U.S. patent number 3,744,586 [Application Number 05/186,678] was granted by the patent office on 1973-07-10 for automatically steered self-propelled vehicle.
This patent grant is currently assigned to Robert Bosch GmbH. Invention is credited to Erich Leinauer.
United States Patent |
3,744,586 |
Leinauer |
July 10, 1973 |
AUTOMATICALLY STEERED SELF-PROPELLED VEHICLE
Abstract
A self-propelled vehicle is automatically reversed and steered
to a new path if sensors thereon sense an obstruction surrounding
an area, or an obstacle in the area so that the vehicle moves
forward, rearward and laterally over the entire unobstructed area
for treating the same with a tool, such as a brush or agricultural
implement. The forward and rearward movements are maintained along
straight paths independently of irregularities prevelant in the
area, tolerances in the steering control system of the vehicle or
other such influences.
Inventors: |
Leinauer; Erich
(Ludwigsburg-Eglosheim, DT) |
Assignee: |
Robert Bosch GmbH (Stuttgart,
DT)
|
Family
ID: |
5784371 |
Appl.
No.: |
05/186,678 |
Filed: |
October 5, 1971 |
Foreign Application Priority Data
|
|
|
|
|
Oct 7, 1970 [DT] |
|
|
P 20 49 136.5 |
|
Current U.S.
Class: |
180/401; 172/26;
180/169; 342/71; 250/202 |
Current CPC
Class: |
G01S
13/931 (20130101); G01S 2013/9318 (20200101); G01S
2013/93271 (20200101); G01S 2013/9323 (20200101); G01S
2013/9317 (20130101); G01S 2013/9324 (20200101); G01S
2013/93272 (20200101) |
Current International
Class: |
G01S
13/00 (20060101); G01S 13/93 (20060101); B62d
001/24 () |
Field of
Search: |
;180/79.1,98 ;318/587
;340/282 ;250/202 ;343/7ED |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Hersh; Benjamin
Assistant Examiner: Paperner; Leslie J.
Claims
I claim:
1. An apparatus for maintaining a substantially fixed relative
orientation between at least one partially reflecting reference
surface and a steered self-propelled vehicle, particularly a
vehicle for movement over the unobstructed portion of an area
having obstructions, comprising a vehicle frame; motor means on
said frame for propelling said vehicle at least in one direction;
steering means on said frame for steering said vehicle so that the
course of the vehicle is normally at least substantially parallel
to said reference surface; at least one transmitter means for
transmitting a signal in the direction of said reference surface;
at least one receiver means for receiving the reflected signal from
said reflecting surface when said vehicle deviates from said
course; and regulating means connected to said receiver means and
to said steering means for generating a control signal in response
to said reflected signal for activating said steering means when
said reflected signal is received by said receiver means to alter
the course of the vehicle and cause the vehicle to resume its
movement in substantial parallelism with said reference surface,
wherein said receiver means includes a plurality of receiver
sensors arranged in a predetermined order with respect to the
transmitted signal, each sensor of said receiver means being
positioned to receive said reflected signal for different relative
orientations of said vehicle with respect to said reference surface
and being calibrated to generate output sensing signals which are a
function of the degree by which said vehicle deviates from its
normal course.
2. An apparatus as defined in claim 1, further comprising sensing
means on said frame for generating a signal when sensing an
obstruction during movement in said direction; and a control device
including steering control means responsive to said latter signal
of said sensing means to operate said steering means to change the
direction of movement of said vehicle so that said vehicle
continues to move on said unobstructed portion of said area.
3. An apparatus as defined in claim 1, further including rotatable
means for supporting said transmitter and receiver means and for
rotating said transmitter and receiver means in equal amounts in
relation to said vehicle frame, whereby any surface surrounding
said vehicle can be chosen to be said reference surface.
4. An apparatus as defined in claim 1, wherein two transmitter
means and two corresponding receiver means are arranged on said
frame, each transmitter means transmitting a signal towards a
corresponding reference surface.
5. An apparatus as defined in claim 1, wherein said transmitter and
receiver means comprise a light source and photo-electric means
respectively, and said transmitter and reflected signals comprise
light beams.
6. An apparatus as defined in claim 1, wherein said transmitter and
receiver means comprise acoustic transmitter and acoustic receiver
means respectively, and said transmitted and reflected signals
comprise acoustic signals.
7. An apparatus as defined in claim 1, wherein said output sensing
signals generated by said sensors appear in quantized form, and
wherein said regulating means includes a digital-to-analog
converter which is connected to said sensors for converting said
output sensing signals into an analog output signal.
