Control device, control method, and control program

Abstract

To provide a control device, a control method, and a control program enabling a mobile body to continue traveling by suppressing idling of a drive shaft even when the mobile body travels on a travel road having a gradient change.SOLUTION: A control device (10) comprises: an acquisition unit (72) that acquires gradient change information regarding a gradient change of a travel road (16) positioned ahead of a mobile body (12) having a plurality of wheels (14) and element information regarding elements of the mobile body; a planning unit (74) that plans a route (R) through which the mobile body travels on the travel road on the basis of the gradient change information and the element information; and a control unit (78) that performs control for causing the mobile body to travel through the route.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present disclosure relates to a control device, a control method, and a control program.

Background Art

[0002] Patent Document 1 discloses a drive device mounted on a vehicle that drives a first axle, which is at least one of a plurality of axles, by the power of an internal combustion engine and drives a second axle, which is at least one of the remaining axles, by electric power. The drive device includes an electric motor that generates electric power, a power supply means that supplies electric power to the electric motor, and a control means that controls the drive of the electric motor. When the vehicle is traveling on a slope, the drive device increases or decreases the electric power during the vehicle's slope travel with respect to the electric power during the vehicle's flat road travel according to whether the slope with respect to the vehicle's traveling direction is an uphill slope or a downhill slope. Thereby, since the driving force of the vehicle during the vehicle's slope travel can be controlled according to the slope, for example, when going uphill, the driving force of the vehicle can be improved, and when going downhill, the vehicle can be stably traveled in the same manner as on a flat road, such as driving while suppressing slip.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technology described in Patent Document 1, depending on the change in the gradient of the traveling road, any one of the plurality of wheels may leave the ground. When the wheel that has left the ground is a driving wheel, there is a possibility that the driving wheel will spin and the moving body will not be able to move forward.

[0005] The purpose of this disclosure is to provide a control device, a control method, and a control program that can suppress wheel slippage of the drive wheels and enable the mobile body to continue traveling on a road with varying gradients, even when the mobile body is traveling on a road with varying gradients. [Means for solving the problem]

[0006] A first aspect of the present disclosure is a control device (10) comprising: an acquisition unit (72) that acquires gradient change information relating to gradient changes of a travel path (16) located in front of the travel direction of a mobile body (12) having a plurality of wheels (14), and specification information relating to the specifications of the mobile body; a planning unit (74) that plans a path (R) on which the mobile body travels along the travel path based on the gradient change information and the specification information; and a control unit (78) that controls the mobile body to travel along the path.

[0007] A second aspect of the present disclosure is a control method that causes a computer (10) to execute a process including: an acquisition step of acquiring gradient change information relating to gradient changes of a travel path located in front of the travel direction of a mobile body having a plurality of wheels, and specification information relating to the specifications of the mobile body; a planning step of planning a path for the mobile body to travel along the travel path based on the gradient change information and the specification information; and a control step of performing control to move the mobile body along the path.

[0008] A third aspect of the present disclosure is a control program (70) for causing a computer to perform a process including: an acquisition step of acquiring gradient change information relating to gradient changes of a road located in front of the direction of travel of a mobile body having multiple wheels, and specification information relating to the specifications of the mobile body; a planning step of planning a path for the mobile body to travel along the road based on the gradient change information and the specification information; and a control step of performing control to move the mobile body along the path. [Effects of the Invention]

[0009] According to this disclosure, a control device, a control method, and a control program are provided that suppress wheel slippage of the drive wheels and enable the mobile body to continue traveling on a road with a gradient change, even when the mobile body is traveling on a road with a gradient change. [Brief explanation of the drawing]

[0010] [Figure 1] This is a perspective view of a mobile body equipped with a control device according to the first embodiment of this disclosure. [Figure 2] This figure compares the behavior of a moving body according to the first embodiment of this disclosure when it enters an uphill road and a flat road perpendicularly and when it enters at an angle. [Figure 3] This figure compares the distance d when a moving body according to the first embodiment of this disclosure enters an uphill road perpendicularly and when it enters it at an angle. [Figure 4] This is a block diagram showing the hardware configuration of a mobile device according to the first embodiment of this disclosure. [Figure 5] This is a block diagram showing the functional configuration of a control device according to the first embodiment of this disclosure. [Figure 6] This is a block diagram illustrating the operation of the control device according to the first embodiment of this disclosure. [Figure 7] This figure illustrates a specific method for deriving the path traveled by a moving object according to the first embodiment of this disclosure. [Figure 8] This is a flowchart of the route planning process according to the first embodiment of this disclosure. [Figure 9] This is a flowchart of the driving control process according to the first embodiment of this disclosure. [Figure 10] This diagram, in a second embodiment of the present disclosure, compares routes planned based on the degree of gradient of the roadway. [Figure 11] This figure, in a second embodiment of the present disclosure, compares paths planned based on the height of the moving object. [Figure 12] This figure, in a second embodiment of the present disclosure, compares paths planned based on the spacing between wheels on a mobile body. [Figure 13]A diagram for comparing paths planned based on the range of movement of a suspension provided in a moving body in the second embodiment of the present disclosure. [Figure 14] A diagram showing a path planned when the lateral movement distance h of the moving body is shorter than the distance h1 in the third embodiment of the present disclosure. [Figure 15] A diagram showing a mode in which the path is changed when the lateral movement distance h of the moving body is longer than the distance h1 in the third embodiment of the present disclosure. [Figure 16] A diagram for comparing paths planned based on the position of the center of gravity of the moving body in the fourth embodiment of the present disclosure. [Figure 17] A block diagram showing a moving body according to the fifth embodiment of the present disclosure. [Figure 18] A block diagram showing a moving body according to the sixth embodiment of the present disclosure. [Figure 19] A diagram for explaining the operations of the discrimination unit and the output unit according to the sixth embodiment of the present disclosure. [Embodiments for Carrying Out the Invention]

[0011] [First Embodiment] First, the first embodiment of the present disclosure will be described.

