Control method for autonomous mobile body and operator terminal

Abstract

A control method for an autonomous mobile body according to an embodiment is a control method for an autonomous mobile body provided with an imaging device, the method comprising: a step for performing driving following a towed vehicle or a towing vehicle; and a step for performing imaging so that both left and right ends of the towed vehicle are within a prescribed angle of view range of the imaging device. Therefore, it is possible to provide a control method for an autonomous mobile body and an operator terminal that can reduce blind spots, ensure the same safety as the prior art, and reduce manpower required for towing a towed vehicle.

Description

Control method for autonomous moving body and operator terminal

[0001] The present disclosure relates to a control method for an autonomous moving body and an operator terminal.

[0002] Conventionally, at airports, airplanes have been towed by a towing tractor to move them to a position where they can safely begin driving under their own power or to store them in a dock.

[0003] Patent No. 6938389

[0004] In particular, during the pushback operation in which a towing tractor pushes an airplane toward the rear of the aircraft, the large size of the aircraft makes it difficult to see the surroundings from the driver's seat of the towing tractor, making it difficult for the towing tractor driver alone to safely tow the airplane.As a result, other personnel besides the towing tractor driver, such as wingtip monitors to monitor the airplane's wings, are required, making it difficult to reduce the number of personnel required.

[0005] In view of the above problems, the present invention aims to provide a control method and operator terminal for an autonomous moving body that can reduce blind spots, ensure the same level of safety as in the past, and reduce the amount of manpower required to tow a towed vehicle.

[0006] In order to solve the above problem, the control method for an autonomous moving body of an embodiment is a control method for an autonomous moving body equipped with an imaging device, and includes the steps of traveling while following a towed vehicle or a towing vehicle, and taking images so that both left and right ends of the towed vehicle are within a predetermined angle of view range of the imaging device.

[0007] According to the present disclosure, when a towed vehicle is towed by a towing vehicle, blind spots can be reduced, and the same level of safety as in the past can be ensured while reducing the manpower required to tow the towed vehicle.

[0008] FIG. 1 is a schematic configuration block diagram of a cruise assistance system according to an embodiment. FIG. 2 is a functional block diagram of a remote control system, a remote control terminal, a towing tractor, and an autonomous vehicle that constitute the cruise assistance system. FIG. 3 is a schematic operational processing flowchart of the embodiment. FIG. 4 is a schematic operational sequence chart of the embodiment. FIG. 5 is an explanatory diagram of the camera's field of view when the autonomous vehicle is positioned in front of the front of the airplane. FIG. 6 is an explanatory diagram of the camera's field of view when the airplane is turning and the autonomous vehicle is positioned away from the front of the airplane. FIG. 7 is an explanatory diagram of the camera's field of view when the autonomous vehicle is positioned in front of the rear of the airplane. FIG. 8 is an explanatory diagram of the initial state when a pushback operation is performed. FIG. 9 is an explanatory diagram of the pushback operation. FIG. 10 is an operational flowchart of the autonomous vehicle when the towing tractor is towing the autonomous vehicle. FIG. 11 is an explanatory diagram of the initial state when a towing operation is performed. FIG. 12 is an explanatory diagram of the docking operation. FIG. 13 is an explanatory diagram of a case where the autonomous vehicle is positioned against the wall of a hangar. Fig. 14 is an explanatory diagram of a case where an autonomous vehicle moves from the side where an obstacle exists to a position where it can capture an image of only the obstacle and one wing, and provides a captured image. Fig. 15 is an explanatory diagram of a case where multiple autonomous vehicles are used in cooperation with the cameras of other autonomous vehicles to provide a plurality of captured images to a remote control terminal.

[0009] Next, an embodiment will be described in detail with reference to the drawings. Fig. 1 is a block diagram showing the general configuration of a driving assistance system according to an embodiment. The driving assistance system 10 is a system that provides driving assistance for a towing tractor when the towing tractor is towing an airplane as a towed vehicle.

[0010] The driving assistance system 10 includes a remote control system 11 , a remote control terminal 12 , a towing tractor 13 , an autonomous vehicle 14 , and a communication network 15 .

[0011] 1, for ease of understanding, one remote control terminal 12, one towing tractor 13, and one autonomous vehicle 14 are shown, but it is possible to provide multiple of each. In this case, it is assumed that the remote control system 11 is aware of the correspondence between the remote control terminal 12, the towing tractor 13, and the (one or more) autonomous vehicles 14 that operate in cooperation with each other.

[0012] The remote control system 11 creates an operation plan for the towing tractor 13 and the autonomous vehicle, and controls the entire driving assistance system 10. The remote control terminal 12 functions as an operator terminal, and is a terminal that allows the operator to remotely control the towing tractor 13 based on the operation plan created by the remote control system 11.

[0013] The towing tractor 13 performs towing operations (push-back operations, towing operations, docking operations, etc.) of the airplane PL as a towed vehicle under the control of the remote control terminal 12. The autonomous vehicle 14 functions as an autonomous mobile body, and travels following the airplane PL or the towing tractor based on an operation plan created by the remote control system 11, and transmits images captured by an imaging device such as a camera to the towing tractor 13 or the remote control terminal 12.

[0014] In the above explanation, the towing tractor 13 is described as being operated by remote control, but it is also possible to use a towing tractor that can be operated manually or a towing tractor that can be operated manually and remotely.

[0015] In the above configuration, the remote control system 11 , the remote control terminal 12 , the towing tractor 13 and the autonomous vehicle 14 are configured to be able to communicate with each other via a communication network 15 .

[0016] 2 is a functional block diagram of the remote control system, remote control terminal, towing tractor, and autonomous vehicle that make up the driving assistance system. The remote control system 11 includes a communication unit 21 and a control unit 22. The communication unit 21 communicates between the remote control system 11 and the remote control terminal 12, towing tractor 13, autonomous vehicle 14, or airplane PL via a communication network 15.

[0017] The control unit 22 functions as an assistance request receiving unit 31, an information acquisition unit 32, a towing tractor operation planning unit 33, an autonomous vehicle operation planning unit 34, and an autonomous vehicle control determination unit 35. The assistance request receiving unit 31 receives an assistance request issued by the remote control system 11. The information acquisition unit 32 acquires information related to the aircraft's operation plan and maintenance plan from an external aircraft control system, a maintenance company that performs aircraft maintenance, or the like.

[0018] The towing tractor operation planning unit 33 creates an operation plan for the towing tractor 13 for towing the airplane PL, based on an operation plan or maintenance plan for the airplane PL. The autonomous vehicle operation planning unit 34 creates an operation plan for the autonomous vehicle 14 that operates in cooperation with the towing tractor 13, based on an operation plan for the towing tractor 13 created based on the operation plan or maintenance plan for the airplane PL.

[0019] In this case, a configuration can be adopted in which the travel route corresponding to the operation plan of the autonomous vehicle 14 is created based on historical information about the travel route of the wingtip inspector associated with the history of the airplane's travel route recorded in the past. In other words, the route is generated using the history of how the wingtip inspector moved from the past history.

[0020] With this configuration, the position of the autonomous vehicle 14 is determined according to the position of the airplane PL, so that the autonomous vehicle 14 can follow the movement of the airplane PL according to the position of the autonomous armored vehicle airplane PL.

[0021] In addition, the operator of the remote control terminal 12 can check the video from the same position as the wingtip observer's movement route, making it easier to check the collision risk. Furthermore, it is also possible to adopt a configuration in which not only the movement route of the wingtip observer but also the face and line of sight of the wingtip observer are stored in association with the position on the wingtip observer's route.

