Autonomous Transport Corridor Control for Obstacle-Aware Speed Adjustment
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing autonomously driving transport systems face inefficiencies due to inflexible environmental sensors that lead to emergency stops or slowed travel times when encountering immobile or dynamically changing obstacles, limiting their productivity and safety.
Innovation Solution
The system divides the monitoring area into a driving corridor and secondary corridors, adjusting driving parameters based on object location and properties within these zones to enhance safety and efficiency, allowing for adaptive speed adjustments and route redefinition.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If environmental sensors monitor protective fields continuously, then safety is improved, but productivity deteriorates due to emergency stops and slowed travel times
Solution Approach 1:
The monitoring area is segmented into multiple zones (first monitoring zone, second monitoring zone, third monitoring zone) with different safety requirements. Objects in the third zone (furthest from the driving path) trigger only speed reduction, objects in the second zone trigger moderate speed reduction or stopping, and objects in the first zone (closest to the driving path) trigger emergency stops. This segmentation allows the system to maintain high safety standards while avoiding unnecessary complete stops for distant objects, thereby improving productivity.
Solution Approach 2:
Different safety responses are applied to different spatial locations within the monitoring area. The system applies localized quality control by making the safety response dependent on the object's position relative to the driving path and the vehicle. This allows the system to be highly responsive to critical threats while being more lenient with distant or less critical objects, optimizing both safety and productivity.
2Adaptability or versatility
If protective fields are switched depending on vehicle movement and surroundings, then adaptability is improved, but device complexity increases and flexibility is limited by maximum number of configurations
Solution Approach 1:
The system dynamically adjusts the monitoring zones and safety responses based on real-time vehicle movement and surrounding conditions. The zones are not fixed but adapt to the vehicle's current state, allowing the system to respond flexibly to changing environments without requiring pre-programmed configurations for every possible scenario. This dynamic approach simplifies the control logic compared to managing multiple fixed protective field configurations.
Solution Approach 2:
The system changes parameters such as zone boundaries, speed reduction values, and response thresholds based on vehicle movement and environmental conditions. By dynamically adjusting these parameters, the system achieves high adaptability to different situations without requiring complex switching logic between fixed configurations, thereby reducing device complexity while maintaining versatility.
Data Source
Figure 1
Figure 2
Figure 3
AI summary
An autonomously driving transport system (1) with a control device (7), an obstacle detection device (8), and a drive unit (5), wherein the drive unit (5) is designed to move the autonomously driving transport system (1) along a travel route (11) with a specific travel parameter. The obstacle detection device (8) is designed to detect an object (10) in a monitoring area (9) and to transmit corresponding object information to the control device (7). The control device (7) is designed to divide the monitoring area (9) into a travel corridor (12) and at least one first secondary corridor (13). The control device (7) is designed to determine, based on the object information, whether the detected object (10) is located in the travel corridor (12) or in the at least one first secondary corridor (13).The control device (7) is designed to adapt a driving parameter differently when the object (10) is located in the first secondary corridor (13) than when the object (10) is located in the driving corridor (12).