Navigation system, navigation method, navigation program

Abstract

To provide a navigation system which suppresses consumption of electric power energy.SOLUTION: A processor of a navigation system for navigating multiple autonomous mobile devices configured to autonomously travel by power supplied from a battery is configured to perform processes of: optimizing the form of a platoon according to gradient resistance, which will change in future traveling on an uphill road, of at least one of the autonomous mobile devices to be running in the platoon including an interconnected formation; and navigating each autonomous mobile device to form the optimized platoon.SELECTED DRAWING: Figure 9

Description

[Technical Field]

[0001] The present disclosure relates to navigation techniques for navigating multiple autonomous vehicles. [Background technology]

[0002] The navigation technology disclosed in Patent Document 1 aims to minimize the total power energy used by autonomous mobile devices that travel autonomously using power supplied from batteries by connecting these devices together. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] U.S. Patent No. 10,108,202 Summary of the Invention [Problem to be solved by the invention]

[0004] In the navigation technology disclosed in Patent Document 1, the driving order of electrically connected autonomous mobile devices is adjusted to minimize the total electric energy. However, it has been discovered that the total electric energy is influenced by other driving factors rather than the driving order.

[0005] An object of the present disclosure is to provide a navigation system that reduces power energy consumption. Another object of the present disclosure is to provide a navigation method that reduces power energy consumption. Yet another object of the present disclosure is to provide a navigation program that reduces power energy consumption. [Means for solving the problem]

[0006] The technical means of the present disclosure for solving the problems will be described below. Note that the claims and the reference characters in parentheses in this section indicate the correspondence with the specific means described in the embodiments described later in detail, and do not limit the technical scope of the present disclosure.

[0007] A first aspect of the present disclosure is A navigation system having a processor (131) and configured to navigate a plurality of autonomous mobile devices (1) that travel autonomously using power supplied from a battery (32), The processor optimizing the platoon configuration based on the gradient resistance (Rg) that changes in future travel on an uphill road for at least one of the autonomous mobile devices that are caused to travel in the platoon configuration including the interconnected configuration (Pc); and navigating each autonomous vehicle into an optimized platoon configuration. 、 Optimization of the formation is This includes optimizing the arrangement direction of the autonomous driving devices in an interconnected configuration based on the air resistance (Rra) that occurs on the autonomous driving device, which depends on the driving speed, and the wind resistance (Rrw), which depends on the wind speed acting on the autonomous driving device.

[0008] A second aspect of the present disclosure is A navigation method executed by a processor (131) for navigating a plurality of autonomous mobile devices (1) that autonomously travel using power supplied from a battery (32), comprising: optimizing the platoon configuration based on the gradient resistance (Rg) that changes in future travel on an uphill road for at least one of the autonomous mobile devices that are caused to travel in the platoon configuration including the interconnected configuration (Pc); and navigating each autonomous vehicle into an optimized platoon formation. fruit, Optimization of the formation is This includes optimizing the arrangement direction of the autonomous driving devices in an interconnected configuration based on the air resistance (Rra) that occurs on the autonomous driving device, which depends on the driving speed, and the wind resistance (Rrw), which depends on the wind speed acting on the autonomous driving device.

[0009] A third aspect of the present disclosure is A navigation program stored in a storage medium (130) for navigating a plurality of autonomous mobile devices (1) that travel autonomously using power supplied from a battery (32), the navigation program including instructions to be executed by a processor (131), The command is, Optimizing the platoon configuration, including the interconnected configuration (Pc), based on the gradient resistance (Rg) that changes in future travel on an uphill road for at least one of the autonomous mobile devices that are caused to travel in the platoon configuration, including the interconnected configuration (Pc); and navigating each autonomous vehicle to an optimized platoon configuration. fruit, Optimization of the formation is This includes optimizing the arrangement direction of the autonomous driving devices in an interconnected configuration based on the air resistance (Rra) generated by the autonomous driving device, which depends on the driving speed, and the wind resistance (Rrw), which depends on the wind speed acting on the autonomous driving device.

[0010] According to these first to third aspects, the platoon formation, including the interconnected configuration, is optimized based on the gradient resistance that will change during future travel on an uphill slope for at least one of the autonomous mobile devices traveling in the platoon formation. This allows each autonomous mobile device to navigate by providing an interconnected configuration that can reduce power consumption from the perspective of gradient resistance, which affects the total power energy. This makes it possible to reduce the total power energy consumption. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a schematic diagram showing a navigation system according to a first embodiment. [Figure 2] FIG. 1 is a configuration diagram showing an autonomous driving device according to a first embodiment. [Figure 3] 1 is a block diagram showing an autonomous driving device according to a first embodiment. [Figure 4] 1 is a block diagram showing an autonomous driving device according to a first embodiment. [Figure 5] FIG. 2 is a configuration diagram illustrating an example of an adjustment unit according to the first embodiment. [Figure 6] FIG. 2 is a configuration diagram illustrating an example of an adjustment unit according to the first embodiment. [Figure 7]1 is a block diagram showing a navigation system according to a first embodiment. [Figure 8] FIG. 2 is a functional block diagram showing a processing device of the navigation system according to the first embodiment. [Figure 9] 1 is a flowchart showing a navigation flow according to the first embodiment. [Figure 10] FIG. 3 is a schematic diagram showing running resistance according to the first embodiment. [Figure 11] FIG. 3 is a schematic diagram showing running resistance according to the first embodiment. [Figure 12] FIG. 3 is a schematic diagram showing running resistance according to the first embodiment. [Figure 13] FIG. 3 is a schematic diagram showing running resistance according to the first embodiment. [Figure 14] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 15] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 16] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 17] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 18] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 19] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 20] FIG. 2 is a schematic diagram showing the wind direction assumed in the first embodiment. [Figure 21] FIG. 2 is a schematic diagram showing optimization constraints on a formation configuration according to the first embodiment. [Figure 22] FIG. 2 is a schematic diagram showing optimization constraints on a formation configuration according to the first embodiment. [Figure 23] FIG. 1 is a schematic diagram illustrating a use case of optimizing a formation formation according to the first embodiment. [Figure 24] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 25] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 26] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 27] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 28] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 29] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 30] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 31] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 32] FIG. 2 is a schematic diagram showing the optimization of a formation configuration according to the first embodiment. [Figure 33] FIG. 1 is a schematic diagram illustrating optimization of a formation configuration according to a first embodiment; [Figure 34] 10 is a flowchart showing a navigation flow according to a second embodiment. [Figure 35] FIG. 10 is a schematic diagram showing the optimization of a formation configuration according to a second embodiment. [Figure 36] FIG. 10 is a schematic diagram showing the optimization of a formation configuration according to a second embodiment. [Figure 37] 10 is a flowchart showing a navigation flow according to a third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, multiple embodiments of the present disclosure will be described with reference to the drawings. Note that corresponding components in each embodiment are designated by the same reference numerals, and redundant description may be omitted. Furthermore, when only a portion of the configuration is described in each embodiment, the configuration of another previously described embodiment may be applied to the remaining portions of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of multiple embodiments may be partially combined together even if not explicitly stated, provided that there is no particular problem with the combination.

[0013] (First embodiment) The navigation system 10 of the first embodiment shown in FIG. 1 navigates a plurality of autonomously traveling autonomous mobile devices 1. Each autonomous mobile device 1 that is the target of navigation by the navigation system 10 can autonomously travel in any direction, including forward, backward, left, or right, according to the navigation. Here, the autonomous mobile device 1 may be a delivery vehicle that autonomously travels on roads to transport packages to their destinations. The autonomous mobile device 1 may also be a logistics vehicle that autonomously travels inside and outside a warehouse to transport packages. The autonomous mobile device 1 may also be a disaster support robot that autonomously travels in disaster areas to transport supplies or collect information. Of course, the autonomous mobile device 1 may be of a type other than these.

[0014] 2 to 4, each autonomous mobile device 1 includes a body 2, a drive system 3, a sensor system 4, a communication system 5, a map database 6, an information presentation system 7, and a control system 8. However, the autonomous mobile devices 1 may have completely or substantially the same configuration, or may have different configurations as long as they include the functions of the components 2 to 8.

[0015] The body 2 is hollow and made of, for example, metal. The body 2 holds other components of the autonomous mobile device 1 inside or across from the inside to the outside. The body 2 forms the external shape of the autonomous mobile device 1 in cooperation with the wheels 30 (described later) in the drive system 3.

