Air and land vehicles

Abstract

The present invention comprises an environmental information acquisition unit that acquires environmental information, a ground travel execution unit that executes ground travel, an aerial travel execution unit that executes aerial travel, and a control unit. The control unit has one or a plurality of processors, and one or a plurality of memories connecting to the processors. The processor executes processes including: selecting, on the basis of the environmental information, a ground travel state in which ground travel is executed, or an aerial travel state in which aerial travel is executed; and changing the order of priority of information transmission related to the ground travel execution unit and the aerial travel execution unit in accordance with whether the ground travel state was selected or whether the aerial travel state was selected.

Description

[Technical field]

[0001] The present invention relates to an air-land amphibious vehicle capable of traveling on land and in the air. [Background technology]

[0002] Patent Document 1 discloses an amphibious vehicle that is equipped with a levitation fan that forces air vertically downward, an attitude control fan that forces air vertically, and wing members that can be spread out horizontally, on the vehicle chassis, and that can run on land and fly in the air. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-185866 A Summary of the Invention [Problem to be solved by the invention]

[0004] In an air and land vehicle, the function of running on the ground and the function of flying in the air are separated as independent functions. Therefore, when the vehicle moves from running on the ground to flying in the air, it takes time to switch the operation means and the moving means of the vehicle. In addition, in order to switch between running on the ground and flying in the air, the vehicle must move to a predetermined location, such as a runway.

[0005] In this way, when a moving body has a distinction between its driving function on the ground and its flying function in the air, it is necessary to consider safety on the ground and safety in the air independently, and the safety of each does not improve each other.

[0006] An object of the present invention is to provide an air / land amphibious vehicle that can improve safety. [Means for solving the problem]

[0007] In order to solve the above problems, the air-land amphibious vehicle of the present invention comprises: an environmental information acquisition unit that acquires environmental information; a ground running execution unit that executes ground running; an aerial running execution unit that executes aerial running; A control unit; Equipped with The control unit is one or more processors; one or more memories coupled to said processor; having The ground running execution unit and the aerial running execution unit each have an ECU that communicates with the processor through CAN communication, A different CANID is associated with the frame type of the frame processed by the ECU depending on whether the vehicle is in a ground running state in which ground running is performed or in an airborne running state in which airborne running is performed; The processor, Based on the environmental information, The above Taxiing condition, or The above Selecting an airborne state; Depending on whether the ground running state or the air running state is selected, By changing the CANID for each frame type, Changing the priority of information transmission regarding the ground running execution unit and the aerial running execution unit; and Perform the process including: Effect of the Invention

[0008] According to the present invention, it is possible to improve safety. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram showing a schematic configuration of a moving object. [Diagram 2] FIG. 2 is a functional block diagram showing a schematic function of the control unit. [Diagram 3] FIG. 3 is an explanatory diagram illustrating an example of a CAN communication configuration. [Figure 4] FIG. 4 is an explanatory diagram for explaining a frame of CAN communication. [Diagram 5] FIG. 5 is an explanatory diagram for explaining the priority order of CAN communication. [Figure 6] FIG. 6 is another explanatory diagram for explaining the priority order of CAN communication. [Figure 7] FIG. 7 is a flowchart for explaining the operation of each functional module of the control unit. [Figure 8] FIG. 8 is an explanatory diagram for explaining the operation of the horizontal direction avoidance determination process. [Figure 9] FIG. 9 is an explanatory diagram for explaining the operation of the avoidance direction determination process. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings. The specific dimensions, materials, numerical values, etc. shown in the embodiment are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In this specification and drawings, elements having substantially the same functions and configurations are given the same reference numerals to avoid repeated explanations, and elements not directly related to the present invention are not shown.

[0011] (Mobile unit 100) 1 is a diagram showing a schematic configuration of a moving body 100. The moving body 100 functions as an air-land amphibious moving body capable of traveling on land and in the air. The moving body 100 includes an environmental information acquisition unit 110, an input / output unit 120, a ground traveling execution unit 130, an air traveling execution unit 140, and a control unit 150.

[0012] The environmental information acquisition unit 110 acquires environmental information indicating the internal and external conditions of the moving body 100 in the environment in which the moving body 100 is located. The environmental information acquisition unit 110 includes, for example, an imaging device. The imaging device includes an imaging element such as a charge-coupled device (CCD) or a complementary metal-oxide semiconductor (CMOS). The imaging devices are arranged in the traveling direction of the moving body 100, spaced apart in a substantially horizontal direction such that the optical axes of the two imaging devices are substantially parallel to each other.

[0013] The imaging device captures an image of the external environment around the moving body 100. The imaging device can generate a luminance image including at least luminance information, for example, a color (RGB) image or a monochrome image. Considering that the moving body moves through the air, it is desirable that the resolution of the image generated by the imaging device is high enough to be able to distinguish, for example, electric wires between utility poles. In addition, the environmental information acquisition unit 110 includes a radar and can acquire the relative distance between the moving body 100 and an object located in the direction of irradiation of the radar.

[0014] The environmental information acquisition unit 110 also includes an IMU (Inertial Measurement Unit). The IMU detects translational motion in three orthogonal axial directions with respect to the moving body 100, such as speed and acceleration, and rotational motion around the three orthogonal axes, such as angular velocity and angular acceleration. The environmental information acquisition unit 110 also includes a GPS (Global Positioning System). The GPS can acquire the current position of the moving body 100, such as latitude, longitude, and altitude. The environmental information acquisition unit 110 also includes a vehicle position map service device. The vehicle position map service device can acquire the position on a map where the moving body 100 is traveling through a vehicle position map service.

[0015] The input / output unit 120 receives operation input from the operator. The input / output unit 120 includes, for example, a driving operation unit such as an accelerator pedal or a collective lever, a braking operation unit such as a brake pedal, and a steering unit such as a steering wheel or a cyclic stick. The input / output unit 120 also includes, for example, a monitor and a speaker, and outputs information related to the movement of the moving body 100 to the operator.

[0016] The ground traveling execution unit 130 includes a power unit BUS 132 and a chassis BUS 134. The power unit BUS 132 is composed of an ECU (Electronic Control Unit) related to the power unit, a drive mechanism, and a braking mechanism. The power unit BUS 132 generates a drive force and a braking force for the moving body 100 in response to an operation input received by a drive operation unit and a braking operation unit. The chassis BUS 134 is composed of an ECU related to the chassis, and a steering mechanism. The chassis BUS 134 changes the traveling direction of the moving body 100 in response to an operation input received by the steering unit. Such movement on the ground is sometimes called ground traveling.

