caused the vehicle 1 to stop, or together with this obstacle detection area S. In this way, information regarding obstacles when the vehicle 1 is stopped is updated individually in each of the forward area S1, the rear area S3, the right area S4, and the left area S2. The control to invalidate the travel command as described above is performed based on the information updated in this way. Therefore, it is possible to make a more detailed and appropriate determination as to whether or not to invalidate the travel direction specified in the received travel command.

[0086] Furthermore, in this modified example, like the second modified example described above, a display unit 68 is further provided which displays an overhead view of the vehicle body unit 10, and when the driving control unit 62 receives a driving command to drive in a direction included in the obstacle detection area S which has been output as indicating that an obstacle is located, the display unit 68 displays the obstacle detection area S at a position corresponding to the vehicle body unit 10, and also displays a message M on the display unit 68 indicating that the driving command is invalid. According to the above-described configuration, when the driving control unit 62 receives a driving command to drive in a direction included in the obstacle detection area S where an obstacle is output, the driving control unit 62 displays the obstacle detection area S at a position on the display unit 68 corresponding to the vehicle body unit 10, and also displays a message M on the display unit 68 indicating that the driving command is invalid, so that it is easy to understand which driving command has been invalidated.

[0087] (Fifth Modification of the Embodiment) FIG. 19 is a diagram showing a fifth modified example of the vehicle according to the present embodiment. As shown in Fig. 19, the vehicle 1 in this modification is equipped with warning lights 70 on the vehicle body 10. The multiple warning lights 70 are provided around the vehicle body 10 so as to face in different directions. Each warning light 70 indicates the traveling direction of the vehicle body 10, the obstacle detection state, etc. In this modification, the warning lights 70 include a warning light 70F provided at the front of the vehicle body 10, a warning light 70B provided at the rear of the vehicle body 10, a warning light 70R provided on the right side of the vehicle body 10, and a warning light 70L provided on the left side of the vehicle body 10.

[0088] When the obstacle sensor 50 outputs that an obstacle is located, the driving control unit 62 may turn on (or blink) a warning light 70 that is arranged to face in a direction corresponding to the obstacle detection area S that has been output as indicating that an obstacle is located. For example, the driving control unit 62 turns on the warning light 70F when the traveling direction of the body unit 10 is forward F. The driving control unit 62 turns on the warning light 70B when the traveling direction of the body unit 10 is backward B. The driving control unit 62 turns on the warning light 70R when the traveling direction of the body unit 10 is right R. The driving control unit 62 turns on the warning light 70L when the traveling direction of the body unit 10 is left L. The driving control unit 62 turns on the warning lights 70F and 70R when the traveling direction of the body unit 10 is diagonally forward to the right. The driving control unit 62 turns on the warning lights 70F and 70L when the traveling direction of the body unit 10 is diagonally forward to the left. The driving control unit 62 turns on the warning lights 70B and 70R when the traveling direction of the body unit 10 is diagonally backward to the right. When the traveling direction of the vehicle body 10 is diagonally backward and left, the traveling control unit 62 turns on the warning lights 70B and 70L.

[0089] In addition, the traveling control unit 62 blinks the warning light 70F when it detects an obstacle in the obstacle detection area S1 (see FIG. 5), which is the forward area. The traveling control unit 62 blinks the warning light 70B when it detects an obstacle in the obstacle detection area S3 (see FIG. 6), which is the rear area. The traveling control unit 62 blinks the warning light 70L when it detects an obstacle in the obstacle detection area S2 (see FIG. 7), which is the left area. The traveling control unit 62 blinks the warning light 70R when it detects an obstacle in the obstacle detection area S4 (see FIG. 8), which is the right area. The traveling control unit 62 blinks the warning light 70F and 70R when it detects an obstacle in the obstacle detection area S8 (see FIG. 12), which is the right forward area. The traveling control unit 62 blinks the warning lights 70F and 70L when it detects an obstacle in the obstacle detection area S5 (see FIG. 9), which is the left forward area. When the driving control unit 62 detects an obstacle in the obstacle detection area S6 (see FIG. 10), which is the right rear area, the warning lights 70B and 70R are blinked. When the driving control unit 62 detects an obstacle in the obstacle detection area S7 (see FIG. 11), which is the left rear area, the warning lights 70B and 70L are blinked. Fig. 20 is a diagram showing an example of a state in which an obstacle is detected in an obstacle detection area S1, which is a forward area of ​​the vehicle body, in a fifth modified example of the vehicle according to this embodiment. As shown in Fig. 20, when an obstacle 100 is detected in the obstacle detection area S1, which is a forward area of ​​the vehicle body 10, a warning light 70F provided in the front of the vehicle body 10 is turned on (blinks).

