Patent Description:
Conventionally, an unmanned vehicle such as a conveyance robot that delivers articles in an unmanned manner is known. For example, Patent Literature <NUM> discloses a conveyance robot that conveys an article (conveyed object) to a collection site that is designated by a recipient (expected recipient) and does not get in the way of people around, and causes the recipient to collect the article. In the conveyance robot, a door is provided on a front surface of a housing portion that houses the article, and the article can be received by the recipient as the door is opened. Patent Literature <NUM> relates to a door assist system for a vehicle.

However, there is an issue that the door opened when the recipient is to receive an article from the unmanned vehicle is unintentionally closed due to an influence of wind, which prevents the recipient from receiving the article.

Therefore, one or more embodiments of the present invention are to providing an unmanned vehicle and a delivery system capable of suppressing unintentional closing of a door due to the influence of the wind when a recipient is to receive an article from the unmanned vehicle.

In response to the above issue, a first aspect of the invention is an unmanned vehicle for delivering an article, including: a housing portion for housing the article, the housing portion having an opening portion for receiving the article and being provided with an openable and closable door, the door being closeable on the opening portion;.

The door closing suppression unit is configured to control the unmanned vehicle, on the basis of the identified direction of the wind, so as to achieve a vehicle direction for suppressing closing of the door, opened when the unmanned vehicle is stopped, due to the influence of the wind. This makes it possible to more effectively suppress unintentional closing of the door due to the influence of the wind when the recipient is to receive the article from the unmanned vehicle.

The wind identification unit may be configured to further identify a strength of the wind blown onto the unmanned vehicle, and in a case where the strength of the wind is equal to or greater than a threshold, the door closing suppression unit may be configured to control the unmanned vehicle so as to achieve the vehicle direction for suppressing closing of the door, opened when the unmanned vehicle is stopped, due to the influence of the wind. This makes it possible to suppress unintentional closing of the door depending on the strength of the wind when the recipient is to receive the article from the unmanned vehicle.

The unmanned vehicle may further include an appearance direction estimation unit configured to estimate an appearance direction in which the recipient of the article appears with reference to a receiving place of the article, and the door closing suppression unit may be configured to control the unmanned vehicle, on the basis of the identified direction of the wind and the estimated appearance direction, so that the vehicle direction for suppressing closing of the door, opened when the unmanned vehicle is stopped, due to the influence of the wind is achieved and so that the opening portion faces the recipient. This makes it possible to suppress unintentional closing of the door due to the influence of the wind when the recipient is to receive the article from the unmanned vehicle, and to suppress extension of a flow line of the recipient to the receiving surface of the article.

The vehicle direction may be a direction in which the opening portion is on a leeward side of a vehicle body of the unmanned vehicle in a stopped state. As a result, the wind can be blocked by the vehicle body of the unmanned vehicle, and it is possible to more effectively suppress unintentional closing of the door due to the influence of the wind.

The wind identification unit may be configured to identify the direction of the wind by determining whether or not the wind is a headwind with respect to the unmanned vehicle on the basis of a comparison between a ratio between output of a motor for moving the unmanned vehicle and travel speed of the unmanned vehicle, and a reference ratio. This makes it possible to suppress unintentional closing of the door due to the influence of the wind with a simple configuration without using a wind sensor such as an anemoscope.

A second aspect of the invention is a delivery system including: an unmanned vehicle for delivering an article; and an information processing device. The unmanned vehicle includes a housing portion for housing the article, the housing portion having an opening portion for receiving the article and being provided with an openable and closable door, the door being closeable on the opening portion. The information processing device includes: a wind identification unit configured to identify a direction of wind blown onto the unmanned vehicle; and a door closing suppression unit configured to, on the basis of the identified direction of the wind, suppress closing of the door, opened when the unmanned vehicle is stopped, due to an influence of the wind; wherein the door closing suppression unit is configured to control the unmanned vehicle, on the basis of the identified direction of the wind, so as to achieve a vehicle direction for suppressing closing of the door, opened when the unmanned vehicle is stopped, due to the influence of the wind.