8. An apparatus as defined in claim 7, wherein said regulating
means includes a variable gain amplifier, having means for changing
its gain, which is connected to said digital-to-analog converter
and to said steering means for amplifying said analog output signal
to yield said control signal for appropriately activating, at a
predetermined distance of said vehicle from said reference surface,
said steering means.
9. An apparatus as defined in claim 8, wherein said means for
changing the gain includes a potentiometer having a movable
portion, said analog output signal being applied across the
potentiometer and said amplifier input being connected to said
movable portion.
10. An apparatus as defined in claim 9, further comprising position
changing means for changing the position of said movable portion as
a function of and proportional to the distance between said vehicle
and said reference surface, whereby said control signal is
substantially independent of the latter distance.
11. An apparatus as defined in claim 10, wherein said wheels of
said vehicle are rotatable 90.degree. from their normal position in
response to an appropriate control signal to thereby enable the
vehicle to move in a direction perpendicular to said reference
surface to thereby change its distance relative to said surface,
and wherein said position changing means comprises a servomotor
operatively connected to said movable portion to move its position
when said servomotor is energized; an AND control switch having an
output and two input points and which generates an output at said
output point only when appropriate signals are applied to both
input points to energize said servomotor, one input point of said
control switch being connected to said steering control means to
sense the presence of said appropriate control signal, the other
input point being connected to a control device and said motor
means to sense when the wheels are energized to thereby detect when
the vehicle is changing its distance with respect to said reference
surface, whereby said movable portion position and the gain of the
amplifier is changed only in relation to changes in distance of
said vehicle from said reference surface.
Description
CROSS-REFERENCE TO RELATED APPLICATION
The apparatus of the present invention constitutes an improvement
over and a further development of apparatus disclosed in the
copending application Ser. No. 137,354 filed by Wolfram Muller on
Apr. 26, 1971 and owned by the assignee of the present case.
BACKGROUND OF THE INVENTION
The present invention relates to an unmanned vehicle for treating
the unobstructed part of an area having obstructions preventing
continued movement of the vehicle.
Vehicles of this type are known which move along guiding conductors
generating an alternating field. The actual path of the vehicle is
determined by the guiding conductors, and the vehicle is incapable
of recognizing obstructions which are ocated in the path of
movement determined by a conductor, which was placed there after
the operation of the vehicle was started. Since the guiding
conductors are usually under the floor, a changing of the path is
not easily possible. The arrangement of the prior art is unsuitable
under conditions where loads are deposited at varying and different
places, as may occur in storage areas and warehouses. It may occur,
that a truck deposits its load on a conductor, so that the vehicle,
moving along the guiding conductor, would ram the load.
An apparatus which solves the above-mentioned problems is disclosed
and claimed in U.S. Pat. application Ser. No. 137,354 filed by
Wolfram Muller on Apr. 26, 1971 and assigned to the assignee of the
present invention. The apparatus disclosed in this referenced
application is not limited or dependent in the provision of guiding
conductors which are usually placed under the ground. As described
in that application, once that apparatus has selected a straight
path to traverse, it proceeds essentially along said straight path.
However, because of irregularities in the ground over which the
vehicle passes, tolerances in the steering mechanism and/or other
such influences, it is possible that the vehicle deviate off its
selected straight path.
SUMMARY OF THE INVENTION
It is one object of the invention to provide an automatically
steered self-propelled vehicle which does not have the
disadvantages of the vehicles known in the prior art.
Another object of the invention is to provide an automatically
steered self-propelled vehicle which will in a simple and effective
way maintain the course of the vehicle in substantial parallelism
with a reference surface.
Another object of the invention is to provide an automatically
steered self-propelled vehicle which can maintain its course in
substantial parallelism with a reference surface independently of
the distance that said vehicle is from said reference surface.
According to the present invention, and with these objects in view,
the present invention can be utilized with a wheeled vehicle having
a frame and motor means on said frame for propelling the vehicle at
least in one direction. Steering means on the frame is provided for
steering said vehicle so that the course of the vehicle is normally
at least substantially parallel to a reference surface. At least
one transmitter is provided for transmitting a signal in the
direction of the reference surface and at least one receiver is
provided for receiving the reflected signal from the reflecting
surface when the vehicle deviates from its normal course.
Regulating means are connected to the receiver and to the steering
means for generating a control signal in response to said reflected
signal for activating said steering means when said reflected
signal is received by said receiver means to thereby alter the
course of the vehicle and to cause the vehicle to resume its
movement in substantial parallelism with said reference
surface.
According to a presently preferred embodiment, the receiver
includes a plurality of receiver sensors arranged in a determined
order with respect to the transmitted signal. Each sensor is
positioned to receive the reflected signal for different relative
orientations of the vehicle with respect to the reference surface.
