System, device, moving vehicle, and control method

Abstract

To control the accuracy degradation of control values caused by time deviations between multiple functional units in unattended operation of a moving vehicle.SOLUTION: A system includes: a plurality of functional units each executing processing for controlling unattended operation of a moving vehicle; a first time management unit for managing a first time used in a first functional unit, which is a part of the plurality of functional units; a second time management unit for managing a second time used in a second functional unit, which is a functional unit different from the first functional unit of the plurality of functional units; a difference detection unit for detecting the degree of difference between the first time and the second time; and a performing unit for performing at least one of warning a manager or reducing a moving speed of the moving vehicle when the degree of difference is greater than a predefined threshold value.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a system.

Background Art

[0002] In the manufacturing process of vehicles, a technology for driving a vehicle by autonomous driving is known (for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Such autonomous driving of a vehicle is realized according to a control signal created through processes executed in various functional parts provided in the system. When there are a plurality of times independently managed from each other and processes are executed using different times in each functional part, the accuracy of the control signal for realizing autonomous driving may decrease due to the deviation of the times used in each functional part.

Means for Solving the Problems

[0005] The present disclosure can be realized in the following forms.

[0006] (1) According to one embodiment of the present disclosure, a system is provided. The system includes a plurality of functional units that respectively execute processes for controlling unmanned driving of a moving body, a first time management unit that manages a first time used in a first functional unit that is a part of the plurality of functional units, a second time management unit that manages a second time used in a second functional unit that is a functional unit different from the first functional unit among the plurality of functional units, a difference detection unit that detects a difference degree between the first time and the second time, and an execution unit that executes at least one of warning an administrator and reducing a moving speed of the moving body when the difference degree is equal to or greater than a predetermined threshold value. According to the system of this embodiment, since the difference degree between the first time and the second time is detected, and when the difference degree is equal to or greater than the threshold value, at least one of warning the administrator and reducing the moving speed of the moving body is executed, it is possible to suppress a decrease in the accuracy of unmanned driving control due to continuous control of the moving body in a state where the difference degree is large. (2) In the above embodiment, the plurality of functional units may include a calculation unit that acquires at least one of a position and an orientation of the moving body by using a detection result regarding the moving body acquired from an external sensor located outside the moving body, a control value creation unit that creates a control value for controlling the moving body by using at least one of the position and the orientation of the moving body, and a transmission unit that transmits the control value to the moving body. According to the system of this embodiment, it is possible to suppress a decrease in the accuracy of unmanned driving control in a system including a calculation unit, a control value creation unit, and a transmission unit. (3) In the above embodiment, a plurality of control devices are provided, and a first control device that is any one of the plurality of control devices may include the first functional unit, and the second functional unit may be provided in a second control device that is a control device different from the first control device among the plurality of control devices. According to the system of this form, since the first control device includes the first functional unit and the second control device includes the second functional unit, it is possible to suppress a decrease in the accuracy of the driverless control due to the difference in time occurring between different control devices. (4) According to another form of the present disclosure, an apparatus used in the system described in the above form 1 or the above form 2 is provided. This apparatus includes the difference degree detection unit and the execution unit. According to the apparatus of this form, since the difference degree between the first time and the second time is detected, and when the difference degree is equal to or greater than the threshold value, at least one of warning the administrator and reducing the moving speed of the moving body is executed, it is possible to suppress a decrease in the accuracy of the driverless control due to the continuous control of the moving body in a state where the difference degree is large. (5) According to another form of the present disclosure, a moving body capable of traveling by driverless operation is provided. This moving body includes a plurality of functional units for controlling the driverless operation, a first time management unit for managing a first time used in a first functional unit that is a part of the plurality of functional units, a second time management unit for managing a second time used in a second functional unit that is a functional unit different from the first functional unit among the plurality of functional units, a difference degree detection unit for detecting a difference degree between the first time and the second time, and an execution unit that executes at least one of warning the administrator and reducing the moving speed of the moving body when the difference degree is equal to or greater than a predetermined threshold value. According to the moving body of this form, since the difference degree between the first time and the second time is detected, and when the difference degree is equal to or greater than the threshold value, at least one of warning the administrator and reducing the moving speed of the moving body is executed, it is possible to suppress a decrease in the accuracy of the driverless control due to the continuous control of the moving body in a state where the difference degree is large. (6) According to another aspect of the present disclosure, there is provided a control method for controlling a moving body in a system including a plurality of functional units that respectively execute processes for controlling the unmanned operation of the moving body. This control method includes a step of detecting a difference degree between a first time used in a first functional unit that is a part of the plurality of functional units and a second time used in a second functional unit that is a functional unit different from the first functional unit among the plurality of functional units, and when the difference degree is equal to or greater than a predetermined threshold value, warning the administrator and reducing the moving speed of the moving body, and a step of executing at least one of them. According to the control method of this aspect, the difference degree between the first time and the second time is detected, and when the difference degree is equal to or greater than the threshold value, at least one of warning the administrator and reducing the moving speed of the moving body is executed. Therefore, it is possible to suppress a decrease in the accuracy of unmanned driving control due to the continuous control of the moving body in a state where the difference degree is large.

Brief Description of Drawings

[0007]

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Figure 10

Embodiments for Carrying Out the Invention

[0008] A. First Embodiment: A-1. System Configuration: FIG. 1 is a conceptual diagram showing the configuration of system 10 in the first embodiment. System 10 includes one or more vehicles 100 as moving bodies, a server group 200, and one or more external sensors 300.

[0009] In the present disclosure, "moving body" means an object that can move, for example, a vehicle or an electric vertical takeoff and landing aircraft (so-called flying car). The vehicle may be a vehicle that travels on wheels or a vehicle that travels on an endless track, and examples include a passenger car, a truck, a bus, a two-wheeled vehicle, a four-wheeled vehicle, a tank, a construction vehicle, etc. The vehicle includes a battery electric vehicle (BEV), a gasoline vehicle, a hybrid vehicle, and a fuel cell vehicle. When the moving body is other than a vehicle, the expressions "vehicle" and "car" in the present disclosure can be appropriately replaced with "moving body", and the expression "travel" can be appropriately replaced with "move".