[0012] As shown in FIG. 1, the control device 10 according to the first embodiment is mounted on the moving body 12. The control device​​​The mobile body 12 has multiple wheels 14. The multiple wheels 14 include front wheels, intermediate wheels, and rear wheels. As an example, the total number of multiple wheels 14 is 6. In other words, the mobile body 12 is a 6-wheeled vehicle, with 3 wheels 14 arranged on each side of the mobile body 12. In the example shown in Figure 1, the number of intermediate wheels on one side is 1, but the number of intermediate wheels on one side can be any number. Also, the total number of multiple wheels 14 is 6, but the total number of multiple wheels 14 can be any number. The multiple wheels 14 include drive wheels and steering wheels. The drive wheels and steering wheels may be different wheels 14 or the same wheel 14.

[0014] As shown in Figure 2, when the moving body 12 travels along the travel path 16, the travel path 16 may have gradient change sections 18 and 20. The gradient change sections 18 and 20 are parts of the travel path 16 where the gradient changes. The gradient change sections 18 and 20 extend in a direction intersecting the direction of extension of the travel path 16. In the example shown in Figure 2, the gradient change sections 18 and 20 extend in a direction perpendicular to the direction of extension of the travel path 16. Also, in the example shown in Figure 2, the travel path 16 includes a flat section 22, an uphill section 24, and a flat section 26. The flat section 22 and the uphill section 24 are connected via the gradient change section 18, and the uphill section 24 and the flat section 26 are connected via the gradient change section 20.

[0015] In relation to the flat road 22 and the uphill road 24, the flat road 22 is an example of the "first road" in this disclosure, and the uphill road 24 is an example of the "second road" in this disclosure. Furthermore, in relation to the uphill road 24 and the flat road 26, the uphill road 24 is an example of the "first road" in this disclosure, and the flat road 26 is an example of the "second road" in this disclosure.

[0016] Figure 2(A) shows the case where the mobile body 12 enters the uphill road 24 and the flat road 26 perpendicularly, and Figure 2(B) shows the case where the mobile body 12 enters the uphill road 24 and the flat road 26 at an angle. In Figures 2(A) and (B), the upper figures are side views, and the lower figures are top views.

[0017] When the moving body 12 enters the uphill road 24 perpendicularly, it means that the direction of extension of the gradient change section 18 located at the entrance of the uphill road 24 is perpendicular to the direction of travel of the moving body 12 when viewed from above. When the moving body 12 enters the uphill road 24 diagonally, it means that the direction of extension of the gradient change section 18 is diagonal to the direction of travel of the moving body 12 when viewed from above. Furthermore, when the moving body 12 enters the uphill road 24 perpendicularly, it is synonymous with passing perpendicularly through the gradient change section 18 located at the entrance of the uphill road 24, and when the moving body 12 enters the uphill road 24 diagonally, it is synonymous with passing diagonally through the gradient change section 18.

[0018] The above explanation describes the case where the mobile body 12 enters the uphill road 24 with reference to Figures 2(A) and (B). The same explanation applies when the mobile body 12 enters the flat road 26.

[0019] Figure 3(A) shows the length a of the vehicle body 48 of the mobile body 12 along the extending direction of the travel path 16 and the distance d between the vehicle body 48 and the gradient change section 18 when the mobile body 12 enters the uphill road 24 perpendicularly, and Figure 3(B) shows the length b of the vehicle body 48 along the extending direction of the travel path 16 and the distance d between the vehicle body 48 and the gradient change section 18 when the mobile body 12 enters the uphill road 24 at an angle. In Figures 3(A) and (B), the upper figure is a side view and the lower figure is a top view. In Figures 3(A) and (B), the multiple wheels 14 are not shown.

[0020] As shown in Figures 2(A) and 3(A), when the moving body 12 enters the uphill road 24 perpendicularly, the intermediate wheel may lift off the ground. In other words, when the moving body 12 enters the uphill road 24 perpendicularly, the distance d is expressed by equation (1), and if the conditions of equation (2) are met, the intermediate wheel lifts off the ground. Here, the bending angle θ is the angle between the flat road 22 and the uphill road 24 when the travel road 16 is viewed from the side, and the distance d1 is the distance between the lower end of the intermediate wheel and the body 48 of the moving body 12 when the suspension 46 (described later) supporting the intermediate wheel is fully extended. Note that distances d and d1 are distances under the condition that the center of the intermediate wheel is located on a line L that passes through the gradient change section 18 and is perpendicular to the body 48, and are distances along line L.

number

number

[0021] Thus, if the intermediate wheel that has left the ground is a drive wheel, the drive wheel may slip, preventing the moving body 12 from climbing the uphill road 24. Here, it is conceivable to implement control to increase the driving force of the drive wheel when it is detected that the travel path 16 has a gradient change section 18 with an uphill road 24. However, even in this case, the drive wheel will still slip, so there is still a possibility that the moving body 12 will not be able to climb the uphill road 24.

[0022] Therefore, as shown in Figure 2(B), when the travel path 16 has a gradient change section 18 with an uphill section 24, the control device 10 plans a path R in which the mobile body 12 enters the uphill section 24 at an angle and then moves along the extending direction of the travel path 16 after entering the uphill section 24. The control device 10 then controls the mobile body 12 to travel along path R.

[0023] As shown in Figure 3(B), when the moving body 12 enters the uphill road 24 at an angle, the length b becomes shorter than the length a when the moving body 12 enters the uphill road 24 perpendicularly, and consequently, the distance d becomes shorter, thus preventing the intermediate wheel from leaving the ground. In other words, when the moving body 12 enters the uphill road 24 at an angle, the distance d is expressed by equation (3), the length b is expressed by equation (4), and if the conditions of equation (5) are met, the intermediate wheel can be prevented from leaving the ground. However, the entry angle α is determined by the angle between the extending direction of the travel path 16 and the travel direction of the moving body 12 when the moving body 12 enters the uphill road 24 at an angle (specifically, when the center of the moving body 12 is located on the gradient change section 18 in a plan view).

number

number

number

[0024] Let's explain with a specific example. For instance, if the gradient of the uphill road 24 is 1 / 12, and the bending angle θ is 175.2°, and assuming that the lengths of the front and rear wheels 14 are equal to length a, and that length a is 280 mm, then from equation (1), the distance d is 6 mm. Therefore, from equation (2), if the distance d1 is less than 6 mm, the intermediate wheel will leave the ground. On the other hand, if the distance d1 is 4 mm, and we use distance d as 4 mm to calculate the length b and the entry angle α from equations (3) and (4), then when the length b is 201 mm, the entry angle α is 44°. Therefore, if the entry angle α is 44° or greater, it is possible to prevent the intermediate wheel from leaving the ground.