[0090] Here, the warning light 70 is turned on to indicate the driving direction and the warning light 70 is made to flash to indicate the detection of an obstacle, but the warning light 70 may be made to flash to indicate the driving direction and turned on to indicate the detection of an obstacle. The lighting color of the warning light 70 may be different between indicating the driving direction and indicating the detection of an obstacle. The lighting state of the warning light 70 may be different between when an obstacle is detected in the inner area B and when an obstacle is detected in the outer area A.

[0091] In this modified example, a number of warning lights 70 are provided around the vehicle body 10, facing in different directions, and when the obstacle sensor 50 outputs that an obstacle is located, the driving control unit 62 turns on the warning light 70 that is provided to face in the direction corresponding to the obstacle detection area S that has been output as indicating that an obstacle is located. According to the above-described configuration, when vehicle 1 stops due to the detection of an obstacle, workers or the like around vehicle 1 can easily understand where the obstacle was detected.

[0092] (Sixth Modification of the Embodiment) FIG. 21 is a diagram showing a sixth modified example of the vehicle according to the present embodiment. 21, the vehicle 1 in this modification is provided with a plurality of warning lights 71 arranged around the vehicle body 10 so as to face in different directions. Like the warning light 70, each warning light 71 indicates the traveling direction of the vehicle body 10, the obstacle detection status, etc. In this modification, the warning lights 71 include a warning light 71A arranged on the right front part of the vehicle body 10, a warning light 71B arranged on the left front part of the vehicle body 10, a warning light 71C arranged on the right rear part of the vehicle body 10, and a warning light 71D arranged on the left rear part of the vehicle body 10.

[0093] When the obstacle sensor 50 outputs that an obstacle is located, the traveling control unit 62 may turn on the warning light 71 provided to face in a direction corresponding to the obstacle detection area S outputted as the obstacle is located. When the traveling direction of the vehicle body unit 10 is forward F, the traveling control unit 62 turns on the warning lights 71A and 71B. When the traveling direction of the vehicle body unit 10 is backward B, the traveling control unit 62 turns on the warning lights 71C and 71D. When the traveling direction of the vehicle body unit 10 is right R, the traveling control unit 62 turns on the warning lights 71A and 71C. When the traveling direction of the vehicle body unit 10 is left L, the traveling control unit 62 turns on the warning lights 71B and 71D. When the traveling direction of the vehicle body unit 10 is diagonally forward to the right, the traveling control unit 62 turns on the warning light 71A. The traveling control unit 62 turns on the warning light 71B when the traveling direction of the body unit 10 is diagonally forward and left. The traveling control unit 62 turns on the warning light 71C when the traveling direction of the body unit 10 is diagonally backward and right. The traveling control unit 62 turns on the warning light 71D when the traveling direction of the body unit 10 is diagonally backward and left.