According to one or more embodiments of the present invention, it is possible to suppress unintentional closing of the door due to the influence of the wind when the recipient is to receive the article from the unmanned vehicle.

Hereinbelow, one or more embodiments of the present invention will be described with reference to the drawings. Incidentally, the following embodiment is an embodiment of a delivery system for delivering an article.

First, a configuration of a delivery system S according to an embodiment of the present invention will be described with reference to <FIG> is a diagram illustrating a schematic configuration example of the delivery system S. As illustrated in <FIG>, the delivery system S includes a UGV (Unmanned Ground Vehicle) <NUM> and a management server <NUM> (an example of an information processing device), and the UGV <NUM> and the management server <NUM> are connectable to a communication network NW. The communication network NW includes the Internet, a mobile communication network and wireless base stations thereof, or the like. The UGV <NUM> is an example of an unmanned vehicle, has a plurality of wheels 1b, and can autonomously travel on the ground in an unmanned manner. The UGV <NUM> may be a robot (for example, a biped walking robot) having no wheels, or the like. The management server <NUM> is a server for managing and controlling delivery of articles. The management server <NUM> can also control the UGV <NUM>. Moreover, the management server <NUM> can communicate with the UGV <NUM> via the communication network NW.

The article loaded on the UGV <NUM> as cargo (a package) is, for example, an ordered item (for example, a product or a home delivery article) ordered at an EC (Electronic commerce) website, a home delivery website, or the like. The article is transported from a delivery station to a delivery destination (shipping destination) designated by an order from a delivery requester (for example, an orderer of the product). The delivery station is a place where the article is loaded onto the UGV <NUM>. The article is received by a recipient (for example, the delivery requester) from the UGV <NUM> at a receiving place near the delivery destination. The receiving place of the article is basically an outdoor place since the receiving place is a place influenced by the wind. For example, the receiving place of the article may be on a site (for example, a yard) of a house where the recipient lives, or may be on a side of a road outside the site. Moreover, in a case where the house where the recipient lives is a multiple dwelling house (for example, a condominium or an apartment), the receiving place of the article may be a place near the shared entrance. Alternatively, the receiving place of the article may be a side of a road near a building of an office where the recipient works, or may be a park, a school yard, an empty lot, or the like.

Next, a configuration and functions of the UGV <NUM> will be described with reference to <FIG> and the like. <FIG> is a diagram illustrating a schematic configuration example of the UGV <NUM>. As illustrated in <FIG>, the UGV <NUM> includes a vehicle body (casing) 1a, the plurality of wheels 1b for causing the UGV <NUM> to travel, one or a plurality of housing portions 1c for housing an article A, one or a plurality of openable and closable doors 1d, and the like. As illustrated in <FIG>, the door 1d is provided at an opening portion O of the housing portion 1c. The opening portion O allows the article A to be received into and/or from the housing portion 1c. The door 1d is provided so as to close (block) the opening portion O. Namely, the door 1d is closeable on the opening portion O. Incidentally, in the example of <FIG>, the opening portion O is provided on the right side as one faces the front side (foreside) of the UGV <NUM>, but the opening portion O may be provided on the left side, the foreside (front side), or the rear side (backside) as one faces the front side of the UGV <NUM>. Moreover, in the example of <FIG>, the door 1d is opened to the left, but may be opened to the right. Moreover, although not illustrated, the UGV <NUM> includes a wheel drive mechanism, a locking/unlocking mechanism, a door drive mechanism, and a battery. As illustrated in <FIG>, the UGV <NUM> further includes a positioning unit <NUM>, a communication unit <NUM>, a sensor unit <NUM>, a storage unit <NUM>, a control unit <NUM>, and the like.

The wheel drive mechanism includes a traveling motor (motor for moving the UGV <NUM>), a steering motor, various shafts, various gears, a tie rod, and the like. The traveling motor and the steering motor are rotationally driven by current supplied from the battery under control of the control unit <NUM>. Torque (rotational force) generated by the rotational driving of the traveling motor is transmitted to the shafts via the gears, whereby the wheels 1b rotate. Moreover, torque generated by the rotational driving of the steering motor is transmitted via the shafts and the tie rod, whereby the direction (steering angle) of the wheels 1b changes. Incidentally, the wheel 1b may include an omni wheel capable of turning and parallel movement in all directions.