The sensors are calibrated to generate output sensor signals which
are a function of the degree by which said vehicle alters its
course from its normal course. The output sensing signals generated
by the sensors appear in quantized form and these are converted in
a digital-to-analog converter which is connected to said sensors
for converting said output sensing signals into an analog output
signal. A variable gain amplifier is provided which has means for
changing its gain. The amplifier is connected to the
digital-to-analog converter and to the steering means for
amplifying said analog output signal to yeild a control signal for
appropriately activating, at a predetermined distance of said
vehicle from said reference surface, said steering means. To make
the control signals independent of the distance of the vehicle from
the reference surface, the means for changing the gain includes a
potentiometer having a movable portion, said analog output signal
being applied across the potentiometer and said amplifier input
being connected to said movable portion. Position changing means
are provided for changing the position of the movable portion as a
function of and proportional to the distance between the vehicle
and the reference surface, whereby said control signal is
substantially independent of the latter distance. In order to
change the distance of the vehicle from the reference surface, the
wheels of the vehicle are rotatable 90.degree. from the normal
position. The position changing means comprise a servo motor
operatively connected to the movable portion to move its position
when the servo motor is energized. An AND control switch has an
output and two input points and generates an output at said output
point only when appropriate signals are applied to both input
points to energize said servo motor. One input point of said
control switch is connected to the steering control means to sense
the presence of the appropriate control signal. The other input
point is connected to a control device connected to the wheels to
sense when the wheels are rotated 90.degree. from their normal
position and the vehicle is changing its distance with respect to
the reference surface. In this manner, the movable portion position
and the gain of the amplifier is changed only in relation to
changes in distance of said vehicle from said reference
surface.
The novel features which are considered as characteristic for the
invention are set forth in particular in the appended claims. The
invention itself, however, both as to its construction and its
method of operation, together with additional objects and
advantages thereof, will be best understood from the following
description of specific embodiments when read in connection with
the accompanying drawing.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 is a schematic plan view illustrating an area having
obstructions, and a vehicle on the unobstructed portion of the
area;
FIG. 2 is a schematic view illustrating an area having obstructions
surrounded by conductors, and a vehicle on the unobstructed portion
of the area;
FIG. 3 is a schematic plan view of an automatically steered
self-propelled vehicle;
FIG. 4 is a diagram illustrating an electric circuit for the
sensing means with which the vehicle of FIG. 3 is provided;
FIG. 5 is a diagram illustrating schematically the interconnection
between elements of the control device of the vehicle;
FIG. 6 is a diagram schematically illustrating the control of the
steering means of the vehicle; and
FIG. 7 is a schematic plan view of an automatically steered
self-propelled vehicle incorporating the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring to FIG. 1, an area 10 has obstructions 11 and 12. A
self-propelled vehicle 13, shown in greater detail in FIG. 3, may
carry rotary-sweeping brushes for cleaning the unobstructed portion
of the area 10. The obstructions 11 and 12 project above the
surface of the area, and would obstruct the movement of vehicle 13.
The area 10 is surrounded by a suitable obstruction by which
vehicle 13 is prevented from moving out of and beyond the area.
The vehicle 13 is placed at the region 14 of the surrounding
obstruction, and is driven by a motor 47 driving wheels 48, to move
along a substantially straight path 14a shown with broken lines and
arrowheads, until reaching the region 15 of the surrounding
obstruction or boundary 22, which is recognized by front sensor
means 16 of vehicle 13. The front sensor means generate a reversing
signal which causes reversing of motor 47 so that the vehicle 13
moves in a rearward direction along the path 15a back to the region
14 of the surrounding obstruction 22. The rear sensor 49 senses the
position of the vehicle, and causes again reversing of motor 48, so
that the vehicle is again driven to move in forward direction
toward the other end of the area 10. The vehicle 13 includes a
control device 46 in which the signals generated by the sensing
means 16 and 49 are evaluated for initiating required operations.
In the region 14, the steering means of the vehicle are operated
under the control of the control device 46 to turn the wheels 48 a
suitable angle, for example 90.degree. or 45.degree., to a new path
starting at point 17. The distance between the first paths 14a and
15a and a new path may correspond to the width of vehicle 13 so
that the entire area 10 would be successively swept by vehicle 13,
if no obstructions 11 and 12 were found in area 10. The return of
wheels 48 to the normal position for forward and rearward movement,
is effected by resilient means when the steering motor 50 is
de-energized. The steering motor 50 drives, when energized, a
spindle 51 by which a gear 52 is displaced for operating a linkage
52a by which the wheels 48 are angularly displaced, as shown in
FIG. 3. Resilient means 94,95 connected with linkage 91 straighten
wheels 48 out when steering motor 50 is de-energized, see FIG.
