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WO2025159060A1 - Dispositif de commande pour engin de chantier - Google Patents

Dispositif de commande pour engin de chantier

Info

Publication number
WO2025159060A1
WO2025159060A1 PCT/JP2025/001641 JP2025001641W WO2025159060A1 WO 2025159060 A1 WO2025159060 A1 WO 2025159060A1 JP 2025001641 W JP2025001641 W JP 2025001641W WO 2025159060 A1 WO2025159060 A1 WO 2025159060A1
Authority
WO
WIPO (PCT)
Prior art keywords
target route
road surface
control device
route
work machine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2025/001641
Other languages
English (en)
Japanese (ja)
Inventor
和也 関根
秀一 森木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Construction Machinery Co Ltd
Original Assignee
Hitachi Construction Machinery Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Construction Machinery Co Ltd filed Critical Hitachi Construction Machinery Co Ltd
Publication of WO2025159060A1 publication Critical patent/WO2025159060A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/40—Control within particular dimensions
    • G05D1/43—Control of position or course in two dimensions
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/60—Intended control result
    • G05D1/606—Compensating for or utilising external environmental conditions, e.g. wind or water currents

Definitions

  • the present invention relates to a control device for a work machine.
  • Patent Document 1 discloses an automatic travel technology for wheel loaders, in which a wheel loader control device generates a travel path based on information set for the positions and vehicle orientation for each of the tasks of excavation, loading, and turning, and controls the vehicle to follow the generated travel path.
  • the driving route generated by such an autonomous driving control device is typically selected from multiple route candidates that can reach a specified position and vehicle orientation, using parameters such as driving distance and distance to obstacles. This makes it possible to select an efficient route with a short driving distance while avoiding contact with obstacles.
  • the positions and vehicle orientation of the digging, loading, and turning back positions on the generated driving route are determined using teaching data from positions and vehicle orientations when the vehicle was driven manually in advance. Furthermore, the driving route connecting the digging, loading, and turning back positions is realized by constructing it using a predetermined function. Specifically, a method is disclosed for drawing curved routes as circular arcs or clothoid curves. This allows for an efficient route with excellent route tracking and short driving distances.
  • wheel loaders are work machines equipped with an articulated steering mechanism that allows the vehicle body itself to bend, the bending angle of the vehicle body constantly changes while driving, and as a result, the position of the vehicle's center of gravity also constantly changes. Therefore, if the vehicle is driven along a driving path generated without taking into account the bending angle of the vehicle body and changes in the position of the center of gravity, there is a risk that the vehicle body will lean too much, resulting in unstable behavior.
  • the present invention was made in consideration of the above-mentioned problems, and aims to provide a control device for a work machine, such as a wheel loader equipped with an articulated steering mechanism, that allows the machine to travel stably even on slopes with inclines.
  • the present invention provides a control device for a work machine that plans a target route, which is a travel route to a target position, and automatically travels by following the planned target route.
  • the control device is equipped with a route planning unit that plans the target route based on the current position of the work machine and the target position, and the route planning unit modifies the target route based on gradient information of the road surface on the target route.
  • the present invention makes it possible to prevent the vehicle's behavior from becoming unstable when traveling on a route that includes slopes. Issues, configurations, and advantages other than those described above will become clear from the description of the following embodiments.
  • FIG. 1 is an external view of a work machine according to an embodiment of the present invention.
  • 1 is a control system diagram of a work machine according to an embodiment of the present invention.
  • FIG. 1 is a functional block diagram of an automatic driving control device according to an embodiment of the present invention.
  • 10 is a flowchart showing a calculation process performed by a behavior management unit according to an embodiment of the present invention.
  • 4 is a flowchart showing a calculation process performed by a path planning unit according to an embodiment of the present invention.
  • FIG. 1 is a conceptual diagram showing the relationship between a road surface gradient vector and a target route.
  • FIG. 1 is a diagram that schematically shows the exterior of a wheel loader according to this embodiment
  • FIG. 2 is a diagram that schematically shows the control system of a wheel loader according to this embodiment.