[0022] Based on the stored information on the wingtip inspector's position on the route and the direction of the wingtip inspector's face and gaze, the position and direction of the camera of the autonomous vehicle 14 can be directed in the direction that the wingtip inspector was monitoring, making it easy to understand which position the wingtip inspector was checking, making it easier to check for collision risks in the same way as the wingtip inspector.

[0023] Furthermore, when registering the movement history of wingtip observers, if there is know-how information such as in this situation, monitoring should be given special importance to this location, or giving this kind of warning to the towing tractor operator, it can also be registered and configured to be displayed. The timing of display can also be configured to be displayed by AI using a pre-registered learning model.

[0024] When controlling multiple autonomous vehicles 14, the autonomous vehicle control determination unit 35 determines the autonomous vehicle 14 to be controlled and performs control.

[0025] The remote control terminal 12 includes a communication unit 41, a display control unit 42, a display unit 43, and an operation input unit 44. The communication unit 41 communicates with the remote control system 11, the towing tractor 13, or the autonomous vehicle 14 via the communication network 15.

[0026] The display control unit 42 displays the captured images transmitted from the towing tractor 13 or the autonomous vehicle 14 on the display unit 43 based on the driving states of the towing tractor 13 and the autonomous vehicle 14. Under the control of the display control unit 42, the display unit 43 displays images required for driving the towing tractor 13 to the operator of the remote control terminal 12.

[0027] The operation input unit 44 generates driving control data for driving the towing tractor 13 through operation by the operator of the remote control terminal 12 and transmits the data to the towing tractor 13 via the communication unit 41 .

[0028] The towing tractor 13 includes a communication unit 51, a position information acquisition unit 52, a sensor 53, a first camera (front camera) 54-1, a second camera (rear camera) 54-2, an image acquisition unit 55, a travel control unit 56, and a drive unit 57. The communication unit 51 communicates with the remote control system 11 or the remote control terminal 12 via the communication network 15.

[0029] The position information acquisition unit 52 acquires the position of the vehicle based on the output of the sensor 53. The sensor 53 is configured as a GPS sensor, an acceleration sensor, a gyro sensor, etc., and outputs information regarding the traveling position of the towing tractor 13 to the position information acquisition unit 52.

[0030] The first camera 54-1 captures an image in front of the towing tractor 13 and outputs it to the image acquisition unit 55. The second camera 54-2 captures an image behind the towing tractor 13 and outputs it to the image acquisition unit 55.

[0031] In the above explanation, the first camera 54-1 and the second camera 54-2 are used to capture images in front and behind the towing tractor 13, but it is also possible to configure the system to capture images in the left and right directions by placing additional cameras to capture images in the left and right directions, or by using 180-degree wide-angle cameras or 360-degree cameras as the first camera 54-1 and the second camera 54-2.

[0032] The video acquisition unit 55 acquires captured images from the first camera 54-1 and the second camera 54-2 and transmits them to the remote control terminal 12 via the communication unit 51. The travel control unit 56 outputs a drive control signal to the drive unit 57 based on travel control data from the remote control terminal 12 input via the communication unit 51, and controls the travel of the towing tractor 13.

[0033] The drive unit 57 controls the towing tractor 13 based on a drive control signal input from the travel control unit 56, and the towing tractor 13 performs the towing operation of the airplane PL.

[0034] Autonomous vehicle 14 includes a communication unit 61, a position information acquisition unit 62, a sensor 63, a camera 64, an image acquisition unit 65, a driving control unit 66, and a drive unit 67. Communication unit 61 communicates with remote control system 11 or remote control terminal 12 via communication network 15.

[0035] The position information acquisition unit 62 acquires the position of the autonomous vehicle based on the output of the sensor 63. The sensor 63 is configured as a GPS sensor, an acceleration sensor, a gyro sensor, a Leider, a camera, etc., and outputs information related to the traveling position of the autonomous vehicle 14 and the distance to the airplane PL to the position information acquisition unit 62. The camera 64 captures an image ahead of the autonomous vehicle 14 and outputs it to the video acquisition unit 65.

[0036] The video acquisition unit 65 acquires captured images from the camera 64 and transmits them to the remote control terminal 12 or the towing tractor 13 via the communication unit 61. The driving control unit 66 outputs a drive control signal to the drive unit 67 based on the autonomous vehicle operation plan acquired in advance and the vehicle position acquired by the position information acquisition unit 62, and controls the driving of the autonomous vehicle 14.

[0037] The drive unit 67 controls the traveling position of the autonomous vehicle 14 based on a drive control signal input from the traveling control unit 66 .

[0038] Before describing the operation of the embodiment, an overview of the towing tractor operation plan and the autonomous vehicle operation plan will be described. The towing tractor operation plan includes a starting point (towing start point), a destination point (towing end point), a departure time, an arrival time at the destination, route information from the departure point to the destination point, and operation information (pushback operation, towing operation, docking operation, etc.).

[0039] Similarly, the autonomous vehicle operation plan includes the departure point (the point where photography begins), the destination point (the point where towing by the towing tractor ends), the departure time, the arrival time at the destination, route information from the departure point to the destination point, and operation information (pushback operation, towing operation, docking operation, etc.).

[0040] Fig. 3 is a flowchart showing an outline of the operation process according to the embodiment. Fig. 4 is a chart showing an outline of the operation sequence according to the embodiment. Here, an example will be described in which the operator of the remote control terminal 12 remotely controls the towing tractor 13.

[0041] The remote control system of driving assistance system 10 creates a towing tractor operation plan and an autonomous vehicle operation plan, transmits the towing tractor operation plan to remote control terminal 12, and transmits the autonomous vehicle operation plan to the corresponding autonomous vehicle (steps S11 and S21). As a result, remote control terminal 12 receives the towing tractor operation plan, and the autonomous vehicle that actually provides driving assistance receives the autonomous vehicle operation plan.

[0042] The autonomous vehicle then begins autonomous driving in accordance with the autonomous vehicle operation plan (steps S12 and S22). More specifically, autonomous vehicle 14 autonomously moves to a departure point included in the autonomous vehicle operation plan and begins capturing images with its camera. The images captured by the camera are compressed by the image acquisition unit and transmitted to remote control system 11 and remote control terminal 12 via the communication unit. Transmission of the captured images continues until remote operation is completed.

[0043] In parallel with this, the remote control system 11 transmits a remote assistance request to the remote control terminal 12 to request the operator of the remote control terminal 12 to remotely operate the towing tractor 13 (step S23). Next, the remote control terminal 12 determines whether or not it has received the remote assistance request transmitted by the remote control system 11 (step S13).

[0044] If it is determined in step S13 that a remote assistance request has not yet been received (step S13; No), the remote control terminal 12 (or its operator) enters a standby state. If it is determined in step S13 that a remote assistance request has been received (step S13; Yes), the remote control terminal 12 starts remotely operating the towing tractor 13 and moves the towing tractor 13 to a start point corresponding to the towing tractor operation plan.

[0045] In parallel with this, the camera on the towing tractor captures images of the front and rear of the towing tractor 13 and outputs them to the image acquisition unit. The images are then compressed and transmitted via the communication unit to the remote control system 11 and the remote control terminal 12. Transmission of the captured images continues until the remote operation is completed.