[0094] In addition, the traveling control unit 62 blinks the warning lights 71A and 71B when it detects an obstacle in the obstacle detection area S1 (see FIG. 5), which is the forward area. The traveling control unit 62 blinks the warning lights 71C and 71D when it detects an obstacle in the obstacle detection area S3 (see FIG. 6), which is the rear area. The traveling control unit 62 blinks the warning lights 71B and 71D when it detects an obstacle in the obstacle detection area S2 (see FIG. 7), which is the left area. The traveling control unit 62 blinks the warning lights 71A and 71C when it detects an obstacle in the obstacle detection area S4 (see FIG. 8), which is the right area. The traveling control unit 62 blinks the warning light 71A when it detects an obstacle in the obstacle detection area S8 (see FIG. 12), which is the right forward area. The traveling control unit 62 blinks the warning light 71B when it detects an obstacle in the obstacle detection area S5 (see FIG. 9), which is the left forward area. When the traveling control unit 62 detects an obstacle in the obstacle detection area S6 (see FIG. 10), which is the right rear area, the warning light 71C flashes. When the traveling control unit 62 detects an obstacle in the obstacle detection area S7 (see FIG. 11), which is the left rear area, the warning light 71D flashes.

[0095] In this modified example, multiple warning lights 71 are provided around the vehicle body 10, facing in different directions, and when the obstacle sensor 50 outputs that an obstacle is located, the driving control unit 62 turns on the warning light 71 that is provided to face in the direction corresponding to the obstacle detection area S that has been output as indicating that an obstacle is located. According to the above-described configuration, when vehicle 1 stops due to the detection of an obstacle, workers or the like around vehicle 1 can easily understand where the obstacle was detected.

[0096] (Seventh Modification of the Embodiment) FIG. 22 is a diagram showing the appearance of a control device provided in a vehicle according to a seventh modified example of the present embodiment. 22, in this modification, the vehicle 1 is remotely operated by an operation device 90. The operation device 90 is provided at a distance from the vehicle body 10. The operation device 90 is capable of exchanging signals with the vehicle 1 via wireless communication means such as Bluetooth (registered trademark), WI-FI, or a mobile phone communication network. In this modified example, a display unit 68 is also provided. The display unit 68 may be provided on an operation console equipped with a computer main body, a keyboard, a mouse, and a monitor, but may be in any form as long as it displays the operating status of the operator on the operation device 90, as will be described later. The operation device 90 is also capable of exchanging signals with the display unit 68 via wireless communication means.

[0097] The operation device 90 includes a plurality of input units 91 provided corresponding to a plurality of driving commands. When each of the plurality of input units 91 is operated, the operation device 90 receives the input of a driving command corresponding to each input unit 91, and transmits the received driving command to the driving control unit 62 via wireless communication means. The driving control unit 62 receives the driving command and controls the driving of the vehicle 1 according to the driving command. In this modification, the operation device 90 includes buttons 911 to 914, an L button 915, an R button 916, analog sticks 917 and 918, and buttons 919 to 922 as the plurality of input units 91. Note that the configuration of the operation device 90 shown in FIG. 22 can be appropriately changed, including the arrangement of the buttons 911 to 914, the L button 915, the R button 916, the analog sticks 917 and 918, and the buttons 919 to 922, and the allocation of functions to each input unit 91. Buttons 911-914, analog sticks 917 and 918, and buttons 919-922 are arranged on the top surface of the operation device 90. An L button 915 and an R button 916 are arranged on the front part of the operation device 90. The buttons 911-914, L button 915, and R button 916 are pressed by the operator. The buttons 919-922 are so-called cross buttons, and the operator presses each of the buttons 919-922. The analog sticks 917 and 918 are so-called joystick-shaped, and the operator tilts the analog sticks 917 and 918 in a desired direction.

[0098] Examples of operations assigned to each input unit 91 are shown below. For example, when button 912 is operated, the front wheel 11 is raised. When button 913 is operated, the front wheel 11 is lowered. When button 914 is operated, the front wheel 11 is returned to the initial position. By holding down the L button 915, as will be described later as an operation enable command, a state in which operation by the operation device 90 is enabled is established. By holding down the R button 916, an inching function, which will be described later, is enabled. The analog stick 917 rotates the vehicle body 10. Operating the analog stick 917 to the left rotates the vehicle body 10 counterclockwise, and operating the analog stick 917 to the right rotates the vehicle body 10 clockwise. The tilt amount of the analog stick 917 adjusts the rotation speed of the vehicle body 10. The analog stick 917 also rotates the vehicle body 10 intermittently when inching is enabled. The analog stick 918 controls the running direction of the vehicle body 10. By tilting the analog stick 918 forward, backward, left or right, the vehicle body 10 runs in a direction corresponding to the tilt direction. The running speed of the vehicle body 10 is adjusted according to the amount of tilt of the analog stick 918. If the vehicle 1 is equipped with a camera, button 919 raises the camera position. Button 921 lowers the camera position. Button 920 returns the camera position to its initial position. In this example, no particular operation is assigned to button 911 and button 922, and they are undefined.