[0025] The above explanation has described the case where the mobile body 12 enters an uphill road 24 with reference to Figures 3(A) and (B), but the above technical concept also applies when the mobile body 12 enters a flat road 26. Furthermore, although not specifically shown in the figures, the above technical concept may also apply when the mobile body 12 enters a downhill road.

[0026] The specific configuration of the control device 10 will be explained below, using the case where the mobile body 12 enters the uphill road 24 as an example, as shown in Figures 2(B) and 3(B).

[0027] As shown in Figure 4, the mobile unit 12 includes a sensing unit 30 and a driving device 32 in addition to the control device 10. For example, the sensing unit 30 includes an autonomous sensor 34, a LiDAR (Light Detection And Ranging) sensor 36, a stereo camera 38, and a camera 40.

[0028] The autonomous sensor 34 is, for example, an IMU (Inertial Measurement Unit) that detects the three-dimensional inertial motion of the moving body 12 and outputs data corresponding to the detected inertial motion. The LiDAR sensor 36 detects the distance and direction to an object located in front of the moving body 12 in the direction of travel and outputs data corresponding to the detected distance and direction. The stereo camera 38 consists of two cameras that detect the distance to an object located in front of the moving body 12 in the direction of travel and outputs data corresponding to the detected distance. The camera 40 is a two-dimensional camera using an image sensor such as a CCD (Charge Coupled Device) sensor or a CMOS (Complementary Metal Oxide Semiconductor) sensor that captures an image of an object located in front of the moving body 12 in the direction of travel and outputs the image obtained from the capture as data.

[0029] The running gear 32 is composed of multiple wheels 14. The running gear 32 comprises a drive unit 42, a steering unit 44, and multiple suspensions 46. The drive unit 42 is a device that drives the drive wheels among the multiple wheels 14. The drive source of the drive unit 42 may be a motor or an engine. Alternatively, the drive source may be a hybrid unit comprising a motor and an engine. The steering unit 44 is a device that steers the steering wheels among the multiple wheels 14. The actuator that applies steering force to the steering wheels may be a motor or a hydraulic actuator. Each suspension 46, for example, is equipped with a spring and a damper and supports each wheel 14 relative to the vehicle body 48.

[0030] The control unit 10 is composed of a computer comprising a CPU (Central Processing Unit) 50, a ROM (Read Only Memory) 52, a RAM (Random Access Memory) 54, storage 56, an input / output interface (I / F) 58, and a communication interface (I / F) 60. The CPU 50, ROM 52, RAM 54, storage 56, I / O interface 58, and communication interface 60 are interconnected via a bus 62 so that they can communicate with each other.

[0031] The CPU 50 executes various programs and controls the travel device 32. Specifically, the CPU 50 reads various programs stored in the ROM 52 or storage 56 and executes the programs using the RAM 54 as a working area. Then, the CPU 50 performs various calculations according to the programs and controls the travel device 32.

[0032] ROM 52 stores various programs and data. RAM 54 temporarily stores programs or data as a working area. Storage 56 consists of a recording medium such as an HDD (Hard Disk Drive), SSD (Solid State Drive), or flash memory. Storage 56 stores various programs, including the operating system, and various information used to control the traveling device 32.

[0033] The communication interface 60 transmits and receives data with external devices other than the mobile unit 12 via wireless communication based on wireless communication standards such as Wi-Fi® or Bluetooth®. Alternatively, the communication interface 60 may transmit and receive data with external devices via wired communication.

[0034] As shown in Figure 5, the control program 70 is stored in the ROM 52. The CPU 50 reads the control program 70 stored in the ROM 52 and executes the control program 70 using the RAM 54 as a working area. Then, the CPU 50 performs route planning and driving control processing according to the control program 70.

[0035] Route planning is performed by the CPU 50 operating as an acquisition unit 72 and a planning unit 74 according to the control program 70. Driving control is performed by the CPU 50 operating as an estimation unit 76 and a control unit 78 according to the control program 70.

[0036] As shown in Figure 6, the sensing unit 30 outputs sensor information, including data obtained from the autonomous sensor 34, LiDAR sensor 36, stereo camera 38, and camera 40, to the CPU 50.

[0037] Storage 56 stores map information and specification information. The map information is digital map information relating to the road 16, and includes information such as the width, shape, presence or absence of gradient change sections 18, and gradient of the road 16, with location information indicating the location associated with this road information. The specification information is information relating to the specifications of the mobile body 12, and includes information such as the height of the mobile body 12, the length of the vehicle body 48, the distance between the wheels 14, and the range of motion of the suspension 46.

[0038] The acquisition unit 72 acquires gradient change information regarding gradient changes of the travel path 16 based on sensor information input from the sensing unit 30 to the CPU 50 and map information stored in the storage 56. For example, the acquisition unit 72 estimates the self-position of the mobile body 12 based on data obtained by the autonomous sensor 34, and acquires gradient change information from the map information based on the self-position. The gradient change information includes, for example, information such as the presence or absence of the gradient change unit 18, the gradient of the travel path 16, and the position of the gradient change unit 18. The acquisition unit 72 also acquires specification information stored in the storage 56.

[0039] The acquisition unit 72 may acquire gradient change information based on data obtained by the autonomous sensor 34, LiDAR sensor 36, stereo camera 38, and camera 40, without using map information. Alternatively, the sensing unit 30 may use a receiver capable of receiving signals from a positioning system such as GPS (Global Positioning System). The acquisition unit 72 may then estimate the self-position of the moving object 12 based on the signals received by the receiver, and acquire gradient change information from map information based on the self-position. Furthermore, the acquisition unit 72 may comprehensively estimate the self-position of the moving object 12 based on data obtained by the autonomous sensor 34, LiDAR sensor 36, stereo camera 38, and camera 40.

[0040] The planning unit 74 plans the route R on which the mobile body 12 travels along the road 16, based on the gradient change information and specification information acquired by the acquisition unit 72. Route R is the route on which the mobile body 12 enters the uphill road 24 at an angle and then moves along the direction of extension of the road 16 after entering the uphill road 24 (see Figure 2(B)). In addition, route R is the route on which the multiple wheels 14 maintain contact with the road surface while the mobile body 12 enters the uphill road 24 at an angle (see Figure 3(B)). In other words, route R is the route that satisfies the conditions of equation (5) above. The specific method for deriving route R will be explained later.