[0017] The aerial travel execution unit 140 is composed of a motor BUS 142 and a three-way rudder BUS 144. The motor BUS 142 is composed of an ECU related to the motor and a drive mechanism. The motor BUS 142 generates thrust and lift for the moving body 100 in response to the operation input received by the drive operation unit. The three-way rudder BUS 144 is composed of an ECU and a steering mechanism that control the pitch, roll, and yaw of the moving body 100. If the moving body 100 is a fixed-wing aircraft, the three-way rudder BUS 144 may be composed of an ECU and a steering mechanism that control the ailerons, rudder, and elevators. The three-way rudder BUS 144 changes the altitude and propulsion direction of the moving body 100 in response to the operation input received by the steering unit.

[0018] The aerial travel execution unit 140 allows the moving body 100 to propel itself through the air, for example, to an altitude of 200 m to 300 m. In this embodiment, the moving body 100 can perform a so-called jump, in which the moving body 100 temporarily moves through the air using a short period of lift, in addition to moving through the air while maintaining lift. Such movement through the air is sometimes called aerial travel.

[0019] The control unit 150 is configured with a semiconductor integrated circuit including a processor 150a, a ROM 150b in which programs and the like are stored, a RAM 150c as a work area, and the like. The control unit 150 is connected to the environmental information acquisition unit 110, the input / output unit 120, the ground running execution unit 130, and the aerial running execution unit 140 through a predetermined communication means. The control unit 150 controls the entire moving body 100 through the predetermined communication means. In addition, from the viewpoint of substantially controlling the execution of ground running and aerial running, the multiple ECUs constituting the moving body 100, including the ECU of the ground running execution unit 130 and the ECU of the aerial running execution unit 140 described above, also function as the control unit 150.

[0020] As the predetermined communication means, various existing communication standards such as CAN (Controller Area Network), CAN-FD (CAN with Flexible Data Rate), FlexRay, Ethernet, LIN (Local Interconnect Network), etc., can be adopted. In this embodiment, for the sake of convenience, CAN communication will be described as one of such communication means. However, it goes without saying that the present invention is not limited to this case, and CAN communication can be replaced with other communication means.

[0021] In this embodiment, a ground running execution unit 130 and an aerial running execution unit 140 are integrally installed in one moving body 100. In this way, people can use both the ground and the air as a moving route. Here, the degree of freedom of people's movement is increased through the moving body 100, and the movement network is expanded.

[0022] 2 is a functional block diagram showing the schematic functions of the control unit 150. In the control unit 150, the processor 150a cooperates with a program included in the ROM 150b to function as functional modules such as an environmental information analysis unit 152, a ground running control unit 154, an airborne running control unit 156, and a running selection unit 158. Each of the environmental information analysis unit 152, the ground running control unit 154, the airborne running control unit 156, and the running selection unit 158 ​​is not limited to being implemented by a single device, and may be implemented by a plurality of ECUs functioning as the control unit 150. Note that CAN communication may be used for communication between the environmental information analysis unit 152, the ground running control unit 154, the airborne running control unit 156, and the running selection unit 158.

[0023] The environmental information analysis unit 152 analyzes the environmental information acquired by the environmental information acquisition unit 110. For example, the environmental information analysis unit 152 generates a distance image from two luminance images acquired by an imaging device serving as the environmental information acquisition unit 110, and recognizes the surrounding environment of the moving object 100 to generate surrounding information.

[0024] Specifically, the environmental information analysis unit 152 uses so-called pattern matching to search for a block corresponding to a block arbitrarily extracted from one luminance image in the other luminance image, and derives disparity information according to the horizontal distance from the one luminance image. The environmental information analysis unit 152 performs such a process of deriving disparity information for each block for all blocks in the luminance image.

[0025] The environment information analysis unit 152 converts the parallax information for each block in the luminance image into a relative distance (z) using a so-called stereo method, and derives three-dimensional position information, i.e., horizontal distance (x), vertical distance (y), and relative distance (z). An image in which the three-dimensional position information derived in this way corresponds to the luminance image is a distance image. Here, the stereo method is a method of deriving the relative distance of a block to the imaging device from the parallax of that block by using a triangulation method.

[0026] The environmental information analysis unit 152 recognizes the environment outside the vehicle through the luminance image and distance image derived in this way. For example, the environmental information analysis unit 152 identifies a three-dimensional object located around the front of the moving body 100 as a specific object such as a leading vehicle. In addition, the environmental information analysis unit 152 derives the relative distance between the moving body 100 and the three-dimensional object around the moving body 100 based on the environmental information acquired by the radar. In this way, surrounding information indicating the surrounding environment of the moving body 100 is generated.

[0027] The environmental information analysis unit 152 also derives movement information of the moving body 100, such as the movement direction, movement speed, movement acceleration, rotation direction, rotation angle, rotation angular velocity, and rotation angular acceleration of the moving body 100, based on the environmental information acquired by the IMU. The environmental information analysis unit 152 also derives attitude information of the moving body 100, such as the front direction, and the attitude indicated by the pitch angle, roll angle, and yaw angle, based on the environmental information acquired by the IMU. The environmental information analysis unit 152 also derives position information of the moving body 100, such as the latitude, longitude, and altitude, based on the environmental information acquired by the GPS and the vehicle position map service.

[0028] The ground driving control unit 154 controls the speed and steering angle of the ground driving of the moving body 100 based on the operation information received from the input / output unit 120, surrounding information indicating the surrounding environment of the moving body 100, and movement information, attitude information, and position information of the moving body 100. The ground driving control unit 154 can reduce damage caused by a collision with a preceding vehicle and perform following control to maintain a safe distance from the preceding vehicle. During such ground driving, the operation of the ground driving control unit 154 complies with automobile laws and regulations such as the Road Traffic Act.

[0029] The aerial traveling control unit 156 controls the speed, propulsion direction, and altitude of the moving body 100 while it is traveling through the air, based on the operation information, surrounding information, and movement information, attitude information, and position information of the moving body 100. In addition, the aerial traveling control unit 156 controls the attitude of the moving body 100 while it is traveling through the air, based on the movement information and attitude information of the moving body 100, so that the passenger can maintain a safe attitude.