[0046] As a result, the display control unit of the remote control terminal 12 receives the captured image of the towing tractor 13 via the communication unit, and the display control unit displays the image captured by the camera of the towing tractor 13 on the display unit (step S14). In parallel with this, the autonomous vehicle 14 moves, following the position of the airplane PL (step S15).

[0047] Accordingly, the operator of the remote control terminal 12 remotely operates the towing tractor 13 in accordance with the image on the display unit and the towing tractor operation plan (steps S16, S26), moves to the towing start point (near the parking position of the airplane PL) based on the towing tractor operation plan (step S27), and tows the airplane PL, i.e., performs a pushback operation, a towing operation, or a docking operation (steps S17, S28).

[0048] In parallel with this, airplane PL detects its own position based on the output of a GPS sensor (not shown) or the like, and notifies the remote control system 11 (step S29). The pushback operation, towing operation, and docking operation will be described in detail later. Then, in accordance with the towing tractor operation plan, remote control system 11 determines whether airplane PL has reached the predetermined destination and the remote operation has ended (steps S18, S30).

[0049] If the judgment in steps S18 and S30 indicates that the airplane PL has not yet reached the specified destination and the remote control has not ended (steps S18, S30; No), the remote control system 11 transitions the processing to step S14 and repeats the above-mentioned processing to continue remote control of the towing tractor.

[0050] If the judgment in steps S18 and S30 is that the airplane PL has reached the specified destination and the remote control has ended (steps S18, S30; Yes), the remote control system 11 notifies the remote control terminal 12 of the end of the remote control (step S31), withdraws the autonomous vehicle 14 (step S19), and ends the processing.

[0051] Next, the towing operation will be described. First, the imaging range of the camera of the autonomous vehicle 14 will be described. Figure 5 is an explanatory diagram of the angle of view of the camera when the autonomous vehicle is positioned directly in front of the airplane.

[0052] The virtual imaging area of ​​the imaging element of the camera 64 of the autonomous vehicle 14 is set to 64A, and the position of the autonomous vehicle 14 (a position at a predetermined distance from the subject, the airplane PL) is set so that the two wingtips PLR, PLL, which are the left and right ends of the towed vehicle, the airplane PL, fall within a predetermined angle of view determined by the first angle of view GA1 and the second angle of view GA2.

[0053] In this case, from the viewpoint of ease of remote operation, it is preferable that the magnification of the camera 64 remains constant and the position of the autonomous vehicle is controlled so that the distance from the subject to the camera 64 remains constant, but it is also possible to configure the magnification of the camera 64 to be changed under the direction of the operator of the remote control terminal 12. In addition, the distance from the airplane PL to the autonomous vehicle 14 is determined in advance based on the focal length of the camera 64, etc.

[0054] In this case, the first angle of view GA1 is set to be smaller than the maximum angle of view GAmax that can be captured by the image sensor of the camera 64 (GA1<GAmax). This is to prevent the autonomous vehicle 14 from being unable to follow the movement of the airplane PL associated with being towed, which would result in the wingtips PLR, PLL, which are the left and right ends of the airplane PL, not immediately being included in the captured image.

[0055] The second angle of view GA2 is set to ensure that the image of the airplane PL is large enough on the display screen, because even if the wingtips PLR and PLL, which are the left and right ends of the airplane PL, are contained within the first angle of view GA1, if the image becomes too small it will be difficult to perform remote control.

[0056] Figure 6 explains the camera angle of view when the airplane is turning and the autonomous vehicle is positioned away from the front of the airplane. In this case, as in the case of Figure 5, the virtual imaging area of ​​the imaging element of camera 64 of autonomous vehicle 14 is set to 64A, and the position of autonomous vehicle 14 and the magnification of camera 64 are set so that both wingtips PLR, PLL, which are the left and right ends of airplane PL, which is the towed vehicle, fall within the predetermined angle of view determined by the first angle of view GA1 and the second angle of view GA2.

[0057] 7 is an explanatory diagram of the camera angle of view when the autonomous vehicle is positioned directly in front of the rear of the airplane. In this case, as in the case of FIG. 5, the virtual imaging area of ​​the imaging element of camera 64 of autonomous vehicle 14 is set to 64A, and the position of autonomous vehicle 14 and the magnification of camera 64 are set so that both wingtips PLR, PLL, which are the left and right ends of airplane PL, which is the towed vehicle, fall within a predetermined angle of view determined by first angle of view GA1 and second angle of view GA2.

[0058] Next, the push-back operation will be described. Figure 8 is an explanatory diagram of the initial state when performing the push-back operation. At the start point of the push-back operation, when the airplane PL is towed by the push-back operation in the direction of the arrow AR1, the towing tractor 13 and the autonomous vehicle 14 are controlled to align in a straight line along the straight line L1 in the forward direction directly in front of the airplane PL.

[0059] In addition, during the pushback operation, the towing tractor 13 and the autonomous vehicle 14 do not necessarily need to be lined up in front of the airplane PL, but can also be configured to be lined up in front of the airplane PL.

[0060] In this case, it is also possible to allow the remote control operator to appropriately select whether to place the towing tractor 13 and the autonomous vehicle 14 in front of or behind the airplane PL.

[0061] Then, the towing tractor 13 performs a pushback operation under the control of the remote control terminal 12.

[0062] Fig. 9 is an explanatory diagram of the pushback operation. Fig. 10 is an operation flowchart of the autonomous vehicle when the towing tractor is towing the airplane PL. The following describes the operation when the towing tractor 13 pushes the airplane PL straight ahead by pushing it back, and then turns the airplane PL. First, the travel control unit 66 of the autonomous vehicle 14 operates based on a predetermined control program (the same applies below), starts autonomous travel in accordance with the autonomous vehicle operation plan received from the remote control system 11, and determines whether the current operation is a pushback operation (step S42).

[0063] In the determination of step S42, since this is a pushback operation (step S42; Yes), the autonomous vehicle 14 moves behind the towing tractor 13 and operates to follow the movement of the towing tractor 13 (step S43).

[0064] Although the autonomous vehicle 14 is described as following the towing tractor 13, it may also be configured from the beginning to follow the airplane PL.

[0065] Next, autonomous vehicle 14 refers to the autonomous vehicle operation plan to determine whether the pushback operation is a straight-ahead operation (step S44).

[0066] More specifically, for example, when the driving control unit 66 of the autonomous vehicle 14 receives an autonomous vehicle operation plan from the autonomous vehicle operation planning unit 34 of the remote control system, it determines whether the pushback operation is a straight-line operation based on the relationship between the vehicle's position based on the autonomous vehicle operation plan and the positions of the towing tractor 13 and the airplane PL, the driving direction, etc.

[0067] Then, as shown in FIG. 9 (A-11), the image G14 captured by the camera 64 of the autonomous vehicle 14 is displayed on the display unit 43 of the remote control terminal (step S45).

[0068] In this case, as shown in Figures 8 and 9 (A-1), since the operation is straight-line (step S44; Yes), the autonomous vehicle 14 moves to align with the airplane PL behind the towing tractor 13 and the towing tractor 13 on a straight line L1, and operates to follow the movement of the towing tractor 13 (step S43).

[0069] In this case, since the purpose of the autonomous vehicle 14 is to monitor the entire wing of the airplane, it is desirable to place it in a position directly facing the front of the airplane PL (front facing forward or rear facing forward).

[0070] A method for determining whether the autonomous vehicle 14 is in a position directly facing the front of the airplane can be, for example, determined based on whether the autonomous vehicle 14 is located on the center line of the airplane PL (a straight line connecting the forward tip of the airplane PL (e.g., the radome) and the rear end of the airplane (e.g., the vertical tail) when viewed from above.