[0010] Vehicle 100 is configured to be capable of traveling by autonomous driving. "Autonomous driving" means driving without being dependent on the driving operations of passengers. The driving operations refer to operations related to at least any one of "driving forward", "turning", and "stopping" of vehicle 100. Autonomous driving is realized by automatic or manual remote control using a device located outside vehicle 100, or by autonomous control of vehicle 100. A passenger who does not perform driving operations may board vehicle 100 while it is traveling by autonomous driving. Passengers who do not perform driving operations include, for example, a person simply sitting on the seat of vehicle 100, or a person performing work different from driving operations, such as assembly, inspection, and operation of switches, while boarding vehicle 100. Note that driving by the driving operations of passengers may be called "driver-operated driving".

[0011] In this specification, "remote control" includes "full remote control" in which all of the operations of vehicle 100 are completely determined from outside vehicle 100, and "partial remote control" in which a part of the operations of vehicle 100 is determined from outside vehicle 100. Further, "autonomous control" includes "full autonomous control" in which vehicle 100 autonomously controls its own operations without receiving any information from a device outside vehicle 100, and "partial autonomous control" in which vehicle 100 autonomously controls its own operations using the information received from a device outside vehicle 100. In the following description, the control for the traveling of vehicle 100 realized by remote control or autonomous control is also referred to as "travel control". Travel control corresponds to "movement control" in the present disclosure.

[0012] In this embodiment, the system 10 is used in a factory FC that manufactures the vehicle 100. The reference coordinate system of the factory FC is the global coordinate system GC. That is, any position within the factory FC is represented by the coordinates of X, Y, and Z in the global coordinate system GC. The factory FC includes a first location PL1 and a second location PL2. The first location PL1 and the second location PL2 are connected by a roadway TR on which the vehicle 100 can travel. A plurality of external sensors 300 are installed along the roadway TR in the factory FC. The positions of the respective external sensors 300 in the factory FC are adjusted in advance. The vehicle 100 moves from the first location PL1 to the second location PL2 through the roadway TR by autonomous driving.

[0013] The external sensor 300 is a sensor located outside the vehicle 100 and acquires information regarding the vehicle 100. The external sensor 300 in this embodiment is a sensor that captures the vehicle 100 from outside the vehicle 100. Specifically, the external sensor 300 is constituted by a camera. The camera as the external sensor 300 captures an imaging image including the vehicle 100 and outputs the imaging image as a detection result. The external sensor 300 includes a communication device (not shown) and can communicate with other devices such as the server group 200 by wired communication or wireless communication.

[0014] FIG. 2 is a block diagram showing the configuration of the vehicle according to the first embodiment. The vehicle 100 includes a vehicle control device 110 for controlling each part of the vehicle 100, an actuator group 120 including one or more actuators that are driven under the control of the vehicle control device 110, and a communication device 130 for communicating with external devices such as the server group 200 by wireless communication. The actuator group 120 includes an actuator of a driving device for accelerating the vehicle 100, an actuator of a steering device for changing the traveling direction of the vehicle 100, and an actuator of a braking device for decelerating the vehicle 100. In addition, the vehicle 100 may be provided with various sensors (not shown) such as a vehicle speed sensor and a yaw rate sensor.

[0015] The vehicle control device 110 is configured by a computer including a processor 111, a memory 112, an input / output interface 113, and an internal bus 114. The processor 111, the memory 112, and the input / output interface 113 are connected to be communicable bidirectionally via the internal bus 114. An actuator group 120 and a communication device 130 are connected to the input / output interface 113. The processor 111 realizes various functions including the function as a vehicle control unit 115 by executing a program PG1 stored in the memory 112.

[0016] The vehicle control unit 115 runs the vehicle 100 by controlling the actuator group 120. The vehicle control unit 115 can run the vehicle 100 by controlling the actuator group 120 using a travel control signal received from the server group 200. The travel control signal is a control signal for running the vehicle 100. In the present embodiment, the travel control signal includes the acceleration and the steering angle of the vehicle 100 as parameters. In other embodiments, the travel control signal may include the speed of the vehicle 100 as a parameter instead of or in addition to the acceleration of the vehicle 100.

[0017] The server group 200 consists of a recognition server 200a, a control server 200b, and a vehicle communication server 200c. The recognition server 200a, the control server 200b, and the vehicle communication server 200c respectively realize different processes for the driverless operation of the vehicle 100. The recognition server 200a, the control server 200b, and the vehicle communication server 200c respectively correspond to the "control device" in the present disclosure.

[0018] FIG. 3 is a block diagram showing the configuration of the recognition server 200a according to the first embodiment. The recognition server 200a executes processes related to the recognition of the vehicle 100 among the processes for controlling the driverless operation of the vehicle 100. The recognition server 200a is configured by a computer including a processor 201a, a memory 202a, an input / output interface 203a, and an internal bus 204a.

[0019] The processor 201a, the memory 202a, and the input / output interface 203a are communicably connected bidirectionally via an internal bus 204a. A communication device 205a for communicating with various devices outside the recognition server 200a is connected to the input / output interface 203a. The communication device 205a can communicate with the vehicle 100 by wireless communication, and can communicate with the external sensor 300, the control server 200b, the vehicle communication server 200c, and a time management server 400 (to be described later) by wired communication or wireless communication.

[0020] The processor 201a functions as a processing unit 211, a calculation unit 212, and a first time management unit 213 by executing a program PG21 stored in the memory 202a.

[0021] The processing unit 211 acquires a captured image from the external sensor 300, executes preprocessing for detecting the vehicle 100, and outputs a processed image. As preprocessing, the processing unit 211 executes, for example, distortion correction processing, rotation processing, mask processing, etc. of the captured image. By performing such preprocessing, the accuracy of detecting the vehicle 100 to be executed later can be improved. Note that such preprocessing may not be executed, and in such a case, the processor 201a may not include the processing unit 211.

[0022] The calculation unit 212 acquires the processed image preprocessed by the processing unit 211, acquires the position and orientation of the vehicle 100 using the processed image, and outputs the position and orientation of the vehicle 100. In the following description, the position and orientation of the vehicle 100 are also referred to as "vehicle position information". The specific content of the processing executed by the calculation unit 212 will be described later. Note that the calculation unit 212 may acquire only one of the position and orientation of the vehicle 100 as the vehicle position information. In such a case, the other of the position and orientation of the vehicle 100 may be specified using the driving history of the vehicle 100 or the like. Further, the calculation unit 212 may directly acquire a captured image from the external sensor 300 and acquire vehicle position information using the captured image.