  • the wheel loader V1 is equipped with a bucket 1, which is a work implement, at the front of the vehicle body, and a lift arm 2 that rotatably supports the bucket 1.
  • the lift arm 2 is rotatably supported by the wheel loader V1, and the bucket 1 moves up and down as the lift arm 2 rotates.
  • the lift arm 2 also rotatably supports a bell crank 3, and when the bell crank 3 rotates, the bucket 1 also rotates relative to the lift arm 2 via the bucket link 4.
  • the wheel loader V1 also has a front right tire 21FR, a front left tire 21FL, a rear right tire 21RR ( Figure 2), and a rear left tire 21RL, which are driven to travel, and is also equipped with an articulated (also called articulated) steering mechanism, which turns by bending the front of the vehicle body relative to the rear of the vehicle body around an axis perpendicular to the vehicle body, creating an angle difference between the front and rear of the vehicle body.
  • an articulated (also called articulated) steering mechanism which turns by bending the front of the vehicle body relative to the rear of the vehicle body around an axis perpendicular to the vehicle body, creating an angle difference between the front and rear of the vehicle body.
  • the control system includes an engine 10 as a power source, which drives a hydraulic pump 14 and a driving force transmission device 22.
  • the driving force transmission device 22 transmits the driving force of the engine 10 to the front right tire 21FR, the front left tire 21FL, the rear right tire 21RR, and the rear left tire 21RL via a center joint 23C, a front differential 24F, and a rear differential 24R, respectively, causing the wheel loader V1 to accelerate and travel.
  • the hydraulic pump 14 is driven by the engine 10 to supply hydraulic oil to the control valve 15, which distributes the hydraulic oil to drive the steer cylinder 11, lift cylinder 12, bucket cylinder 13, and brakes 14F and 14R.
  • the steer cylinder 11, lift cylinder 12, and bucket cylinder 13 expand and contract as hydraulic oil is supplied, changing the angle between the front and rear of the vehicle body, the angle of the lift arm 2 relative to the front of the vehicle body, and the angle of the bucket 1 (see also Figure 1).
  • the brakes 14F and 14R are closed by hydraulic oil, the rotation of the tires 21FR, 21FL, 21RR, and 21RL is suppressed, causing the wheel loader V1 to decelerate and stop.
  • the control system also includes an automatic driving control device 100, an engine control device 500, a hydraulic control device 600, a travel control device 700, a user interface 60, a positioning device 51, and a load measuring device 52.
  • the positioning device 51 acquires information on the current position and vehicle body orientation (position and orientation information) of the wheel loader V1.
  • the vehicle body orientation of the wheel loader V1 is, for example, the direction facing forward of the wheel loader V1 when the front and rear of the vehicle body of the wheel loader V1 are aligned in a straight line in the fore-and-aft direction.
  • the positioning device 51 is a Global Navigation Satellite System (GNSS), but this embodiment is not limited to this.
  • GNSS Global Navigation Satellite System
  • the positioning device 51 may also be configured with the well-known Simultaneous Localization and Mapping (SLAM) using a camera or Light Detection and Ranging (LiDAR).
  • the load measuring device 52 is configured to estimate the weight of the load in the bucket 1 (load) from the attitude of the bucket 1, which is the work tool, and the pressure of the lift cylinder 12 and bucket cylinder 13.
  • the user interface 60 is a PC, tablet terminal, smartphone, etc., but may also be any other device that can input work instructions, as described below.
  • the automatic driving control device 100 generates engine control signals, hydraulic control signals, and travel control signals in response to work instructions from the user interface 60, position and orientation information from the positioning device 51, and load information from the load measuring device 52, and transmits these signals to the engine control device 500, hydraulic control device 600, and travel control device 700, respectively.
  • the engine control device 500 controls the rotation speed of the engine 10
  • the hydraulic control device 600 controls the opening and closing degree of the control valve 15
  • the travel control device 700 controls the gear ratio and rotation direction of the driving force transmission device 22.