[0016] The drive system 3 includes wheels 30, a battery 32, an electric actuator 34, coupling units 36 and 37, and an adjustment unit 38. The multiple wheels 30 are configured to be able to rotate independently. As shown in FIGS. 2 and 3 , among the multiple wheels 30, a pair of drive wheels 300 are provided on the left and right sides of the body 2, and are each driven independently by a separate electric actuator 34. In particular, in this embodiment, the drive state of the autonomous mobile device 1 is switched between straight-line drive and turning drive depending on the difference in rotational speed between these drive wheels 300 (i.e., the difference in the number of rotations per unit time).

[0017] Specifically, the autonomous mobile device 1 is driven straight when the difference in rotational speed between the two left and right drive wheels 300 is zero or within a range that can be assumed to be zero. On the other hand, when the difference in rotational speed between the left and right drive wheels 300 increases, the turning radius of the autonomous mobile device 1 when it is turned decreases in accordance with the increase in the difference in rotational speed. Here, the turning radius means the distance in a plan view between the vertical center line of the body 2 and the turning center of the turning drive, and therefore turning drive in which the turning radius is reduced to essentially zero is particularly called point turning drive.

[0018] 2 and 4, the plurality of wheels 30 includes at least one driven wheel 301 that rotates following the drive wheels 300. In this embodiment, two driven wheels 301 are located in front of each drive wheel 300, one on each side.

[0019] 2 to 4 is mainly composed of a storage battery such as a lithium-ion battery. The battery 32 stores power by charging from an external source to supply it to the electrical components of the autonomous traveling device 1 through discharge. The battery 32 may also collect and store regenerative power generated in an electric actuator 34 capable of regenerative braking of the drive wheels 300. The battery 32 is connected to the electric actuator 34, sensor system 4, communication system 5, map database 6, information presentation system 7, and control system 8 via, for example, a wire harness so as to be able to supply power thereto.

[0020] Each of the pair of electric actuators 34 shown in Figures 2 and 3 is mainly composed of an electric motor and a motor drive circuit. Each electric actuator 34 drives and rotates its corresponding drive wheel 300 independently using power supplied from the battery 32, thereby causing the autonomous driving device 1 to drive autonomously. Each electric actuator 34 has a regenerative function that applies regenerative braking to its corresponding drive wheel 300 to generate regenerative power. As shown in Figure 3, each electric actuator 34 is provided with an electric brake unit 340 that mechanically brakes its corresponding drive wheel 300. Each electric actuator 34 may also be provided with an electric lock unit that mechanically locks its corresponding drive wheel 300.

[0021] As shown in Figures 2 to 4, the vertical coupling units 36 are held at the front and rear of the body 2 to couple the autonomous mobile devices 1 in a platoon lined up in the vertical direction Lo of the travel path (see Figures 32 and 33 described below). The horizontal coupling units 37 are held at the left and right sides of the body 2 to couple the devices 1h and 1s lined up in the horizontal direction La of the travel path (see Figures 32 and 33 described below). Each of these coupling units 36 and 37 is mainly composed of, for example, an electric coupler that can electrically control the mechanical coupling and release of complementary units.

[0022] 2 and 4, the adjustment units 38 are held on the left and right sides of the body 2 to adjust the contact and separation of each of the driven wheels 301 of the wheels 30 between the roadway and the track. Each adjustment unit 38 is mainly composed of, for example, an electrically operated attitude variable mechanism that electrically controls the mechanical attitude of the corresponding driven wheel 301 relative to the body 2, thereby adjusting the contact and separation of the corresponding driven wheel 301 between the roadway and the track.

[0023] 5, each adjustment unit 38 may adjust the corresponding driven wheel 301 to switch between contact and separation with respect to the roadway by swinging the corresponding driven wheel 301 about a horizontal line in the lateral direction La of the body 2. As shown in FIG. 6, each adjustment unit 38 may adjust the corresponding driven wheel 301 to switch between contact and separation with respect to the roadway by swinging the corresponding driven wheel 301 about a horizontal line in the longitudinal direction Lo of the body 2.

[0024] The sensor system 4 shown in FIGS. 2 to 4 acquires sensing information usable for navigation and autonomous driving of the autonomous mobile device 1 by sensing the internal and external worlds of the autonomous mobile device 1. Specifically, the sensor system 4 includes at least one internal sensor 40 and one external sensor 41. The internal sensor 40 acquires internal world information as sensing information from the internal world, which is the internal environment of the autonomous mobile device 1. The internal sensor 40 may be a motion detection type that acquires internal world information by detecting a specific physical quantity of motion in the internal world of the autonomous mobile device 1. The motion detection type internal sensor 40 is at least one type of sensor selected from the group consisting of a speed sensor, an acceleration sensor, and a yaw rate sensor.

[0025] The external sensor 41 acquires external information as sensing information from the external world that is the surrounding environment of the autonomous mobile device 1. The external sensor 41 may be an object detection type that acquires external information by detecting objects that exist in the external world of the autonomous mobile device 1. The object detection type external sensor 41 is at least one of a camera, LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), radar, sonar, etc. The external sensor 41 may be a positioning type that acquires external information by receiving positioning signals from artificial satellites of the GNSS (Global Navigation Satellite System) that exist in the external world of the autonomous mobile device 1. The positioning type external sensor 41 is, for example, a GNSS receiver, etc.

[0026] The communication system 5 shown in FIGS. 3 and 4 transmits and receives communication information related to navigation and autonomous driving of the autonomous mobile device 1 via wireless communication with the outside world of the autonomous mobile device 1. The communication system 5 may be a V2X type that transmits and receives communication information with a V2X system existing in the outside world of the autonomous mobile device 1. The V2X type communication system 5 is, for example, at least one of a DSRC (Dedicated Short Range Communications) communication device and a cellular V2X (C-V2X) communication device. The communication system 5 may be a terminal communication type that transmits and receives communication information with a mobile terminal existing in the outside world of the autonomous mobile device 1. The terminal communication type communication system 5 is, for example, at least one of a Bluetooth (registered trademark) device, a Wi-Fi (registered trademark) device, an infrared communication device, etc.

[0027] The map database 6 acquires and stores map information usable for navigation and autonomous driving of the autonomous mobile device 1 from the navigation system 10 via the communication system 5. The map database 6 is mainly composed of at least one type of non-transitory tangible storage medium capable of storing map information, such as semiconductor memory, magnetic media, and optical media.

[0028] The map information stored in the map database 6 is converted into two-dimensional or three-dimensional data as information representing the driving environment of the autonomous mobile device 1. The map information may include road information representing at least one of the following: the position, shape, and road surface condition of the road itself. The map information may also include marking information representing at least one of the following: the position and shape of signs and lane markings attached to the road. The map information may also include structure information representing at least one of the following: the position and shape of buildings and traffic lights facing the road.

[0029] The information presentation system 7 presents notification information to the outside world of the autonomous mobile device 1 regarding navigation and autonomous driving of the autonomous mobile device 1. The information presentation system 7 may present the notification information by stimulating the vision of a person in the outside world of the autonomous mobile device 1. The visual stimulation type information presentation system 7 is, for example, at least one of a monitor unit, a light-emitting unit, etc. The information presentation system 7 may present the notification information by stimulating the hearing of a person in the outside world of the autonomous mobile device 1. The auditory stimulation type information presentation system 7 is, for example, at least one of a speaker, a buzzer, a vibration unit, etc.

[0030] The control system 8 shown in Figures 2 to 4 is mainly composed of at least one dedicated computer. The dedicated computer constituting the control system 8 has at least one memory 80 and one processor 81. The memory 80 is at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, or an optical medium, that non-temporarily stores computer-readable programs, data, etc. The processor 81 includes at least one type of core, such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), or a RISC (Reduced Instruction Set Computer)-CPU.

[0031] The control system 8 is connected to the battery 32, the electric actuator 34, the connection units 36 and 37, the adjustment unit 38, the sensor system 4, the communication system 5, the map database 6, and the information presentation system 7 via at least one of, for example, a LAN (Local Area Network) line, a wire harness, and an internal bus. The control system 8 controls each connected object by executing multiple commands of a control program stored in a memory 80 using a processor 81, so that the autonomous driving device 1 realizes autonomous driving according to navigation from the navigation system 10.

[0032] The navigation system 10 shown in Fig. 1 is constructed in a remote center that remotely manages and navigates a plurality of autonomous mobile devices 1. As shown in Fig. 7, the navigation system 10 is equipped with a map database 100, a communication system 110, and a processing device 120, and is at least one type of server, such as a cloud server or an edge server.