[0071] When the airplane PL is flying straight, the towing tractor 13 is also positioned on a straight line connecting the forward tip of the center line of the airplane PL and the rear end of the airplane PL.

[0072] On the other hand, when the airplane PL turns, the position of the towing tractor 13 will deviate from this straight line, so it is possible to detect this deviation and configure the screen of the remote control terminal to display both an image of the autonomous vehicle 14 and an image of the towing tractor 13.

[0073] Next, the travel control unit 66 of the autonomous vehicle 14 determines whether the airplane PL has arrived at the stopping position (destination) (step S46). In this case, the airplane PL has not yet arrived at the stopping position (destination) (step S46; No), so the travel control unit 66 of the autonomous vehicle 14 transitions the process back to step S44 and repeats the above-described process.

[0074] Even in this case, as shown in Figure 9 (A-2), just before the turn begins, that is, until the towing tractor 13 is turned in the opposite direction and the turn begins, the remote control terminal operates to follow the movement of the towing tractor 13, and as shown in Figure 9 (A-12), an image G14 captured from behind the towing tractor is displayed on the display unit 43 of the remote control terminal.

[0075] Then, when the airplane PL has reached the turning position based on the autonomous vehicle operation plan, the driving control unit 66 of the autonomous vehicle 14 refers to the autonomous vehicle operation plan to determine whether the pushback operation is a straight-line operation or not (step S44).Since the pushback operation is not a straight-line operation but a turning operation (step S44; No), the driving control unit 66 of the autonomous vehicle 14 stops following the towing tractor 13 and moves by following the airplane PL (step S47).

[0076] 9(A-13), the captured image G13F of the towing tractor 13 in the forward direction and the captured image G14 captured by the camera 64 of the autonomous vehicle 14 are displayed on the display unit 43 of the remote control terminal (step S48). Next, the travel control unit 66 of the autonomous vehicle 14 determines whether the airplane PL has arrived at the stopping position (destination) (step S46).

[0077] If it is determined in step S46 that the airplane PL has not yet arrived at the stopping position (destination) (step S46; No), the driving control unit 66 of the autonomous vehicle 14 transitions the processing back to step S44, repeats the above-mentioned processing, and makes a turn.

[0078] On the other hand, in the judgment of step S46, if the turning has ended and the airplane PL has arrived at a position where it can drive itself or at a stopping position (destination) that is a parking position (step S46; Yes), the driving control unit 66 of the autonomous vehicle 14 ends the pushback operation processing.

[0079] Next, the towing operation will be described. Figure 11 is an explanatory diagram of the initial state when performing the towing operation. When the airplane PL is towed in the direction of the arrow AR2 at the start point of the towing operation, the towing tractor 13 is controlled to align in a straight line in front of the airplane PL, and the autonomous vehicle 14 is controlled to align in a straight line in front of the airplane PL along the straight line L2.

[0080] In addition, during the towing operation, the towing tractor 13 and the autonomous vehicle 14 do not necessarily need to be lined up in front of the rear of the airplane PL, but can also be configured to be lined up in front of the front of the airplane PL.

[0081] In this case, as with the pushback operation, it is also possible to allow the remote operator to appropriately select whether to position the towing tractor 13 and the autonomous vehicle 14 in front of or behind the airplane PL.

[0082] The towing tractor 13 then performs the towing operation under the control of the remote control terminal 12 .

[0083] Next, the towing operation will be described with reference to Figure 10 again. For ease of understanding, the following describes the operation when the airplane PL is towed straight ahead by the towing tractor 13 outdoors.

[0084] First, as in the case described above, the driving control unit 66 of the autonomous vehicle 14 starts autonomous driving in accordance with the autonomous vehicle operation plan received from the remote control system 11, and determines whether the current operation is a pushback operation (step S42).

[0085] In the judgment of step S42, since this is a towing operation (step S42; No), as shown in Figure 11 (A), the driving control unit 66 of the autonomous vehicle 14 moves the autonomous vehicle 14 behind the airplane PL and operates to follow the movement of the airplane PL (step S49).

[0086] Then, as shown in Figure 11 (B), an image G13F of the towing tractor 13 in the forward direction, an image G13R of the towing tractor 13 in the rearward direction (front image of the airplane PL), and an image G14, which is a rear front image of the airplane PL captured by the camera 64 of the autonomous vehicle 14, are displayed on the display unit 43 of the remote control terminal (step S50).

[0087] Next, the driving control unit 66 of the autonomous vehicle 14 determines whether it is positioned next to a wall, such as when a docking operation is completed or when leaving the dock (step S51). In this case, since the towing operation is outdoors (step S51; No), the driving control unit 66 of the autonomous vehicle 14 determines whether the airplane PL has arrived at the stopping position (destination) (step S53).

[0088] If the judgment in step S53 is that the airplane PL has not yet arrived at the stopping position (destination) (step S53; No), the driving control unit 66 of the autonomous vehicle 14 transitions the processing back to step S50 and repeats the above-mentioned processing.

[0089] On the other hand, if the judgment in step S53 is that the airplane PL has arrived at a position where it can drive itself or at a stopping position (destination) that is a parking position (step S53; Yes), the driving control unit 66 of the autonomous vehicle 14 terminates the towing operation processing.

[0090] Next, the docking-in operation will be described. Fig. 12 is an explanatory diagram of the docking-in operation. For ease of understanding, the description will be given here by taking as an example a case where the towing tractor 13 tows the airplane PL from the front direction and stores the airplane PL in a hangar (dock) behind the airplane.

[0091] In the case of such a docking operation, when the airplane PL is towed in the direction of arrow AR3 by the docking operation, the towing tractor 13 is controlled to align in a straight line along the straight line L3 in the forward, front direction of the airplane PL, and the autonomous vehicle 14 is controlled to align in a straight line along the straight line L3 in the rear, front direction of the airplane PL.

[0092] Then, the towing tractor 13 performs the docking operation under the control of the remote control terminal 12.

[0093] Next, the docking operation will be described with reference again to Figure 10. For ease of understanding, the following describes the operation when the towing tractor 13 docks the airplane PL from outside the hangar into the hangar. First, as in the case described above, the traveling control unit 66 of the autonomous vehicle 14 starts autonomous traveling in accordance with the autonomous vehicle operation plan received from the remote control system 11, and determines whether the current operation is a pushback operation (step S42).

[0094] In the determination of step S42, since this is a docking operation (step S42; No), the driving control unit 66 of the autonomous vehicle 14 moves the autonomous vehicle 14 behind the airplane PL and operates to follow the movement of the airplane PL, as shown in Figure 12 (A) (step S49).

[0095] Then, as shown in Figure 12 (B), an image G13F of the forward direction of the towing tractor 13 and an image G14 of the rear front view of the airplane PL captured by the camera 64 of the autonomous vehicle 14 are displayed on the display unit 43 of the remote control terminal (step S50).

[0096] Next, the driving control unit 66 of the autonomous vehicle 14 determines whether the autonomous vehicle 14 is positioned next to a wall (step S51).

[0097] 13 is an explanatory diagram of a case where the autonomous vehicle is positioned close to the wall of a hangar. If the determination in step S51 indicates that the autonomous vehicle is positioned close to the wall, the autonomous vehicle 14 cannot maintain any further distance from the airplane PL, as shown in FIG. 13(A), and it becomes impossible to fit both wingtips PLR, PLL of the airplane PL within the predetermined angle of view in the captured image.