6.
Vehicle 13 moves now along a path 17a until the sensing means 16
sense the obstruction 11, which causes reversal of motor 47 by the
control device 46 so that vehicle 13 moves along the path 17b in a
rearward direction toward point 17 where rear sensor 49 recognizes
the boundary 24, and causes reversal of motor 47. The steering
means 50,51,52,48 are again operated to steer the vehicle to a new
path 18a on which the vehicle moves in forward direction toward the
obstruction 11. Upon approaching the obstruction 11, the sensing
means 16, which includes a row of sensors, recognizes that the
obstruction 11 only partially projects into the new path 18a. Since
only a part of the row of sensors 16 engage the obstruction, the
row of front sensors 16 recognizes how far obstruction 11 projects
into the new path 18a. The motor of the vehicle 47 is reversed, the
vehicle moves back in reverse direction along the path 18b, and is
automatically steered, in accordance with the information derived
from the row of sensors 16, a smaller transverse distance to the
new path 19a where the vehicle moves forward to the point 19 just
bypassing the lateral surface of obstructionn 11. A lateral sensor
20 having a projecting actuator 53, as shown in FIG. 3, preferably
constructed as a microswitch, engages the lateral surface of the
obstruction 11 and is closed, but when vehicle 13 has passed the
obstruction 11, the sensor switch 20,53 is again released by the
lateral surface of obstruction 11 and the actuator 53 moves again
transversely to open switch 20. In this manner, information is
transmitted to the control device 46 that the obstruction 11 has
been passed, and the control device 46 energizes the steering motor
50 to steer the vehicle 13 to a new path located between the
obstruction 11 and the surrounding obstruction 22, and the steering
means is controlled to straighten out the wheels 48 at the point 21
so that the vehicle moves in the initial forward direction, until
the motor 47 is reversed at the boundary obstruction, and vehicle
13 moves back until the rear sensor, also a microswitch 49, again
senses the obstruction 11 during rearward movement of vehicle
13.
As described above, motor 47 is again reversed and the steering
means operated so that vehicle 13 moves along path 23a to the point
23 where motor 47 is reversed so that the vehicle moves rearward
along path 23b until the rear sensor 49 senses the obstruction 11,
and causes steering of vehicle 13 back to point 21, rearward toward
obstruction 11, where the vehicle is steered again to move onto the
track 19c where it moves forwardly until reversed by the boundary
obstruction 22 and moves along the path 19b to the other end of the
area 10, where the movements of the vehicle 13 are controlled as
described above, and as shown in broken lines provided with
arrowheads in FIG. 1. When vehicle 13 approaches the lateral
boundary obstruction 22a, an end sensor 77 senses the obstruction
22a, and causes de-energization of motor 47 so that the vehicle
stops, when the front sensor means 16 engages the other end of the
boundary obstruction.
The embodiment of FIG. 1 operates due to mechanical operation of
sensor switches. However, if the obstructions are recesses in the
surface of the area, as shown at 26,27, and 28, in FIG. 2, wire
loops 29 and 30 are placed on the surface of the area around the
obstructions 26,27,28, and are connected to alternating current
generators 31 and 32, as shown in FIG. 2. The corresponding loop 33
of a conductor may form the boundary obstruction around the area
25, and is supplied by alternating current generator 34 with a
required current, so that the currents flowing in the wire loops
create alternating fields. The vehicle 13' is provided with front
sensors 78, lateral sensor 79, stop sensor 81, and rear sensor 80,
each of which includes a coil responsive to the alternating fields
and controlling the reversing and steering operations of vehicle
13'. The pattern according to which the area 25 is swept by the
vehicle 13', is the same as described with reference to FIG. 1.
Referring now particularly to FIG. 3, the forward end of the
supporting frame 35 of vehicle 13, carried 10 microswitches 36 to
45 arranged in a horizontal row, which either in the actuated
condition, or in the normal position, generate a signal for the
control device 46, which includes a storage device 76, as shown in
the schematic diagram of FIG. 5. The storage device 76 may consist
of bistable multivibrators which store the width of the portion of
the vehicle 13 which is stopped by an obstruction. Each microswitch
36 to 45 is correlated with a certain information which is
introduced into the control device 46 and the storage device 76, so
that the width of an obstruction can also be determined by the
sensing means 36 to 45 when the obstruction is narrow, so that only
one microswitch 41, for example, engages the obstruction, while the
other microswitches 36-40 and 42-45 are free. In accordance with
the signals from the sensing means, which indicate that an
obstruction or obstacle is located in the path of movement of the
vehicle 13, the electromotor 47, which is the drive motor of the
vehicle 13, is reversed. As explained above, the wheels 48 are then
driven in a reverse direction of rotation, and the movement of the
vehicle 13 takes place opposite to the intial forward direction.