[0033] The map database 100 stores and updates the map information used to navigate each autonomous mobile device 1. The configuration of the map database 100 in the navigation system 10 is similar to the configuration of the map database 6 in the autonomous mobile device 1, but stores a larger amount of map information than the latter, capable of covering the autonomous driving areas (hereinafter referred to as navigation areas) of all autonomous mobile devices 1 to be navigated.

[0034] The communication system 110 is mainly composed of communication equipment that performs at least part of a V2X system capable of communicating with the communication system 5 of each autonomous mobile device 1. The processing device 120 is connected to the map database 100 and the communication system 110 via at least one of a wired communication line and a wireless communication line. Regarding the navigation area of ​​each autonomous mobile device 1, in addition to the map information in the map database 100, at least one type of environmental information, such as traffic information, road information, weather information, and scene information, is acquired through the communication system 110 and provided to the processing device 120 as needed. Regarding future travel of each autonomous mobile device 1, target travel information, including, for example, destination information, travel route information, and schedule information, acquired through the communication system 110 is provided to the processing device 120 as needed or is planned by the processing device 120.

[0035] The processing device 120 is configured to include at least one dedicated computer. The dedicated computer that constitutes the processing device 120 has at least one memory 130 and one processor 131. The configurations of the memory 130 and processor 131 in the processing device 120 are similar to the configurations of the memory 80 and processor 81 of the control system 8 in the autonomous mobile device 1, but are more highly functional than the latter memory 80 and processor 81.

[0036] In the navigation system 10, the processing device 120 executes multiple instructions of a processing program stored in the memory 130 using the processor 131. In this way, the processing device 120 performs navigation processing to navigate multiple autonomous mobile devices 1 (two autonomous mobile devices forming a pair in this embodiment) that travel autonomously using power supplied from the battery 32 into a formation. In such a processing device 120, multiple functional blocks for performing the navigation processing are constructed. The functional blocks constructed in this way include a planning block 150, an optimization block 160, and a navigation block 170, as shown in FIG. 8.

[0037] The navigation method in which the processing device 120 navigates the autonomous mobile devices 1 traveling in a platoon (hereinafter also referred to as platoon traveling) through the cooperation of these blocks 150, 160, and 170 is executed according to the navigation flow shown in Figure 9. This navigation flow is executed when a request for platoon traveling by a pair of autonomous mobile devices 1 occurs while the navigation system 10 is running. Note that each "S" in this navigation flow represents multiple steps executed by multiple commands included in the navigation program.

[0038] In S100, the planning block 150 acquires route information as information regarding the driving route along which each autonomous mobile device 1 will travel in formation. The route information may include, for example, destination information and waypoint information, which each autonomous mobile device 1 will reach by traveling in formation. The route information may include path information, which each autonomous mobile device 1 will follow by traveling in formation according to the destination information or waypoint information. The route information may include driving path information, which represents, for example, the planar shape of the driving path, the gradient angle of the driving path, and the road surface friction coefficient of the driving path, for each driving point or driving section according to the path information. The route information may include environmental information, which represents, for example, wind direction and wind speed, for each driving point according to the path information.

[0039] In S101, the planning block 150 acquires device information from the candidate autonomous mobile devices 1 to select autonomous mobile devices 1 for platooning based on the route information. The candidates may be set to at least two autonomous mobile devices 1 that are not currently running tasks and are located at driving positions that can participate in platooning according to the path information in the route information. The device information may include battery information representing the state of the battery 32 in the candidate autonomous mobile device 1, such as the charging state and degradation state. The device information may include actuator information representing the state of each electric actuator 34 in the candidate autonomous mobile device 1, such as the degradation state and regenerative characteristics due to braking. The device information may include shape information representing the external shape of the candidate autonomous mobile device 1. The device information may include motion information representing the physical quantities of motion of the candidate autonomous mobile device 1, such as the driving speed.

[0040] Next, in S102, the planning block 150 selects a pair of autonomous mobile devices 1 to be used in platooning based on the route information and device information acquired from each of the selected candidate autonomous mobile devices 1. If there are three or more selected candidates, the autonomous mobile devices 1 to be used in platooning may be selected in order of least deterioration of the battery 32. If there are three or more selected candidates, the autonomous mobile devices 1 to be used in platooning may be selected in order of least deterioration of the electric actuator 34. If there are three or more selected candidates, the autonomous mobile devices 1 to be used in platooning may be selected in order of least deterioration of the external shape that provides least air resistance when traveling alone.

[0041] In the next S103, the optimization block 160 optimizes the platoon formation based on the running resistance Rr that will change in future running of at least one of the autonomous mobile devices 1 that are running in the platoon. Specifically, the optimization of the platoon formation is performed based on the air resistance Rra and wind resistance Rrw shown in Figures 10 to 13, which serve as the running resistance Rr monitored for at least one autonomous mobile device 1.

[0042] Here, air resistance Rra is the running resistance Rr that depends on the running speed Vr of the autonomous mobile device 1. For example, as shown in FIGS. 10 to 13, air resistance Rra may be calculated as a resistance value proportional to the running direction projected area Ar of the autonomous mobile device 1 and the running speed Vr. Here, the running direction projected area Ar is defined as the projected area of ​​the external shape of the autonomous mobile device 1 projected from the rear to the front in the running direction. The running direction projected area Ar is recognized based on the shape information of the device information acquired in S101. The running speed Vr is recognized based on the motion information of the device information acquired in S101.

[0043] On the other hand, wind resistance Rrw is the running resistance Rr that depends on the wind speed Vw acting on the autonomous mobile device 1. Wind resistance Rrw may be calculated as a resistance value proportional to the wind direction projected area Aw and wind speed Vw of the autonomous mobile device 1, as shown in FIGS. 10 to 13, for example. Here, wind direction projected area Aw is defined as the projected area of ​​the external shape of the autonomous mobile device 1 projected in the direction opposite to the wind direction. Therefore, in particular, wind resistance Rrw in a tailwind state Wt (described in detail later) in FIG. 12, which is opposite to the running direction, is defined as a negative resistance that acts as a driving force for the autonomous mobile device 1. Wind direction projected area Aw is recognized based on shape information from the device information acquired in S101. Wind direction and wind speed Vw are recognized based on environmental information from the route information acquired in S100.

[0044] In the optimization at S103, one of the following is selected for each travel point or travel section: a tandem formation Po in which the autonomous mobile devices 1 are lined up in the longitudinal direction Lo of the travel path as shown in Figures 14 to 16 and 18, or a parallel formation Pa in which the autonomous mobile devices 1 are lined up in the lateral direction La of the travel path as shown in Figures 17 and 19. In other words, as future travel progresses, the tandem formation Po in which the autonomous mobile devices 1 are lined up in the longitudinal direction Lo, and the parallel formation Pa in which the autonomous mobile devices 1 are lined up in the lateral direction La are assumed as platooning formations that will be selectively optimized.

[0045] In the optimization in S103, the autonomous mobile device 1 that travels at the front under the assumption of a tandem formation Po is defined as the lead device 1h, and the autonomous mobile device 1 that travels following the lead device 1h under the assumption of a tandem formation Po is defined as the follower device 1s. Therefore, the optimization block 160 in S103 compares the running resistances Rr that are assumed to act on each of the autonomous mobile devices 1 that are targets of platooning in a solo running formation Ps (see FIG. 22 described below), where a distance Lo in the longitudinal direction is greater than or equal to a set distance. Based on the comparison of the running resistances Rr of each autonomous mobile device 1, the optimization block 160 then assigns each of the autonomous mobile devices 1 that are targets of platooning to a lead device 1h or a follower device 1s. In this case, the autonomous mobile device 1 with the smaller running resistance Rr, for example, the air resistance Rra, may be assigned to the lead device 1h.

[0046] Furthermore, the optimization block 160 in S103 optimizes the platoon formation based on the correlation between air resistance Rra and wind resistance Rrw, which are assumed as the running resistance Rr for the following device 1s in the solo running mode Ps. In this case, the leading device 1h traveling ahead of the following device 1s, which focuses on air resistance Rra and wind resistance Rrw, may be set to have a smaller air resistance Rra in accordance with its external shape based on the shape information among the device information acquired in S101. The leading device 1h traveling ahead may be set to have a larger available charge capacity in accordance with the state of charge of the battery 32 based on the battery information among the device information acquired in S101. In S103 of the first embodiment, the front-to-rear relationship of the devices 1h and 1s in the running direction along the longitudinal direction Lo of the road is maintained in the normal relationship, the same as in the solo running mode Ps, regardless of the type of platoon formation being optimized.