[0098] Also, as in the example of FIG. 13A, there are cases where an obstacle BR near the airplane PL is also outside the imaging range.

[0099] Therefore, if the driving control unit 66 of the autonomous vehicle 14 determines in step S51 that it has positioned itself next to a wall (step S51; Yes), it may display a warning on the display unit 43 of the remote control terminal 12, or move from the side where the obstacle BR is located to a position where it can capture an image of only the obstacle BR and one wing and provide the captured image, or it may use multiple autonomous vehicles 14 to cooperate with cameras on other autonomous vehicles 14 and fixed cameras installed in advance in the hangar and provide multiple captured images to the remote control terminal 12.

[0100] More specifically, the response is as follows: As shown in Fig. 13(A), when the autonomous vehicle 14 is positioned next to a wall and is unable to fit both wingtips PLR, PLL of the airplane PL within a predetermined angle of view in the captured image, the travel control unit 66 of the autonomous vehicle 14 issues a warning by displaying a warning comment ERC indicating the presence of an obstacle on the display screen of the display unit 43 of the remote control terminal 12, as shown in Fig. 13(B).

[0101] In the example shown in FIG. 13(B), a warning comment ERC of "★Obstacle to the left" is displayed to the towing tractor 13, indicating that there is an obstacle to the left.

[0102] FIG. 14 is an explanatory diagram of a case where a captured image is provided by moving from the side where an obstacle exists to a position where only the obstacle and one wing can be imaged.

[0103] When the autonomous vehicle 14 is positioned next to a wall and is no longer able to capture both wingtips PLR, PLL of the airplane PL within a specified angle of view in the captured image, the driving control unit 66 of the autonomous vehicle 14 moves its own position from the side where the obstacle BR is located to a position where only the obstacle BR and one wing can be captured, as shown in Figure 14, and performs control so that the obstacle BR and wingtip PLR are included in the captured image, as shown in Figure 14.

[0104] This allows the operator of the remote control terminal 12 to operate the towing tractor 13 based on the image captured by the autonomous vehicle so that it includes an image in front of the towing tractor 13 as well as the obstacle BR and the wingtip PLR, thereby enabling the docking operation to be performed without being affected by the obstacle BR.

[0105] FIG. 15 is an explanatory diagram of a case where a plurality of autonomous vehicles are used in cooperation with the cameras of the other autonomous vehicles to provide a plurality of captured images to a remote control terminal.

[0106] When the cameras 64 of one of the autonomous vehicles 14 are positioned close to a wall and are unable to capture both wingtips PLR, PLL of the airplane PL within the specified angle of view in the captured image, the cameras 64 of the multiple autonomous vehicles 14 work together to overlap the capture range as shown in Figure 15, so that the obstacle BR and wingtips PLR are included in the captured image, and these images are displayed separately or as a single composite image on the display screen of the display unit 43 of the remote control terminal 12 together with the forward captured image of the towing tractor 13, thereby providing an image with fewer blind spots and ultimately enabling the airplane to be towed safely with fewer manpower.

[0107] As described above, according to the embodiment, when an airplane as a towed vehicle is towed (push-back operation, towing operation, docking operation, etc.) by a towing tractor as a towing vehicle, captured imagery with few blind spots can be provided to the remote control terminal that remotely operates the towing tractor, making it possible to tow the airplane safely with few manpower.

[0108] The above explanation has been given for the case where a towing tractor is remotely operated by an operator of a remote control terminal that functions as an operator terminal, but it can also be applied to the case where the towing tractor is driven in such a way that images from an autonomous vehicle acting as an autonomous moving body are displayed on a display provided in the driver's cab of the towing tractor, and images captured by a camera on the towing tractor are displayed on the display.

[0109] In the above explanation, it has been explained that the wing of the airplane PL that the autonomous vehicle 14 will monitor is determined in advance, but it is also possible to configure it so that it is selected by a remote-controlled operator.

[0110] For example, when a remote operator selects a wing to be monitored via an input unit, the vehicle position of the autonomous vehicle 14 for photographing the wing may be changed, the orientation of the camera mounted on the autonomous vehicle 14 may be changed, the magnification of the camera lens may be changed, or a combination of these may be performed so that the selected wing is included in the photographing range, depending on the selection.

[0111] The above explanation did not go into detail about the control of the autonomous vehicle 14 when the plane changes direction (turns), but it is also possible to configure the autonomous vehicle 14 to be controlled using the predicted timing of the plane changing direction (turning).

[0112] Specifically, the timing at which the airplane will change direction (turn) may be predicted based on the operation plan information of the towing tractor 13. More specifically, prediction is possible from the position (location) at which the airplane PL will turn.

[0113] In addition, since the direction of the airplane PL changes slightly after the steering operation of the towing tractor 13, it is also possible to predict the turning timing from the steering operation of the towing tractor 13.

[0114] In addition, since the direction of the airplane changes slightly after the movement of the towing bar, it is possible to detect the direction of the towing bar from the image in front of the towing tractor 13 and predict the timing of the turn, instead of operating the handle of the towing tractor 13.

[0115] In the above explanation, basically, one autonomous vehicle 14 is used for one towing tractor 13, but it is also possible to configure the system to use multiple autonomous vehicles 14. For example, it is possible to adopt a configuration in which one autonomous vehicle 14 is used on each of the left and right wings of the airplane PL.

[0116] In this case, each autonomous vehicle 14 follows while maintaining its position so that the wing it is responsible for photographing falls within the photographing range. More specifically, for example, the autonomous vehicle may be made to follow the airplane PL or the towing tractor 13 while maintaining a position a predetermined distance away from a predetermined position of the wing of the airplane PL (for example, a landmark such as a jet engine).

[0117] In the above explanation, it was assumed that photography could be taken from positions in front (front) and behind (back) of the airplane PL (hereinafter referred to as positions directly facing the airplane PL), but here we will explain the restrictions on the movement of the towing tractor when photography cannot be taken from a position directly facing the airplane PL.

[0118] If the turning angle of the airplane PL is large, and the autonomous vehicle 14 attempts to photograph the airplane PL from a position directly facing the airplane PL, it may be necessary to significantly move the position of the autonomous vehicle 14. Ultimately, it is thought that there may be a moment when it will no longer be possible to photograph the airplane PL from a position directly facing the airplane PL.

[0119] Therefore, if the autonomous vehicle is no longer able to photograph the airplane PL from directly in front of it, it is possible to configure the towing tractor to restrict its movement until the autonomous vehicle 14 is in a position where it can photograph the airplane PL from directly in front of it. With this configuration, safety can be improved by preventing the remote operator from controlling the autonomous vehicle when it is unable to monitor the wingtips.

[0120] Furthermore, if one wishes to maintain photography from a position directly facing the airplane, assuming that the autonomous vehicle 14 is attempting to photograph from a position directly facing the airplane PL, the position of the autonomous vehicle 14 will be moved when the airplane PL turns.

[0121] However, depending on the model of the autonomous vehicle 14, it may not always be possible to keep the front of the autonomous vehicle facing the airplane. For example, an autonomous vehicle 14 equipped with omni-wheels can move, but one with normal wheels cannot.

[0122] Therefore, in such a case, the orientation of the autonomous vehicle 14 is not taken into consideration, but it is moved to a position directly facing the airplane PL, and a movable camera part is provided so that the orientation of the camera can be controlled, and the orientation of the camera is controlled so that the camera's shooting direction is directly facing the airplane PL.