[0023] The first time management unit 213 manages the time t1 which is the time used in the processes executed in the recognition server 200a. The time t1 is synchronized at a predetermined timing so as to be the same as the time t2 described later. When the information indicating the position and orientation of the vehicle 100 calculated by the calculation unit 212 is transmitted, the first time management unit 213 transmits the information indicating the time t1 together with the said information to the control server 200b. Note that the first time management unit 213 may transmit the information indicating the time t1 together not only when the information indicating the position and orientation of the vehicle 100 is transmitted, but also when any information is transmitted from the recognition server 200a to other devices. Also, the first time management unit 213 may transmit the information indicating the time t1 alone at an arbitrary timing.

[0024] Figure 4 is a block diagram showing the configuration of the control server 200b of the first embodiment. The control server 200b executes the process related to the creation of the driving control signal for controlling the vehicle 100 among the processes for controlling the driverless operation of the vehicle 100. The control server 200b is configured by a computer including a processor 201b, a memory 202b, an input / output interface 203b, and an internal bus 204b. A communication device 205b for communicating with various devices outside the control server 200b is connected to the input / output interface 203b. Since the functions of each part constituting the control server 200b and the connection mode between each part are the same as those of the recognition server 200a, the description thereof is omitted.

[0025] By executing the program PG22 stored in the memory 202b, the processor 201b functions as a control value creation unit 214, a second time management unit 215, a first difference detection unit 216, and a first implementation unit 217.

[0026] The control value creation unit 214 acquires the position and orientation of the vehicle 100 calculated by the calculation unit 212, and creates and outputs a driving control signal for controlling the actuator group 120 of the vehicle 100 by using the position and orientation of the vehicle 100. Note that the control value creation unit 214 may generate not only a driving control signal but also a control signal for controlling an actuator that operates various auxiliary machines provided in the vehicle 100, various equipment such as a wiper, a power window, and a lamp. The driving control signal and the control signal correspond to the "control value" in the present disclosure.

[0027] The second time management unit 215 manages a time t2 that is a time used in the process executed in the control server 200b. The time t2 is synchronized at a predetermined timing so as to be the same as the time t0 managed in the time management server 400 located outside the control server 200b. When the driving control signal created by the control value creation unit 214 is transmitted, the second time management unit 215 transmits information indicating the time t2 to the vehicle communication server 200c together with the driving control signal. Note that the second time management unit 215 may transmit the information indicating the time t2 not only when the driving control signal created by the control value creation unit 214 is transmitted but also when any information is transmitted from the control server 200b to another device. Further, the second time management unit 215 may transmit the information indicating the time t2 alone at an arbitrary timing.

[0028] The time management server 400 is configured by a computer. The time management server 400 manages the absolute time, in this embodiment, the actual time, as time t0. Note that the time t0 is not limited to the absolute time, and may be relative time, for example, the elapsed time since the time management server 400 started operating. The time t0 may be any time that can be used as a time stamp for various processes executed in the server group 200. In this embodiment, access restrictions are provided for communication between the time management server 400 and other devices so that only the control server 200b among the server group 200 can execute communication with the time management server 400. By limiting the server that executes communication with the time management server 400 to the control server 200b, it is possible to maintain the security of the time management server 400 and suppress the cost for network connection of other devices.

[0029] The first difference detection unit 216 respectively acquires the time t2 managed by the second time management unit 215 and the time t1 received from the recognition server 200a, and detects the difference degree between the time t2 and the time t1. Further, the first difference detection unit 216 respectively acquires the time t2 and the time t3 described later, and detects the difference degree between the time t2 and the time t3. In this embodiment, the first difference detection unit 216 detects, as the difference degree, the magnitude of the difference between the time t2 and the time t1, and the magnitude of the difference between the time t2 and the time t3. When the difference degree is equal to or greater than a predetermined threshold, the first implementation unit 217 executes a warning to the administrator of the system 10 and a stop instruction to the vehicle 100. Here, the "administrator" is not limited to the person who overall manages the system 10, and includes an operator who performs a recovery operation when any abnormality occurs in the system 10. The processing by the first difference detection unit 216 and the first implementation unit 217 will be described later. The control server 200b having the first difference detection unit 216 and the first implementation unit 217 corresponds to the "device" in the present disclosure.

[0030] FIG. 5 is a block diagram showing the configuration of the vehicle communication server 200c of the first embodiment. The vehicle communication server 200c executes processing related to the transmission of a driving control signal to the vehicle 100 among the processing for controlling the driverless operation of the vehicle 100. The vehicle communication server 200c is configured by a computer including a processor 201c, a memory 202c, an input / output interface 203c, and an internal bus 204c. A communication device 205c for communicating with various devices outside the vehicle communication server 200c is connected to the input / output interface 203c. Since the functions of each part constituting the vehicle communication server 200c and the connection mode between each part are the same as those of the recognition server 200a, the description thereof is omitted.

[0031] The processor 201c functions as a transmission unit 218, a third time management unit 219, a second difference degree detection unit 220, and a second execution unit 221 by executing a program PG23 stored in the memory 202c.

[0032] The transmission unit 218 acquires a driving control signal and transmits the driving control signal to the vehicle 100. In the present embodiment, when the driving control signal transmitted by the transmission unit 218 is received by the vehicle 100, the driverless operation of the vehicle 100 is realized.

[0033] The third time management unit 219 manages a time t3 which is a time used in the processing executed in the vehicle communication server 200c. The time t3 is synchronized at a predetermined timing so as to be the same as the above-described time t2. The third time management unit 219 transmits information indicating the time t3 to the control server 200b when the driving control signal is transmitted. Note that the third time management unit 219 may transmit the information indicating the time t3 together when information is transmitted from the vehicle communication server 200c to other devices, not limited to when the driving control signal is transmitted.

[0034] The second difference detector 220 acquires the time t3 managed by the third time management unit 219 and the time t2 received from the control server 200b, and detects the difference between the time t3 and the time t2. In the present embodiment, the second difference detector 220 detects the magnitude of the difference between the time t3 and the time t2 as the difference between the time t3 and the time t2. When the difference between the time t3 and the time t2 is equal to or greater than a predetermined threshold, the second implementation unit 221 executes a warning to the administrator of the system 10 and a stop instruction for the vehicle 100. The processing by the second difference detector 220 and the second implementation unit 221 will be described later. The vehicle communication server 200c having the second difference detector 220 and the second implementation unit 221 corresponds to the "device" in the present disclosure.