[0047] With respect to the following device 1s, in the windless state Wn of Fig. 10, when air resistance Rra acts on wind resistance Rrw, which is essentially zero, the optimization block 160 optimizes the formation to the vertical formation Po shown in Fig. 14 in S103, regardless of the magnitude relationship between wind resistance Rrw and air resistance Rra. Here, the windless state Wn is preferably defined as a state in which the wind speed Vw based on the environmental information in the route information acquired in S100 is zero or less than a wind judgment threshold (e.g., 1.4 m / s) that can be assumed to be zero. As a result, in the windless state Wn where wind resistance Rrw is zero or can be assumed to be zero, the vertical formation Po is selected as the formation formation, and the arrangement direction of each device 1h, 1s can be said to be optimized to the vertical direction Lo.

[0048] When the following device 1s is in a headwind state Wf of Fig. 11 and is subject to both wind resistance Rrw and air resistance Rra, the optimization block 160 optimizes the formation configuration to the vertical formation Po shown in Fig. 15 in S103, regardless of the magnitude relationship between the wind resistance Rrw and the air resistance Rra. Here, the headwind state Wf may be defined as, for example, a state in which the wind speed Vw based on the environmental information acquired in S100 exceeds zero or exceeds a wind determination threshold, and the wind direction based on the environmental information is within a left-right headwind determination angle α (e.g., 10 degrees) relative to the traveling direction, as shown in Fig. 20. In other words, the headwind state Wf may be considered a state in which the following device 1s is subjected to a longitudinal Lo component or a wind that can be simulated as such component from the front. As a result, in a headwind condition Wf where the direction of action of wind resistance Rrw is opposite to the direction of travel or can be assumed to be the opposite direction, the vertical formation Po is selected as the formation formation, and the arrangement direction of each device 1h, 1s is optimized to the vertical direction Lo.

[0049] In the case where the air resistance Rra is greater than the absolute value of the wind resistance Rrw acting on the following device 1s in a tailwind state Wt of Fig. 12, the optimization block 160 optimizes the formation configuration to the vertical formation Po shown in Fig. 16 in S103. The tailwind state Wt may be defined as a state in which the wind speed Vw based on the environmental information acquired in S100 exceeds zero or exceeds a wind determination threshold, and the wind direction based on the environmental information is within a tailwind determination angle β (e.g., 10 degrees) on the left and right sides with the direction opposite to the traveling direction as the reference, as shown in Fig. 20. In other words, the tailwind state Wt may be considered as a state in which the following device 1s is subjected to a wind that is a longitudinal Lo component or a wind that can be simulated as such a component. As a result, in a tailwind state Wt where the direction of action of wind resistance Rrw, which has an absolute value smaller than that of air resistance Rra, is the opposite direction to the direction of travel or can be assumed to be the opposite direction, the vertical formation Po is selected as the formation formation, and the arrangement direction of each device 1h, 1s is optimized to the vertical direction Lo.

[0050] When the air resistance Rra of the following device 1s is smaller than the absolute value of the wind resistance Rrw acting in a tailwind state Wt, the optimization block 160 optimizes the formation to the parallel formation Pa shown in Figure 17 in S103. The tailwind state Wt may be defined as described above. As a result, in a tailwind state Wt where the direction of action of wind resistance Rrw, which has an absolute value greater than that of air resistance Rra, is the opposite direction to the traveling direction or can be assumed to be the opposite direction, the parallel formation Pa is selected as the formation formation, and the arrangement direction of each device 1h, 1s is optimized in the lateral direction La.

[0051] When the air resistance Rra is substantially equal to the wind resistance Rrw in a tailwind state Wt, the formation may be optimized to the tandem formation Po shown in Figure 16. When the air resistance Rra is substantially equal to the wind resistance Rrw in a tailwind state Wt, the formation may be optimized to the parallel formation Pa shown in Figure 17.

[0052] In the case where the air resistance Rra is greater than the wind resistance Rrw acting on the following device 1s in the crosswind state Wc of Fig. 13, the optimization block 160 optimizes the formation to the vertical formation Po shown in Fig. 18 in S103. Here, the crosswind state Wc is preferably defined as a state in which the wind speed Vw based on the environmental information acquired in S100 exceeds zero or exceeds the wind judgment threshold, and the wind direction based on the environmental information is outside the headwind judgment angle α and the tailwind judgment angle β of Fig. 20. In other words, the crosswind state Wc is preferably assumed to be a state in which the following device 1s is subjected to wind with at least the horizontal component La outside the headwind judgment angle α and the tailwind judgment angle β. Thus, in the crosswind state Wc in which the horizontal component La of the wind resistance Rrw, which is smaller than the air resistance Rra, increases, the vertical formation Po is selected as the formation formation, and the arrangement direction of the devices 1h, 1s is optimized to the vertical direction Lo.

[0053] In S103, when the air resistance Rra of the following device 1s is smaller than the wind resistance Rrw acting in a crosswind state Wc, the optimization block 160 optimizes the formation to the parallel formation Pa shown in FIG. 19 . Here, the crosswind state Wc may be defined in the same manner as described above. Thus, in a crosswind state Wc in which the horizontal La component of the wind resistance Rrw increases and is greater than the air resistance Rra, the parallel formation Pa is selected as the formation formation, and the arrangement direction of the devices 1h, 1s is optimized in the horizontal direction La. In particular, the formation formation may be optimized to the parallel formation Pa in which the representative points (e.g., center points) of the leading device 1h and the following device 1s in the vertical direction Lo are aligned in this order along the horizontal La component of the wind direction based on the environmental information acquired in S100, as shown in FIG. 19 . Alternatively, the formation formation Pa may be optimized to the parallel formation Pa in which the representative points of the leading device 1h and the following device 1s in the vertical direction Lo are aligned in the reverse order along the horizontal La component of the wind direction.

[0054] When the air resistance Rra is substantially equal to the wind resistance Rrw in a crosswind condition Wc, the formation may be optimized to a tandem formation Po similar to that shown in Figure 18. When the air resistance Rra is substantially equal to the wind resistance Rrw in a crosswind condition Wc, the formation may be optimized to a parallel formation Pa similar to that shown in Figure 19.

[0055] 17 and 19, if the width of the lateral direction La of the travel path on which each device 1h, 1s travels is narrower than the width of the lateral direction La required for the parallel pattern Pa, the optimization block 160 in S103 restricts the optimization of the platooning form to the parallel pattern Pa. In this case, the platooning form selected may be the longitudinal pattern Po as shown in Figure 21, or the independent traveling form Ps may be selected in which the platooning itself is canceled and a longitudinal distance Lo is set between each device 1h, 1s that is greater than the set distance as shown in Figure 22. Both Figures 21 and 22 show an example corresponding to the case of Figure 17.

[0056] From a different perspective, in the cases of Figures 17 and 19 where the width of the travel path in the lateral direction La exceeds the required width for the parallel configuration Pa, optimization to the parallel configuration Pa is realized. Also, in the cases of Figures 14 to 16 and 18, optimization to the tandem configuration Po is realized, in which the distance in the longitudinal direction Lo between the devices 1h and 1s is reduced to less than the set distance described above. Furthermore, for example, as shown in Figure 23, when the devices 1h and 1s in the tandem configuration Po turn right (example in the same figure) or left in a headwind Wf, the parallel configuration Pa (example in the same figure) or the tandem configuration Po is realized depending on the magnitude relationship between the air resistance Rra and the wind resistance Rrw in a crosswind Wc.

[0057] As shown in Fig. 9, in S104 following S103, the optimization block 160 determines whether or not there is an uphill section, which is a section where the road along which each of the devices 1h and 1s will travel in the future will be an uphill road, based on the road information among the route information acquired in S100. At this time, if there is an uphill section where the gradient angle of the road exceeds the limit climbing angle θc, as shown in Fig. 24, a positive determination is made, whereas a negative determination is made otherwise.

[0058] Here, whether the limit climbing angle θc has been exceeded is determined based on the gradient resistance Rg that will change during future travel on an uphill road for at least one of the devices 1h, 1s. Therefore, for at least one of the devices 1h, 1s, a travel section where the gradient resistance Rg is greater than the grip force Fg of the drive wheels 300 on the uphill road is determined to be an uphill section where the limit climbing angle θc has been exceeded, and a positive determination is made in S104.