[0123] Alternatively, it is possible to provide multiple cameras with different shooting directions on the autonomous vehicle 14, and use the images from these cameras to switch the camera images to be used depending on the direction of the vehicle. For example, if the autonomous vehicle 14 is equipped with a front camera, a rear camera, a left side camera, and a right side camera, and images have been taken using the front camera until now, the system can be configured to switch to the left side camera or the right side camera as the airplane PL turns.

[0124] Alternatively, it is possible to adopt a configuration in which images taken by a plurality of cameras are combined to generate an image taken from a position directly facing the airplane PL. As a result, it is possible to acquire an image taken from a position directly facing the airplane PL.

[0125] The above explanation has been about the case where the operator of the remote control terminal operates the towing tractor remotely by himself, but driving a towing tractor requires a high level of skill as the operator must check the condition of the towing bar while driving, so it is assumed that the operator of the remote control terminal will focus on the image of the towing tractor while remotely controlling it.

[0126] Therefore, it is conceivable that the operator of the remote control terminal may not be able to pay sufficient attention to monitoring the wingtips.

[0127] For this reason, it is possible to employ a configuration in which an operator who monitors the wingtips (hereinafter referred to as a wingtip monitoring operator) is separately assigned in addition to the operator of the remote control terminal. In this case, it is possible to employ a configuration in which at least an image of the towing tractor 13 is transmitted to the remote control terminal of the operator who remotely controls the vehicle, and at least an image of the autonomous vehicle is transmitted to the terminal of the wingtip monitoring operator (hereinafter referred to as a wingtip monitoring operator terminal).

[0128] It is also possible to configure the wingtip monitoring operator to monitor images from multiple cameras on a wingtip monitoring operator terminal.

[0129] In this case, the images from the multiple cameras may be images from cameras of one airplane (image of the right wing, image of the left wing), or images from cameras of multiple airplanes (image of one airplane, image of another airplane). Furthermore, the image from the camera of the towing tractor 13 may also be displayed as auxiliary information.

[0130] Furthermore, if the wingtip monitoring operator detects a risk such as the airplane colliding with an obstacle, the wingtip monitoring operator may, for example, notify the operator of the remote control terminal of an alert regarding the risk via the input unit of the wingtip monitoring operator terminal. Also, instead of or in addition to notifying the operator of the remote control terminal, the wingtip monitoring operator may be configured to be able to make an emergency stop of the towing tractor.

[0131] A possible configuration for allowing the wingtip monitoring operator to make an emergency stop of the towing tractor is, for example, a configuration in which the wingtip monitoring operator presses an emergency stop button provided on the input section of the wingtip monitoring operator terminal to issue an emergency stop command and bring the towing tractor, which is located remotely, to an emergency stop.

[0132] In this case, the emergency stop command is set to have a higher priority than the control command at the remote control terminal of the operator who remotely controls the aircraft. With these configurations, collision between the wingtip and the obstacle can be avoided more reliably.

[0133] The wingtip monitoring operator terminal used by the wingtip monitoring operator can also be configured to monitor images from multiple cameras. In this configuration, the multiple cameras may be images from cameras of a single airplane (images of the right wing and the left wing), or images from cameras of multiple airplanes (e.g., images from a first airplane and an image from a second airplane). Furthermore, it can also be configured to display images from a camera of the towing tractor 13 as auxiliary information.

[0134] The above explanation has been given on the assumption that the autonomous vehicle 14 is driving normally, but in actual operation, the autonomous vehicle 14 may stop for some reason. Therefore, here, we will explain how to respond when the autonomous vehicle 14 stops for some reason.

[0135] If the autonomous vehicle 14 stops while moving due to detecting an obstacle or the like, a configuration can be adopted in which the operator is notified that the autonomous vehicle has stopped. With this configuration, the operator remotely operating the towing tractor can easily know that the autonomous vehicle 14 has stopped, and can easily respond.

[0136] In this case, it is preferable to also notify the operator remotely operating the towing tractor of the reason why the autonomous vehicle is stopping, as this allows the operator to understand whether the stop is temporary or not.

[0137] Furthermore, if the autonomous vehicle breaks down and is stopped for a long period of time, it is possible to employ a configuration in which another autonomous vehicle is dispatched to take over, or to request the dispatch of a wingtip monitor. As a result, it is possible to prevent the towing tractor 13 itself from being stopped for a long period of time and thereby preventing it from interfering with the course of other aircraft.

[0138] In addition, a predetermined margin may be set in the distance between the autonomous vehicle 14 and the airplane PL or the towing tractor 13, and an alert may be sent to the remote operator of the towing tractor 13 only if the autonomous vehicle 14 approaches the airplane PL or the towing tractor 13 beyond this margin.

[0139] With this configuration, as long as the distance between the stopped autonomous vehicle 14 and the airplane PL and towing tractor 13 increases, it is possible for the stopped autonomous vehicle 14 to photograph the wingtips of the airplane PL (because they fall within the photographing range). Note that if the distance between the stopped autonomous vehicle 14 and the airplane PL becomes too great, safety cannot be confirmed, and in this case an alert is issued.

[0140] In contrast, if the vehicle is within a predetermined distance range where safety can be confirmed, unnecessary alerts can be suppressed by not notifying the operator.

[0141] However, even if the distance between the autonomous vehicle 14 and the airplane PL and towing tractor 13 is within a specified margin, if the airplane PL turns, the image will no longer be from the front of the airplane PL, so it is possible to notify the remote operator before the airplane PL turns.

[0142] Also, instead of or in addition to notifying the operator, it is possible to configure the system so that the control of the towing tractor 13 is restricted so that it cannot move. This is because, in a state where the wingtips of the airplane PL cannot be monitored, safety can be improved by preventing the remote-controlled operator from controlling the airplane PL.

[0143] The above explanation has been about towing an airplane as the towed vehicle with a towing tractor as the towing vehicle, but even in cases where other combinations of towed vehicles and towing vehicles are used, such as when towing a large trailer as the towed vehicle with a tractor as the towing vehicle, it is also possible to use an autonomous vehicle to reduce blind spots and enable safe towing with fewer manpower.

[0144] The above explanation has been given for the case where an autonomous vehicle is used as the autonomous moving body, but it is also possible to configure the system to use a drone (autonomous flying body) as the autonomous moving body.

[0145] In the above explanation, when the autonomous vehicle 14 reaches a wall during docking and the captured image no longer contains any obstacles, a warning comment ERC is displayed on the display screen of the display unit 43 of the remote control terminal 12 to warn the driver that an obstacle is present, thereby issuing a warning to the driver. However, in addition to warning comments, it is also possible to configure the display to display a notification comment that the towed vehicle has arrived at its destination, or the current or next operation content based on the towing tractor's operation plan as an operation comment.

[0146] Although the embodiments of the present disclosure have been described above, the above-described embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be embodied in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These novel embodiments and modifications thereof are included within the scope and spirit of the invention, and are also included in the scope of the invention and its equivalents as defined in the claims.

[0147] Furthermore, the effects of the embodiments described in this specification are merely examples and are not limiting, and other effects may also be obtained.

[0148] The remote control system 11, the remote control terminal 12, the driving control unit of the towing tractor 13, and the driving control unit of the autonomous vehicle 14 of the embodiment have a hardware configuration that uses a normal computer equipped with a control device such as an MPU, a storage device such as a ROM (Read Only Memory) or RAM, an external storage device such as an SSD or HDD, a display device such as a display device, and input devices such as operation buttons and a keyboard.