[0099] Below are examples of the functions of each button. The operation device 90 includes the above-mentioned L button 915 as an input unit 91 for validating an operation validating command. The operation device 90 accepts input of a travel command corresponding to another input unit 91 only when the input unit 91 (L button 915) corresponding to this operation validating command is being pressed.

[0100] The operation device 90 also includes the R button 916 as the input unit 91 that enables the inching enable command. When the input unit 91 (R button 916) corresponding to this inching enable command is operated, the operation of the other input units 91 is regarded as a single discontinuous operation, and the operation device 90 accepts the input of the travel command corresponding to this input unit 91. For example, when operating to raise the front wheels 11 or to operate the vehicle in a desired traveling direction, it may be necessary to operate each input unit 91 by slightly moving it. In this case, by enabling the inching enable command, the travel command when the original input unit 91 is operated is treated as a discontinuous operation, and the travel command is output in small pieces, allowing each unit to operate finely.

[0101] The operation device 90 also has a composite driving command function. The composite driving command is configured to include two or more driving commands among a plurality of driving commands. For example, the composite driving command is used when moving the vehicle body 10 forward while lifting the front wheels 11. In the above example, the buttons 911 and 922 are not assigned with any particular operation and are undefined, but it is also possible to arbitrarily assign a single composite driving command that is a combination of any driving commands to such undefined buttons 911 and 922. When the input unit 91 corresponding to this composite driving command (for example, the buttons 911 and 922 to which the composite driving command is assigned) is operated, the operation device 90 may continuously transmit each of the two or more driving commands included in the composite driving command to the driving control unit 62, and execute the driving command each time the driving control unit 62 receives each driving command. Alternatively, the operating device 90 may transmit this composite driving command directly to the driving control unit 62, and based on the composite driving command received by the driving control unit 62, the driving control unit 62 may execute each of the two or more driving commands contained in the composite driving command in a composite manner, i.e., consecutively. In this manner, when the input unit 91 corresponding to the composite driving command is operated, each of the two or more driving commands included in the composite driving command is executed successively by the driving control unit 62.

[0102] The display unit 68 may display the appearance of the operating device 90 and the multiple input units 91. When any of the multiple input units 91 is operated, the display unit 68 displays the input unit 91 that has been operated in a manner that distinguishes it from the other input units 91. In this way, the display unit 68 visualizes the operating status of each input unit 91.

[0103] The vehicle 1 of such a modified example further includes an operation device 90 provided at a distance from the vehicle body section 10, and a display section 68. The operation device 90 includes a plurality of input sections 91 provided corresponding to each of a plurality of driving commands. When each of the plurality of input sections 91 is operated, the operation device 90 receives input of a driving command corresponding to this input section 91 and transmits the received driving command to the driving control section 62. The display section 68 displays the appearance of the operation device 90 and the plurality of input sections 91. When any of the plurality of input sections 91 is operated, the display section 68 displays the input section 91 in a distinguishable manner from the other input sections 91. The plurality of driving commands are valid operation commands, and the operation device 90 displays when the input section 91 corresponding to this valid operation command is operated. an operation enabling command which accepts input of a driving command corresponding to another input unit 91 only when the input unit 91 corresponding to the inching enabling command is operated; an inching enabling command which, when the input unit 91 corresponding to the inching enabling command is operated, causes the operating device 90 to regard the operation on the other input unit 91 as a single discontinuous operation and accepts input of a driving command corresponding to this input unit 91; and a composite driving command which is configured to include two or more driving commands among the multiple driving commands, and when the input unit 91 corresponding to this composite driving command is operated, each of the two or more driving commands included in this composite driving command is executed continuously by the driving control unit 62, or a combination of any of the above. According to the above-described configuration, the vehicle 1 is remotely operated by an operator operating the multiple input units 91 of the operation device 90. The display unit 68 displays the appearance of the operation device 90 and the multiple input units 91, and when any one of the multiple input units 91 is operated, the display unit 68 distinguishes the input unit 91 from the other input units 91, so that the operator can easily know which input unit 91 has been operated. Here, in the case where the driving command includes an operation enabling command, when an operator attempts to perform some operation on the input unit 91, the operator must intentionally operate the input unit 91 corresponding to the operation enabling command, thereby preventing the input unit 91 from being unintentionally operated to operate the vehicle 1. In addition, when the driving command includes an inching enable command, even if the operation time of the input unit 91 is long, it is regarded as a single discontinuous operation, making it easier to operate the vehicle 1 in a precise manner. Furthermore, in the case where the travel command includes a composite travel command, when the input unit 91 corresponding to the composite travel command is operated, each of the two or more travel commands included in the composite travel command is successively executed by the travel control unit 62, so that the operator does not need to individually operate each of the multiple input units 91 corresponding to each of the two or more travel commands. This makes it easier to operate the vehicle 1.