[0035] A-2. Driving control: FIG. 6 is a flowchart showing the processing procedure of the driving control of the vehicle 100 in the first embodiment. In FIG. 6, the left flowchart shows the processing executed in the server group 200, and the right flowchart shows the processing executed in the vehicle 100. In the following description, the processing by the processing unit 211 is omitted.

[0036] In step S1, the calculation unit 212 acquires the vehicle position information of the vehicle 100 using the detection result output from the external sensor 300. The vehicle position information is the position information that is the basis for generating the driving control signal. In the present embodiment, the vehicle position information includes the position and orientation of the vehicle 100 in the global coordinate system GC of the factory FC. Specifically, in step S1, the calculation unit 212 acquires the vehicle position information using the captured image obtained from the camera which is the external sensor 300.

[0037] Specifically, in step S1, the calculation unit 212 detects, for example, the outer shape of the vehicle 100 from the captured image, calculates the coordinates of the measurement points of the vehicle 100 in the coordinate system of the captured image, that is, the local coordinate system, and converts the calculated coordinates into coordinates in the global coordinate system GC, thereby obtaining the position of the vehicle 100. The outer shape of the vehicle 100 included in the captured image can be detected, for example, by inputting the captured image into a detection model DM that utilizes artificial intelligence. The detection model DM is prepared, for example, within the system 10 or outside the system 10 and is pre-stored in the memory 202a of the recognition server 200a. Examples of the detection model DM include a trained machine learning model that is learned to implement either semantic segmentation or instance segmentation. As this machine learning model, for example, a convolutional neural network (hereinafter, CNN) learned by supervised learning using a training dataset can be used. The training dataset has, for example, a plurality of training images including the vehicle 100 and a label indicating whether each region in the training image is a region indicating the vehicle 100 or a region indicating other than the vehicle 100. During the learning of the CNN, it is preferable that the parameters of the CNN are updated by backpropagation (error backpropagation method) so as to reduce the error between the output result by the detection model DM and the label. Further, the calculation unit 212 can obtain the orientation of the vehicle 100, for example, by estimating based on the direction of the movement vector of the vehicle 100 calculated from the position change of the feature points of the vehicle 100 between frames of the captured image using the optical flow method.

[0038] In step S2, the control value creation unit 214 determines the target position to which the vehicle 100 should next head. In the present embodiment, the target position is represented by the coordinates of X, Y, and Z in the global coordinate system GC. In the memory 202b of the control server 200b, a reference route RR, which is the route along which the vehicle 100 should travel, is stored in advance. The route is represented by a node indicating the departure point, a node indicating the passing point, a node indicating the destination, and links connecting each node. The control value creation unit 214 determines the target position to which the vehicle 100 should next head using the vehicle position information and the reference route RR. The control value creation unit 214 determines the target position on the reference route RR ahead of the current position of the vehicle 100.

[0039] In step S3, the control value creation unit 214 generates a travel control signal for causing the vehicle 100 to travel toward the determined target position. The control value creation unit 214 calculates the travel speed of the vehicle 100 from the change in the position of the vehicle 100 and compares the calculated travel speed with the target speed. Overall, when the travel speed is lower than the target speed, the control value creation unit 214 determines the acceleration so that the vehicle 100 accelerates, and when the travel speed is higher than the target speed, the control value creation unit 214 determines the acceleration so that the vehicle 100 decelerates. Further, when the vehicle 100 is located on the reference route RR, the control value creation unit 214 determines the steering angle and acceleration so that the vehicle 100 does not deviate from the reference route RR, and when the vehicle 100 is not located on the reference route RR, in other words, when the vehicle 100 has deviated from the reference route RR, the control value creation unit 214 determines the steering angle and acceleration so that the vehicle 100 returns to the reference route RR.

[0040] In step S4, the transmission unit 218 transmits the generated travel control signal to the vehicle 100. The server group 200 repeats the acquisition of the position of the vehicle 100, the determination of the target position, the generation of the travel control signal, and the transmission of the travel control signal at a predetermined cycle.

[0041] In step S5, the vehicle control unit 115 receives a driving control signal transmitted from the vehicle communication server 200c. In step S6, the vehicle control unit 115 controls the actuator group 120 using the received driving control signal, and drives the vehicle 100 at the acceleration and steering angle represented by the driving control signal. The vehicle control unit 115 repeats the reception of the driving control signal and the control of the actuator group 120 at a predetermined cycle. According to the system 10 in the present embodiment, the vehicle 100 can be driven by remote control, and the vehicle 100 can be moved without using conveying facilities such as a crane or a conveyor.

[0042] A-3. Processing in the server group 200: FIG. 7 is a flowchart showing the procedure of the processing executed in the server group 200 of the first embodiment. In the present embodiment, the above-described driving control is executed as basic control, and this processing is executed in combination with such driving control. This processing is started when a start of the driving control is requested. For example, it is started when it is detected that the vehicle 100 has arrived at a predetermined position, or when a start is requested by an operator.

[0043] In step S110, the first time management unit 213, the second time management unit 215, and the third time management unit 219 respectively determine whether time synchronization has been successful. More specifically, the first time management unit 213 determines whether the synchronization between time t1 and time t2 has been successful. The second time management unit 215 determines whether the synchronization between time t2 and time t0 has been successful. The third time management unit 219 determines whether the synchronization between time t3 and time t2 has been successful. If it is determined that synchronization has not been successful in at least any one of the first time management unit 213, the second time management unit 215, and the third time management unit 219 (step S110: No), the driving control is not started and this processing ends. This is because if synchronization is not successful, a time difference occurs between the servers, and the accuracy of remote control may decrease. At this time, the time management unit that has determined that synchronization has not been successful may notify the administrator of the system 10 to that effect.

[0044] When it is determined that synchronization has been successful in each of the first time management unit 213, the second time management unit 215, and the third time management unit 219 (step S110: Yes), in step S120, the above-described travel control is started.

[0045] In step S130, the first degree-of-difference detection unit 216 acquires time t1 and time t2, and determines whether the degree of difference between time t1 and time t2 is less than a predetermined threshold value. The threshold value in this step is set in consideration of the time required for communication between the recognition server 200a and the control server 200b during normal operation.

[0046] In step S130, the first degree-of-difference detection unit 216 corresponds to the "degree-of-difference detection unit" in the present disclosure. Further, the recognition server 200a corresponds to the "first control device" in the present disclosure. Time t1 corresponds to the "first time" in the present disclosure, the processing unit 211 and the calculation unit 212 correspond to the "first functional unit" in the present disclosure, and the first time management unit 213 corresponds to the "first time management unit" in the present disclosure. Further, the control server 200b corresponds to the "second control device" in the present disclosure. Time t2 corresponds to the "second time" in the present disclosure, the control value creation unit 214 corresponds to the "second functional unit" in the present disclosure, and the second time management unit 215 corresponds to the "second time management unit" in the present disclosure.