  • FIG. 3 is a functional block diagram of an autonomous driving control device 100 according to an embodiment of the present invention.
  • the autonomous driving control device 100 includes a behavior management unit 110, a route planning unit 120, an action generation unit 130, and a road surface gradient information storage unit 140.
  • the behavior management unit 110 receives work instructions from the user interface 60, position and orientation information from the positioning device 51, and load information from the load measuring device 52, determines the operation mode of the wheel loader V1, and sends this to the operation generation unit 130, while also calculating the target position and sending it to the path planning unit 120.
  • the target positions are the excavation position, the turning position when moving from the excavation position to the loading position, the loading position, the turning position when moving from the loading position to the next excavation position, and the vehicle orientation at each position.
  • the route planning unit 120 receives the target position from the behavior management unit 110, position and orientation information from the positioning device 51, and road surface gradient information from the road surface gradient information storage unit 140, calculates the target route (also called the travel route or driving route) from the current position to the target position, and transmits it to the action generation unit 130.
  • the target route also called the travel route or driving route
  • the motion generation unit 130 receives the operation mode from the behavior management unit 110, the target route from the route planning unit 120, and position and orientation information from the positioning device 51, and generates the travel motion of the wheel loader V1 so that the current position information of the wheel loader V1 follows the target route. It also generates the work motion of the bucket 1, such as digging, loading, or dumping, according to the operation mode, and sends these as a travel control signal and a hydraulic control signal to the travel control device 700 and the hydraulic control device 600, respectively. The motion generation unit 130 also calculates the required engine speed from the travel motion and work motion, and sends this to the engine control device 500 as an engine control signal. For example, similar to conventional manual operation, the travel control signal may be the amount of accelerator and brake pedal operation, the amount of steering, and a forward/reverse switch switching signal, and the hydraulic control signal may be the amount of lever operation of the lift arm 2 and bucket 1.
  • the road surface gradient information storage unit 140 stores gradient information (road surface gradient information) of the road surface on which the wheel loader V1 travels and outputs it to the route planning unit 120.
  • the road surface gradient information stored by the road surface gradient information storage unit 140 is, for example, information in map format, and includes information on vectors (hereinafter referred to as road surface gradient vectors) that represent the position, magnitude, and direction of the road surface gradient.
  • step S1101 the robot acquires its own position and orientation information from the positioning device 51 and load information from the load measuring device 52, and then proceeds to step S1102.
  • step S1102 the target position and operation mode are selected from the load information and self-position and orientation information.
  • step S1102 the presence or absence of a load is confirmed from the load information obtained from the load measuring device 52, and if there is no load, the process proceeds to step S1103, and if there is load, the process proceeds to step S1123.
  • steps S1103 and S1123 the excavation position and loading position are set as the target positions, respectively, and the process proceeds to steps S1104 and S1124.
  • step S1104 it is confirmed whether the wheel loader V1's own position acquired from the positioning device 51 is equal to the excavation position information included in the work instruction, and if true, the process proceeds to S1105; if false, the process proceeds to S1115. Note that the position comparison in this step may also be made by comparing whether the wheel loader V1's own position is within a predetermined range of the excavation position.
  • step S1105 the travel mode is selected as the operating mode. This allows the wheel loader V1 to perform travel operations with the target position as the excavation position.
  • step S1115 excavation mode is selected as the operating mode. This allows the wheel loader V1 to perform excavation operations with the target position as the excavation position.
  • step S1124 it is confirmed whether the wheel loader V1's own position acquired from the positioning device 51 is equal to the loading position information included in the work instruction, and if true, the process proceeds to S1125; if false, the process proceeds to S1135. Note that the position comparison in this step may also be made by comparing whether the wheel loader V1's own position is within a specified range of the loading position.
  • step S1125 the transport mode is selected as the operation mode. This allows the wheel loader V1 to perform transport operations with the target position as the loading position.
  • step S1135 loading mode is selected as the operation mode. This allows the wheel loader V1 to perform loading operations with the target position as the loading position.