[0030] The traveling selection unit 158 ​​selects a ground traveling state or an airborne traveling state as the traveling state of the moving body 100 based on the operation information received from the input / output unit 120, or the surrounding information and the movement information. As described later, the traveling selection unit 158 ​​changes at least the priority of information transmission to the ground traveling execution unit 130 and the airborne traveling execution unit 140 depending on whether the ground traveling state or the airborne traveling state is selected. By changing such priority, the moving body 100 can be shifted from the ground traveling state to the airborne traveling state, or the moving body 100 in the airborne traveling state can be shifted to the ground traveling state by landing on the ground. Here, first, CAN communication, which is a communication means for transmitting information to the ground traveling execution unit 130 and the airborne traveling execution unit 140, will be described in detail, and then, the priority of CAN communication will be described in detail as an example of the priority of information transmission.

[0031] FIG. 3 is an explanatory diagram illustrating an example of the configuration of CAN communication. A DCM (Data Communication Module) 170 establishes communication with a server outside the vehicle to obtain various information necessary for driving. The DCM 170 also notifies the information to passengers inside the vehicle. A CGW (Central Gateway) 172 relays access between ECUs connected to each BUS in CAN communication. The CGW 172 also relays access between a plurality of communication standards in the mobile object 100, for example, CAN, CAN-FD, FlexRay, Ethernet, and LIN. The CGW 172 converts a frame of a source communication standard into a frame of a destination communication standard and outputs the converted frame. Here, a frame is a unit of data transmitted and received in CAN communication. However, here, an example of access between ECUs connected to each BUS in CAN communication will be described. When the CGW 172 receives a frame destined for a different BUS, the CGW 172 accumulates the frame in a FIFO connected to the destination BUS. The FIFO transmits the accumulated frames to the ECU connected to the destination BUS according to the transmission rate.

[0032] The CGW 172 is connected to a plurality of buses by CAN communication, here, the power unit BUS 132, the chassis BUS 134, the environment BUS 174, the body BUS 176, the cockpit BUS 178, the diagnostic BUS 180, the motor BUS 142, and the three-wheeler BUS 144. The power unit BUS 132 controls the drive of either the engine or the motor, or both. The chassis BUS 134 controls the traveling direction of the moving body 100. The environment BUS 174 supports the running of the moving body 100 based on the environmental information acquired by the environmental information acquisition unit 110 and the analysis result of the environmental information analysis unit 152. The body BUS 176 supports the movement of the sliding door and the side window. The cockpit BUS 178 controls the operation of the navigation system, etc. The diagnostic BUS 180 is used for testing the moving body 100. The motor BUS 142 controls the drive of the motor. The triple rudder BUS 144 controls the propulsion direction of the moving body 100. Each BUS is connected to a plurality of ECUs, which are indicated by circles in the figure.

[0033] The protocol of CAN communication is a multi-master system, and only one ECU that has exclusive ownership of the BUS can transmit a frame to the destination ECU. Since CAN communication employs an event-driven system, if multiple ECUs transmit frames at once in the same transmission period, collisions between frames may occur. Here, arbitration is performed based on the CANID, which is the frame identifier. In this way, only frames with CANIDs of high priority are given the right to be properly transmitted. In other words, frames with CANIDs of low priority cannot be transmitted while frames with CANIDs of high priority are being transmitted. The transmission of a frame with low priority is performed in the free time after the transmission of a frame with high priority is completed and before the next transmission of a frame with high priority. Here, the CANID is set so that the priority of processes that have a high impact on the safety of the moving body 100 and frames that require real-time performance is high.

[0034] Figure 4 is an explanatory diagram for explaining a CAN communication frame. In CAN communication, two values ​​are used: dominant "0" and recessive "1". In CAN communication, if a dominant and recessive signal collide, the dominant is given priority. As shown in Figure 4, a CAN communication frame consists of SOF, ID, RTR, CF, DF, CRC, ACK, and EOF. SOF (Start Of Frame) is represented by 1 dominant bit and indicates the start position of communication.

[0035] The ID is expressed by 11 bits (0x000 to 0x7FF) and indicates the identifier of the frame and the priority of communication arbitration. In this embodiment, the ID in the CAN communication is expressed as CANID. Also, a number with "0x" at the beginning indicates that it is a hexadecimal number. In CAN communication, the smaller the CANID number, the higher the priority. Specifically, the ECU that is the source of the frame detects the CANID of the transmitted frame bit by bit and determines whether the CANID is equal to the CANID that it transmitted. In CAN communication, since dominant has priority over recessive, if there is a CANID with a higher priority than itself, its own CANID is not maintained. If the source ECU determines that the detected CANID is different from the CANID that it transmitted, it stops transmitting the frame. In this way, even if frames collide with each other, the frame with the higher priority, i.e., the frame with the smaller CANID number, is transmitted appropriately.

[0036] RTR (Remote Transmission Request) is represented by 1 bit and distinguishes between a frame (dominant) and a remote frame (recessive). CF (Control Field) is composed of 6 bits and indicates the data length. DF (Data Field) is represented by 0 to 64 bits and stores the data itself. CRC (Cyclic Redundancy Check) is represented by 16 bits and indicates the CRC sequence of the data up to that point and its end (delimiter). ACK is represented by 2 bits and indicates whether the data up to the CRC was received correctly and the end (delimiter). EOF (End Of Frame) is represented by 7 bits and indicates the end of the frame.

[0037] Additionally, CAN communications may use an extended format that extends the frame in Figure 4. In the extended format, the ID portion of Figure 4 is extended to a base ID, SRR, IDE, and extended ID. The base ID, like the ID, is represented as 11 bits and indicates the frame and ECU identifiers and the priority of communications arbitration. The SRR (Substitute Remote Request Bit) is represented as 1 recessive bit. The IDE (Identifier Extension Bit) is represented as 1 recessive bit. The extended ID is represented as 18 bits, and together with the base ID, it makes a 29-bit identifier.

[0038] The source ECU sends a frame with a CANID attached. Each ECU can identify whether the frame is one it requires through the CANID.

[0039] Generally, in order for an aircraft to fly, it is necessary to use modules dedicated to the aircraft. Modules dedicated to the aircraft tend to be expensive because of their low versatility. Here, the vehicle 100 adopts CAN communication, which is highly versatile and used for automobiles, and uses automobile modules and also shares DCM and cockpit parts to realize airborne travel. In this way, costs can be reduced.

[0040] As described above, in CAN communication, the priority is determined for each frame by the CANID. In the moving body 100, in order to realize ground running, the priority is determined in accordance with, for example, ASIL (Automotive Safety Integrity Level). On the other hand, in order to realize air running of the moving body 100, a steering mechanism and a drive mechanism different from those for ground running are required. In this case, the moving body 100 must change the priority of the frames used during ground running and air running. Therefore, the running selection unit 158 ​​changes the priority of the CAN communication to the ground running execution unit 130 and the air running execution unit 140 depending on whether the ground running state or the air running state is selected.