[0047] When it is determined that the degree of difference between time t1 and time t2 is not less than the threshold value (step S130: No), in other words, when the degree of difference is greater than or equal to the threshold value, in step S180, the first implementation unit 217 transmits a warning to the administrator of the system 10 and a stop instruction to the vehicle 100. In the present embodiment, the first implementation unit 217 transmits an error signal indicating that an abnormality has occurred as a stop instruction to the vehicle 100. When the vehicle control unit 115 receives the error signal, it stops the travel. In step S180, the first implementation unit 217 corresponds to the "implementation unit" in the present disclosure.

[0048] When it is determined that the degree of difference between time t1 and time t2 is less than the threshold value (step S130: Yes), in step S140, the first degree-of-difference detection unit 216 acquires time t2 and time t3, and determines whether the degree of difference between time t2 and time t3 is less than a predetermined threshold value. The threshold value in this step is set in consideration of the time required for communication between the control server 200b and the vehicle communication server 200c during normal operation.

[0049] In step S140, the first degree-of-difference detection unit 216 corresponds to the "degree-of-difference detection unit" in the present disclosure. Also, the control server 200b corresponds to the "first control device" in the present disclosure. Time t2 corresponds to the "first time" in the present disclosure, the control value creation unit 214 corresponds to the "first functional unit" in the present disclosure, and the second time management unit 215 corresponds to the "first time management unit" in the present disclosure. Also, the vehicle communication server 200c corresponds to the "second control device" in the present disclosure. Time t3 corresponds to the "second time" in the present disclosure, the transmission unit 218 corresponds to the "second functional unit" in the present disclosure, and the third time management unit 219 corresponds to the "second time management unit" in the present disclosure.

[0050] When it is determined that the degree of difference between time t2 and time t3 is not less than the threshold value (step S140: No), in other words, when the degree of difference is greater than or equal to the threshold value, the above-described step S180 is executed.

[0051] When it is determined that the degree of difference between time t2 and time t3 is less than the threshold value (step S140: Yes), in step S150, the second degree-of-difference detection unit 220 acquires time t3 and time t2, and determines whether the degree of difference between time t3 and time t2 is less than a predetermined threshold value. The threshold value in this step is set in consideration of the time required for communication between the vehicle communication server 200c and the control server 200b during normal operation. Note that although the first degree-of-difference detection unit 216 also determines the difference between time t2 and time t3 in step S140 described above, by executing a similar determination by the second degree-of-difference detection unit 220 also in step S150, it is possible to more reliably ensure that time synchronization between the servers is achieved.

[0052] In step S150, the second degree-of-difference detection unit 220 corresponds to the "degree-of-difference detection unit" in the present disclosure. The vehicle communication server 200c corresponds to the "first control device" in the present disclosure. Time t3 corresponds to the "first time" in the present disclosure, the transmission unit 218 corresponds to the "first functional unit" in the present disclosure, and the third time management unit 219 corresponds to the "first time management unit" in the present disclosure. Also, the control server 200b corresponds to the "second control device" in the present disclosure. Time t2 corresponds to the "second time" in the present disclosure, the control value creation unit 214 corresponds to the "second functional unit" in the present disclosure, and the second time management unit 215 corresponds to the "second time management unit" in the present disclosure.

[0053] When it is determined that the degree of difference between time t3 and time t2 is not less than the threshold value (step S150: No), in other words, when the degree of difference is not less than the threshold value, in step S190, the second implementation unit 221 transmits a warning to the administrator of the system 10 and a stop instruction to the vehicle 100. In the present embodiment, the second implementation unit 221 transmits a driving control signal instructing the vehicle 100 to perform control to set the driving speed of the vehicle 100 to 0 as the stop instruction to the vehicle 100. In step S190, the second implementation unit 221 corresponds to the "implementation unit" in the present disclosure.

[0054] When it is determined that the degree of difference between time t3 and time t2 is less than the threshold value (step S150: Yes), and the vehicle 100 has not yet reached the destination (step S160: No), the driving control is continued, and the above-described step S130 is executed again. On the other hand, when the vehicle 100 reaches the destination (step S160: Yes), the driving control ends in step S170. This processing ends here.

[0055] According to the system 10 of the first embodiment described above, the degrees of difference between time t1 and time t2, between time t2 and time t3, and between time t3 and time t2 are detected. When any of the degrees of difference is greater than or equal to the threshold value, a warning is given to the administrator, and a stop instruction is transmitted to the vehicle 100. Therefore, it is possible to suppress a decrease in the accuracy of the driverless operation control due to the continued control of the vehicle 100 in a state where the degree of difference is large.

[0056] Also, in the system 10 including the calculation unit 212, the control value creation unit 214, and the transmission unit 218, it is possible to suppress a decrease in the accuracy of the driverless operation control.

[0057] Further, the system includes a recognition server 200a, a control server 200b, and a vehicle communication server 200c, and each server has a functional unit that uses different times. In such a system 10, it is possible to suppress a decrease in the accuracy of the driverless operation control due to the difference in time occurring between different servers.

[0058] B. Second Embodiment: FIG. 8 is a block diagram showing the configuration of the system 10v in the second embodiment. In this embodiment, the system 10v is different from the first embodiment in that it does not include the server group 200. Also, the vehicle 100v in this embodiment can travel by autonomous control of the vehicle 100v. For other configurations, they are the same as those in the first embodiment unless otherwise specified.

[0059] In this embodiment, the processor 111v of the vehicle control device 110v functions as a vehicle control unit 115v, a processing unit 191, a calculation unit 192, a first time management unit 193, a control value creation unit 194, a second time management unit 195, a difference detection unit 196, and an execution unit 197 by executing the program PG1 stored in the memory 112v. The vehicle control unit 115v acquires the detection result by a sensor, generates a travel control signal using the detection result, and outputs the generated travel control signal to operate the actuator group 120, thereby enabling the vehicle 100v to travel by autonomous control. In this embodiment, in addition to the program PG1, a detection model DM and a reference route RR are stored in advance in the memory 112v. The vehicle control device 110v in the second embodiment corresponds to the "device" in the present disclosure.