This rearward movement is maintained until the microswitch 49 at
the rear end of frame 35 senses an obstruction, and generates a
signal which indicates that the vehicle 13 has arrived at the start
of the respective path of movement. In accordance with the width of
the obstacle determined by the front sensor microswitches 36 to 45,
vehicle 13 is moved laterally the distance determined by the
microswitches 36 to 45.
If the sensed obstruction is wider than the vehicle 13, which is
the case when the front sensor microswitches 36 to 45 engage the
boundary obstruction 22 at the end of a forward movement, the
control device 46 controls the steering means to move the vehicle
in transverse direction its entire width.
When the lateral sensor 53 senses the end of a passed obstruction
11, it generates a signal to the control device 46, which causes a
transverse steering of the vehicle 13 for its entire width in the
same transverse direction in which sensor 53 projects, so that the
vehicle can move between the front face of obstruction 11 and the
boundary obstruction 22 so that no part of the surface area is
skipped.
FIG. 4 illustrates an electric circuit for the sensor microswitches
36 to 45. Each microswitch 35 to 45 has a shiftable contact 54 to
63. Shiftable contacts of sensor switches, which are not actuated
by an obstruction, are connected in series as shown for the
shiftable contacts 61,62,63 of the sensor switches 43,44,45. The
series-connected contacts 61,62,63 are connected to the positive
terminal of a capacitor 74, which is also connected to the base of
an input transistor 73 of the control device 46. The microswitches,
which engage an obstruction, for example the microswitches 37 to 42
in FIG. 4, displace the respective shiftable contacts 54 to 60 to
positions connected with the resistors 64 to 72, respectively,
which have different resistances, which differ by the same amount.
One free contact of microswitch 45, which is open, is connected to
the interconnected ends of resistors 64 to 72, and to the negative
terminal of capacitor 74. Consequently, the input electrode of the
input transistor 73 receives an input signal corresponding to the
charge of capacitor 74, and representing the width of the sensed
obstruction 11.
Referring now to the schematic diagram of FIG. 5, the steering
means, represented by reference numeral 50, are connected with the
storage device 76 by an AND gate 75 which permits passage of a
signal only when an output signal is generated by rear sensor
switch 49 together with a signal from storage means 76 for causing
operation of the steering means 50. The storage device 76, which
may consist of multivibrators respectively correlated with the
front microswitches 37, 35 is constructed so that the
multivibrators switch to one or the other position depending on the
condition of the microswitches 36 to 45, and remain in the shifted
condition until the vehicle 13 has been steered into the next path.
Storage device 76 is connected with the front sensing means 16 for
recognizing the obstructions, which include the electromechanical
microswitches 36 to 45.
In accordance with the determined value corresponding to the width
of the obstruction 11 or 12, drive motor 47 is reversed so that the
vehicle moves in the opposite direction until rear sensor switch 53
generates a signal which causes again reversal of drive motor 47
without energization of the same, as will be explained hereinafter.
First, the steering motor 50 is operated so that when drive motor
47 is again energized, the vehicle 13 is steered laterally to the
next following path. After the lateral displacement of vehicle 13,
the wheels 46 are automatically straightened so that vehicle 13
drives in a substantially forward direction until sensing another
obstruction in its path, or until arriving at the boundary
obstruction 22.
By passing of an obstruction 11 or 12, the lateral sensor 53
generates a signal which influences the steering motor 50 to cause
movement of the vehicle in the lateral direction into the omitted
part of the area. The end switch 77 on the other side of the
vehicle 13 is actuated when engaging the lateral portion 22a of the
boundary obstruction, and disconnects drive motor 47 from the
voltage source.
The storage 76 may be constituted by a capacitor, but it is also
possible to provide a counting storage, as shown in FIG. 6. Such a
storage 76 counts the actuated front sensor switches 36 to 45, and
the counted number of operated front sensing switches in stored,
until no longer required. Storage means of this type are well known
to those skilled in the art.
Referring now to FIG. 6, three microswitches 36,37,38 are shown,
respectively connected with resistors 64,65,66,as also shown in
FIG. 4. Microswitches 36 to 45 can be connected by resistors 64 to
72 with storage device 76 of the control device 46.