[0041] 5 is an explanatory diagram for explaining the priority order of CAN communication. Here, frame type, frame name, and CANID are associated with each other for each frame.

[0042] As shown in FIG. 5, the priority of CAN communication to the ground running execution unit 130 and the airborne running execution unit 140 differs depending on whether the moving body 100 runs on the ground or in the air. For example, when the moving body 100 runs on the ground, CANIDs are set for each frame as follows. The frame type "steering" that is mainly processed by the ECU in the chassis BUS 134 is associated with the CANID "0x080". The frame type "brake" that is mainly processed by the ECU in the power unit BUS 132 is associated with the CANID "0x100". The frame type "acceleration / deceleration" that is mainly processed by the ECU in the power unit BUS 132 is associated with the CANID "0x200". The frame type "sensor" that is mainly processed by the ECU in the environment BUS 174 is associated with the CANID "0x300". The frame type "door" that is mainly processed by the ECU in the body BUS 176 is associated with the CANID "0x400". The frame type "3-rudder" that is mainly processed by the ECU in the 3-rudder BUS 144 is associated with the CANID "0x500". The frame type "motor" that is mainly processed by the ECU in the motor BUS 142 is associated with the CANID "0x600".

[0043] Therefore, in the example of Fig. 5, when the moving body 100 runs on the ground, the order of priority is as follows: frame type "steering" > frame type "brake" > frame type "acceleration / deceleration" > frame type "sensor" > frame type "door" > frame type "3-way rudder" > frame type "motor". In this way, during ground running, the processing of the ground running execution unit 130 is executed with priority. It can also be seen that the order of priority in the ground running execution unit 130 is as follows: change the direction of movement > brake > run.

[0044] When the moving body 100 travels through the air, a CANID is set for each frame as follows: The frame type "steering" is associated with the CANID "0x180". The frame type "brake" is associated with the CANID "0x500". The frame type "acceleration / deceleration" is associated with the CANID "0x600". The frame type "sensor" is associated with the CANID "0x300". The frame type "door" is associated with the CANID "0x400". The frame type "3rd rudder" is associated with the CANID "0x100". The frame type "motor" is associated with the CANID "0x080".

[0045] Therefore, in the example of Fig. 5, when the moving body 100 travels through the air, the order of priority is as follows: frame type "motor" > frame type "three-prong" > frame type "steering" > frame type "sensor" > frame type "door" > frame type "brake" > frame type "acceleration / deceleration". In this way, during airborne travel, the processing of the airborne travel execution unit 140 is executed with priority. It can also be seen that the order of priority in the airborne travel execution unit 140 is as follows: maintain a levitated state > change the direction of travel > apply brakes.

[0046] 5, the ECU has separate CANIDs for ground travel and air travel for the frames it transmits. For frames that are assigned the same priority for both ground travel and air travel, such as the frame type "sensor" and the frame type "door," the same CANID is assigned.

[0047] The traveling selection unit 158 ​​selects a ground running state or an airborne running state according to the environmental information. For example, when the traveling selection unit 158 ​​determines that the ground running state should be transitioned to an airborne running state, the traveling selection unit 158 ​​switches the ground running state to an airborne running state. Also, when the traveling selection unit 158 ​​determines that the airborne running state should be transitioned to a ground running state, the traveling selection unit 158 ​​switches the airborne running state to a ground running state. Also, in addition to such automatic determination, the traveling selection unit 158 ​​can also switch between the ground running state and the airborne running state according to the operation of the passenger.

[0048] When the running state is switched, the priority of the CAN communication is switched as shown in FIG. 5. For example, when the running selection unit 158 ​​decides to change from the ground running state to the air running state, it transmits a frame to each ECU to the effect that the change to the air running has been decided. Each ECU switches the CANIDs of the frame type "steering", the frame type "brake", the frame type "acceleration / deceleration", the frame type "3-rudder", and the frame type "motor" from "0x080", "0x100", "0x200", "0x500", and "0x600" to "0x180", "0x500", "0x600", "0x100", and "0x080". However, the CANIDs of the frame type "sensor" and the frame type "door" are maintained at "0x300" and "0x400". For the frame type "sensor" and the frame type "door", the CANIDs of the same value prepared may be switched, or one CANID may be fixedly used. In this way, by switching the priority of CAN communication, the driving entity is switched from the ground running execution unit 130 to the aerial running execution unit 140.

[0049] Here, the CANID of the frame transmitted from the driving selection unit 158 ​​in response to a change from a ground driving state to an airborne driving state, and the CANID of the frame transmitted from the driving selection unit 158 ​​in response to a change from an airborne driving state to a ground driving state are set to a number that has the highest priority in either the airborne driving state or the ground driving state, for example, "0x000." In this way, a frame indicating that a change has been decided is transmitted to each ECU with the highest priority, making it possible to smoothly switch between the airborne driving state and the ground driving state.

[0050] In the above, an example was given in which the CANIDs in FIG. 5 are switched at once in response to the switching process of the priority of information transmission in the traveling selection unit 158. However, this is not limited to the above case, and the timing of switching the CANIDs may be changed based on the priority. For example, in changing from a ground running state to an airborne running state, the moving body 100 must first be lifted, so the traveling selection unit 158 ​​switches the CANID of the frame type "motor" first. In addition, in changing from an airborne running state to a ground running state, the moving body 100 continues airborne running while there is a possibility of re-lifting. Therefore, in changing from an airborne running state to a ground running state, while there is a possibility of re-lifting, the traveling selection unit 158 ​​does not switch the CANID of the frame type "motor", and switches the CANID after the moving body 100 lands and transitions reliably to the ground running state.

[0051] In this way, if a time lag is provided for switching CANIDs, the CANID for ground running and the CANID for airborne running may temporarily become the same, as shown in Figure 5, and there is a risk of collision between the frames. For frames where the CANIDs may overlap at the same timing, the CANIDs can be made different. For example, when changing from an airborne running state to a ground running state, there is a risk of collision between the CANID "0x080" of the frame type "motor" and the CANID "0x080" of the frame type "steering". In this case, it is possible to set the CANID of one of the frames in the ECU to, for example, "0x090" instead of "0x080".