[0041] The estimation unit 76 estimates the position of the moving object 12 based on sensor information. For example, the estimation unit 76 estimates the position of the moving object 12 based on the autonomous sensor 34. If a receiver of a positioning system is used in the sensing unit 30, the estimation unit 76 may estimate the position of the moving object 12 based on the signal received by the receiver. Alternatively, the estimation unit 76 may comprehensively estimate the position of the moving object 12 based on data obtained from the autonomous sensor 34, LiDAR sensor 36, stereo camera 38, and camera 40.

[0042] When the self-position of the moving object 12 is estimated using the autonomous sensor 34, the relative position in a predetermined relative coordinate system is estimated as the self-position. On the other hand, when the self-position of the moving object 12 is estimated based on a signal received by the receiver of the positioning system, the absolute position in an absolute coordinate system determined by the positioning system is estimated as the self-position.

[0043] Based on the self-position of the mobile body 12 estimated by the estimation unit 76 and the path R planned by the planning unit 74, the control unit 78 controls the drive unit 42 and steering unit 44 of the travel device 32 to move the mobile body 12 along the path R.

[0044] Next, with reference to Figure 7, the specific method for deriving the path R will be explained. As shown in Figure 7, the moving body 12 starts moving laterally at a position before the gradient change section 18 (hereinafter referred to as the "lateral movement start position") in order to enter the uphill road 24 at an angle. Here, let the velocity of the moving body 12 be v, the distance between the gradient change section 18 and the lateral movement start position be s, the angle of entry when the moving body 12 enters the uphill road 24 at an angle be α, and the lateral movement distance from the lateral movement start position to after the moving body 12 enters the uphill road 24 be h. However, the velocity v of the moving body 12 is assumed to be constant.

[0045] The time t required to reach the gradient change section 18 from the lateral movement starting position is calculated by equation (6), the yaw rate yr from the lateral movement starting position to the gradient change section 18 is calculated by equation (7), and the lateral movement distance h is calculated by equation (8). Here, v1 is the lateral movement speed of the moving body 12, and is calculated by equation (9).

number

number

number

number

[0046] The planning unit 74 (see Figure 6) uses the above-mentioned time t, yaw rate yr, lateral movement distance h, and lateral movement velocity v1 as constants, and plans the path R, which is a cubic curve, based on these constants.

[0047] Next, a control method using the control device 10 according to the first embodiment of this disclosure will be described.

[0048] First, the route planning process will be explained with reference to Figure 8. The route planning process is performed, for example, each time it is detected that a gradient change section 18 accompanied by an uphill road 24 is located ahead of the direction of travel of the moving body 12. In the route planning process, first, in step ST10, the acquisition unit 72 acquires gradient change information and specification information. Step ST10 is an example of an "acquisition step" according to this disclosure.

[0049] Next, in step ST12, the planning unit 74 plans the route R on which the mobile body 12 travels along the road 16, based on the gradient change information and specifications information acquired in step ST10. As a result, if a gradient change section 18 with an uphill road 24 is located ahead of the direction of travel of the mobile body 12, a route R is planned in which the mobile body 12 enters the uphill road 24 at an angle. Step ST10 is an example of the "planning step" according to this disclosure. After the processing in step ST12, the route planning process ends.

[0050] Next, the driving control process will be explained with reference to Figure 9. The driving control process is executed when the route R has been planned by the route planning process. In the driving control process, first, in step ST20, the estimation unit 76 estimates the self-position of the moving body 12 based on the sensor information.

[0051] Next, in step ST22, the control unit 78 controls the drive unit 42 and steering unit 44 of the travel device 32 to move the mobile body 12 along the path R, based on the self-position of the mobile body 12 estimated in step ST20 and the path R planned by the path planning process. As a result, if the gradient change section 18 with an uphill road 24 is located in front of the direction of travel of the mobile body 12, the mobile body 12 will enter the uphill road 24 at an angle by traveling along the path R. Step ST22 is an example of a "control step" according to this disclosure.

[0052] Next, in step ST24, the CPU 50 determines whether the mobile body 12 has finished traveling along path R. If, in step ST24, the mobile body 12 has not finished traveling along path R, the determination is denied and the travel control process proceeds to step ST20. On the other hand, if, in step ST24, the mobile body 12 has finished traveling along path R, the determination is affirmed and the travel control process ends.

[0053] Next, the effects of the first embodiment of this disclosure will be described.

[0054] As detailed above, in the control device 10 according to the first embodiment, the acquisition unit 72 acquires gradient change information regarding the gradient change of the travel path 16 located in front of the travel direction of the mobile body 12, and specification information regarding the specifications of the mobile body 12. The planning unit 74 plans the route R on which the mobile body 12 will travel along the travel path 16 based on the gradient change information and specification information. Therefore, it is possible to plan a route R that can suppress the drive wheels among the multiple wheels 14 from leaving the ground before the mobile body 12 enters the uphill road 24. Then, the control unit 78 controls the mobile body 12 to travel along the route R planned by the planning unit 74. This suppresses the drive wheels from leaving the ground. As a result, it is possible to suppress the drive wheels from slipping, so that the mobile body 12 can climb the uphill road 24.

[0055] Furthermore, path R is the path through which the moving body 12 enters the uphill road 24 at an angle. Therefore, as shown in Figure 3, the length of the vehicle body along the extending direction of the travel path 16 is shorter when the moving body 12 enters the uphill road 24 at an angle (length b in this case) than when the moving body 12 enters the uphill road 24 perpendicularly (length a in this case). Consequently, the distance d between the vehicle body 48 and the gradient change section 18 is shortened, which helps to suppress the intermediate wheels from leaving the ground.

[0056] Furthermore, path R is a path in which multiple wheels 14 maintain contact with the road surface while the moving body 12 enters the uphill road 24 at an angle. Therefore, compared to, for example, a case where any of the wheels 14 lift off the ground, maintaining contact between multiple wheels 14 and the road surface provides high stability and high propulsion.

[0057] [Second Embodiment] Next, a second embodiment of this disclosure will be described.

[0058] In the second embodiment, the configuration of the control device 10 (see Figure 6) differs from that of the first embodiment described above, as follows. Specifically, when the planning unit 74 plans the route R, it considers the height of the moving body 12 when calculating the lateral movement distance h and the entry angle α. That is, the planning unit 74 calculates the lateral movement distance h and the entry angle α by considering the gradient included in the gradient change information, the spacing of the wheels 14 and the range of movement of the suspension 46 included in the specifications information, as well as the height of the moving body 12 included in the specifications information.