[0060] In this embodiment, the first time management unit 193 manages the time t1 used in the processes executed in the processing unit 191 and the calculation unit 192. The second time management unit 195 manages the time t2 used in the process executed in the control value creation unit 194. The difference detection unit 196 respectively acquires the time t1 managed by the first time management unit 193 and the time t2 managed by the second time management unit 195, and detects the difference between the time t1 and the time t2.

[0061] FIG. 9 is a flowchart showing the processing procedure of the travel control of the vehicle 100v in the second embodiment. In the following description, the processing by the processing unit 191 is omitted. In step S11, the calculation unit 192 acquires vehicle position information using the detection result output from the camera which is the external sensor 300. In step S11 in this embodiment, the processor 111v acquires vehicle position information using the captured image and the vehicle speed in the same manner as step S1 in FIG. 3. In step S12, the control value creation unit 194 determines the target position to which the vehicle 100v should next head. In step S13, the control value creation unit 194 generates a travel control signal for causing the vehicle 100v to travel toward the determined target position. In step S14, the vehicle control unit 115v controls the actuator group 120 using the generated travel control signal, thereby causing the vehicle 100v to travel according to the parameters represented by the travel control signal. The processor 111v repeats the acquisition of vehicle position information, the determination of the target position, the generation of the travel control signal, and the control of the actuator group 120 at a predetermined cycle. According to the system 10v in this embodiment, the vehicle 100v can be caused to travel by the autonomous control of the vehicle 100v without remotely controlling the vehicle 100v by the server group 200.

[0062] FIG. 10 is a flowchart showing the processing procedure in the vehicle control device 110v of the second embodiment. In this embodiment, in step S130, the difference detection unit 196 determines whether the difference degree between the time t1 and the time t2 is less than a predetermined threshold value.

[0063] In this embodiment, the time t1 corresponds to the "first time" in the present disclosure, the processing unit 191 and the calculation unit 192 correspond to the "first functional unit" in the present disclosure, and the first time management unit 193 corresponds to the "first time management unit" in the present disclosure. Also, the time t2 corresponds to the "second time" in the present disclosure, the control value creation unit 194 corresponds to the "second functional unit" in the present disclosure, and the second time management unit 195 corresponds to the "second time management unit" in the present disclosure.

[0064] When it is determined that the degree of difference is not less than the threshold value (step S130: No), in other words, when the degree of difference is not less than the threshold value, in step S180A, the implementation unit 197 sends a warning to the administrator and outputs a stop signal to the vehicle control unit 115v. In the present embodiment, the implementation unit 197 outputs at least one of an error signal indicating that an abnormality has occurred and a travel control signal instructing control to set the travel speed of the vehicle 100 to 0 as the stop signal. When the vehicle control unit 115v acquires the error signal, it stops the travel. On the other hand, when the degree of difference between the time t1 and the time t2 is less than the threshold value (step S130: Yes), the above-described step S160 is executed.

[0065] According to the system 10v of the second embodiment described above, even when the vehicle 100v is caused to travel by autonomous control of the vehicle 100v, the same effects as those of the first embodiment are achieved.

[0066] C. Other Embodiments: (C1) In the above embodiment, steps S130, S140, and S150 shown in FIG. 7 are executed in this order, but the present disclosure is not limited to this. At least two of steps S130, S140, and S150 may be executed in parallel with each other in terms of time. Even in such a form, the same effects as those of the above embodiment are achieved.

[0067] (C2) In the above embodiment, in step S180 shown in FIG. 7, the first implementation unit 217 sends a warning and a stop instruction to the administrator, but the present disclosure is not limited to this. The first implementation unit 217 may send only one of a warning and a stop instruction to the administrator. Similarly, in step S190, the second implementation unit 221 may send only one of a warning and a stop instruction to the administrator. Even in such a form, it is possible to suppress the occurrence of a problem in the driverless operation of the vehicle 100 by continuing the travel control in a state where a time shift has occurred as compared with a form in which no treatment is implemented.

[0068] (C3) In the above embodiment, the first implementation unit 217 and the second implementation unit 221 transmit a stop instruction for instructing the vehicle 100 to stop running, but the present disclosure is not limited thereto. Instead of the stop instruction, the first implementation unit 217 and the second implementation unit 221 may transmit a deceleration instruction for instructing the vehicle 100 to reduce the running speed of the vehicle 100 to the vehicle 100. Even in such a form, compared with the form of running the vehicle 100 at a normal speed even when a time shift has occurred, the moving distance of the vehicle 100 per unit time becomes shorter, so that it is possible to suppress a decrease in the accuracy of the driverless control.

[0069] (C4) In the above embodiment, in step S110 shown in FIG. 7, the time t2 is synchronized with the time t0, and the times t1 and t3 are synchronized with the time t2, but the present disclosure is not limited thereto. Instead of the time t2, the time t1 or the time t3 may be synchronized with the time t0. Further, when any of the recognition server 200a, the control server 200b, and the vehicle communication server 200c is configured to be communicable with the time management server 400, any of the times t1, t2, and t3 may be directly synchronized with the time t0. Even in such a form, the same effects as those of the above embodiment can be obtained.

[0070] (C5) In the above embodiment, the system 10 includes a first difference detector 216 and a second difference detector 220 as functional units corresponding to the difference detector of the present disclosure, and a first implementation unit 217 and a second implementation unit 221 as functional units corresponding to the implementation unit of the present disclosure. However, the present disclosure is not limited thereto. The system 10 may include one difference detector and one implementation unit respectively. For example, among the server groups 200, any one of the recognition server 200a, the control server 200b, and the vehicle communication server 200c may have a difference detector and an implementation unit. Further, the system 10 may further include another device different from the recognition server 200a, the control server 200b, and the vehicle communication server 200c, and the other device may have a difference detector and an implementation unit. The other device may be a device external to the vehicle 100 or a device mounted on the vehicle 100. The other device corresponds to the "device" in the present disclosure. Even in such a form, the same effects as those of the above embodiment can be achieved.

[0071] (C6) In the above first embodiment, the processing unit 211, the calculation unit 212, the first time management unit 213, the control value creation unit 214, the second time management unit 215, the first difference detector 216, the first implementation unit 217, the transmission unit 218, the third time management unit 219, the second difference detector 220, and the second implementation unit 221 are realized in a distributed manner in the recognition server 200a, the control server 200b, and the vehicle communication server 200c. However, the present disclosure is not limited thereto. The above functional units may be realized in the same server. Even in such a form, it is conceivable that a plurality of functional units execute processing using different times within the same server. Even in such a form, the same effects as those of the above embodiment can be achieved.