[0059] As shown in Figure 9, if a positive determination is made in S104, the navigation flow proceeds to S105. In S105, the optimization block 160 optimizes the platoon formation in the uphill section to an interconnected formation Pc in which the driven wheels 301 are spaced away from the uphill road, as shown in Figure 25. In this interconnected formation Pc, the platoon formation optimized in S103 (Figure 25 shows an example of a tandem formation Po) is maintained for the traveling point or traveling section corresponding to the uphill section where the climbing limit angle θc is exceeded.

[0060] Therefore, the interconnection configuration Pc at this time is selected as a platoon configuration in which the devices 1h, 1s are connected to each other on an uphill road that exceeds the climbing limit angle θc by one of the connecting units 36, 37 that corresponds to the optimized configuration in S103. At the same time, the interconnection configuration Pc is also selected as a platoon configuration in which, of all of the driven wheels 301 of the devices 1h, 1s, multiple wheels that correspond to the optimized configuration in S103 are separated from the uphill road that exceeds the climbing limit angle θc and suspended in the air by the corresponding adjustment units 38.

[0061] In the interconnected configuration Pc, which maintains the tandem configuration Po on an uphill road, the only objects that move away from the uphill road are the driven wheels 301 on both sides of the following device 1s, as shown in Figures 24 to 27. As a result, for devices 1h and 1s with weights X, in the tandem configuration Po immediately before the transition to the interconnected configuration Pc as shown in Figure 26, the load acting from each drive wheel 300 on the uphill road is X / 4. In contrast, in the interconnected configuration Pc while maintaining the tandem configuration Po as shown in Figure 27, the acting load is X / 3. As a result, in the interconnected configuration Pc, which transitions from the immediately preceding disconnected configuration to the tandem configuration Po while entering an uphill road that exceeds the limit climbing angle θc, the grip force Fg of each drive wheel 300 increases compared to immediately before. This also means that the increase in the limit climbing angle θc improves climbing performance.

[0062] On the other hand, in the interconnected configuration Pc that maintains the parallel configuration Pa on an uphill road, the objects that separate from the uphill road are limited to the driven wheel 301 on one side of the following device 1s that is closer to the leading device 1h, and the driven wheel 301 on one side of the leading device 1h that is closer to the following device 1s, as shown in Figures 28 and 29. However, from a different perspective, the objects that separate from the uphill road are selected as the driven wheels 301 of both devices 1h, 1s. As a result, for devices 1h, 1s each with a weight of X, in the parallel configuration Pa immediately before entering the interconnected configuration Pc as shown in Figure 28, the load acting on each drive wheel 300 is X / 4, whereas in the interconnected configuration Pc that maintains the parallel configuration Pa as shown in Figure 29, the load acting is X / 3. As a result, when the vehicle enters an uphill road exceeding the slope limit angle θc, it transitions from the immediately preceding uncoupled configuration to the interconnected configuration Pc while remaining in the parallel configuration Pa, and the grip force Fg of each drive wheel 300 increases compared to the immediately preceding configuration. This also means that the increase in the slope limit angle θc improves the climbing performance.

[0063] As shown in Fig. 9, when S105 is completed, the navigation flow proceeds to S106. The navigation flow also proceeds to S106 if a negative determination is made in S104. In S106, the optimization block 160 determines whether or not a downhill section exists as a section where the road on which each device 1h, 1s will travel in the future will be a downhill road, based on the road information in the route information acquired in S100. At this time, if a downhill section exists where the gradient angle of the road exceeds the downhill limit angle θd, as shown in Fig. 30, a positive determination is made, whereas a negative determination is made otherwise.

[0064] Here, whether the downhill limit angle θd has been exceeded is determined based on the propulsive force Ft of at least one of the devices 1h, 1s, which will change due to the action of gravity during future travel on a downhill road. Therefore, for at least one of the devices 1h, 1s, a travel section where the propulsive force Ft is greater than the grip force Fg of the drive wheels 300 on the downhill road is determined to be a downhill section where the downhill limit angle θd has been exceeded, and a positive determination is made in S106.

[0065] As shown in Figure 9, if a positive determination is made in S106, the navigation flow proceeds to S107. In S107, the optimization block 160 optimizes the platoon formation in the downhill section to an interconnected formation Pc in which the driven wheels 301 are spaced away from the downhill road, as shown in Figure 31. In this interconnected formation Pc, the platoon formation optimized in S103 (Figure 31 shows an example of a tandem formation Po) is maintained for the traveling point or traveling section corresponding to the downhill section where the descent limit angle θd is exceeded.

[0066] Therefore, the interconnection configuration Pc at this time is selected as a platoon configuration in which the devices 1h, 1s are connected to each other on a downhill road that exceeds the descent limit angle θd by one of the connecting units 36, 37 that corresponds to the optimized configuration in S103. At the same time, the interconnection configuration Pc is also selected as a platoon configuration in which, of all of the driven wheels 301 of the devices 1h, 1s, multiple wheels that correspond to the optimized configuration in S103 are separated from the downhill road that exceeds the descent limit angle θd and suspended in the air by the corresponding adjustment units 38.

[0067] Here, in the interconnection configuration Pc that maintains the tandem configuration Po on a downhill road, the objects that may be separated from the downhill road are limited to the driven wheels 301 on both sides of the following device 1s, as shown in Figures 31, 26, and 27. On the other hand, in the interconnection configuration Pc that maintains the parallel configuration Pa on a downhill road, the objects that may be separated from the downhill road are limited to the driven wheel 301 on one side of the following device 1s closer to the leading device 1h and the driven wheel 301 on one side of the leading device 1h closer to the following device 1s, as shown in Figures 28 and 29. However, from a different perspective, the objects that may be separated from the downhill road are selected as the driven wheels 301 of both devices 1h, 1s. Note that, in the interconnection configuration Pc that maintains either configuration Po or Pa, when the vehicle is on a downhill road in S107, the grip force Fg of each drive wheel 300 increases from the immediately preceding state, based on the same principle as when the vehicle is on an uphill road in S105.

[0068] As shown in FIG. 9, in S108 following S107, the optimization block 160 estimates the regenerative power generated by regenerative braking in the downhill section where the downhill limit angle θd is exceeded in the electric actuator 34 of each device 1h, 1s, based on the actuator information among the device information acquired in S101.

[0069] In S109, which is executed in parallel with S108 or before or after (the example in FIG. 9), the optimization block 160 selects one of the devices 1h, 1s that has the most free charge capacity in the battery 32 as the collection device 1c, as shown in FIGS. 32 and 33. At this time, the free charge capacity in the battery 32 of each device 1h, 1s is estimated for the downhill section based on the battery information in the device information acquired in S101 and the path information in the route information acquired in S100.

[0070] 9, in S110, which is performed after S108 and S109, the optimization block 160 determines whether the free capacity of the battery 32 of the recovery device 1c is insufficient for the total regenerative power generated in the devices 1h and 1s. If the result is a negative determination, that is, if the free capacity of the battery 32 of the recovery device 1c exceeds the total regenerative power generated in the devices 1h and 1s, the navigation flow proceeds to S111.

[0071] In S111, the optimization block 160 updates the selection of the interconnection configuration Pc optimized in S107 as an interconnection configuration Pc that recovers the regenerative power generated in each device 1h, 1s to the battery 32 of the recovery device 1c as shown in Figures 32 and 33.

[0072] As shown in FIG. 9, when S111 is completed, the navigation flow proceeds to S112. The navigation flow also proceeds to S112 if a negative determination is made in S106. The navigation flow also proceeds to S112 if a positive determination is made in S110. In S112, the navigation block 170 navigates each of the devices 1h and 1s to a platoon configuration selected for each travel point or travel section by the via steps of S103, S105, S107, and S111, in accordance with the path information in the route information acquired in S100. At this time, the navigation block 170 may monitor the navigation status of each of the devices 1h and 1s based on the device information of each of the devices 1h and 1s acquired in accordance with S101. The current execution of the navigation flow also ends when S110 is completed.

[0073] (Action and effect) The effects of the first embodiment described above will be explained below.

[0074] According to the first embodiment, the platoon formation including the interconnection configuration Pc is optimized based on the gradient resistance Rg that will change during future travel on an uphill slope for at least one of the autonomous mobile devices 1 traveling in the platoon formation. This allows each autonomous mobile device 1 to navigate in a platoon formation that can reduce power consumption in terms of the gradient resistance Rg, which affects the total power energy. This makes it possible to reduce the total power energy consumption.