The locking/unlocking mechanism locks/unlocks the door 1d (that is, a key provided on the door 1d) under control of the control unit <NUM>. The door drive mechanism includes hinges or the like. Each of the hinges is secured (for example, screwed) to the housing portion 1c and the door 1d, and the door 1d is opened and closed using a connecting shaft of the hinge secured to the respective portions as a support column. For example, after the door 1d is unlocked, the recipient of the article A can hold a handle (not illustrated) provided on the front surface of the door 1d and open the door 1d to the near side (in a direction of broken line arrow R). The door drive mechanism may further include a door motor, a gear (or cam) connected to the connecting shaft of the hinge, and the like, and may open and close the door by means of the door motor. In this case, the connecting shaft is secured to the hinge at the door 1d. By current supplied from the battery, the door motor is rotated (rotated in a direction corresponding to the polarity of the current) under control of the control unit <NUM>. Torque generated by rotational driving of the door motor is transmitted to the connecting shaft via the gear (or cam), so that the connecting shaft rotates to cause the door 1d to be automatically opened and closed.

The positioning unit <NUM> includes an electric wave receiver and the like. For example, the positioning unit <NUM> receives electric waves transmitted from a GNSS (Global Navigation Satellite System) satellite by means of the electric wave receiver, and detects the current position (latitude and longitude) of the UGV <NUM> on the basis of the electric waves. Incidentally, the current position of the UGV <NUM> may be identified by SLAM (Simultaneous Localization and Mapping) processing in addition to the electric waves transmitted from the GNSS satellite. The current position of the UGV <NUM> may be corrected on the basis of an image captured by a camera of the sensor unit <NUM>. Positional information indicating the current position detected by the positioning unit <NUM> is output to the control unit <NUM>. The communication unit <NUM> controls communication performed via the communication network NW. Moreover, the communication unit <NUM> may have a short-range wireless communication function such as Bluetooth (registered trademark) and perform near field communication with a user terminal (for example, a smartphone) used by the recipient of the article.

The sensor unit <NUM> includes a geomagnetic sensor, a motor output sensor, a travel speed sensor, an optical sensor, and a wind sensor (for example, an anemoscope or wind vane). The geomagnetic sensor detects a direction (orientation). The motor output sensor detects a motor output [W] (workload) of the traveling motor. The motor output [W] is derived from, for example, the rotational speed and torque of the traveling motor. The travel speed sensor detects a travel speed [km/h] (moving speed) of the UGV <NUM>. The optical sensor includes, for example, a wide-angle camera such as an omnidirectional camera, and continuously images a real space within a range falling within an angle of view of the camera. The wind sensor detects a direction of wind blown onto the UGV <NUM> (that is, the direction of the wind hitting the UGV <NUM>). For example, the direction of the wind having a strength equal to or higher than a set detection sensitivity is detected. Here, the direction of the wind is preferably expressed by a clockwise angle (the direction from True North to the UGV1 is <NUM> degrees) with respect to True North, and in this case, the direction of the wind is referred to as "a wind direction (that is, a direction from which the wind is blowing)".

Incidentally, sensing information sensed by the sensor unit <NUM> is output to the control unit <NUM>, for example, and used for various types of control. The sensing information includes direction data indicating the direction detected by the geomagnetic sensor, travel speed data indicating the travel speed detected by the travel speed sensor, motor output data indicating the motor output detected by the motor output sensor, image data indicating the image captured by the optical sensor, and wind direction data indicating the wind direction detected by the wind sensor. The wind sensor may further detect the strength (hereinafter, referred to as "wind speed") of the wind blown onto the UGV <NUM> by measuring the pressure of the air. In this case, the sensing information includes wind speed data indicating the wind speed detected by the wind sensor. Moreover, the sensing information and a vehicle ID of the UGV <NUM> may be sequentially transmitted to the management server <NUM> by the communication unit <NUM>.