[0059] When calculating the lateral movement distance h and the entry angle α, the gradient and the distance between the wheels 14 are multiplied by positive coefficients, and the height of the moving body 12 and the range of motion of the suspension 46 are multiplied by negative coefficients. The coefficients are predetermined according to the specifications of the moving body 12. Then, based on the calculated lateral movement distance h and entry angle α, the planning unit 74 plans a path R that avoids at least one of the overturning and rollover of the moving body 12 while the moving body 12 enters the uphill road 24 at an angle.

[0060] For example, as shown in Figure 10(A), when the bending angle θ is small (i.e., when the gradient is large), a path R is planned with a long lateral movement distance h and a large entry angle α. On the other hand, as shown in Figure 10(B), when the bending angle θ is large (i.e., when the gradient is small), a path R is planned with a short lateral movement distance h and a small entry angle α.

[0061] Furthermore, as shown in Figure 11(A), when the height of the moving body 12 is high (i.e., when the center of gravity of the moving body 12 is high), a path R is planned that has a short lateral movement distance h and a small intrusion angle α. On the other hand, as shown in Figure 11(B), when the height of the moving body 12 is low (i.e., when the center of gravity of the moving body 12 is low), a path R is planned that has a long lateral movement distance h and a large intrusion angle α.

[0062] Furthermore, as shown in Figure 12(A), when the spacing between the wheels 14 is wide, a path R is planned with a long lateral movement distance h and a large entry angle α. On the other hand, as shown in Figure 12(B), when the spacing between the wheels 14 is narrow, a path R is planned with a short lateral movement distance h and a small entry angle α.

[0063] Furthermore, as shown in Figure 13(A), if the range of motion of the suspension 46 is wide, a path R is planned with a short lateral movement distance h and a small entry angle α. On the other hand, as shown in Figure 13(B), if the range of motion of the suspension 46 is narrow, a path R is planned with a long lateral movement distance h and a large entry angle α.

[0064] As detailed above, in the second embodiment, the specification information includes information regarding the height of the mobile body 12, and the planning unit 74 plans a path R that avoids at least one of the mobile body 12 tipping over and rolling over while the mobile body 12 is entering the uphill road 24 at an angle. Therefore, when the mobile body 12 travels along the path R planned by the planning unit 74, at least one of the mobile body 12 tipping over and rolling over can be avoided while the mobile body 12 is entering the uphill road 24 at an angle.

[0065] [Third Embodiment] Next, a third embodiment of this disclosure will be described.

[0066] In the third embodiment, the configuration of the control device 10 (see Figure 6) differs from that of the first embodiment described above, as follows. Specifically, when planning the route R, the planning unit 74 considers the relationship between the lateral movement distance h and the distance h1. The distance h1 is the distance between the moving body 12 and the end of the travel path 16, and is calculated based on the width of the travel path 16 included in the map information, the width of the moving body 12 included in the specifications information, and the self-position of the moving body 12 estimated by the acquisition unit 72. The planning unit 74 also includes information regarding the speed of the moving body 12 in the planned route R.

[0067] For example, as shown in FIG. 14, when the lateral movement distance h calculated under the predetermined conditions is shorter than the distance h1 (that is, when h < h1), the planning unit 74 plans a path that obliquely enters the uphill road 24 at the first intrusion speed V1 included in the predetermined conditions and at the first intrusion angle α1 calculated under the predetermined conditions as the path R.

[0068] On the other hand, for example, as shown in the upper diagram of FIG. 15, there may be a case where the lateral movement distance h calculated under the predetermined conditions is longer than the distance h1 (that is, when h > h1). In this case, if the moving body 12 travels along the planned path R, the moving body 12 will deviate from the traveling path 16.

[0069] Therefore, when the lateral movement distance h calculated under the predetermined conditions is longer than the distance h1, the planning unit 74 plans a path that obliquely enters the uphill road 24 at a second intrusion angle α2 smaller than the first intrusion angle α1 as the path R, as shown in the lower diagram of FIG. 15. In this case, the planning unit 74 plans the path R so that the lateral movement distance h becomes shorter than the distance h1 (that is, h < h1).

[0070] In addition, the planning unit 74 plans a path as the path R in which the moving body 12 obliquely enters the uphill road 24 at a second speed V2 higher than the first intrusion speed V1 so that a situation where the moving body 12 cannot complete climbing the uphill does not occur when the moving body 12 obliquely enters the uphill road 24 at the second intrusion angle α2.

[0071] As described in detail above, in the third embodiment, when the lateral movement distance h when the moving body 12 obliquely enters the uphill road 24 at the first intrusion speed V1 and the first intrusion angle α1 is longer than the distance h1, the planning unit 74 plans a path R in which the moving body 12 enters the uphill road 24 at a second speed V2 higher than the first intrusion speed V1 and a second intrusion angle α2 smaller than the first intrusion angle α1. Thereby, it is possible to avoid the moving body 12 from deviating from the traveling path 16 and to complete climbing the uphill road 24.

[0072] [Fourth Embodiment] Next, a fourth embodiment of the present disclosure will be described.

[0073] In the fourth embodiment, the configuration of the control device 10 (see Figure 6) differs from that of the first embodiment described above, as follows. That is, the planning unit 74 considers the position of the center of gravity of the moving body 12 when planning the route R. The position of the center of gravity is acquired by the acquisition unit 72. The position of the center of gravity may be derived based on data obtained by the autonomous sensor 34, or it may be derived based on data obtained by a detector that detects the position of the center of gravity. When the acquisition unit 72 acquires the position of the center of gravity, it includes the position of the center of gravity in the specifications information.

[0074] As shown in Figures 16(A) and (B), the cargo 90 mounted on the mobile body 12 may be offset in the width direction of the mobile body 12 relative to the center of the mobile body 12. For example, in the example shown in Figure 16(A), the cargo 90 mounted on the mobile body 12 is offset to the right relative to the center of the mobile body 12, and in the example shown in Figure 16(B), the cargo 90 mounted on the mobile body 12 is offset to the left relative to the center of the mobile body 12.