[0104] The vehicle of the present invention is not limited to the above-described embodiment and each of the modified examples described with reference to the drawings, and various other modified examples are conceivable within the technical scope thereof. For example, in the above embodiment, the obstacle sensors 50A, 50B scan within an angular range of, for example, 270° when viewed from above to detect the presence or absence of obstacles and are provided at each of the left L corners at the front F of the machine base 41 and the right R corners at the rear B of the machine base 41. However, instead of this, similar sensors may be provided at each of the right R corners at the front F of the machine base 41 and the left L corners at the rear B of the machine base 41. In addition, it is possible to select and discard the configurations given in the above embodiments and modifications, or to change them to other configurations as appropriate. [Explanation of symbols]

[0105] 1 vehicle 10 Body 50, 50A, 50B Obstacle Sensor 60 Control section 62 Driving control unit 68 Display section 70, 71 warning light 90 Operating device 91 Input section 100 Obstacles A, A1~A9 outer area B, B1~B9 inner area M Message Obstacle Detection Areas S, S1~S9 Front Area of S1 Left Area of S2 Rear Area of S3 Right Area of S4 Left-Front Area of S5 Right-Rear Area of S6 Left-Rear Area of S7 Right-Front Area of S8

Claims

1. A vehicle body capable of traveling in all directions of 360° while maintaining its posture; a plurality of obstacle sensors are provided on the vehicle body section so as to face in different directions so as to be able to detect an obstacle even if the obstacle is located in any direction among the omnidirectional directions around the vehicle body section; and A travel control unit, A plurality of obstacle detection areas are set in advance in the obstacle sensor so as to cover the omnidirectional area, and the obstacle sensor outputs whether or not the obstacle is located inside a designated obstacle detection area among the plurality of obstacle detection areas; The driving control unit determines an obstacle detection area from among a plurality of the obstacle detection areas that includes the driving direction, specifies the obstacle detection area to the obstacle sensor, and controls the driving of the vehicle body to decelerate or stop when the obstacle sensor outputs that the obstacle is in the obstacle detection area.

2. Each of the plurality of obstacle detection regions is divided into an inner region located on the vehicle body side and an outer region located farther from the vehicle body than the inner region, the obstacle sensor outputs a signal indicating whether or not the obstacle is located inside the designated obstacle detection area with respect to each of the inner area and the outer area; 2. The vehicle according to claim 1, wherein the driving control unit controls the vehicle body to decelerate so that the speed is equal to or lower than a threshold when the obstacle sensor outputs an output indicating that the obstacle is in the outer area, and to stop the vehicle body from moving when the obstacle sensor outputs an output indicating that the obstacle is in the inner area.

3. 2. The vehicle according to claim 1, wherein, when the obstacle sensor outputs that the obstacle is in the obstacle detection area that includes the driving direction, the driving control unit invalidates a driving command received from the driving control unit to drive in a direction included in the obstacle detection area in which the obstacle is located.