The storage unit <NUM> includes a nonvolatile memory or the like, and stores various programs and data. Moreover, the storage unit <NUM> stores the vehicle ID of the UGV <NUM>. The vehicle ID is identification information for identifying the UGV <NUM>. <FIG> is a diagram illustrating an example of functional blocks in the control unit <NUM>. The control unit <NUM> includes at least one CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. As illustrated in <FIG>, the control unit <NUM> functions as a travel control unit <NUM>, a wind identification unit <NUM>, an appearance direction estimation unit <NUM>, a vehicle direction control unit <NUM>, a door control unit <NUM>, and the like in accordance with a program (program code group) stored in the ROM (or the storage unit <NUM>).

The travel control unit <NUM> performs control (travel control) to move the UGV <NUM> toward the delivery destination. In such control, a revolution speed of the wheels 1b, a position of the UGV <NUM>, and a traveling direction (direction of the wheels 1b) of the UGV <NUM> are controlled with use of the positional information from the positioning unit <NUM>, the image data from the sensor unit <NUM>, delivery destination information, and the like. As a result, the UGV <NUM> can autonomously move toward the delivery destination. Incidentally, while the UGV <NUM> is traveling, the vehicle ID and the positional information of the UGV <NUM> are sequentially transmitted to the management server <NUM> via the communication unit <NUM>. The delivery destination information is preferably transmitted from the management server <NUM> to the UGV <NUM> and set in the control unit <NUM>. The delivery destination information includes, for example, an address of the delivery destination and positional information of the receiving place of the article, and such positional information is preferably expressed by latitude and longitude. The receiving place of the article may be decided by humans, or may be mechanically determined from map data including the delivery destination. In a case where an article is delivered to each of a plurality of delivery destinations, the delivery destination information is set for each delivery destination.

The wind identification unit <NUM> identifies the wind direction of the wind blown onto the UGV <NUM> (in other words, the wind direction in the peripheral area including the UGV <NUM>) on the basis of the wind direction data from the sensor unit <NUM> (wind sensor). The wind direction is desirably identified while the UGV <NUM> is stopped at the receiving place of the article, but may be identified at a low speed (for example, <NUM>/h or less) of the UGV <NUM>. Furthermore, the wind identification unit <NUM> may identify the wind speed on the basis of the wind speed data from the sensor unit <NUM> (the wind sensor). Similar to the wind direction, the wind speed is desirably identified while the UGV <NUM> is stopped at the receiving place of the article, but may be identified at the low speed of the UGV <NUM>. Moreover, the wind identification unit <NUM> may identify the direction of the wind blown onto the UGV <NUM> by using the motor output data and the travel speed data from the sensor unit <NUM> (the motor output sensor and the travel speed sensor) instead of the wind direction data from the sensor unit <NUM> (in this case, the wind sensor may not be provided in the UGV <NUM>). The direction of the wind in this case is, for example, a direction based on the traveling direction of the UGV <NUM>, and is identified while the UGV <NUM> is traveling before reaching the receiving place of the article. The wind identification unit <NUM> may identify the direction of the wind blown onto the UGV <NUM> by determining whether or not the wind is a headwind (wind in a direction opposite to the traveling direction) with respect to the UGV <NUM> on the basis of a comparison between a ratio (that is, the travel speed with respect to the motor output) between the motor output indicated by the motor output data and the travel speed indicated by the travel speed data, and a reference ratio.

Here, the reference ratio is, for example, a ratio (for example, <NUM>/<NUM>), when the UGV <NUM> travels at a predetermined motor output (for example, <NUM> W) in a windless state, between the motor output and the travel speed (for example, <NUM>/h), and the reference ratio is stored in the storage unit <NUM> in advance. The wind identification unit <NUM> may determine that the direction of the wind blown onto the UGV <NUM> is the headwind with respect to the UGV <NUM> in a case where the ratio (for example, <NUM>/<NUM>) between the motor output (for example, <NUM> W) indicated by the motor output data and the travel speed (for example, <NUM>/h) indicated by the travel speed data is lower than the reference ratio (for example, <NUM>/<NUM>). As a result, the headwind is identified as the direction of the wind.