  • FIG. 5 is a flowchart showing the calculation processing performed by the route planning unit 120.
  • step S1200 it is confirmed whether or not a target position transmitted from the behavior management unit 110 has been received, and if so, the process proceeds to step S1201.
  • road surface gradient information is obtained from the road surface gradient information storage unit 140.
  • the road surface gradient information includes information on the position, direction, and magnitude of the road surface gradient (road surface gradient vector).
  • a driving cost is set based on the magnitude of the road surface gradient.
  • Driving cost is one of the indicators used in route planning algorithms such as the potential method. By dividing the driving area into grids and setting a cost for each grid as information representing the ease (or difficulty) of driving, it is possible to calculate the cost of the entire route passing through the grid. Generally, in order to plan a route that reaches the target position while avoiding obstacles, grids that correspond to obstacles or their surroundings are set to have a high cost. In this step, in addition to the traditional obstacles, a high driving cost is set for grids that correspond to areas with steep road surface gradients.
  • step S1203 a target route from the current position to the target position is planned using a potential method such as Dijkstra's algorithm, using the travel cost set in step S1202, and the process proceeds to step S1204.
  • a potential method such as Dijkstra's algorithm
  • step S1204 it is determined whether the planned target route includes a road surface gradient of a predetermined value or more. If true, the process proceeds to step S1205; if false, the process proceeds to step S1510. In other words, it is determined whether or not to perform processing from step S1205 onwards based on the magnitude of the road surface gradient included in the planned target route.
  • step S1205 it is determined whether the planned target route is directly facing the road surface gradient; if true, the process proceeds to step S1206; if false, the process proceeds to step S1510.
  • the road surface gradient information stored in the road surface gradient information storage unit 140 includes information on a vector (road surface gradient vector) that represents the position, magnitude, and direction of the road surface gradient.
  • a vector road surface gradient vector
  • the direction of the road surface gradient vector and the direction of the target route approximately coincide, it can be determined that the target route is directly facing the road surface gradient.
  • the angle (angular difference) ⁇ S between the direction of the target route and the direction of the road surface gradient vector is equal to or smaller than a predetermined value, it is determined that the target route is directly facing the road surface gradient, and the process proceeds to step S1510.
  • step S1206 If the angle (angular difference) ⁇ S between the direction of the target route and the direction of the road surface gradient vector is greater than a predetermined value, it is determined that the target route is not directly facing the road surface gradient, and the process proceeds to step S1206.
  • step S1206 a gradient section (a road section of a predetermined length) on the target route that has a road surface gradient of a predetermined value or more but is not directly facing the road surface gradient is targeted, and a determination is made as to whether there is room to change the start point of the gradient section so that the target route is directly facing the road surface gradient.
  • the road width at the start point of the gradient section is compared with the vehicle width of the wheel loader V1, and if there is room for the road width in the direction in which ⁇ S of the gradient section becomes smaller, it is determined that there is room to change the start point of the gradient section, and the process proceeds to step S1208. If it is determined that there is no room to change the start point of the gradient section, the process proceeds to step S1307.
  • step S1307 in the same manner as in step S1206, it is determined whether there is room to change the end point of the gradient section in a direction that reduces ⁇ S of the gradient section relative to the end point. If there is room to change the end point of the gradient section, the process proceeds to step S1308; if there is no room to change the end point of the gradient section, the process proceeds to step S1410.
  • step S1208 for road sections where there is room to change the starting point, the end point of the road section is set as a waypoint, and the process proceeds to step S1209.
  • step S1308 for road sections where there is room to change the end point, the start point of the road section is set as a waypoint, and the process proceeds to step S1209.
  • step S1209 the target route is corrected so that it passes through the set via point and faces the road surface gradient of the gradient section (the angle ⁇ S between the direction of the target route and the direction of the road surface gradient vector is equal to or less than a predetermined value), and the process returns to step S1204.