Switches 36 to 38, for example, are connected by a OR gate 83 with
the winding 84 of a relay. Relay 84 operates a reversing switch 85
which is also operable by the rear sensor 49. Reversing switch 85
is connected with drive motor 47 for reversing the same, so that
the motor 47 is reversed when front sensor switches 36,37,38
simultaneously abut the obstruction during forward movement, or
when rear sensor 49 abuts the boundary obstruction during rearward
movement of the vehicle 13. The stop switch 77 is connected into
the circuit of drive motor 47, so that the same is disconnected
from the voltage source when the lateral boundary obstruction 22a
is sensed by the sensor 77.
The storage means 76 is connected with the first input of an AND
gate 75 whose second input is connected with a contact of the
reversing switch 85. The output of the AND gate 75 is connected
with the steering motor 50. Storage means 76 is also connected with
the first input of an AND gate 88 at whose second input a voltage
is applied, and whose third input receives a signal from the
lateral sensor switch 53. A differential element 96 connects
lateral sensor switch 53 with the AND gate 88, and has the effect
that only when a signal is generated by the lateral sensor switch
53, a pulse opens the AND gate 88. The output of the AND gate 88 is
connected with the steering motor 50 which, as explained above,
operates a worm spindle 85 and a gear segment 90 for displacing a
steering link 91 by which the wheels 48 of the vehicle 13 can be
angularly displaced. The two springs 94 and 95 are acting on
linkage 91 to turn wheels 48 to a straight position when motor 50
does not operate.
When the vehicle 13 senses an obstruction during forward movement,
at least one of the front switches 36 to 45 is actuated, so that a
pulse reaches the winding 84 of the relay of the reversing switch
83 to the OR gate 83 so that drive motor 47 is reversed, causing
the vehicle 13 to move along the same path as before in the reverse
opposite direction. The width of the obstruction is determined in
the storage means 76 by the number and position of the actuated
front sensor switches 36 to 45. When vehicle 13 has arrived in its
initial position, the rear sensor 49 is operated by the boundary
obstruction, so that the reversing switch 85 is shifted and the
drive motor 47 is set to forward movement. At the moment in which
the rear sensor 49 responds, and reversing switch 85 is shifted,
the voltage source of motor 47 is connected with the AND gate 75 so
that steering motor 50 is energized during a certain time in
accordance with the electric charge stored in storage means 76, for
example in a capacitor, the charge representing the width of the
obstruction in the path of movement of the vehicle 13. The time
during which steering motor 50 is energized and turn wheels 48, is
so determined that the wheels are turned 90.degree., and the
vehicle moves in a direction transverse to its previous direction
of movement until, in accordance with the amount of electricity
stored in storage means 76, the AND gate 75 closes again so that
steering motor 50 is reset, and springs 94,95 turn wheels 48 back
to the initial straight position.
During the following movement of vehicle 13, the lateral sensor
switch 53 is depressed, and nothing happens because the
differential element 97 blocks the generated signal. When vehicle
13 has passed the obstruction, the actuator of the lateral sensor
switch 53 is urged by a spring to move outward again so that a
pulse is transmitted through the differential element 96 to the AND
gate 88 and opens the same so that steering motor 50 is then
connected with the voltage, but in a different polarity, as
compared with the operation when rear sensor 49 sensed the rear
portion of boundary obstructiOn 22. Consequently, wheels 48 are
again turned 90.degree., but in the opposite direction, so that the
vehicle 13 moves laterally, as viewed in FIG. 1 from the point 19
to the point 21 of its path. After the vehicle 13 has moved
transversely a distance corresponding to the width of the
obstruction 11, the AND gate 88 closes, and steering motor 50 is no
longer operated, so that springs 94 and 95 turn wheels 48 back to a
straight position for forward and rearward movement. At the same
time when steering motor 50 is disconnected, a signal may be
transmitted to storage means 76 which causes clearing of storage
means 76 since the signal stored in the same is no longer
required.
Paths 14a, 15a, 17a and so on have been shown in FIG. 1 to be
straight paths. As has been described, referring to FIG. 6, springs
94,95 are provided which act on linkage 91 to turn the wheels 48 to
a straight position when motor 50 does not operate. This, at least
to a first approximation, steers vehicle 13 in the substantially
straight paths shown in FIG. 1. However, as a practical matter,
unevenness of the ground over which vehicle 13 traverses,
tolerances in the steering linkages and wheels of the vehicle and
other prevailing influences sometimes have the tendency to cause
vehicle 13 to move off of its predetermined straight course despite
the action of resilient means 94,95.