[0075] In the first embodiment, the wheels 30 driven by power supplied from the battery 32 in each autonomous mobile device 1 and the wheels 30 driven by the wheels 30 are defined as drive wheels 300 and driven wheels 301, respectively. Therefore, according to the first embodiment, the platoon formation is optimized to an interconnection configuration Pc in which the driven wheels 301 of at least one autonomous mobile device 1 are spaced apart from the uphill road. This allows the interconnection configuration Pc in which the driven wheels 301 of at least one autonomous mobile device 1 are spaced apart from the road, thereby increasing the grip force Fg of the drive wheels 300 in each autonomous mobile device 1 and reducing the power consumption. This makes it possible to appropriately suppress total power consumption.

[0076] According to the first embodiment, when the gradient resistance Rg of at least one autonomous mobile device 1 relative to an uphill road is greater than the grip force Fg, the platoon configuration is optimized to the interconnected configuration Pc in which the driven wheels 301 of at least one autonomous mobile device 1 are spaced away from the uphill road. This allows the driven wheels 301 of at least one of the autonomous mobile devices 1 to be lifted off the road in situations where power consumption of each autonomous mobile device 1 increases due to gradient resistance Rg greater than the grip force Fg. Therefore, each autonomous mobile device 1 can increase the grip force Fg of the drive wheels 300 to reduce power consumption, thereby improving the accuracy of reducing total power consumption.

[0077] According to the first embodiment, if the propulsion force Ft, which changes due to gravity during future travel on a downhill road, is greater than the grip force Fg of the drive wheels 300 on the downhill road, the platoon configuration is optimized to an interconnected configuration Pc in which the driven wheels 301 of at least one autonomous mobile device 1 are spaced away from the downhill road. This makes it possible to ensure the deceleration function of the autonomous mobile devices 1 according to the difference between the grip force Fg that can be increased by the drive wheels 300 and the propulsion force Ft, regardless of the state of the brake units 340 that brake each autonomous mobile device 1 on a downhill road.

[0078] According to the first embodiment, the platooning configuration is optimized to interconnection configuration Pc, which allows the regenerative power generated in each autonomous mobile device 1 on a downhill road to be recovered by the battery 32 of one of those devices 1. In this way, in situations where regenerative power can be generated in each autonomous mobile device 1, one battery 32 can be shared using interconnection configuration Pc, making it possible to efficiently recover that regenerative power. Therefore, on downhill roads, the total amount of electrical energy consumed can be supplemented by regeneration, making it possible to reduce the apparent total amount of electrical energy consumed.

[0079] According to the first embodiment, the arrangement direction of each autonomous mobile device 1 in the interconnection configuration Pc is optimized based on the air resistance Rra, which depends on the traveling speed Vr of the autonomous mobile device 1, and the wind resistance Rrw, which depends on the wind speed Vw acting on the autonomous mobile device 1. As a result, for an interconnection configuration Pc in which the driven wheels 301 of at least one autonomous mobile device 1 are spaced from the traveling path, each autonomous mobile device 1 can be navigated by being given an arrangement direction that can reduce power consumption from the perspective of the air resistance Rra and wind resistance Rrw, which affect the total power energy. This makes it possible to appropriately suppress the total power energy consumption.

[0080] In the first embodiment, the autonomous mobile device 1 traveling at the front and the autonomous mobile device 1 traveling behind it in the longitudinal direction Lo are defined as the leading device 1h and the following device 1s, respectively. Therefore, according to the first embodiment, when air resistance Rra acts on the following device 1s in a windless state Wn, the arrangement direction of the devices 1h, 1s in the interconnection configuration Pc is optimized for the longitudinal direction Lo. As a result, in a windless state Wn where the total power energy is determined exclusively by air resistance Rra, the interconnection configuration Pc in which the devices 1h, 1s are arranged in the longitudinal direction Lo can reduce the air resistance Rra on the following device 1s side as much as possible, thereby reducing power consumption. This makes it possible to increase the accuracy of reducing total power energy consumption.

[0081] According to the first embodiment, when air resistance Rra acts on the following device 1s in a headwind state Wf, the arrangement direction of each device 1h, 1s in the interconnection configuration Pc is optimized to the longitudinal direction Lo. In this way, in a headwind state Wf where the total power energy is affected by both air resistance Rra and wind resistance Rrw, the interconnection configuration Pc in which each device 1h, 1s is arranged in the longitudinal direction Lo can reduce both resistances Rra, Rrw on the following device 1s side as much as possible, thereby reducing power consumption. Therefore, it is possible to increase the accuracy of reducing total power energy consumption.

[0082] According to the first embodiment, when the air resistance Rra for the following device 1s is greater than the wind resistance Rrw (absolute value) in a tailwind state Wt, the arrangement direction of the devices 1h, 1s in the interconnection configuration Pc is optimized to the longitudinal direction Lo. As a result, in a tailwind state Wt, where the total power energy is more significantly affected by the air resistance Rra than the wind resistance Rrw, the interconnection configuration Pc in which the devices 1h, 1s are arranged in the longitudinal direction Lo can reduce the air resistance Rra on the following device 1s side as much as possible, thereby reducing power consumption. This makes it possible to increase the accuracy of reducing total power energy consumption.

[0083] According to the first embodiment, when the air resistance Rra of the following device 1s is greater than the wind resistance Rrw in a crosswind state Wc, the arrangement direction of the devices 1h, 1s in the interconnection configuration Pc is optimized to the longitudinal direction Lo. In this way, in a crosswind state Wc in which the total power energy is more significantly affected by the air resistance Rra than the wind resistance Rrw, the interconnection configuration Pc in which the devices 1h, 1s are arranged in the longitudinal direction Lo can reduce the air resistance Rra on the following device 1s side as much as possible, thereby reducing power consumption. This makes it possible to increase the accuracy of reducing total power energy consumption.

[0084] According to the first embodiment, when the air resistance Rra for the following device 1s is smaller than the wind resistance Rrw (absolute value) in a tailwind state Wt, the arrangement direction of the devices 1h, 1s in the interconnection configuration Pc is optimized to the lateral direction La. In this way, in a tailwind state Wt, where the total power energy is more significantly affected by the wind resistance Rrw than by the air resistance Rra, the interconnection configuration Pc in which the devices 1h, 1s are arranged in the lateral direction La makes it possible to reversely utilize the wind resistance Rrw on the following device 1s side as propulsion force, thereby reducing power consumption. This makes it possible to increase the accuracy of reducing total power energy consumption.

[0085] According to the first embodiment, when the air resistance Rra for the following device 1s is smaller than the wind resistance Rrw in a crosswind state Wc, the arrangement direction of the devices 1h, 1s in the interconnection configuration Pc is optimized to the lateral direction La. In a crosswind state Wc where the total power energy is more significantly affected by the wind resistance Rrw than by the air resistance Rra, the interconnection configuration Pc in which the devices 1h, 1s are arranged in the lateral direction La can reduce the wind resistance Rrw on the following device 1s side as much as possible, thereby reducing power consumption. This makes it possible to increase the accuracy of reducing total power energy consumption.

[0086] Second Embodiment The second embodiment is a modification of the first embodiment.

[0087] In the navigation flow of the second embodiment, as shown in FIG. 34, S2103 instead of S103 of the first embodiment, S2105 instead of S105 of the first embodiment, and S2107 instead of S107 of the first embodiment are executed.

[0088] Specifically, in S2103, the optimization block 160 switches the front-to-rear relationship of the traveling direction along the longitudinal direction Lo of the road in the leading device 1h in the tandem configuration Po to a reverse relationship, which is the opposite of that in the parallel configuration Pa and the solo traveling configuration Ps. As a result, in the tandem configuration Po, as shown in FIG. 35, in the leading device 1h in the reverse relationship in which the front and rear of the body 2 are swapped, the left and right driven wheels 301 are located behind each driving wheel 300. Note that, apart from the points described up to this point, S2103 is executed in the same manner as S103 in the first embodiment. That is, in the parallel configuration Pa and the solo traveling configuration Ps, in the leading device 1h in the normal relationship similar to that in the first embodiment, the left and right driven wheels 301 are located in front of each driving wheel 300.