[0075] If the load 90 mounted on the mobile body 12 is shifted to the right relative to the center of the mobile body 12, the center of gravity of the mobile body 12 will also shift to the side on which the load 90 is mounted. Therefore, for example, if the load 90 mounted on the mobile body 12 is shifted to the right relative to the center of the mobile body 12, and the mobile body 12 enters the uphill road 24 diagonally while moving laterally to the right, the mobile body 12 may be affected by centrifugal force and tip over to the right. Similarly, if the load 90 mounted on the mobile body 12 is shifted to the left relative to the center of the mobile body 12, and the mobile body 12 enters the uphill road 24 diagonally while moving laterally to the left, the mobile body 12 may be affected by centrifugal force and tip over to the left.

[0076] Therefore, if the center of gravity of the moving body 12 is shifted in the width direction of the moving body 12 relative to the center of the moving body 12, the planning unit 74 plans a route R that enters the uphill path 24 diagonally from the side where the center of gravity is shifted. For example, as shown in Figure 16(A), if the center of gravity of the moving body 12 is shifted to the right relative to the center of the moving body 12, the planning unit 74 plans a route R that enters the uphill path 24 diagonally from the right. On the other hand, as shown in Figure 16(B), if the center of gravity of the moving body 12 is shifted to the left relative to the center of the moving body 12, the planning unit 74 plans a route R that enters the uphill path 24 diagonally from the left.

[0077] As detailed above, in the fourth embodiment, if the center of gravity of the moving body 12 is offset in the width direction of the moving body 12, the planning unit 74 plans a path R that enters the uphill road 24 at an angle from the side where the center of gravity is offset. This makes it possible to suppress the moving body 12 from being affected by centrifugal force and overturning when the moving body 12 enters the uphill road 24 at an angle.

[0078] In the fourth embodiment, when the moving body 12 enters the flat road 26 from the uphill road 24 (see Figure 2(B)), even if the center of gravity of the moving body 12 is shifted in the width direction relative to the center of the moving body 12, the planning unit 74 may plan a path R that enters the flat road 26 diagonally from the side where the center of gravity is shifted. Even in this way, it is possible to suppress the moving body 12 from being affected by centrifugal force and overturning when the moving body 12 enters the flat road 26 diagonally.

[0079] On the other hand, when the moving body 12 enters a downhill road from a flat road 26, if the center of gravity of the moving body 12 is shifted in the width direction relative to the center of the moving body 12, the planning unit 74 may plan a path R that enters the downhill road diagonally from the opposite side of the side where the center of gravity is shifted. Even in this way, it is possible to suppress the moving body 12 from being affected by centrifugal force and overturning when the moving body 12 enters the downhill road diagonally.

[0080] [Fifth Embodiment] Next, a fifth embodiment of this disclosure will be described.

[0081] In the fifth embodiment, the configuration of the mobile body 12 and the control device 10 differs from that of the first embodiment described above as follows. Specifically, the mobile body 12 is equipped with a notification device 100. The notification device 100 is a device that provides notification to the surroundings of the mobile body 12 and includes, for example, a light emitter, a speaker, a monitor, and a vibrator. In addition, the communication I / F 60 of the mobile body 12 is connected to a management device 112 of the management center 110 in a communicative manner. The management center 110 is an organization that manages the movement of the mobile body 12. The management device 112 is composed of, for example, a server.

[0082] The CPU 50 also operates as a notification unit 80. The notification unit 80 performs control to notify when the planning unit 74 is unable to plan the route R. Examples of notification control include activating the notification device 100 to notify those around the mobile body 12, and transmitting notification information to the management device 112 via the communication I / F 60. The notification information is information indicating that the planning unit 74 was unable to plan the route R. Examples of when the planning unit 74 was unable to plan the route R include cases where, due to a communication failure or malfunction, at least one of the gradient change information and the parameter information could not be acquired by the acquisition unit 72.

[0083] Furthermore, the control unit 78 may perform control to stop the traveling device 32 if the planning unit 74 is unable to plan the route R.

[0084] As detailed above, in the fifth embodiment, if the planning unit 74 is unable to plan the route R, the notification unit 80 provides notification. Therefore, it is possible to inform those around the mobile body 12 or the control center 110 that the mobile body 12 was unable to plan the route R, and consequently, that the mobile body 12 cannot move along the route R.

[0085] [Sixth Embodiment] Next, a sixth embodiment of this disclosure will be described.

[0086] In the sixth embodiment, the configuration of the mobile body 12 and the control device 10 differs from that of the first embodiment described above, as follows. That is, as shown in Figure 18, the mobile body 12 is equipped with a notification device 100. The notification device 100 is as described in the fifth embodiment.

[0087] The CPU 50 also operates as a discrimination unit 82 and an output unit 84. The acquisition unit 72 acquires an image obtained when the travel path 16 located in front of the moving body 12 is imaged by the camera 40. Based on the image, the acquisition unit 72 acquires road surface condition information regarding the condition of the road surface of the travel path 16. The road surface condition information includes, for example, information on whether or not there are foreign objects on the road surface, information on whether or not there are abnormalities on the road surface, and information such as the friction coefficient of the road surface. The friction coefficient of the road surface is estimated based on the brightness of the road surface included in the image. The acquisition unit 72 also acquires gradient change information. The gradient change information includes information such as the gradient of the travel path 16, as described in the first embodiment.

[0088] The discrimination unit 82 determines the cause of the slippage of one of the multiple wheels 14 based on the road surface condition information and gradient change information acquired by the acquisition unit 72. The output unit 84 generates countermeasure information for the slippage of the drive wheel based on the cause determined by the discrimination unit 82 and outputs the countermeasure information. The countermeasure information output from the output unit 84 is transmitted to the management device 112 of the management center 110 via the communication I / F 60. The countermeasure information output from the output unit 84 may also be output to the notification device 100.

[0089] For example, as shown in Figure 19, the discrimination unit 82 determines the cause based on the road surface condition information if it determines that there are no foreign objects or abnormalities, and determines the cause based on the second table 122 if it determines that there are foreign objects or abnormalities.

[0090] Tables 120 and 122 specify the relationship between the coefficient of friction and gradient of the road surface and the cause. Cause No. 1 indicates that the cause is the gradient, cause No. 2 indicates that the cause is the coefficient of friction, cause No. 3 indicates that the cause is dirt on the drive wheel tires, and cause No. 4 indicates that the cause is foreign matter or an abnormality.