Accordingly, the present invention is shown embodied on vehicle 13,
where some of the details shown in FIG. 3 have been deleted for
clarity. It should be noted, however, that the components shown in
FIG. 3 are not necessarily replaced by the apparatus to be
described in relation to FIG. 7. This latter apparatus merely
serves to assist or enhance the operation of the vehicle 13 in
substantial parallelism to a reference surface as will hereinafter
be described. Referring to FIG. 7, the reference surface 3 is shown
from which vehicle 13 is spaced a predetermined amount, leaving a
space 2 therebetween. On vehicle 13 is mounted transmitter means
104 and receiver means comprising of sensors 105 through 109. The
transmitter 104 transmits a signal 4 in the direction of the
reference surface 3, the signal reflected 5 being received by one
of the sensors 104 through 109. The type of signal transmitted by
transmitter 104 is not critical for the purposes of the present
invention, any suitable signal commonly used for such purposes
being equally suitable. The only requirement, is that the reference
surface 3 be at least partially reflecting of the type of signal
which is transmitted by 104 so as to give rise to a reflected
signal 5. Thus, transmitted signal 4 can consist of electromagnetic
radiation, such as a light beam. In such an instance, transmitter
104 would consist of a light source and sensors 104 through 109
would consist of photodetecting devices. Another possibility is
that transmitted signal 4 be an acoustic signal, in which case
transmitter 104 can be in the form of a loudspeaker while sensors
104 through 109 can be selected to be a plurality of
microphones.
As shown in FIG. 7, the transmitter 104 and the receiver sensors
105 through 109 are mounted on a rotatable deck 110. By such
mounting, it is possible to rotate the direction of transmission of
the transmitter 104 and the receiver sensors 105 through 109 in
such a way as to utilize any surface surrounding vehicle 13 as a
reference surface. As described above, space 2 can contain
obstacles and as such, where appropriate, the elevation of the
transmitter 104 and the sensors 105 through 109, should be such
that these obstacles would not interfere or obstruct the
transmitted signal 4 or the reflected signal 5.
The sensors 105 through 109 are arranged in a predetermined order
with respect to the transmitted signal, each sensor being
positioned to receive the reflected signal for a different relative
orientation of the vehicle with respect to the reference surface.
Normally, when the vehicle 13 is progressing along one of the
straight paths depicted in FIG. 1 and substantially parallel to a
reference surface such as surface 22, the transmitted signal 4 is
transmitted perpendicularly to the reference surface 4 and,
therefore, the angle of incidence is zero. Since the angle of
incidence is zero, the reflected signal returns along the same path
as the transmitted signal traversed, and the reflected signal is
detected by a neutral sensor, such as sensor 107. The effect of
this will hereinafter be described. Now, should the vehicle 13
deviate off its course of substantial parallelism with the surface
3, then, transmitter 104 being fixed to the frame of the vehicle
13, the transmitted signal 4 will now impinge on the reference
surface 3 at a predetermined incidence angle. Accordingly, the
reflected signal 5 will no longer impinge on sensor 107 but on
another sensor, such as sensor 105, as shown in FIG. 7. The more
the vehicle 13 deviates off its course of substantial parallelism
with the surface 3, the greater is the angle of incidence and said
beam accordingly impinges on sensors further from sensor 107. If
the deviation of the vehicle 13 is in opposite direction, then the
reflected signal 5 will impinge on a sensor on the other side of
neutral sensor 107, such a sensor 108 or 109. The sensors 105
through 109 are calibrated to generate output sensing signals which
are a function of the relative position of the individual sensors
in relation to sensor 107. Thus, according to one arrangement, the
output sensing signals of sensors 105 through 109 could increase in
ascending order. However, the specific nature of the output sensing
signals is not critical as long as they contain the information
regarding the deviation of the vehicle.
Since the sensor 105 through 109 are shown to be individual
sensors, each sensor will, in response to impingement of the
reflected signal 5 on said sensor, generate a discrete output
sensing signal. Stated another way, the outputs of sensors 105
through 109 are quantized in amplitude, phase, or some other
variable. According to the embodiment presently shown in FIG. 7,
the output sensing signals are quantized in amplitude and the
quantized output sensing signals are fed to a digital-to-analog
converter 100 for converting the output signals from a quantized
signal to an analog signal. The analog output signal from
digital-to-analog converter 100 is placed across potentiometer 111.
The potentiometer 111 has a movable portion or a slidable contact
which is mechanically connected to servomotor 113. The sliding
contact of the potentiometer 111 is electrically connected to the
input of a variable gain amplifier 112, whose output is connected
to the steering motor 50.
When the vehicle 13 is travelling at a predetermined distance from
the reference surface 3, the transmitter 104 is intermittently or
continuously transmitting the signal 4 at the reference surface 3.