[0052] Also, if there is a possibility that the CANIDs may overlap at the same time, each ECU may temporarily set a transition CANID in one frame, and after the switching of the other CANID is completed, set the original CANID in the other frame. For example, when changing from an airborne traveling state to a ground traveling state, there is a possibility that the CANID "0x080" of the frame type "motor" may collide with the CANID "0x080" of the frame type "steering". Therefore, the CANID of the frame type "motor" may be temporarily changed from "0x080" to "0x090" to avoid overlap with the CANID "0x080" of the frame type "steering", and then, after the moving body 100 has landed and transitioned reliably to the ground traveling state, it may be changed to "0x600".

[0053] In the above, an example has been described in which the priority order is determined on a frame-by-frame basis, but the invention is not limited to this, and the priority order may be determined on a bus-by-bus basis, for example.

[0054] FIG. 6 is another diagram for explaining the priority of CAN communication. Here, the upper three bits of the CANID are assigned to each BUS. Therefore, the priority between BUSs is determined by the upper three bits. Then, within a BUS, the priority is determined by the lower eight bits. In FIG. 6, "*" indicates that an arbitrary numerical value can be determined within the BUS.

[0055] For example, when the moving body 100 travels on the ground, the CANIDs are set for each BUS as follows: The power unit BUS 132 is associated with a CANID "0x1**". The chassis BUS 134 is associated with a CANID "0x0**". The environment BUS 174 is associated with a CANID "0x2**". The body BUS 176 is associated with a CANID "0x3**". The cockpit BUS 178 is associated with a CANID "0x4**". The diagnostic BUS 180 is associated with a CANID "0x5**". The motor BUS 142 is associated with a CANID "0x7**". The 3 rudder BUS 144 is associated with a CANID "0x6**".

[0056] Therefore, in the example of FIG. 6, when the moving body 100 is traveling on the ground, the order of priority is chassis BUS 134 > power unit BUS 132 > environmental BUS 174 > body BUS 176 > cockpit BUS 178 > diagnostic BUS 180 > rudders BUS 144 > motor BUS 142.

[0057] When the moving body 100 travels in the air, the CANID is set for each BUS as follows: The power unit BUS 132 is associated with a CANID of "0x7**". The chassis BUS 134 is associated with a CANID of "0x6**". The environment BUS 174 is associated with a CANID of "0x2**". The body BUS 176 is associated with a CANID of "0x3**". The cockpit BUS 178 is associated with a CANID of "0x4**". The diagnostic BUS 180 is associated with a CANID of "0x5**". The motor BUS 142 is associated with a CANID of "0x0**". The 3 rudder BUS 144 is associated with a CANID of "0x1**".

[0058] Therefore, in the example of FIG. 6, when the moving body 100 is traveling on the ground in the air, the order of priority is motor BUS 142 > rudders BUS 144 > environment BUS 174 > body BUS 176 > cockpit BUS 178 > diagnostic BUS 180 > chassis BUS 134 > power unit BUS 132.

[0059] 5, the driving selection unit 158 ​​switches between the ground driving state and the airborne state by transmitting a frame indicating that the driving state has been changed to each ECU in response to switching between the ground driving state and the airborne state. However, this is not the only case, and the ground driving state and the airborne state can also be switched between by replacing the CANID in the CGW 172.

[0060] For example, in the ground running state, the CGW 172 transmits a frame received from any BUS to another BUS as is. On the other hand, in the air running state, when the CGW 172 receives a frame from the power unit BUS 132, the chassis BUS 134, the motor BUS 142, or the rudders BUS 144, it rewrites the value of the upper three bits of the frame and transmits it to another BUS. For example, in the ground running state, the CGW 172 transmits a frame received from the power unit BUS 132 as is to another BUS. On the other hand, in the air running state, the CGW 172 replaces the upper three bits of the CANID of the frame received from the power unit BUS 132 from "0x1" to "0x7" and transmits it to another BUS.

[0061] With this configuration, it is not necessary to change the CANID in each ECU, making it possible to reduce the program capacity and processing load.

[0062] (How to recognize the environment outside the vehicle) 7 is a flowchart for explaining the operation of each functional module of the control unit 150. Here, an example will be described in which the moving body 100 temporarily travels in the air when a predetermined condition is satisfied while the moving body 100 is traveling on the ground.

[0063] The ground running control unit 154 controls the ground running execution unit 130 based on the operation information received from the input / output unit 120 to run the moving body 100 on the ground. During the ground running, the environment information analysis unit 152 derives the collision possibility of the moving body 100 at a predetermined interval (S100). Specifically, the environment information analysis unit 152 derives surrounding information and movement information based on the environment information acquired by the environment information acquisition unit 110, and identifies obstacles around the moving body 100 that may cause a collision. Here, the obstacles include vehicles, bicycles, people, signs, guardrails, buildings, etc. The environment information analysis unit 152 derives the collision probability with the obstacle based on the identified obstacle.

[0064] In addition, the environmental information analysis unit 152 derives the relative speed and relative direction with respect to the obstacle and the collision TTC (time to collision) from the position of the moving body 100, the absolute speed of the moving body 100, the traveling direction of the moving body 100, the position of the obstacle, the absolute speed of the obstacle, and the traveling direction of the obstacle at the time when the collision probability is derived.

[0065] The environmental information analysis unit 152 repeats step S100 while there is no possibility that the moving body 100 will collide with an obstacle, i.e., while the probability of collision with the obstacle is less than a predetermined probability (NO in S102). On the other hand, when the environmental information analysis unit 152 determines that there is a possibility that the moving body 100 will collide with an obstacle, i.e., the probability of collision with the obstacle is equal to or greater than a predetermined probability (YES in S102), it determines whether or not the collision with the obstacle can be avoided by braking the moving body 100 (S104). As a result, when it is determined that the collision with the obstacle can be avoided by braking the moving body 100 (YES in S106), the ground driving control unit 154 brakes the moving body 100 through the ground driving execution unit 130 (S108). On the other hand, when the environmental information analysis unit 152 determines that the collision cannot be avoided by braking the moving body 100 (NO in S106), it determines whether the collision can be avoided by moving the moving body 100 in the horizontal direction of the obstacle (S110).

[0066] 8 is an explanatory diagram for explaining the operation of the horizontal direction avoidance determination process S110. Here, the surrounding information will be described by taking a luminance image 190 captured by an imaging device. The obstacles 192 to be controlled include, for example, moving objects such as a preceding vehicle and an oncoming vehicle, and fixed objects such as signs, guard rails, and traffic lights. When the environmental information analysis unit 152 determines that the probability of collision with any one of the obstacles 192a located around the moving object 100 among the multiple obstacles 192 is equal to or higher than a predetermined probability and determines that the collision cannot be avoided even if the moving object 100 is braked, it determines whether the obstacle can be avoided in the horizontal direction.