[0091] If there are no foreign objects or abnormalities, the discrimination unit 82 determines the cause based on the first table 120 in the following manner. Specifically, if the coefficient of friction is high and the gradient is high, the discrimination unit 82 selects cause No. 1, and if the coefficient of friction is high and the gradient is low, it selects cause No. 3. Also, if the coefficient of friction is low and the gradient is high, the discrimination unit 82 selects causes No. 1 and No. 2, and if the coefficient of friction is low and the gradient is low, it selects cause No. 2.

[0092] On the other hand, if there is a foreign object or abnormality, the discrimination unit 82 determines the cause based on the second table 122 in the following manner. That is, if the coefficient of friction is large and the gradient is large, the discrimination unit 82 selects causes No. 1 and No. 4, and if the coefficient of friction is large and the gradient is small, it selects cause No. 4. Also, if the coefficient of friction is small and the gradient is large, the discrimination unit 82 selects causes No. 1, No. 2 and No. 4, and if the coefficient of friction is small and the gradient is small, it selects causes No. 2 and No. 4.

[0093] The output unit 84 generates countermeasure information based on the third table 124. Countermeasure information A indicates a review of the route R, countermeasure information B indicates replacement with tires with high friction force, countermeasure information C indicates cleaning the tires, and countermeasure information D indicates removal of foreign matter or elimination of abnormalities. Note that a replacement robot operated by a command from the management device 112 may be used for tire replacement. Also, a cleaning robot operated by a command from the management device 112 may be used for tire cleaning and removal of foreign matter.

[0094] The output unit 84 then generates countermeasure information based on the third table 124 in the following manner. Specifically, if the discrimination unit 82 selects cause No. 1, the output unit 84 generates countermeasure information A, and if the discrimination unit 82 selects cause No. 2, it generates countermeasure information B. Furthermore, if the discrimination unit 82 selects cause No. 3, the output unit 84 generates countermeasure information C, and if the discrimination unit 82 selects cause No. 4, it generates countermeasure information D.

[0095] As detailed above, in the fifth embodiment, the discrimination unit 82 determines the cause of the slippage of one of the multiple wheels 14 based on road surface condition information and gradient change information regarding the condition of the road surface of the travel path 16. The output unit 84 then outputs countermeasure information for the slippage of the drive wheel based on the cause. Therefore, based on the countermeasure information, countermeasures can be taken according to the cause of the slippage of the drive wheel.

[0096] Furthermore, if causes No. 1, No. 2, and No. 4 (i.e., causes other than tire dirt) are selected, it is possible to avoid the waste of deploying a cleaning robot to clean the tires.

[0097] Furthermore, if the output unit 84 determines that the cause of the drive wheel slippage is dirt on the drive wheel's tire, it may include information prompting tire replacement or cleaning in the countermeasure information. In this way, when the management device 112 receives the countermeasure information, the management center 110 can proceed with the process of replacing or cleaning the tire (for example, the process of activating a replacement robot or a cleaning robot).

[0098] Furthermore, if the output unit 84 determines that the cause of the drive wheel slippage is foreign matter on the road surface, it may include information prompting the removal of the foreign matter in the countermeasure information. In this way, when the management device 112 receives the countermeasure information, the management center 110 can proceed with processing to remove the foreign matter (for example, activating a cleaning robot).

[0099] Although the first to ninth embodiments of this disclosure have been described above, this disclosure is not limited to those described above, and it is of course possible to implement it in various modified forms without departing from its spirit.

[0100] For example, in each of the above embodiments, the control device 10 is mounted on the mobile body 12, but it may also be mounted on an external device other than the mobile body 12. The external device may be connected to the mobile body 12 in a communicative manner, and the mobile body 12 may move in response to commands from the external device. The external device may be a dedicated command device or a server.

[0101] Furthermore, in each of the above embodiments, the control device 10 has a function for performing route planning processing to plan the route R and a function for performing travel control processing to control the travel device 32. However, it may also be divided into a first control device having the function for performing route planning processing and a second control device having the function for performing travel control processing.

[0102] Furthermore, both the first control device and the second control device may be mounted on the mobile body 12, or one of them may be mounted on an external device. Also, both the first control device and the second control device may be mounted on an external device, or they may be mounted on different external devices.

[0103] The apparatus and method described herein may be implemented by a dedicated computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and method described herein may be implemented by a dedicated computer comprising a processor composed of dedicated hardware logic circuits. Alternatively, the apparatus and method described herein may be implemented by one or more dedicated computers comprising a combination of a processor that executes a computer program and one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0104] The features of this disclosure are as follows: (Note 1) An acquisition unit (72) acquires gradient change information relating to gradient changes of a travel path (16) located in front of the travel direction of a mobile body (12) having multiple wheels (14), and specification information relating to the specifications of the mobile body. A planning unit (74) plans the route (R) on which the moving body travels along the road based on the gradient change information and the specifications information, A control unit (78) that controls the moving body to travel along the path, A control device (10) equipped with the following. (Note 2) The aforementioned track includes a first track (22) and a second track (24) connected to the first track via a gradient change section (18). The aforementioned path is a path in which the moving body enters the second travel path at an angle. The control device described in Appendix 1. (Note 3) The aforementioned track comprises a first track and a second track connected to the first track via a gradient change section. The aforementioned path is one in which the multiple wheels maintain contact with the road surface while the moving body enters the second travel path at an angle. The control device described in Appendix 1 or Appendix 2. (Note 4) The aforementioned track comprises a first track and a second track connected to the first track via a gradient change section. The aforementioned specifications include information relating to the height of the moving body, The aforementioned path is a path that avoids at least one of the overturning and rolling of the moving body while the moving body enters the second travel path at an angle. A control device as described in any one of the appendices 1 through 3. (Note 5) The aforementioned track comprises a first track and a second track connected to the first track via a gradient change section. The planning unit plans a path in which the moving body enters the uphill road at a second speed higher than the first entry speed and a second entry angle smaller than the first entry angle, when the second travel path is an uphill road (24) and the lateral travel distance when the moving body enters the second travel path at a second speed higher than the first entry speed and a second entry angle smaller than the first entry angle. A control device as described in any one of the appendices 1 through 4. (Note 6) The aforementioned track comprises a first track and a second track connected to the first track via a gradient change section. The aforementioned specifications include information relating to the position of the center of gravity of the moving body, The planning unit, when the second travel path is an uphill road and the center of gravity of the moving body is offset in the width direction of the moving body with respect to the center of gravity, plans a path that enters the uphill road diagonally from the side where the center of gravity is offset as the path. A control device as described in any one of the appendices 1 through 5. (Note 7) The system further includes a notification unit (80) that performs control to notify if the planning unit is unable to plan the route. A control device as described in any one of the appendices 1 through 6. (Note 8) A determination unit (82) determines the cause of slippage of one of the multiple wheels based on road surface condition information relating to the road surface conditions of the aforementioned road and gradient change information, Based on the above cause, an output unit (84) outputs information on countermeasures for the slippage of the drive wheel, Furthermore, A control device as described in any one of the appendices 1 through 7. (Note 9) If the output unit determines that the cause is dirt on the drive wheel's tire, it includes information in the countermeasure information prompting the replacement or cleaning of the tire. The control device described in Appendix 8. (Note 10) If the output unit determines that the cause is foreign matter on the road surface, it includes information prompting the removal of the foreign matter in the countermeasure information. The control device described in Appendix 8. (Note 11) Computer (10), An acquisition step of acquiring gradient change information relating to gradient changes of a travel path located in front of the travel direction of a mobile body having multiple wheels, and specification information relating to the specifications of the mobile body, A planning step in which the moving body plans the route it will take along the road based on the gradient change information and the specifications information, A control step that controls the moving body to travel along the path, A control method that causes a process including the execution of a process. (Note 12) On the computer, An acquisition step of acquiring gradient change information relating to gradient changes of a travel path located in front of the travel direction of a mobile body having multiple wheels, and specification information relating to the specifications of the mobile body, A planning step in which the moving body plans the route it will take along the road based on the gradient change information and the specifications information, A control step that controls the moving body to travel along the path, A control program (70) for causing the execution of a process that includes the above. [Explanation of Symbols]