  • the start point or the end point of the road surface gradient section is set as a via point, and the target route is corrected so that it passes through the set via point and faces the road surface gradient of the gradient section (the angle ⁇ S between the direction of the target route and the direction of the road surface gradient vector is equal to or less than a predetermined value).
  • the method of correcting the target route will be described later.
  • step S1510 it is determined that the target route does not include a road surface gradient of a predetermined value or greater (false in S1204), or that the target route includes a road surface gradient of a predetermined value or greater but is directly facing that road surface gradient (false in S1205), and the fact that the route planning was successful and the planned target route are sent (notified) to the user interface 60 and the motion generation unit 130.
  • step S1410 since the target route could not be corrected to face the road surface gradient included in the target route that is equal to or greater than the predetermined value (false in S1206 and S1307), a message is sent (notified) to the user interface 60 indicating that the route planning failed and requesting a change (review) of the target position.
  • Figure 7 is a schematic diagram showing road surface gradient vectors and target routes.
  • solid lines represent contour lines, and the arrows extending from the center of each grid are road surface gradient vectors.
  • the road surface gradient vector indicates the direction of the road surface gradient at that position by the direction of the arrow, and the magnitude of the road surface gradient by the length (magnitude) of the arrow.
  • the route (route a), shown by the dotted arrow, planned using a conventional route planning method that does not take road surface gradient into account is basically a route planned to shorten the route length to the target position while avoiding obstacles. As a result, a route is planned that does not directly confront the road surface gradient.
  • the route indicated by the solid arrow is a route in which the intersection of the end point of the gradient section and the route is set as a waypoint, and the start point of the gradient section is set as a waypoint so that the target route for the gradient section passes through the waypoint and follows the direction of the road surface gradient vector (the angle ⁇ S between them is equal to or less than a predetermined value).
  • the end point of the gradient section is set as the waypoint here, if there is no room to change the start point of the gradient section, as shown in steps S1206 and S1307 above, the start point of the gradient section may be set as the waypoint and the end point of the gradient section may be changed so that it follows the direction of the road surface gradient vector.
  • FIG. 8 is a diagram that schematically shows a route on a road surface gradient
  • Figure 9 is a diagram that schematically shows the transition of the difference in elevation between the left and right wheels of the wheel loader V1 when traveling on the route.
  • the route indicated by the dotted arrow is an example of a route planned using a conventional route planning method that does not take road surface gradient into consideration, and therefore the route is planned so as to basically shorten the route length to the target position while avoiding obstacles.
  • This route a does not face the road surface gradient, i.e., it approaches the road surface gradient at an angle, so as shown in Figure 9, a difference in elevation occurs between the left and right wheels of the wheel loader V1 when traveling on a slope. If the difference in elevation between the left and right wheels is equal to or greater than the road surface gradient judgment threshold, it is determined that the target route does not face the road surface gradient (step S1205 in Figure 5), and that road surface gradient section is subject to correction.
  • the specific method of correcting the target route is the same as the method described in Figure 7, where either the start point or the end point of the road surface gradient section is set as a waypoint, and the other point is set as a waypoint so that the waypoint is passed and the difference in elevation between the left and right wheels of the wheel loader V1 is equal to or less than the road surface gradient judgment threshold.
  • the route indicated by the solid arrow (route b) is a target route that has been modified so that the difference in height between the left and right wheels of the wheel loader V1 is equal to or less than the road gradient judgment threshold, with the end point of the road gradient section as a via point.
  • the control device (automatic driving control device 100) of a work machine (wheel loader V1) in this embodiment is a control device for a work machine that plans a target route, which is a movement route to a target position (set by the behavior management unit 110) (in other words, a movement route for moving the work machine from its current position to the target position), and automatically travels by following the planned target route
  • the control device is equipped with a route planning unit 120 that plans the target route based on the current position of the work machine (acquired by the positioning device 51) and the target position, and the route planning unit 120 corrects the target route based on gradient information of the road surface on the target route.
  • the route planning unit 120 corrects the target route based on the angle difference (the angle ⁇ S ) between the direction of the target route and the direction of the gradient of the road surface on the target route.