[0067] The environment information analysis unit 152 extracts an area where no obstacle 192 exists and where the moving body 100 can move, for example, an area 194 on the left side in the figure surrounded by a dashed line, based on the surrounding information, movement information, posture information, and position information, and determines it as an avoidance area. If such an avoidance area can be determined, it means that a collision can be avoided by moving the moving body 100 horizontally relative to the obstacle 192, but if it cannot be determined, it means that a collision cannot be avoided even if the moving body 100 is moved horizontally relative to the obstacle 192.

[0068] Returning to FIG. 7, if it is determined that a collision can be avoided by moving the moving body 100 horizontally relative to the obstacle 192 (YES in S112), the ground driving control unit 154 moves the moving body 100 to the determined avoidance area via the ground driving execution unit 130 (S114).

[0069] On the other hand, if it is determined that a collision cannot be avoided even if the moving body 100 is moved horizontally relative to the obstacle 192 (NO at S112), the environmental information analysis unit 152 decides to propel the moving body 100 vertically upward relative to the obstacle 192, and determines the propulsion direction of the moving body 100 (S116).

[0070] FIG. 9 is an explanatory diagram for explaining the operation of the avoidance direction determination process S116. Here, the surrounding information will be described by taking a luminance image 190 captured by an imaging device. When the environment information analysis unit 152 determines that the collision probability with one obstacle 192a among the multiple obstacles 192 is equal to or higher than a predetermined probability, determines that the collision cannot be avoided even if the moving body 100 is braked, and determines that the collision cannot be avoided even if the moving body 100 is moved in the horizontal direction because another obstacle 192b exists, the environment information analysis unit 152 determines that the avoidance is performed in the vertically upward direction. Based on the surrounding information, movement information, attitude information, and position information, the environment information analysis unit 152 extracts an area where the obstacle 192 does not exist and the moving body 100 can move, for example, an upper area 196 in the figure surrounded by a dashed line, and determines it as an avoidance area.

[0071] 7, the traveling selection unit 158 ​​switches the ground traveling state to the airborne traveling state in response to the decision to move the moving body 100 vertically upward (S118). Specifically, as shown in FIG. 5, the traveling selection unit 158 ​​changes the priority of the CAN communication from the priority based on the ground traveling state to the priority based on the airborne traveling state.

[0072] Furthermore, the environmental information analysis unit 152 activates a sensor related to environmental information to be detected in the airborne traveling state (S120). Specifically, the environmental information analysis unit 152 activates an imaging device or a radar installed facing vertically downward from the mobile body 100, and acquires environmental information of the surroundings vertically downward from the mobile body 100. For example, an aircraft such as a helicopter may observe the vertically downward when hovering, but a car traveling on a road has a constant distance from the road vertically downward, and does not need to observe or predict the vertically downward. Here, it is assumed that the mobile body 100 travels on the ground, but the environmental information analysis unit 152 acquires environmental information of the surroundings vertically downward in order to observe the surroundings while traveling in the air.

[0073] In this example, the environmental information analysis unit 152 newly activates an imaging device or a radar in response to switching to the airborne traveling state, and acquires environmental information about the surroundings vertically below the moving body 100. However, the present invention is not limited to this case. The environmental information analysis unit 152 may expand the detection target range of the imaging device or the radar installed in the traveling direction to the surroundings vertically below the moving body 100, and acquire environmental information about the surroundings vertically below the moving body 100. The environmental information analysis unit 152 may also rotate the imaging device or the radar in the pitch direction, change the detection target range to the vertically below the moving body 100, and acquire environmental information about the surroundings vertically below the moving body 100. This configuration makes it possible to suppress the addition of an imaging device or a radar, and reduce costs.

[0074] Also, in this example, the environmental information analysis unit 152 activates an imaging device or a radar in response to switching to the airborne traveling state, and additionally acquires environmental information about the surroundings vertically below the moving body 100. However, this is not limited to the above case, and the environmental information acquisition unit 110 may always acquire all environmental information including the surroundings vertically below the moving body 100, and the environmental information analysis unit 152 may switch the environmental information extracted from the environmental information acquired by the environmental information acquisition unit 110 in response to switching to the airborne traveling state. With this configuration, it is possible to shorten the time required to acquire environmental information about the surroundings vertically below the moving body 100.

[0075] Next, the aerial traveling control unit 156 starts aerial traveling through the aerial traveling execution unit 140, and maintains the aerial traveling state (S122). Here, the aerial traveling control unit 156 propels the moving body 100 vertically upward from the obstacle 192, thereby avoiding collision with the obstacle 192. However, as described above, here, it is not necessary to make the altitude of the moving body 100 unnecessarily high, and it is sufficient if the moving body 100 can jump over the obstacle 192 with which it may collide, for example, as an emergency avoidance mode.

[0076] The airborne running control unit 156 predicts the behavior of at least the obstacle 192 in the vertically downward surroundings of the moving body 100 itself during airborne running. For example, the moving body 100 will jump over one obstacle 192a located in the surroundings that are the subject of collision probability determination. Therefore, the airborne running control unit 156 derives the traveling direction, relative distance, and relative speed of the obstacle 192a, and predicts the movement trajectory of the obstacle 192a at the timing when the moving body 100 jumps over the obstacle 192a. The airborne running control unit 156 derives the flight time and landing point of the moving body 100 in the air according to the predicted movement trajectory so as not to overlap at least with the destination of the obstacle 192a.

[0077] 9, at least there are no pedestrians or preceding vehicles above the obstacle 192. Therefore, by moving the moving body 100 above the obstacle 192, the probability of avoiding a collision with the obstacle 192 can be increased.

[0078] Furthermore, the aerial travel control unit 156 determines whether or not the landing condition is satisfied based on the behavior of the other obstacles 192 in order to land the moving body 100 (S124). Here, the landing condition is, for example, that the moving body 100 can avoid collision with the other obstacles 192 during the landing operation (the probability of collision with the obstacles 192 is less than a predetermined probability), that there is an area that can secure an area in which the moving body 100 can land, and that the landing point is not set as a no-landing zone. Here, the no-landing zone is an area where landing is predicted to be dangerous and where landing is prohibited in advance, such as the paved surface of a bridge or a road that has been completed a predetermined number of years ago. The aerial travel control unit 156 will maintain aerial travel while the landing conditions are not satisfied, i.e., while it is determined that the moving body 100 cannot avoid collision with any of the other obstacles 192, there is no area sufficient to allow the moving body 100 to land, or the landing point is set in a no-landing zone (NO in S124).