4. 2. The vehicle according to claim 1, wherein, when the vehicle stops after the obstacle sensor outputs that the obstacle is in the obstacle detection area that includes the driving direction, the driving control unit determines the obstacle detection area so as to enable detection of whether or not the obstacle is located in the all directions, causes the obstacle sensor to output whether or not the obstacle is located in the determined obstacle detection area, and, when it is output that the obstacle is located, invalidates a driving command to drive in a direction included in the obstacle detection area for which the output was given, even if the driving command is received.

5. The plurality of obstacle detection regions include a front region corresponding to a forward direction, a rear region corresponding to a rear direction, a right region corresponding to a right direction, a left region corresponding to a left direction, a right front region corresponding to the right front and including the front region and the right region, a left front region corresponding to the left front and including the front region and the left region, a right rear region corresponding to the right rear and including the rear region and the right region, and a left rear region corresponding to the left rear and including the rear region and the left region, 2. The vehicle according to claim 1, wherein, when the obstacle sensor outputs that the obstacle is present in any one of the right front region, the left front region, the right rear region, and the left rear region and then the vehicle stops, the driving control unit causes the obstacle sensor to output whether or not the obstacle is located for each of a front / rear region which is either the front region or the rear region, and a right / left region which is either the right region or the left region, which are included in the region, and when a driving command is received to drive in a direction included in a region among the front / rear region and the right / left region where it is output that the obstacle is located, the driving control unit invalidates the driving command, and when a driving command is received to drive in a direction included in a region where it is output that the obstacle is not located, the driving control unit does not invalidate the driving command.

6. the plurality of obstacle detection regions include a front region corresponding to a forward direction, a rear region corresponding to a rearward direction, a right region corresponding to a right direction, and a left region corresponding to a left direction, 2. The vehicle according to claim 1, wherein, when the vehicle stops after the obstacle sensor outputs that the obstacle is in the obstacle detection area that includes the driving direction, the driving control unit causes the obstacle sensor to individually output whether or not the obstacle is located in each of the forward area, the rear area, the right area, and the left area, and when the driving control unit receives a driving command to drive in a direction included in the obstacle detection area in which the output indicates that the obstacle is located, the driving control unit invalidates the driving command.

7. A display unit that displays the vehicle body part from above is further provided.

7. The vehicle according to claim 3, wherein when the driving control unit receives a driving command to drive in a direction included in the obstacle detection area outputted as the obstacle being located, the driving control unit displays the obstacle detection area at a position on the display unit corresponding to the vehicle body unit, and displays a message on the display unit indicating that the driving command is invalid.

8. A plurality of warning lights are provided around the vehicle body so as to face in different directions, 7. The vehicle according to claim 1, wherein, when the obstacle sensor outputs that the obstacle is located, the driving control unit turns on the warning light, which is arranged to face in a direction corresponding to the obstacle detection area where the obstacle is located.

9. An operating device provided apart from the vehicle body portion; A display unit; Further comprising: The operation device includes a plurality of input units provided corresponding to a plurality of driving commands, and when each of the plurality of input units is operated, the operation device receives an input of the driving command corresponding to the input unit and transmits the received driving command to the driving control unit; the display unit displays an external appearance of the operation device and the plurality of input units, and when any one of the plurality of input units is operated, displays the input unit in a distinguishable manner from the other input units; The plurality of travel commands include An operation validating command, in which the operation device accepts input of the travel command corresponding to another input unit only when the input unit corresponding to the operation validating command is operated; and An inching enable command, in which, when the input unit corresponding to the inching enable command is operated, the operation device regards the operation of the other input unit as a single discontinuous operation and accepts the input of the travel command corresponding to the input unit; a composite driving command configured to include two or more of the driving commands among the plurality of driving commands, and when the input unit corresponding to the composite driving command is operated, each of the two or more driving commands included in the composite driving command is successively executed by the driving control unit; 7. A vehicle as claimed in any one of claims 1 to 6, comprising any one or any combination of:

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