[0149] The programs executed by the remote control system 11, the remote control terminal 12, the driving control unit of the towing tractor 13, and the driving control unit of the autonomous vehicle 14 in this embodiment are provided as files in an installable or executable format recorded on a computer-readable recording medium such as a USB memory, a semiconductor storage device such as an SSD, or a DVD (Digital Versatile Disk).

[0150] The programs executed by the remote control system 11, the remote control terminal 12, the travel control unit of the towing tractor 13, and the travel control unit of the autonomous vehicle 14 of the embodiment may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. The programs executed by the remote control system 11, the remote control terminal 12, the travel control unit of the towing tractor 13, and the travel control unit of the autonomous vehicle 14 of the embodiment may be provided or distributed via a network such as the Internet.

[0151] In addition, the programs for the remote control system 11, remote control terminal 12, driving control unit of the towing tractor 13, and driving control unit of the autonomous vehicle 14 of this embodiment may be configured to be provided by being pre-installed in a ROM or the like.

[0152] [Additional Note] This embodiment can also be modified as follows. A first alternative embodiment of a control method for an autonomous mobile body is a control method for an autonomous mobile body equipped with an imaging device, and includes the steps of: traveling while following a towed vehicle or a towing vehicle; and capturing images of both left and right ends of the towed vehicle within a predetermined angle of view of the imaging device. This embodiment reduces blind spots and ensures the same level of safety as in the past, while reducing the amount of manpower required to tow the towed vehicle.

[0153] A second alternative aspect of the method for controlling an autonomous moving body is the method for controlling an autonomous moving body of the first alternative aspect, wherein the traveling step includes traveling at a position spaced a predetermined distance from the towed vehicle such that both left and right ends of the towed vehicle are within a predetermined angle of view of the imaging device. According to this aspect, the autonomous moving body simply travels at a position spaced a predetermined distance from the towed vehicle, thereby enabling the acquisition of captured images with reduced blind spots using a simple configuration.

[0154] A third aspect of the method for controlling an autonomous moving body is the method for controlling an autonomous moving body of the first aspect, wherein the towed vehicle is an airplane, and the traveling step includes a step of traveling following the towed vehicle or the towing vehicle so that the imaging range of the imaging device moves to a position where the tips of both wings of the airplane are within the predetermined angle of view. According to this aspect, when towing an airplane, blind spots can be reliably reduced, and the manpower required to tow the airplane can be reduced while ensuring safety similar to that of conventional methods.

[0155] A fourth aspect of the method for controlling an autonomous moving body is the same as any of the first to third aspects, wherein the traveling step includes a step of following the movement of the towing vehicle when the towing vehicle moves straight ahead of the towed vehicle toward the towed vehicle, and maintaining a position on a straight line including a line segment connecting the towed vehicle and the towing vehicle. According to this aspect, captured video with reliably reduced blind spots can be easily obtained with simple control.

[0156] A fifth aspect of the method for controlling an autonomous moving body is the same as any of the first to third aspects, wherein the traveling step includes a step of following the movement of the towed vehicle and maintaining a position in front of the towed vehicle when the towing vehicle moves to turn the towed vehicle while towing the towed vehicle from in front of the towed vehicle. According to this aspect, even when the towed vehicle is turning, blind spots in an image of the towed vehicle can be reduced with simple control.

[0157] A sixth aspect of the method for controlling an autonomous moving body is the same as any of the first to third aspects, wherein the traveling step includes a step of following the movement of the towed vehicle and maintaining a position behind the towed vehicle when the towing vehicle moves forward while towing the towed vehicle from in front of the towed vehicle. According to this aspect, it is possible to capture images from behind the towed vehicle that cannot be captured by the towing vehicle, effectively reducing blind spots in the captured images of the towed vehicle.

[0158] A seventh aspect of the method for controlling an autonomous moving body is the same as any of the first to third aspects, wherein the traveling step includes a step of maintaining a position behind the towed vehicle when the towing vehicle tows the towed vehicle from in front of the towed vehicle and moves to store the towed vehicle in a predetermined hangar from the rear side of the towed vehicle. According to this aspect, when storing the towed vehicle in the predetermined hangar, it is possible to capture images from behind the towed vehicle that cannot be captured by the towing vehicle, effectively reducing blind spots in the captured images of the towed vehicle.

[0159] An eighth aspect of the operator terminal is an operator terminal for remotely controlling a towing vehicle that tows a towed vehicle in accordance with a predetermined operation plan, and includes: a receiving unit that receives captured images from an autonomous mobile body equipped with an imaging device; a display unit that displays the captured images taken by the autonomous mobile body traveling following the towed vehicle or the towing vehicle so that both left and right ends of the towed vehicle are within a predetermined angle of view of the imaging device; and an operation input unit that performs remote control operations on the towing vehicle. According to this aspect, the display unit of the operator terminal can display captured images that reduce blind spots and ensure safety similar to that of conventional methods, thereby reducing the manpower required to tow a towed vehicle.

[0160] According to a ninth aspect of the present invention, an autonomous moving body includes a travel control unit that controls travel following a towed vehicle or a towing vehicle, an imaging device that captures images of both the left and right ends of the towed vehicle within a predetermined angle of view of the imaging device, and a communication unit that transmits the images captured by the imaging device via a communication network. This aspect reduces blind spots and ensures safety comparable to that of conventional vehicles while reducing the amount of manpower required to tow the towed vehicle.

[0161] A tenth aspect of the autonomous mobile body is the ninth aspect, wherein the towed vehicle is an airplane, and the travel control unit controls the imaging range of the imaging device to move to a position where the tips of both wings of the airplane are within the predetermined angle of view. According to this aspect, when towing an airplane, blind spots can be reliably reduced, and the same safety as in the conventional case can be ensured while reducing the manpower required to tow the airplane.

[0162] In an eleventh aspect of the autonomous mobile body, the movement control unit follows the movement of the towing vehicle when the towing vehicle moves straight ahead from in front of the towed vehicle toward the towed vehicle, maintains its position on a straight line including a line segment connecting the towed vehicle and the towing vehicle, and controls the towing vehicle so that it is included in the captured image. According to this aspect, captured images with reliably reduced blind spots can be easily obtained with simple control.

[0163] In a twelfth aspect of the autonomous mobile body, the towing vehicle tows the towed vehicle from in front of the towed vehicle and moves to turn the towed vehicle, the travel control unit follows the movement of the towed vehicle, maintains the position of the front of the towed vehicle, and controls the left and right ends of the towed vehicle to fall within a predetermined angle of view. According to this aspect, even when the towed vehicle is turning, blind spots in the captured image of the towed vehicle can be reduced with simple control.

[0164] In a thirteenth aspect of the autonomous mobile body, the towing vehicle tows the towed vehicle from in front of the towed vehicle and moves the towed vehicle forward, the travel control unit follows the movement of the towed vehicle, maintains the rear position of the towed vehicle, and controls the towed vehicle so that both left and right ends are within a predetermined angle of view. According to this aspect, it is possible to capture images from behind the towed vehicle that cannot be captured by the towing vehicle, effectively reducing blind spots in the captured image of the towed vehicle.

[0165] In a fourteenth alternative aspect of the autonomous mobile body, the towing vehicle tows the towed vehicle from the front of the towed vehicle and moves to store the towed vehicle in a predetermined hangar from the rear side of the towed vehicle, the travel control unit controls the towed vehicle to maintain a position behind the towed vehicle and to include the towed vehicle in the captured image. According to this aspect, when storing the towed vehicle in the predetermined hangar, it is possible to capture an image from behind the towed vehicle that cannot be captured by the towing vehicle, effectively reducing blind spots in the captured image of the towed vehicle.