[0079] If it is determined that the landing conditions are met (YES in S124), the aerial traveling control unit 156 identifies a landing point where safety can be appropriately ensured (S126). Specifically, the aerial traveling control unit 156 selects areas where there are no preceding vehicles and where an area where the mobile body 100 can land can be secured as landing point candidates based on the surrounding information, movement information, attitude information, and position information. At this time, the aerial traveling control unit 156 excludes intersections and lanes moving in a direction different from the traveling direction from the landing point candidates, and prioritizes lanes and roadsides moving in the same traveling direction as landing point candidates.

[0080] The aerial running control unit 156 may specify the landing point taking into consideration the weather in the surrounding information. For example, the aerial running control unit 156 may increase the threshold of the area where landing is possible depending on the sunlight intensity, for example, when the sunlight intensity is low, such as at night, so that a larger area can be secured as the area where landing is possible. The aerial running control unit 156 may also increase the threshold of the area where landing is possible depending on the amount of precipitation or wind speed, for example, when the road surface is wet due to rainfall or the wind speed is high, so that a larger area can be secured as the area where landing is possible.

[0081] The aerial running control unit 156 specifies one candidate as the landing point from among multiple candidates for the landing point based on a relative distance between the landing point and the current aerial position of the moving body 100 and an area that can be secured at the landing point. For example, the aerial running control unit 156 specifies as the landing point a candidate that has a short relative distance from the current aerial position and a large area that can be secured at the landing point. At this time, the weighting of the relative distance and the area may be different.

[0082] Furthermore, the aerial travel control unit 156 may output a plurality of candidates for the landing point to the input / output unit 120, and allow the passenger to select the landing point. The aerial travel control unit 156 specifies, as the landing point, the candidate determined by the passenger from among the plurality of candidates. With this configuration, it becomes possible to specify an appropriate landing point according to the passenger's intention, for example, whether to continue the aerial travel or to land once.

[0083] Here, if the passenger does not select a landing point within a predetermined time after the aerial running control unit 156 outputs the landing point candidates to the input / output unit 120, as described above, the aerial running control unit 156 may specify one candidate as the landing point from among the multiple landing point candidates in order of priority based on the relative distance between the landing point and the current aerial position of the moving body 100 and the area that can be secured at the landing point. Also, if the passenger does not select a landing point within a predetermined time after the aerial running control unit 156 outputs the landing point candidates to the input / output unit 120, the aerial running control unit 156 may again derive the landing point candidates while maintaining aerial running.

[0084] In the above description, the aerial driving control unit 156 preferentially extracts lanes and side strips that are in the same direction of travel as the landing point. However, the present invention is not limited to this case. The aerial driving control unit 156 may determine a predetermined location, such as a parking area (PA) or a service area (SA) that is close to the current aerial position, as the landing point.

[0085] When the landing point is identified in this manner, the aerial running control unit 156 causes the moving body 100 to start a landing operation via the aerial running execution unit 140 (S128).

[0086] Specifically, the airborne running control unit 156 derives the three-dimensional relative distance and relative speed of the obstacle 192 in the surrounding information with respect to the moving body 100. Then, the airborne running control unit 156 controls the moving body 100 to move forward so as not to collide with the obstacle 192 based on the three-dimensional relative distance and relative speed of the obstacle 192. The airborne running control unit 156 also derives the three-dimensional relative distance and relative speed of the landing point in the surrounding information. Then, the airborne running control unit 156 controls the moving body 100 to move forward so as to land safely based on the three-dimensional relative distance and relative speed of the landing point. Note that as long as the landing point is in a state where its position does not move, such as a mobile heliport, the absolute speed of the moving body 100 can be applied instead of the relative speed. Furthermore, the aerial travel control unit 156 controls the propulsion of the moving body 100 so that the moving body 100 does not collide with the obstacle 192 after landing, based on the three-dimensional relative distance and relative speed of the obstacle 192 in the surrounding information. Note that, here, no air traffic control is required as in an aircraft.

[0087] The aerial running control unit 156 may notify the landing point of the moving body 100 so that the position can be grasped from outside, such as other vehicles or people, when the moving body 100 lands. For example, the aerial running control unit 156 may irradiate the entire landing point or its outer edge with light so that the area where the moving body 100 will land can be grasped, thereby alerting the surroundings. The aerial running control unit 156 may also output a warning sound indicating that the moving body 100 will land to the outside, or transmit information indicating that the moving body 100 will land to surrounding vehicles by vehicle-to-vehicle communication.

[0088] However, when the moving body 100 approaches the landing point, an event that unintentionally prevents a safe landing operation may occur. Therefore, the airborne running control unit 156 determines whether or not the floating condition is satisfied during the landing operation based on the behavior of the other obstacles 192 and the surrounding information (S130). Here, the floating condition is that a new obstacle 192 is present at the specified landing point, the road surface condition at the landing point is deteriorating, the wind speed at the landing point is increasing, the landing point is vibrating due to an earthquake or the like, an abnormality occurs in the moving body 100, an abnormality occurs in the passenger, an abnormality occurs inside the vehicle, and the like. Note that the abnormality inside the vehicle includes a change in the weight balance due to the movement of the passenger or the baggage inside the vehicle, and the seat belt being removed. When any of the floating conditions is satisfied (YES in S130), the airborne running control unit 156 causes the moving body 100 to float again (S132) and maintains the flying (S122).

[0089] If it is determined that the lift-off condition is not satisfied (NO in S130), the airborne traveling control unit 156 completes the landing of the moving body 100 and ends the airborne traveling (S134). The environmental information analysis unit 152 disconnects the sensor related to the environmental information to be detected during the airborne traveling state (S136).

[0090] Next, the travel selection unit 158 ​​returns the airborne traveling state to a ground traveling state in response to the landing of the moving body 100 (S138). Specifically, the travel selection unit 158 ​​determines that the moving body 100 has landed based on the running resistance of the wheels of the moving body 100, the load on the suspension, the motor required for airborne traveling, and the load on the wings. Also, as shown in FIG. 5, the travel selection unit 158 ​​changes the priority of CAN communication from the priority based on the airborne traveling state to the priority based on the ground traveling state in response to the landing of the moving body 100. In this way, it is possible to improve safety.

[0091] Although the preferred embodiment of the present invention has been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such an embodiment. It is clear that a person skilled in the art can think of various modifications or alterations within the scope of the claims, and it is understood that these also naturally belong to the technical scope of the present invention.