  • the route planning unit 120 corrects the target route so that the angle difference (the angle ⁇ S ) between the direction of the target route and the direction of the gradient of the road surface on the target route is equal to or less than a predetermined value (so that the target route faces the gradient of the road surface) (step S1205 and subsequent steps).
  • the route planning unit 120 determines whether to modify the target route based on the magnitude of the gradient of the road surface on the target route (step S1204).
  • the route planning unit 120 determines whether the angular difference (the formed angle ⁇ S ) between the direction of the target route and the direction of the gradient of the road surface on the target route exceeds a predetermined value (the target route is not directly facing the road surface gradient) (step S1205), and if it determines that the angular difference exceeds the predetermined value (the target route is not directly facing the road surface gradient) (true in step S1205), it sets either the start point or the end point of the target route in the section of the road surface gradient as a via point (steps S1208, S1308), and corrects the target route so that it passes through the via point and the angular difference becomes equal to or less than the predetermined value (the target route is directly facing the road surface gradient of the gradient section) (step S1209).
  • the gradient information of the road surface on the target route includes a road surface gradient vector containing information on the position, direction, and magnitude of the gradient of the road surface.
  • the route planning unit 120 compares the direction of the target route with the direction of the road surface gradient vector (FIG. 6), and determines whether the angular difference (angle ⁇ S ) between the direction of the target route and the direction of the road surface gradient on the target route exceeds a predetermined value (i.e., whether the target route is not directly facing the road surface gradient) (step S1205). If it is determined that the angular difference exceeds the predetermined value (i.e., the target route is not directly facing the road surface gradient) (true in step S1205), either the start point or the end point of the target route in the section with the road surface gradient is set as a via point (steps S1208, S1308), and the target route is corrected so that it passes through the via point and the angular difference becomes equal to or less than the predetermined value (i.e., the target route is
  • the work machine has at least one pair of left and right wheels, and the route planning unit 120 determines whether the angular difference (angle ⁇ S ) between the direction of the target route and the direction of the road surface gradient on the target route exceeds a predetermined value (the target route is not directly facing the road surface gradient) based on a comparison ( FIG.
  • step S1205 between the difference in elevation between the pair of left and right wheels and a preset road surface gradient determination threshold (step S1205). If it is determined that the angular difference exceeds the predetermined value (the target route is not directly facing the road surface gradient) (true in step S1205), either the start point or the end point of the target route in the section with the road surface gradient is set as a waypoint (steps S1208, S1308), and the target route is corrected so that it passes through the waypoint and the angular difference becomes equal to or less than the predetermined value (the target route is directly facing the road surface gradient of the gradient section) (step S1209).
  • the route planning unit 120 determines whether to modify the target route based on the magnitude of the gradient of the road surface on the target route (step S1204).
  • the control device includes an operation generation unit 130 that generates control signals for causing the work machine to travel while following the target route planned by the route planning unit 120, and the route planning unit 120 determines whether the target route includes a gradient of the road surface that is equal to or greater than the predetermined magnitude (step S1204), and if it is determined that the target route includes a gradient of the road surface that is equal to or greater than the predetermined magnitude (true in step S1204), calculates an angle difference (formed angle ⁇ S) between the direction of the target route and the direction of the gradient of the road surface.
  • step S1205 exceeds a predetermined value (the target route is not directly facing the road surface gradient) (step S1205), and if it is determined that the angle difference exceeds the predetermined value (the target route is not directly facing the road surface gradient) (step S1205: true), either the start point or the end point of the target route in the section of the road surface gradient is set as a via point (steps S1208, S1308), and the target route is adjusted so that the target route passes through the via point and the angle difference becomes equal to or less than the predetermined value (the target route is directly facing the road surface gradient of the gradient section).