[0166] A fifteenth aspect of the driving assistance system is a driving assistance system that provides driving assistance to a towing vehicle that tows a towed vehicle from in front of the towed vehicle in accordance with a predetermined operation plan, and includes: an autonomously traveling vehicle equipped with an imaging device that captures images of the towed vehicle and provides the captured images; an on-board imaging device mounted on the towing vehicle that captures images of the area in front of the towing vehicle; a display device that displays images to be provided to an operator of the towing vehicle; and a display control device that controls the display device to display either an image captured by the imaging device of the autonomously traveling vehicle, or an image captured by the imaging device of the autonomously traveling vehicle and an image captured by the on-board imaging device. According to this aspect, captured images with reliably reduced blind spots can be easily obtained with simple control.

[0167] A sixteenth aspect of the driving assistance system is a driving assistance system that provides driving assistance to a towing vehicle that tows a towed vehicle from the front or rear of the towed vehicle in accordance with a predetermined operating plan, and includes: an autonomous driving vehicle equipped with an imaging device that captures images of the towed vehicle and provides the captured images; a first on-board imaging device mounted on the towing vehicle that captures images in front of the towing vehicle; a second on-board imaging device mounted on the towing vehicle that captures images behind the towing vehicle; a display device that displays images to be provided to an operator of the towing vehicle; and a display control device that controls the display of the display device, wherein when the towing vehicle tows the towed vehicle in a forward direction of the towed vehicle on the front side of the towed vehicle, the autonomous driving vehicle captures images of the towed vehicle from the rear side of the towed vehicle, and the display control device controls the display device to display images captured by the first on-board imaging device, the second on-board imaging device, and the imaging device of the autonomous driving vehicle. According to this aspect, even when the towed vehicle is towed in the forward direction of the towed vehicle from the front side of the towed vehicle, it is possible to easily obtain captured imagery with reliably reduced blind spots through simple control.

[0168] A seventeenth aspect of the driving assistance system is an autonomous driving vehicle equipped with an imaging device that captures images of the towed vehicle and provides the captured images to provide driving assistance for the towing vehicle, which tows the towed vehicle from in front of the towed vehicle and stores the towed vehicle in a designated hangar from behind the towed vehicle; an on-board imaging device mounted on the towing vehicle that captures images in front of the towing vehicle; a display device that displays images to be provided to an operator of the towing vehicle; and a display control device that controls the display of the display device, wherein when the towing vehicle tows the towed vehicle in a rearward direction from the front side of the towed vehicle, the autonomous driving vehicle captures images of the towed vehicle from the rear side of the towed vehicle, and the display control device controls the display device to display images captured by the on-board imaging device and images captured by the imaging device of the autonomous driving vehicle. According to this aspect, even when the towed vehicle is towed in a rearward direction from the front side of the towed vehicle, captured images with reliably reduced blind spots can be easily obtained with simple control.

[0169] In a driving assistance system according to an eighteenth aspect, in the driving assistance system according to the seventeenth aspect, the display control device includes an attention-calling information display unit that displays attention-calling information on the display screen of the display device. According to this aspect, the attention-calling information can be easily obtained, and towing operation can be performed safely and reliably.

[0170] In a nineteenth aspect of the driving assistance system, in the eighteenth aspect, the attention-calling information is information about an obstacle located around the towed vehicle or information instructing the towing vehicle to stop. According to this aspect, the information about the obstacle or the stop instruction information can be easily obtained, enabling safe and reliable towing operations.

[0171] A twentieth aspect of the driving assistance system is any of the fifteenth to nineteenth aspects, wherein the display device is mounted near the driver's seat of the towing vehicle or is provided on the side of a remote control terminal that remotely controls the towing vehicle. According to this aspect, the towing vehicle or the remote control terminal can easily obtain captured video with reduced blind spots, allowing the towing vehicle to tow the towed vehicle safely while reducing the amount of manpower required.

[0172] REFERENCE SIGNS LIST 10 Travel assistance system 11 Remote control system 12 Remote control terminal 13 Towing tractor 14 Autonomous vehicle 15 Communication network 21 Communication unit 22 Control unit 31 Assistance request acceptance unit 32 Information acquisition unit 33 Towing tractor operation planning unit 34 Autonomous vehicle operation planning unit 35 Autonomous vehicle control determination unit 41 Communication unit 42 Display control unit 43 Display unit 44 Operation input unit 51 Communication unit 52 Position information acquisition unit 53 Sensor 54-1 First camera 54-2 Second camera 55 Image acquisition unit 56 Travel control unit 57 Drive unit 61 Communication unit 62 Position information acquisition unit 63 Sensor 64 Camera 65 Image acquisition unit 66 Travel control unit 67 Drive unit BR Obstacle ERC Warning comment G13F Captured image G13R Captured image G14 Captured video GA1 First angle of view GA2 Second angle of view GAmax Maximum angle of view PL Airplane PLL Wingtip (left wingtip) PLR Wingtip (right wingtip)

Claims

1. A method for controlling an autonomous moving body equipped with an imaging device, comprising the steps of: traveling while following a towed vehicle or a towing vehicle; and capturing images of both the left and right ends of the towed vehicle within a specified angle of view of the imaging device.

2. The method for controlling an autonomous moving body according to claim 1, wherein the traveling step involves traveling at a position separated from the towed vehicle by a predetermined distance so that both left and right ends of the towed vehicle fall within a predetermined angle of view of the imaging device.

3. The method for controlling an autonomous mobile body described in claim 1, wherein the towed vehicle is an airplane, and the traveling step includes a step of traveling following the towed vehicle or the towing vehicle so that the imaging range of the imaging device moves to a position where the tips of both wings of the airplane are within the specified angle of view range.

4. A method for controlling an autonomous mobile body as described in any one of claims 1 to 3, wherein the traveling step includes a step of following the movement of the towing vehicle when the towing vehicle moves straight ahead of the towed vehicle toward the towed vehicle, and maintaining a position on a straight line including a line segment connecting the towed vehicle and the towing vehicle.

5. A method for controlling an autonomous mobile body as described in any one of claims 1 to 3, wherein the traveling step includes a step of following the movement of the towed vehicle and maintaining a position on the front side of the towed vehicle when the towing vehicle moves to turn the towed vehicle while towing the towed vehicle from in front of the towed vehicle.

6. A method for controlling an autonomous mobile body as described in any one of claims 1 to 3, wherein the traveling step includes a step of following the movement of the towed vehicle and maintaining a position behind the towed vehicle when the towing vehicle moves forward while towing the towed vehicle from in front of the towed vehicle.

7. A method for controlling an autonomous moving body as described in any one of claims 1 to 3, wherein the traveling step includes a step of maintaining a position behind the towed vehicle when the towing vehicle tows the towed vehicle from in front of the towed vehicle and moves to store the towed vehicle in a specified hangar from the rear side of the towed vehicle.

8. An operator terminal for remotely controlling a towing vehicle that tows a towed vehicle in accordance with a predetermined operation plan, comprising: a receiving unit that receives captured images from an autonomous moving body equipped with an imaging device; a display unit that displays the captured images taken by the autonomous moving body while following the towed vehicle or towing vehicle, with both left and right ends of the towed vehicle being within a predetermined angle of view of the imaging device; and an operation input unit that performs remote control operations on the towing vehicle.

Images