[0092] For example, in the above-described embodiment, priority is given to progression in the horizontal direction, and if it is determined that avoidance is difficult in the horizontal direction, propulsion is performed in the vertically upward direction. However, the environmental information analysis unit 152 may constantly calculate the safety factor in the horizontal direction and the vertically upward direction, and move the moving body 100 in the safest direction.

[0093] In the above-described embodiment, the technology for switching between ground running and aerial running has been described using the actual moving body 100. However, the present invention is not limited to such a case, and can also be applied to a training simulator that simulates the movement of the moving body 100 by making it have the same specifications as the actual moving body 100, and a development simulator that uses actual parts as appropriate for part of the training simulator to check its specifications and operation. In this case, it is possible to simulate the priority order of information transmission regarding the ground running execution unit 130 and the aerial running execution unit 140 in the training simulator or development simulator.

[0094] The series of processes performed by each device (e.g., moving body 100) according to the present embodiment described above may be realized using software, hardware, or a combination of software and hardware. The programs constituting the software are stored in advance, for example, in a non-transitory storage medium provided inside or outside each device. The programs are then read, for example, from the non-transitory storage medium (e.g., ROM) to a transitory storage medium (e.g., RAM) and executed by a processor such as a CPU.

[0095] A program for implementing each function of each of the above devices can be created and installed in the computer of each of the above devices. The processor executes the program stored in the memory, thereby executing each of the above functions. At this time, the program may be shared and executed by multiple processors, or the program may be executed by one processor. Also, each of the above functions of each of the above devices may be implemented by cloud computing using multiple computers connected to each other by a communication network. The program may be provided to the computer of each device by distribution from an external device through the communication network, and installed therein. [Explanation of symbols]

[0096] 100 Mobile (Ambivalent Mobile) 110 Environmental Information Acquisition Department 120 Input / output section 130 Ground Running Execution Division 140 Aerial Driving Execution Division 150 Control section 152 Environmental Information Analysis Department 154 Ground Driving Control Unit 156 Aerial travel control unit 158 Driving Selection Unit

Claims

1. an environmental information acquisition unit that acquires environmental information; a ground running execution unit that executes ground running; an aerial running execution unit that executes aerial running; A control unit; Equipped with The control unit is one or more processors; one or more memories coupled to the processor; having The ground running execution unit and the aerial running execution unit each have an ECU that communicates with the processor through CAN communication, A different CANID is associated with the frame type of the frame processed by the ECU depending on whether the vehicle is in a ground running state in which ground running is performed or in an airborne running state in which airborne running is performed, The processor, selecting the ground running state or the air running state based on the environmental information; changing the CANID for each frame type depending on whether the ground running state or the airborne running state is selected, thereby changing the priority of information transmission regarding the ground running execution unit and the airborne running execution unit; An air-land amphibious vehicle that performs processing including the steps of:

2. The frame types processed by the ECU include: In the ground running state, a frame type used for control to change the direction of movement of the air-land vehicular vehicle, a frame type used for braking the air-land vehicular vehicle, and a frame type used for running control of the air-land vehicular vehicle are associated with a CANID having a high priority in this order; 2. The air-land hydraulic vehicle of claim 1, wherein a CANID having a high priority is associated with a frame type used for control to maintain the airborne state of the air-land hydraulic vehicle in the airborne traveling state, a frame type used for control to change the direction of movement of the air-land hydraulic vehicle, and a frame type used for braking the air-land hydraulic vehicle, in that order.

3. an environmental information acquisition unit that acquires environmental information; a ground running execution unit that executes ground running; an aerial running execution unit that executes aerial running; A control unit; Equipped with The control unit is one or more processors; one or more memories coupled to the processor; having The ground running execution unit and the aerial running execution unit each have a plurality of ECUs that transmit information to the processor through CAN communication, and a plurality of BUSs that connect the processor and the plurality of ECUs, A different CANID is associated with the BUS depending on whether the vehicle is in a ground running state in which ground running is performed or in an airborne running state in which airborne running is performed, The processor, a CANID corresponding to a bus to which the destination ECU is connected is assigned to a frame addressed to one of the plurality of ECUs, and the frame is transmitted to the destination ECU; selecting the ground running state or the air running state based on the environmental information; changing the priority of information transmission regarding the ground running execution unit and the aerial running execution unit by changing the CANID on a BUS basis depending on whether the ground running state or the aerial running state is selected; An air-land amphibious vehicle that performs processing including the steps of:

4. The ground running execution unit includes a power unit BUS and a chassis BUS, The aerial travel execution unit includes a motor BUS and a three-rudder BUS; 4. The air-land amphibious vehicle of claim 3, wherein the processor executes a process of changing the priority of information transmission regarding the ground running execution unit and the aerial running execution unit on a BUS basis including the power unit BUS, the chassis BUS, the motor BUS, and the three rudder BUS.

5. The air-land hydrant vehicle of claim 1 or 3, wherein the processor detects obstacles in the horizontal surroundings of the air-land hydrant vehicle based on the environmental information in the ground running state, and when a collision probability between the air-land hydrant vehicle and the obstacles in the horizontal surroundings is equal to or greater than a predetermined probability, executes a process to change the priority of information transmission from a priority based on the ground running state to a priority based on the airborne state, and transitions the air-land hydrant vehicle from the ground running state to the airborne state.

6. The processor maintains the air-land hydrant in the airborne state when an anchorage condition is not satisfied based on the environmental information in the airborne state, and when the anchorage condition is satisfied, executes a process to change the priority of information transmission from a priority based on the airborne state to a priority based on the ground traveling state, and transitions the air-land hydrant from the airborne state to the ground traveling state.

7. 7. The air-land hydraulic vehicle of claim 6, wherein the anchorage condition includes at least a condition that the air-land hydraulic vehicle does not collide with obstacles around it in the horizontal direction and obstacles around it vertically below it during a landing operation, and that there is a landing point that can secure an area sufficient for the air-land hydraulic vehicle to land.

8. The processor, deriving the landing point and a relative distance and a relative speed between the landing point and the air-land vehicle in the airborne traveling state; Landing the air-land vehicle at the landing point based on the derived result; The air-land amphibious vehicle of claim 7, which executes a process including:

9. When the airborne traveling state is selected, The environmental information acquisition unit acquires downward environmental information in a vertically downward surrounding area of ​​the air-land amphibious vehicle itself, The processor predicts behavior of obstacles in a vertically downward surrounding area of ​​the air-land amphibious vehicle itself based on at least the downward environment information; The air-land hybrid vehicle according to claim 1 or 3, which executes a process including the steps of:

Images