As long as the vehicle 13 progresses in substantial parallelism
with the reference surface 3, the reflected signal 5 impinges on
the sensor 107. The output sensing signal of the sensor 107 and the
digital-to-analog converter 100 are so adjusted that when the
reflected signal 5 impinges on the neutral sensor 107, no control
signal is supplied at the output of amplifier 112 which energizes
steering motor means 50 to modify the course of vehicle 13.
However, should the vehicle 13 now deviate from its course of
substantial parallelism with the surface 3, the reflected signal
will now impinge on a sensor other than the neutral sensor 107.
Assuming that the reflected signal impinges on the sensor 106, a
control signal will be generated at the output of the amplifier 112
to correct the course of the vehicle 13. The amplitude of the
control signal is a function of the angle of incidence of the
reflected signal, and therefore upon which sensor the reflected
signal impinges on. For example, should the reflected signal 5
impinge on the sensor 105 instead of the sensor 106, then the
control signal which energizes the steering motor 50 would be
correspondingly greater, since the course of the vehicle 13 must be
modified to a greater extent in order to maintain its normally
defined course.
The calibration of the sensors 104 through 109 results in a set of
control signals which are most appropriate for a predetermined
distance between the vehicle 13 and the reference surface 3. It is
clear from the geometry that even for equal angles of incidence of
the transmitted and reflected signals, the reflected signal 5 may
impinge on a sensor closer or further from the neutral sensor 107
depending on the distance of the vehicle 13 from the reference
surface 3. In order to maintain the control signals only a function
of the angle of incidence of the reflected signal 5 and not a
function of the absolute distance of the vehicle 13 from the
reference surface 3, means are provided for adjusting the gain of
the amplifier 112 as a function of the distance of the vehicle 13
from the reference surface 3, so as to compensate for the
above-described fact. Thus, an AND control device, here shown as an
AND gate 120, is shown to have one output and two input points. The
output point of AND gate 120 is connected to the servomotor 113 for
energizing the same under specified conditions. One input point of
the AND gate 120 is connected to the output of amplifier 112 to
sense the presence of a control signal. The other input point of
the AND gate 120 is connected to the junction point between the
motor 47 and the control device 46. With this arrangement, the
output of AND gate 120 will energize servomotor 113 only when both
the wheels of the vehicle have turned 90.degree. to their normal
direction and they are in fact turning. This condition signifies
that the vehicle 13 is moving in a direction perpendicular to the
reference surface 3 in a way as to modify the distance between the
reference surface 3 and the vehicle 13. For the duration of time
that the wheels of the vehicle 13 are 90.degree. from their normal
position and these wheels are turning, the output of AND gate 120
energizes the servomotor 113 which is operatively connected to the
movable portion or sliding contact of the potentiometer 111. Thus,
by ensuring that the vehicle 13 moves towards or away from the
reference surface 3 at a constant velocity, and by ensuring that
the servomotor 113 moves the sliding contact at a correspondingly
constant velocity, the position of a sliding contact, and,
therefore, the effective gain of amplifier 112 can be
proportionally changed. Now, the impingement of the reflected
signal on one of the sensors 105 through 109, may not produce a
control signal as large or as significant as they did at another
prior distance. Although the output sensing signals of the sensors
105 through 109 in response to impingement thereon of the reflected
signal 5 remains substantially constant, a greater or lesser
portion of the converted analog output signal is fed to the
amplifier 112. In a sense, the gain adjusting means above described
is not unlike a weighing factor which weighs the output sensing
signals from the respective sensors to take into account the
distance of the vehicle 13 from the reference surface 3. By using
such an arrangement, the control signals which energize the
steering motor to modify slight deviations of the vehicle off its
course of substantial parallelism, is substantially independent of
the distance of the vehicle 13 from the reference surface 3 and
almost entirely dependent on the degree of deviation from the
desired course.
It will be understood that each of the elements described above, or
two or more together, may also find a useful application in other
types of vehicles for automatically following an obstructed surface
differing from the types described above.
While the invention has been described as embodied in an
automatically steered self-propelled vehicle following its
direction of movement automatically in substantial parallelism with
a reference surface, it is not intended to be limited to the
details shown, since various modifications and structural changes
may be made without departing in any way from the spirit of the
present invention.
Without further analysis, the foregoing will so fully reveal the
gist of the present invention that others can by applying current
knowledge readily adapt it for various applications without
omitting features that, from the standpoint of prior art, fairly
constitute essential characteristics of the generic or specific
aspects of this invention and, therefore, such adaptations should
and are intended to be comprehended within the meaning and range of
equivalence of the following claims.
What is claimed as new and desired to be protected by Letters
Patent is set forth in the appended claims.
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