The appearance direction estimation unit <NUM> estimates an appearance direction in which the recipient of the article appears (hereinbelow, referred to as a "recipient appearance direction") with reference to the receiving place of the article. That is, it is estimated from which direction (orientation) the recipient appears at the receiving place of the article. For example, the appearance direction estimation unit <NUM> estimates a direction of a doorway, an entrance, or a site of the delivery destination (for example, the house) as viewed from the receiving place of the article as the recipient appearance direction. Incidentally, the doorway, the entrance, or the site of the delivery destination may be identified on the basis of the image data from the sensor unit <NUM>, or may be identified on the basis of the map data of an area where the delivery destination is located. Alternatively, the appearance direction estimation unit <NUM> may estimate the recipient appearance direction by detecting (estimating) a person heading to the receiving place of the article (or the UGV <NUM>) as the recipient on the basis of the image data from the sensor unit <NUM>.

As an example of a door closing suppression unit, the vehicle direction control unit <NUM> suppresses, on the basis of the direction of the wind blown onto the UGV <NUM>, closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind. More specifically, the vehicle direction control unit <NUM> controls the UGV <NUM> so as to achieve a vehicle direction for suppressing, on the basis of the wind direction identified by the wind identification unit <NUM>, closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind. As a result, it is possible to more effectively suppress unintentional closing of the door 1d due to the influence of the wind when the recipient is to receive the article from the UGV <NUM>. Here, taking <FIG> as an example, the vehicle direction is a direction indicated by a line (broken line arrow L) from the rear end to the front end of the UGV <NUM>, and is expressed by a clockwise angle (the direction from the UGV1 to True North is <NUM> degrees) with respect to True North. Incidentally, the vehicle direction may be a direction indicated by a line from the front end to the rear end of the UGV <NUM>. When the UGV <NUM> arrives at the receiving place of the article, the vehicle direction control unit <NUM> preferably determines the vehicle direction for suppressing, on the basis of the wind direction identified by the wind identification unit <NUM>, closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind. Here, the vehicle direction is determined on the basis of, for example, a calculation formula or a table that defines correspondence relationships between the wind directions and the vehicle directions. Such correspondence relationships are preferably appropriately set by an administrator or the like of the delivery system S.

<FIG> is a diagram illustrating the correspondence relationships between the wind directions and the vehicle directions. In <FIG>, "x" represents the wind direction (angle), "y" represents the vehicle direction (angle), and "α" represents an arbitrarily determined angle (for example, any angle out of <NUM> to <NUM> degrees). In the correspondence relationship (Ex. <NUM>) illustrated in <FIG>, the wind direction and the vehicle direction are in a one-to-one relationship and are in a relationship in which the opening portion O is on the leeward side of the vehicle body 1a of the UGV <NUM>. For example, in a case where the wind direction x = <NUM> (wind from the north), the vehicle direction y = <NUM> (west direction) is calculated (where α = <NUM>) and determined by a calculation formula (y = x + <NUM> ± α) of the correspondence relationship (Ex. Incidentally, in a case where "y > <NUM>", the vehicle direction is calculated from "y - <NUM>". On the other hand, in the correspondence relationships (Ex. <NUM>) illustrated in <FIG>, the wind direction and the vehicle directions are in a one-to-N (N is an integer of <NUM> or more) relationships. For example, in a case where the wind direction x = <NUM> (wind from the north), the vehicle direction y = <NUM> (east direction), the vehicle direction y = <NUM> (south direction), and the vehicle direction y = <NUM> (west direction) are calculated by respective calculation formulas of the correspondence relationships (Ex. <NUM>) (where α = <NUM>).