  • step S1209 and if it is determined that the target route does not include a gradient of the road surface equal to or greater than the predetermined magnitude (false in step S1204), or if it is determined that the target route includes a gradient of the road surface equal to or greater than the predetermined magnitude but the angular difference does not exceed the predetermined value (is equal to or less than the predetermined value) (the target route is directly facing the road surface gradient) (false in step S1205), the target route is output to the action generation unit 130 (as the final target route) without being modified (step S1510).
  • the work machine is equipped with an articulated (bending) steering mechanism.
  • the vehicle can travel stably on slopes with inclines, preventing the vehicle's behavior from becoming unstable when traveling on routes that include slopes.
  • the present invention is not limited to the above embodiment and includes various modifications.
  • the application of the present invention is not limited to this and can also be applied to work machines such as dump trucks.
  • the above embodiment has been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to having all of the configurations described.
  • the above-mentioned configurations, functions, processing units, processing means, etc. may be realized in hardware, for example by designing them as integrated circuits.
  • the above-mentioned configurations, functions, etc. may be realized in software by a processor interpreting and executing programs that realize each function.
  • Information such as programs, tables, and files that realize each function can be stored in memory, storage devices such as hard disks and SSDs (Solid State Drives), or recording media such as IC cards, SD cards, and DVDs.
  • control and information lines shown are those considered necessary for the explanation, and do not necessarily represent all control and information lines on the product. In reality, it is safe to assume that almost all components are interconnected.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mining & Mineral Resources (AREA)
  • Civil Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structural Engineering (AREA)
  • Operation Control Of Excavators (AREA)

Abstract

L'invention concerne un dispositif de commande pour un engin de chantier tel qu'une chargeuse sur pneu comprenant un mécanisme de direction articulé, le dispositif de commande permettant à l'engin de chantier de se déplacer de manière stable même sur une pente ayant un gradient. L'invention concerne un dispositif de commande pour une machine de travail qui planifie un itinéraire cible, qui est un itinéraire de déplacement vers une position cible, et se déplace de manière autonome suivant l'itinéraire cible planifié, le dispositif de commande comprenant une unité de planification d'itinéraire (120) qui planifie l'itinéraire cible sur la base de la position actuelle de l'engin de chantier et de la position cible, et l'unité de planification d'itinéraire (120) corrige l'itinéraire cible sur la base d'informations de gradient concernant une surface de route sur l'itinéraire cible.
PCT/JP2025/001641 2024-01-25 2025-01-20 Dispositif de commande pour engin de chantier Pending WO2025159060A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2024-009634 2024-01-25
JP2024009634 2024-01-25

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JPH10212035A (ja) * 1997-01-28 1998-08-11 Komatsu Ltd 積込運搬車両の作業制御装置
CN108692734A (zh) * 2017-04-07 2018-10-23 北京图森未来科技有限公司 一种路径规划方法和装置
JP2020126307A (ja) * 2019-02-01 2020-08-20 ヤンマーパワーテクノロジー株式会社 作業車両用の目標経路生成システム
KR20210007263A (ko) * 2019-07-10 2021-01-20 엘지전자 주식회사 잔디 깎기 로봇 및 그 제어 방법
JP2022136757A (ja) * 2021-03-08 2022-09-21 本田技研工業株式会社 自律走行体
JP2023015628A (ja) * 2021-07-20 2023-02-01 株式会社大林組 建設機械の自律運転システム

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10212035A (ja) * 1997-01-28 1998-08-11 Komatsu Ltd 積込運搬車両の作業制御装置
CN108692734A (zh) * 2017-04-07 2018-10-23 北京图森未来科技有限公司 一种路径规划方法和装置
JP2020126307A (ja) * 2019-02-01 2020-08-20 ヤンマーパワーテクノロジー株式会社 作業車両用の目標経路生成システム
KR20210007263A (ko) * 2019-07-10 2021-01-20 엘지전자 주식회사 잔디 깎기 로봇 및 그 제어 방법
JP2022136757A (ja) * 2021-03-08 2022-09-21 本田技研工業株式会社 自律走行体
JP2023015628A (ja) * 2021-07-20 2023-02-01 株式会社大林組 建設機械の自律運転システム

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