[0072] Also, in the above-described second embodiment, the vehicle control unit 115v, the processing unit 191, the calculation unit 192, the first time management unit 193, the control value creation unit 194, the second time management unit 195, the difference degree detection unit 196, and the execution unit 197 are all realized in the same processor 111v, but the present disclosure is not limited to this. When the vehicle control device 110v has a plurality of processors, the above-described respective functional units may be realized in a distributed manner among the plurality of processors. Further, when the vehicle control device 110v is configured by a plurality of computers, the above-described respective functional units may be realized in a distributed manner among the plurality of computers. Even in such a form, the same effects as those of the above-described embodiment can be obtained.

[0073] (C7) In each of the above embodiments, the external sensor 300 is a camera. In contrast, the external sensor 300 may not be a camera, and for example, it may be a distance measuring device. The distance measuring device may be, for example, LiDAR (Light Detection And Ranging). In this case, the detection result output by the external sensor 300 may be three-dimensional point cloud data representing the vehicle 100. In this case, the server group 200 and the vehicle 100 may acquire vehicle position information by template matching using the three-dimensional point cloud data as the detection result and reference point cloud data prepared in advance.

[0074] (C8) In the above-described first embodiment, the processing from the acquisition of vehicle position information to the generation of the driving control signal is executed by the server group 200. In contrast, at least a part of the processing from the acquisition of vehicle position information to the generation of the driving control signal may be executed by the vehicle 100. For example, the following forms (1) to (3) may be used.

[0075] (1) The server group 200 may acquire vehicle position information, determine a target position to which the vehicle 100 should next head, and generate a route from the current position of the vehicle 100 represented in the acquired vehicle position information to the target position. The server group 200 may generate a route to a target position between the current position and the destination, or may generate a route to the destination. The server group 200 may transmit the generated route to the vehicle 100. The vehicle 100 may generate a travel control signal so that the vehicle 100 travels on the route received from the server group 200, and control the actuator group 120 using the generated travel control signal.

[0076] (2) The server group 200 may acquire vehicle position information and transmit the acquired vehicle position information to the vehicle 100. The vehicle 100 may determine a target position to which the vehicle 100 should next head, generate a route from the current position of the vehicle 100 represented in the received vehicle position information to the target position, generate a travel control signal so that the vehicle 100 travels on the generated route, and control the actuator group 120 using the generated travel control signal.

[0077] (3) In the forms (1) and (2) above, an internal sensor is mounted on the vehicle 100, and the detection result output from the internal sensor may be used for at least one of the generation of the route and the generation of the driving control signal. The internal sensor is a sensor mounted on the vehicle 100. The internal sensor may include, for example, a sensor that detects the motion state of the vehicle 100, a sensor that detects the operating state of each part of the vehicle 100, and a sensor that detects the surrounding environment of the vehicle 100. Specifically, the internal sensor may include, for example, a camera, LiDAR, millimeter-wave radar, ultrasonic sensor, GPS sensor, acceleration sensor, gyro sensor, etc. For example, in the form (1) above, the server group 200 may acquire the detection result of the internal sensor and reflect the detection result of the internal sensor in the route when generating the route. In the form (1) above, the vehicle 100 may acquire the detection result of the internal sensor and reflect the detection result of the internal sensor in the driving control signal when generating the driving control signal. In the form (2) above, the vehicle 100 may acquire the detection result of the internal sensor and reflect the detection result of the internal sensor in the route when generating the route. In the form (2) above, the vehicle 100 may acquire the detection result of the internal sensor and reflect the detection result of the internal sensor in the driving control signal when generating the driving control signal.

[0078] (C9) In the second embodiment above, an internal sensor is mounted on the vehicle 100v, and the detection result output from the internal sensor may be used for at least one of the generation of the route and the generation of the driving control signal. For example, the vehicle 100v may acquire the detection result of the internal sensor and reflect the detection result of the internal sensor in the route when generating the route. The vehicle 100v may acquire the detection result of the internal sensor and reflect the detection result of the internal sensor in the driving control signal when generating the driving control signal.

[0079] (C10) In the above-described embodiment in which the vehicle 100 can travel by autonomous control, the vehicle 100 acquires vehicle position information using the detection results of the external sensor 300. In contrast, an internal sensor is mounted on the vehicle 100, and the vehicle 100 acquires vehicle position information using the detection results of the internal sensor, determines the target position to which the vehicle 100 should next head, generates a route from the current position of the vehicle 100 represented in the acquired vehicle position information to the target position, generates a driving control signal for traveling along the generated route, and may control the actuator of the vehicle 100 using the generated driving control signal. In this case, the vehicle 100 can travel without using the detection results of the external sensor 300 at all. Note that the vehicle 100 may acquire the target arrival time and traffic jam information from outside the vehicle 100 and reflect at least one of the target arrival time and traffic jam information in at least one of the route and the driving control signal. Further, all of the functional configurations of the system 10 may be provided in the vehicle 100. That is, the processing realized by the system 10 in the present disclosure may be realized by the vehicle 100 alone.

[0080] (C11) In the first embodiment, the server group 200 automatically generates the driving control signal to be transmitted to the vehicle 100. In contrast, the server group 200 may generate the driving control signal to be transmitted to the vehicle 100 according to the operation of an external operator located outside the vehicle 100. For example, an external operator operates a control device including a display for displaying the captured image output from the external sensor 300, a steering wheel for remotely operating the vehicle 100, an accelerator pedal, a brake pedal, and a communication device for communicating with the server group 200 by wire communication or wireless communication, and the server group 200 may generate a driving control signal corresponding to the operation applied to the control device.

[0081] (C12) In each of the above embodiments, the vehicle 100 only needs to be configured to be movable by autonomous driving. For example, it may be in the form of a platform having the following configuration. Specifically, in order for the vehicle 100 to perform the three functions of "running", "turning", and "stopping" by autonomous driving, the vehicle 100 only needs to include at least a control device that controls the running of the vehicle 100 and actuators such as a driving device, a steering device, and a braking device. When the vehicle 100 acquires information from the outside for autonomous driving, the vehicle 100 may further include a communication device. That is, for the vehicle 100 that can be moved by autonomous driving, at least a part of the interior parts such as the driver's seat and the dashboard may not be installed, at least a part of the exterior parts such as the bumper and the fender may not be installed, and the body shell may not be installed. In this case, until the vehicle 100 is shipped from the factory FC, the remaining parts such as the body shell may be installed on the vehicle 100, or after the vehicle 100 is shipped from the factory FC in a state where the remaining parts such as the body shell are not installed on the vehicle 100, the remaining parts such as the body shell may be installed on the vehicle 100. Each part may be installed from any direction such as the upper side, the lower side, the front side, the rear side, the right side, or the left side of the vehicle 100, and they may be installed from the same direction or from different directions respectively. Note that the positioning of the platform form can also be performed in the same manner as the vehicle 100 in the first embodiment.