[0089] In S2105, the optimization block 160 optimizes the interconnected configuration Pc, which maintains the tandem configuration Po on an uphill road, to a platoon configuration in which the target for separation from the uphill road is expanded to include both driven wheels 301 of both devices 1h and 1s, as shown in Figure 36. As a result, for devices 1h and 1s with weight X, in the tandem configuration Po immediately before the transition to the interconnected configuration Pc as shown in Figure 35, the load acting from each drive wheel 300 on the uphill road is X / 4, whereas in the interconnected configuration Pc while maintaining the tandem configuration Po as shown in Figure 36, the applied load is X / 2. As a result, in the interconnected configuration Pc, which transitions from the immediately preceding disconnected configuration while remaining in the tandem configuration Po upon entering an uphill road that exceeds the slope limit angle θc, the grip force Fg of each drive wheel 300 is increased compared to immediately before. This also means that the increase in the slope limit angle θc improves climbing performance.

[0090] Similarly, in S2107, the optimization block 160 optimizes the interconnected configuration Pc that maintains the tandem configuration Po on a downhill road to a platoon configuration in which the targets for separation from the downhill road are expanded to the driven wheels 301 on both sides of both devices 1h and 1s, as shown in Figure 36. Note that S2105 and S2107 are executed in the same manner as S105 and S107 in the first embodiment, except for the points described so far. That is, in the interconnected configuration Pc that maintains the parallel configuration Pa, the targets for separation from the uphill road and the downhill road are also selected as the driven wheels 301 on both sides of both devices 1h and 1s.

[0091] According to the second embodiment described above, the platoon configuration is optimized to the interconnection configuration Pc in which the driven wheels 301 of both autonomous mobile devices 1 are spaced apart from the uphill road. This allows the grip force Fg of the drive wheels 300 of each autonomous mobile device 1 to be increased and the power consumption reduced by the interconnection configuration Pc in which the driven wheels 301 of both autonomous mobile devices 1 are spaced apart from the road. This makes it possible to appropriately suppress the total power consumption.

[0092] According to the second embodiment, when the gradient resistance Rg is greater than the grip force Fg of at least one autonomous mobile device 1 on an uphill road, the platoon configuration is optimized to an interconnected configuration Pc in which the driven wheels 301 of both autonomous mobile devices 1 are spaced away from the uphill road. This allows the driven wheels 301 of both autonomous mobile devices 1 to be lifted off the road in situations where power consumption of each autonomous mobile device 1 increases due to gradient resistance Rg being greater than the grip force Fg. Therefore, each autonomous mobile device 1 can increase the grip force Fg of the drive wheels 300 to reduce power consumption, thereby improving the accuracy of reducing total power consumption.

[0093] According to the second embodiment, if the propulsion force Ft, which changes due to gravity during future travel on a downhill road, is greater than the grip force Fg of the drive wheels 300 on the downhill road, the platoon configuration is optimized to an interconnected configuration Pc in which the driven wheels 301 of both autonomous mobile devices 1 are spaced away from the downhill road. This makes it possible to ensure the deceleration function of the autonomous mobile devices 1 according to the difference between the grip force Fg that can be increased by the drive wheels 300 and the propulsion force Ft, regardless of the state of the brake units 340 that brake each autonomous mobile device 1 on a downhill road.

[0094] (Third embodiment) The third embodiment is a modification of the first embodiment.

[0095] 37, the navigation flow of the third embodiment executes S3110, which replaces S109 and S110 of the first embodiment, and S3111, which replaces S111 of the first embodiment. Specifically, in S3110, the optimization block 160 determines whether the total free capacity in the batteries 32 of the autonomous mobile devices 1h and 1s that are the targets of platooning is insufficient for the total regenerative power generated by those devices 1h and 1s. At this time, the free capacity in the batteries 32 of the devices 1h and 1s is estimated for the downhill section based on the battery information from the device information acquired in S101 and the path information from the route information acquired in S100.

[0096] If a negative determination is made as a result of S3110, that is, if the total amount of regenerative power generated in each of the devices 1h, 1s exceeds the total amount of free capacity in the batteries 32 of those devices 1h, 1s, the navigation flow proceeds to S3111. In S3111, the optimization block 160 updates the selection for the interconnection configuration Pc optimized in S107 as an interconnection configuration Pc that recovers the regenerative power generated in each of the devices 1h, 1s into at least one of the batteries 32 of those devices 1h, 1s that has free capacity.

[0097] When S3111 is thus completed, the navigation flow proceeds to S112. The navigation flow also proceeds to S112 if a positive determination is made in S3110. Furthermore, as in the first embodiment, the navigation flow also proceeds to S112 if a negative determination is made in S106. However, in S112 of the third embodiment, each device 1h, 1s is navigated to the formation selected for each traveling point or traveling section by the via step among S103, S105, S107, and S3111.

[0098] According to the third embodiment described above, the platooning configuration is optimized to interconnection configuration Pc, which allows the regenerative power generated in each autonomous mobile device 1 on a downhill road to be recovered by at least one battery 32 of those devices 1. In this way, in situations where regenerative power may be generated in each autonomous mobile device 1, interconnection configuration Pc allows at least one battery 32 to be shared, making it possible to efficiently recover that regenerative power. Therefore, on downhill roads, the total amount of electrical energy consumed can be supplemented by regeneration, making it possible to suppress the apparent total amount of electrical energy consumed.

[0099] (Other embodiments) Although multiple embodiments have been described above, the present disclosure should not be construed as being limited to those embodiments, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0100] In a modified example, the dedicated computer constituting the control system 8 of the navigation system 10 and / or the processing device 120 of the autonomous mobile device 1 may have at least one of a digital circuit and an analog circuit as a processor. Here, the digital circuit is at least one of the following: an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a system on a chip (SOC), a programmable gate array (PGA), and a complex programmable logic device (CPLD). Such a digital circuit may also have a memory that stores a program.

[0101] In a modified example, the horizontal connection unit 37 may not be provided. In S105, S107, S2105, and S2107 of this modified example, the parallel configuration Pa immediately before becoming the interconnection configuration Pc may be switched to the vertical configuration Po to realize the interconnection configuration Pc.

[0102] In a modified example, the vertical connection unit 36 ​​may not be provided. In S105, S107, S2105, and S2107 of this modified example, the vertical connection configuration Po immediately before becoming the interconnection configuration Pc may be switched to the parallel connection configuration Pa to realize the interconnection configuration Pc.

[0103] In a modified no-wind state Wn, the parallel configuration Pa may be selected. In a modified no-wind state Wn, the independent running configuration Ps of each device 1h, 1s may be selected. In a modified headwind state Wf, the parallel configuration Pa may be selected. In a modified headwind state Wf, the independent running configuration Ps of each device 1h, 1s may be selected.

[0104] In a modified tailwind state Wt, the optimization of the platoon form may be limited to the tandem form Po, regardless of the magnitude relationship between the wind resistance Rrw and the air resistance Rra. In a modified tailwind state Wt, the optimization of the platoon form may be limited to the parallel form Pa, regardless of the magnitude relationship between the wind resistance Rrw and the air resistance Rra. In a modified tailwind state Wt, the independent traveling form Ps of each device 1h, 1s may be selected instead of at least one of the tandem form Po and the parallel form Pa, depending on the magnitude relationship between the wind resistance Rrw and the air resistance Rra.

[0105] In a modified crosswind state Wc, the optimization of the platoon form may be limited to the tandem form Po, regardless of the magnitude relationship between the wind resistance Rrw and the air resistance Rra. In a modified crosswind state Wc, the optimization of the platoon form may be limited to the parallel form Pa, regardless of the magnitude relationship between the wind resistance Rrw and the air resistance Rra. In a modified crosswind state Wc, the independent traveling form Ps of each device 1h, 1s may be selected instead of at least one of the tandem form Po and the parallel form Pa, depending on the magnitude relationship between the wind resistance Rrw and the air resistance Rra.

[0106] In a modified example, the formation of three or more autonomous mobile devices 1 may be optimized. The autonomous mobile device 1 in the modified example may be a two-wheel drive type that can turn in response to a difference in rotational speed, or may be a two-wheel drive type or a four-wheel drive type that can turn in response to steering. Furthermore, in this modified example, at least one driven wheel 301 may be included.

[0107] In the modified example, S104 may be judged as positive if the gradient resistance Rg is greater than the grip force Fg in both of the devices 1h and 1s, and may be judged as negative in other cases. In the modified example, S106 may be judged as positive if the propulsion force Ft is greater than the grip force Fg in both of the devices 1h and 1s, and may be judged as negative in other cases.

[0108] In a modified example, the second embodiment may be combined with the third embodiment. In addition to the above description, the above-described embodiments and modified examples may be implemented in the form of a processing circuit (e.g., a processing ECU, etc.) or a semiconductor circuit (e.g., a semiconductor chip, etc.) as a navigation system that is configured to be mountable on the autonomous driving device 1 and in which the functions of the processing device 120 are replaced by the control system 8.