As illustrated in the correspondence relationships (Ex. <NUM>) in <FIG>, in a case where the plurality of vehicle directions capable of suppressing door closing for the wind direction are calculated, one optimum vehicle direction is determined out of these vehicle directions. The optimum vehicle direction is, for example, a vehicle direction in which the opening portion O is on the leeward side of the vehicle body 1a of the UGV <NUM>. Alternatively, in a case where an obstacle is detected around the receiving place of the article from the image data, a vehicle direction that is least susceptible to the influence of the obstacle in receiving the article is determined as the optimum vehicle direction. The vehicle direction that is least susceptible to the influence of the obstacle is, for example, a vehicle direction in which the opening portion O is located on the opposite side of the obstacle with the vehicle body 1a interposed therebetween. Incidentally, since the vehicle direction capable of suppressing door closing for the wind direction differs depending on whether the opening portion O is provided on the right side or on the left side as one faces the front side of the UGV <NUM>, the aforementioned correspondence relationships are set in consideration of such a point. Furthermore, since the vehicle direction capable of suppressing door closing for the wind direction differs depending on whether the door 1d is opened to the left or to the right, the aforementioned correspondence relationships are set in consideration of such a point.

Then, the vehicle direction control unit <NUM> outputs a control command corresponding to the determined vehicle direction to the wheel drive mechanism to rotate the wheels 1b and change the direction of the wheels 1b, thereby causing the UGV <NUM> to face in the determined vehicle direction. Such control is referred to as "vehicle direction control". Incidentally, in a case where the vehicle direction is expressed as a range such as <NUM> ± <NUM> degrees, the vehicle direction control unit <NUM> preferably performs the vehicle direction control so that the vehicle direction may fall within such a range. Moreover, since it is also assumed that the wind speed is not so high as to close the door 1d, the vehicle direction control unit <NUM> may perform the vehicle direction control so as to achieve the determined vehicle direction in a case where the wind speed identified by the wind identification unit <NUM> is equal to or higher than a threshold. As a result, it is possible to suppress unintentional closing of the door 1d depending on the strength of the wind when the recipient is to receive the article from the UGV <NUM>. The threshold is preferably appropriately set on the basis of the relationships between loads for opening and closing the door 1d and wind speeds, which has been investigated in advance. Incidentally, in a case where the UGV <NUM> is already in the determined vehicle direction, it is not necessary to perform the vehicle direction control.

<FIG> is a conceptual diagram illustrating a state in which the vehicle direction control of the UGV <NUM> is performed. In the example in frame (a) of <FIG>, before the execution of the vehicle direction control, while the UGV <NUM> is stopped at the receiving place of the article, the wind direction is the wind from the east, whereas the vehicle direction is the east direction. Therefore, it is not possible to suppress unintentional closing of the opened door 1d, due to the influence of the wind. On the other hand, in the example in frame (b) of <FIG>, after the execution of the vehicle direction control, while the UGV <NUM> is stopped at the receiving place of the article, the wind direction is the wind from the east, whereas the vehicle direction is the north direction. Therefore, it is possible to suppress unintentional closing of the opened door 1d, due to the influence of the wind. The vehicle direction in this case is a direction in which the opening portion O is on the leeward side of the vehicle body 1a of the UGV <NUM> in the stopped state. Therefore, the wind can be blocked by the vehicle body 1a, and this case is the most effective in suppressing unintentional closing of the door 1d due to the influence of the wind.

Moreover, the vehicle direction control unit <NUM> preferably performs the vehicle direction control so that the vehicle direction for suppressing, on the basis of the wind direction identified by the wind identification unit <NUM> and the recipient appearance direction estimated by the appearance direction estimation unit <NUM>, closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind is achieved and so that the opening portion O faces the recipient side. In this case, the vehicle direction in which closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind is suppressed and in which the opening portion O faces the recipient side is determined, and the control command corresponding to the vehicle direction is output to the wheel drive mechanism. As a result, it is possible to suppress unintentional closing of the door 1d due to the influence of the wind when the recipient is to receive the article from the UGV <NUM>, and to suppress extension of a flow line of the recipient to the opening portion O, and eventually, it is possible to suppress the deterioration in convenience for the recipient.