[0105] 10...Control device, 12...Moving body, 14...Wheels, 16...Travel path, 18, 20...Gradient change section, 22, 26...Flat road, 24...Uphill road, 30...Sensing unit, 32...Traveling device, 34...Autonomous sensor, 36...LiDAR sensor, 38...Stereo camera, 40...Camera, 42...Drive system, 44...Steering system, 46...Suspension, 48...Body, 50...CPU, 52...ROM, 54... RAM, 56...Storage, 58...Input / Output I / F, 60...Communication I / F, 62...Bus, 70...Control Program, 72...Acquisition Unit, 74...Planning Unit, 76...Estimation Unit, 78...Control Unit, 80...Notification Unit, 82...Discrimination Unit, 84...Output Unit, 90...Luggage, 100...Notification Device, 110...Management Center, 112...Management Device, 120...First Table, 122...Second Table, 124...Third Table

Claims

1. An acquisition unit (72) that acquires gradient change information relating to gradient changes of a travel path (16) located in front of the travel direction of a mobile body (12) having a plurality of wheels (14) including front wheels, intermediate wheels and rear wheels, and specification information relating to the specifications of the mobile body, A planning unit (74) plans the path (R) on which the moving body travels along the road based on the gradient change information and the specifications information, A control unit (78) that controls the moving body to travel along the path, Equipped with, The aforementioned track includes a first track (22) and a second track (24) connected to the first track via a gradient change section (18). The aforementioned path is a path in which the moving body enters the second travel path at an angle. Control device (10).

2. The path is a path in which the plurality of wheels maintain contact with the road surface while the moving body enters the second travel path at an angle, The control device according to claim 1.

3. The specifications information includes information relating to the height of the moving body, The aforementioned path is a path that avoids at least one of the overturning and rolling of the moving body while the moving body enters the second travel path at an angle. The control device according to claim 1.

4. The planning unit plans a path in which the moving body enters the uphill road at a second speed higher than the first entry speed and a second entry angle smaller than the first entry angle, when the second travel path is an uphill road (24) and the lateral travel distance when the moving body enters the second travel path at a second speed higher than the first entry speed and a second entry angle smaller than the first entry angle, as the path. The control device according to claim 1.

5. The specifications information includes information relating to the position of the center of gravity of the moving body, The planning unit, when the second travel path is an uphill road and the center of gravity of the moving body is offset in the width direction of the moving body with respect to the center of gravity, plans a path that enters the uphill road diagonally from the side where the center of gravity is offset as the path. The control device according to claim 1.

6. The plan unit further comprises a notification unit (80) that performs control to notify if the plan unit is unable to plan the route. The control device according to claim 1.

7. Based on road surface condition information relating to the condition of the road surface of the road and gradient change information, A determination unit (82) that determines the cause of slippage of one of the drive wheels among multiple wheels, Based on the above cause, an output unit (84) outputs information on countermeasures for the slippage of the drive wheel, Furthermore, The control device according to claim 1.

8. When the output unit determines that the cause is dirt on the drive wheel's tire, it includes information prompting the replacement or cleaning of the tire in the countermeasure information. The control device according to claim 7.

9. When the output unit determines that the cause is foreign matter on the road surface, it includes information prompting the removal of the foreign matter in the countermeasure information. The control device according to claim 7.

10. A computer (10) An acquisition step of acquiring gradient change information relating to gradient changes of a road located in front of the direction of travel of a moving body having multiple wheels including front wheels, intermediate wheels, and rear wheels, and specification information relating to the specifications of the moving body, A planning step in which the moving body plans the route it will take along the road based on the gradient change information and the specifications information, A control step that controls the moving body to travel along the path, Perform a process that includes this, The aforementioned track includes a first track (22) and a second track (24) connected to the first track via a gradient change section (18). The aforementioned path is a path in which the moving body enters the second travel path at an angle. Control method.

11. A computer, An acquisition step of acquiring gradient change information relating to gradient changes of a road located in front of the direction of travel of a moving body having multiple wheels including front wheels, intermediate wheels, and rear wheels, and specification information relating to the specifications of the moving body, A planning step in which the moving body plans the route it will take along the road based on the gradient change information and the specifications information, A control step that controls the moving body to travel along the path, Perform a process that includes this, The aforementioned track includes a first track (22) and a second track (24) connected to the first track via a gradient change section (18). The aforementioned path is a path in which the moving body enters the second travel path at an angle. Control program (70).

Images