[0082] (C13) The vehicle 100 may be manufactured by combining a plurality of modules. A module means a unit composed of one or more parts grouped according to the configuration and functions of the vehicle 100. For example, the platform of the vehicle 100 may be manufactured by combining a front module that constitutes the front part of the platform, a center module that constitutes the central part of the platform, and a rear module that constitutes the rear part of the platform. Note that the number of modules constituting the platform is not limited to three, and may be two or less or four or more. Also, in addition to or instead of the platform, parts of the vehicle 100 different from the platform may be modularized. Further, the various modules may include any exterior parts such as bumpers and grills, and any interior parts such as seats and consoles. Also, not limited to the vehicle 100, any type of moving body may be manufactured by combining a plurality of modules. Such modules may be manufactured, for example, by joining a plurality of parts by welding or fixtures, etc., or by integrally molding at least a part of the module as one part by casting. The molding method of integrally molding at least a part of the module as one part is also called gigacasting or megacasting. By using gigacasting, each part of the moving body that was conventionally formed by joining a plurality of parts can be formed as one part. For example, the above-mentioned front module, center module, and rear module may be manufactured using gigacasting.

[0083] (C14) Using the running of the vehicle 100 by autonomous driving to transport the vehicle 100 is also called "self-propelled transport". Also, the configuration for realizing self-propelled transport is also called "vehicle remote control autonomous driving transport system". Also, the production method of producing the vehicle 100 using self-propelled transport is also called "self-propelled production". In self-propelled production, for example, in the factory FC that manufactures the vehicle 100, at least a part of the transport of the vehicle 100 is realized by self-propelled transport.

[0084] In each of the above-described embodiments, some or all of the functions and processes realized software-wise may be realized hardware-wise. Also, some or all of the functions and processes realized hardware-wise may be realized software-wise. As the hardware for realizing the various functions in each of the above-described embodiments, for example, various circuits such as integrated circuits and discrete circuits may be used.

[0085] The present disclosure is not limited to the above-described embodiments, and can be realized in various configurations without departing from the gist thereof. For example, the technical features in the embodiments corresponding to the technical features in each of the forms described in the summary of the invention can be appropriately replaced or combined in order to solve some or all of the above-described problems, or to achieve some or all of the above-described effects. Also, if the technical feature is not described as essential in this specification, it can be appropriately deleted.

Description of Reference Numerals

[0086] 10, 10v... systems, 100, 100v... vehicles, 110, 110v... vehicle control devices, 111, 111v... processors, 112, 112v... memories, 113... input / output interfaces, 114... internal buses, 115, 115v... vehicle control units, 120... actuator groups, 130... communication devices, 191... processing units, 192... calculation units, 193... first time management units, 194... control value creation units, 195... second time management units, 196... difference degree detection units, 197... execution units, 200... server groups, 200a... recognition servers, 200b... control servers, 200c... vehicle communication servers, 201a, 201b, 201c... processors, 202a, 202b, 202c... memories, 203a, 203b, 203c... input / output interfaces, 204a, 204b, 204c... internal buses, 205a, 205b, 205c... communication devices, 211... processing units, 212... calculation units, 213... first time management units, 214... control value creation units, 215... second time management units, 216... first difference degree detection units, 217... first execution units, 218... transmission units, 219... third time management units, 220... second difference degree detection units, 221... second execution units, 300... external sensors, 400... time management servers, DM... detection models, FC... factories, GC... global coordinate systems, PG1, PG21, PG22, PG23... programs, PL1... first locations, PL2... second locations, RR... reference routes, TR... tracks, t0, t1, t2, t3... times

Claims

1. A system comprising: a plurality of functional units each executing a process for controlling unmanned driving of a moving body; a first time management unit that manages a first time used in a first functional unit which is a part of the plurality of functional units; a second time management unit that manages a second time used in a second functional unit which is a functional unit different from the first functional unit among the plurality of functional units; a difference detection unit that detects a difference degree between the first time and the second time; an execution unit that executes at least one of warning an administrator and reducing a moving speed of the moving body when the difference degree is equal to or greater than a predetermined threshold; and comprising a system.

2. The system according to claim 1, wherein the plurality of functional units include a calculation unit that acquires at least one of a position and an orientation of the moving body by using a detection result regarding the moving body acquired from an external sensor located outside the moving body; a control value creation unit that creates a control value for controlling the moving body by using at least one of the position and the orientation of the moving body; and a transmission unit that transmits the control value to the moving body; and including a system.

3. The system according to claim 1 or claim 2, comprising a plurality of control devices, wherein a first control device which is any one of the plurality of control devices includes the first functional unit, and a second control device which is a control device different from the first control device among the plurality of control devices includes the second functional unit. A system.

4. An apparatus used in the system according to claim 1 or claim 2, comprising the difference detection unit and the execution unit. and comprising an apparatus.

5. A moving body capable of traveling by unmanned driving, comprising a plurality of functional units for controlling the unmanned driving; a first time management unit that manages a first time used in a first functional unit which is a part of the plurality of functional units; a second time management unit that manages a second time used in a second functional unit which is a functional unit different from the first functional unit among the plurality of functional units; a difference detection unit that detects a difference degree between the first time and the second time; and an execution unit that executes at least one of warning an administrator and reducing a moving speed of the moving body when the difference degree is equal to or greater than a predetermined threshold. and comprising a moving body.

6. A control method for controlling a moving body in a system including a plurality of functional units that respectively execute processes for controlling the unmanned operation of the moving body, a step of detecting a difference degree between a first time used in a first functional unit that is a part of the plurality of functional units and a second time used in a second functional unit that is a functional unit different from the first functional unit among the plurality of functional units; when the difference degree is equal to or greater than a predetermined threshold value, executing at least one of warning an administrator and reducing a moving speed of the moving body; comprising: a control method.

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