<FIG> is a conceptual diagram illustrating a state in which the vehicle direction control of the UGV <NUM> is performed in consideration of the recipient appearance direction. In the example in frame (a) of <FIG>, before the execution of the vehicle direction control, while the UGV <NUM> is stopped at the receiving place of the article, the wind direction is the wind from the east, whereas the vehicle direction is the east direction (similar to the example in frame (a) of <FIG>). Incidentally, in the example in frame (a) of <FIG>, it is assumed that the recipient appearance direction is estimated to be the front side of the UGV <NUM>. On the other hand, in the example in frame (b) of <FIG>, after the execution of the vehicle direction control, while the UGV <NUM> is stopped at the receiving place of the article, the wind direction is the wind from the east, whereas the vehicle direction is the south direction so that the opening portion O faces the recipient U. Therefore, it is possible to suppress the deterioration of the convenience for the recipient U while suppressing unintentional closing of the opened door 1d, due to the influence of the wind. However, the vehicle direction in this case is a direction in which the opening portion O is on the windward side of the vehicle body 1a of the UGV <NUM> in the stopped state. Therefore, the wind cannot be blocked by the vehicle body 1a, but the vehicle direction is effective in suppressing unintentional closing of the door 1d due to the influence of the wind when the door 1d is open at <NUM> degrees or more (that is, when the recipient U receives the article).

On the other hand, in a case where the headwind is determined as the direction of the wind by the wind identification unit <NUM>, the vehicle direction control unit <NUM> performs the vehicle direction control so that the opening portion O is on the leeward side of the vehicle body 1a of the UGV <NUM> in the stopped state. That is, the control is performed such that the vehicle direction intersects the traveling direction of the UGV <NUM>. In this case, the vehicle direction in which the opening portion O is on the leeward side of the vehicle body 1a is determined, and the control command corresponding to the vehicle direction is output to the wheel drive mechanism. As a result, it is possible to suppress unintentional closing of the door 1d due to the influence of the wind with a simple configuration without using the wind sensor.

<FIG> is a conceptual diagram illustrating a state in which the vehicle direction control of the UGV <NUM> is performed in a case where the headwind is determined. In the example in frame (a) of <FIG>, before the execution of the vehicle direction control, the headwind is determined before the traveling UGV <NUM> reaches a receiving place P located in the traveling direction. Therefore, in a case where the UGV <NUM> stops and the door 1d is opened in this state of the vehicle direction (that is, the state where the vehicle is against the headwind), it is not possible to suppress unintentional closing of the opened door 1d, due to the influence of the wind. On the other hand, in the example in frame (b) of <FIG>, after the execution of the vehicle direction control, the opening portion O is on the leeward side of the vehicle body 1a of the UGV <NUM> (the UGV <NUM> in the stopped state at the receiving place P). Therefore, it is possible to suppress unintentional closing of the opened door 1d, due to the influence of the wind.

In a state where the UGV <NUM> is stopped at the receiving place of the article after the execution of the vehicle direction control, when an authentication code for unlocking the door 1d (that is, releasing the lock of the door 1d) is input from the recipient, the door control unit <NUM> performs authentication processing using the input authentication code and an authentication code registered in advance. Incidentally, the authentication code from the recipient may be input from an operation panel provided on the front surface of the door 1d or may be input from the user terminal of the recipient via the near field communication. In a case where the authentication is successful (for example, both the authentication codes match) in the authentication processing, the door control unit <NUM> outputs a control command for unlocking the door 1d to the locking/unlocking mechanism to perform unlocking. As a result, the recipient can open the door 1d and easily take out the article from the housing portion 1c under a situation where closing of the door 1d is suppressed due to the influence of the wind. Incidentally, in a case where there is no risk of theft or the like of the article (for example, in a case where the delivery destination is in a specific company), the door 1d may be openable without performing the authentication processing.