[0109] (Additional remarks) This specification discloses the following technical ideas and combinations thereof.

[0110] (Technical thought 1) A navigation system having a processor (131) and configured to navigate a plurality of autonomous mobile devices (1) that travel autonomously using power supplied from a battery (32), The processor: optimizing the platoon configuration based on a gradient resistance (Rg) that changes in future travel on an uphill road for at least one of the autonomous mobile devices that are caused to travel in the platoon configuration including the interconnected configuration (Pc); and navigating each of the autonomous vehicles into the optimized platoon configuration.

[0111] This technical idea 1 and the technical ideas 2 to 9 described below may be realized in the form of a method and a program.

[0112] (Technical thought 2) The wheels of the autonomous driving device that are driven by the power supply from the battery are defined as drive wheels (300); If the wheels that follow the driving wheels in the autonomous driving device are defined as driven wheels (301), The optimization of the formation configuration is The navigation system described in Technical Idea 1 includes optimizing the formation configuration to the interconnected configuration in which the driven wheels are spaced apart from the uphill road.

[0113] (Technical Thought 3) The optimization of the formation configuration is A navigation system according to Technical Idea 2, which includes optimizing the formation to the interconnected form in which the driven wheels are spaced away from the uphill road when the gradient resistance is greater than the grip force (Fg) of the drive wheels on the uphill road.

[0114] (Technical Thought 4) The optimization of the formation configuration is The navigation system described in Technical Idea 3 includes optimizing the formation to the interconnected form in which the driven wheels are spaced away from the downhill road when the propulsion force (Ft) that changes due to gravity during future travel on a downhill road that can be braked by the brake unit (340) of the autonomous driving device is greater than the grip force (Fg) of the drive wheels on the downhill road.

[0115] (Technical Thought 5) The optimization of the formation configuration is A navigation system described in Technical Idea 4, which includes optimizing the formation to an interconnection configuration that allows the regenerative power generated in each of the autonomous mobile devices on the downhill road to be recovered by the battery of at least one of the autonomous mobile devices.

[0116] (Technical Thought 6) The optimization of the formation configuration is A navigation system described in any one of technical ideas 1 to 5, which includes optimizing the arrangement direction of the autonomous driving device in the interconnected form based on the air resistance (Rra) generated on the autonomous driving device, which depends on the driving speed, and the wind resistance (Rrw), which depends on the wind speed acting on the autonomous driving device.

[0117] (Technical Thought 7) The optimization of the formation configuration is In the arrangement direction of the longitudinal direction (Lo), if the autonomous mobile device that follows the autonomous mobile device that is traveling at the front is defined as the following device (1s), A navigation system described in technical idea 6, which includes optimizing the alignment direction in the interconnected configuration in the longitudinal direction in at least one of the cases where the air resistance acts on the following device in a headwind condition and the case where the air resistance acts on the following device in a no-wind condition.

[0118] (Technical Thought 8) The optimization of the formation configuration is A navigation system described in Technical Idea 7, which includes optimizing the alignment direction in the interconnected configuration in the vertical direction in at least one of the following cases: when the air resistance for the following device is greater than the wind resistance in a crosswind condition, and when the air resistance for the following device is greater than the wind resistance in a tailwind condition.

[0119] (Technical Thought 9) The optimization of the formation configuration is A navigation system described in Technical Idea 7 or 8, which includes optimizing the arrangement direction in the interconnected configuration in the lateral direction (La) in at least one of the cases where the air resistance for the following device is smaller than the wind resistance in a crosswind state and the case where the air resistance for the following device is smaller than the wind resistance in a tailwind state. [Explanation of symbols]

[0120] 1: autonomous driving device, 1s: following device, 1c: recovery device, 32: battery, 130: memory, 131: processor, 300: driving wheel, 301: driven wheel, 340: brake unit, Fg: grip force, Ft: propulsion force, La: lateral direction, Lo: longitudinal direction, Pc: interconnection form, Rg: gradient resistance, Rra: air resistance, Rrw: wind resistance

Claims

1. A navigation system having a processor (131) and navigating a plurality of autonomous mobile devices (1) that travel autonomously using power supplied from a battery (32), The processor: optimizing the platoon configuration based on a gradient resistance (Rg) that changes in future travel on an uphill road for at least one of the autonomous mobile devices that are caused to travel in the platoon configuration including the interconnected configuration (Pc); and navigating each of the autonomous vehicles into the optimized platoon configuration; The optimization of the formation configuration is A navigation system that includes optimizing the alignment direction of the autonomous driving device in the interconnected configuration based on air resistance (Rra) that depends on the driving speed of the autonomous driving device and wind resistance (Rrw) that depends on the wind speed acting on the autonomous driving device.

2. A wheel in the autonomous driving device that is driven by power supplied from the battery is defined as a driving wheel (300); If the wheels that follow the driving wheels in the autonomous driving device are defined as driven wheels (301), The optimization of the formation configuration is The navigation system of claim 1 , further comprising optimizing the formation configuration to the interconnected configuration that spaces the driven wheels away from the uphill road.

3. The optimization of the formation configuration is 3. The navigation system of claim 2, further comprising optimizing the formation configuration to the interconnected configuration in which the driven wheels are spaced from the uphill road when the gradient resistance is greater than the grip force (Fg) of the drive wheels with respect to the uphill road.

4. The optimization of the formation configuration is The navigation system of claim 3, further comprising optimizing the formation to the interconnected form in which the driven wheels are spaced from the downhill road when a propulsive force (Ft) that changes due to gravity during future travel on a downhill road that can be braked by a brake unit (340) of the autonomous driving device is greater than a grip force (Fg) of the drive wheels on the downhill road.

5. The optimization of the formation configuration is The navigation system of claim 4, further comprising optimizing the formation to an interconnection configuration that allows the regenerative power generated in each of the autonomous mobile devices on the downhill road to be recovered by the battery of at least one of the autonomous mobile devices.

6. The optimization of the formation configuration is In the arrangement direction of the longitudinal direction (Lo), if the autonomous mobile device that follows the autonomous mobile device that is traveling at the front is defined as the following device (1s), The navigation system of any one of claims 1 to 5, further comprising optimizing the alignment direction in the interconnected configuration in the longitudinal direction in at least one of a case where the air resistance acts on the following device in a headwind state and a case where the air resistance acts on the following device in a no-wind state.

7. The optimization of the formation configuration is 7. The navigation system of claim 6, further comprising optimizing the alignment direction in the interconnected configuration in the longitudinal direction when at least one of the following occurs: when the air resistance for the following device is greater than the wind resistance in a crosswind condition; and when the air resistance for the following device is greater than the wind resistance in a tailwind condition.

8. The optimization of the formation configuration is 7. The navigation system of claim 6, further comprising optimizing the alignment direction in the interconnected configuration in the lateral direction (La) when the air resistance for the following device is smaller than the wind resistance in a crosswind condition, or when the air resistance for the following device is smaller than the wind resistance in a tailwind condition.

9. A navigation method executed by a processor (131) for navigating a plurality of autonomous mobile devices (1) that autonomously travel using power supplied from a battery (32), comprising: optimizing the platoon configuration based on a gradient resistance (Rg) that changes in future travel on an uphill road for at least one of the autonomous mobile devices that are caused to travel in the platoon configuration including the interconnected configuration (Pc); and navigating each of the autonomous vehicles into the optimized platoon configuration; The optimization of the formation configuration is A navigation method including optimizing the alignment direction of the autonomous driving device in the interconnected configuration based on air resistance (Rra) that depends on the driving speed of the autonomous driving device and wind resistance (Rrw) that depends on the wind speed acting on the autonomous driving device.

10. A navigation program stored in a storage medium (130) for navigating a plurality of autonomous mobile devices (1) that autonomously travel using power supplied from a battery (32), the navigation program including instructions to be executed by a processor (131), The instruction: optimizing the platoon configuration based on a gradient resistance (Rg) that changes in future travel on an uphill road for at least one of the autonomous mobile devices that are caused to travel in a platoon configuration including an interconnected configuration (Pc); and navigating each of the autonomous vehicles into the optimized platoon configuration; The optimization of the formation configuration is A navigation program that includes optimizing the arrangement direction of the autonomous driving device in the interconnected configuration based on air resistance (Rra) that depends on the driving speed of the autonomous driving device and wind resistance (Rrw) that depends on the wind speed acting on the autonomous driving device.

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