Moreover, in a case where the door drive mechanism can open and close the door 1d by means of the door motor, the door control unit <NUM> may unlock the door 1d and then output a control command for opening the door 1d to the door drive mechanism to open the door 1d. Furthermore, in this case, as an example of the door closing suppression unit, the door control unit <NUM> may suppress, on the basis of the wind direction identified by the wind identification unit <NUM>, closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind. More specifically, the door control unit <NUM> controls the door drive mechanism (door drive mechanism control), on the basis of the wind direction identified by the wind identification unit <NUM>, so as to generate torque for suppressing closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind. As a result, it is possible to suppress unintentional closing of the door 1d due to the influence of the wind when the recipient is to receive the article from the UGV <NUM> without changing the vehicle direction by means of the vehicle direction control.

Here, the torque for suppressing closing of the door 1d is torque for rotating the connecting shaft of the hinge in a direction for suppressing closing of the door 1d (in other words, a direction in which the door 1d opens). The torque is generated as the control command for suppressing closing of the door 1d is output from the door control unit <NUM> to the door drive mechanism to cause the door motor to be rotationally driven. The degree of torque to be generated is preferably appropriately set on the basis of the relationships between the loads for opening and closing the door 1d and the wind speeds. Moreover, the door control unit <NUM> may control the door drive mechanism such that larger torque is generated as the wind speed is higher (larger). Incidentally, the control of the door drive mechanism is performed by adjusting the magnitude of the current supplied to the door motor.

Next, a configuration and functions of the management server <NUM> will be described with reference to <FIG> is a diagram illustrating a schematic configuration example of the management server <NUM>. As illustrated in <FIG>, the management server <NUM> includes a communication unit <NUM>, a storage unit <NUM>, a control unit <NUM>, and the like. The communication unit <NUM> controls communication performed via the communication network NW. The positional information and the vehicle ID transmitted from the UGV <NUM> are received by the communication unit <NUM>. The management server <NUM> can recognize the current position of the UGV <NUM> from the positional information of the UGV <NUM>. Moreover, the sensing information and the vehicle ID transmitted from the UGV <NUM> are received by the communication unit <NUM>. The storage unit <NUM> includes, for example, a hard disk drive, and stores various programs and data.

Moreover, in the storage unit <NUM>, a delivery management database <NUM> and the like are constructed. The delivery management database <NUM> is a database for managing information related to delivery of the articles. In the delivery management database <NUM>, vehicle information, the delivery destination information, recipient information, and the like are stored (registered) in association with each other. Here, the vehicle information includes information regarding the UGV <NUM> for delivering the article (for example, the vehicle ID). The recipient information includes a user ID for identifying the recipient of the article, an e-mail address or a telephone number of the recipient, and the like. The control unit <NUM> includes at least one CPU, a ROM, a RAM, and the like. The control unit <NUM> monitors the current position of the UGV <NUM> and controls the UGV <NUM> by appropriately transmitting a control command to the UGV <NUM>. Such control may include at least one of the travel control, the vehicle direction control, and door control of the UGV <NUM>.

For example, instead of the control unit <NUM>, the control unit <NUM> may identify the wind direction on the basis of the wind direction data from the UGV <NUM>, determine the vehicle direction for suppressing, on the basis of the wind direction, closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind, and transmit a control command corresponding to the vehicle direction to the UGV <NUM> to control the UGV <NUM> (vehicle direction control). Furthermore, the control unit <NUM> may estimate the above-described recipient appearance direction instead of the control unit <NUM>. In this case, the control unit <NUM> determines, on the basis of the wind direction and the recipient appearance direction, the vehicle direction for suppressing closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind and for causing the opening portion O to face the recipient side, and transmits the control command corresponding to the vehicle direction to the UGV <NUM> to control the UGV <NUM> (vehicle direction control).

Alternatively, instead of the control unit <NUM>, the control unit <NUM> may determine whether or not there is the headwind with respect to the UGV <NUM> on the basis of the comparison between the ratio between the motor output indicated by the motor output data and the travel speed indicated by the travel speed data from the UGV <NUM>, and the reference ratio, thereby identifying the direction of the wind blown onto the UGV <NUM>. In this case, the control unit <NUM> determines the vehicle direction in which the opening portion O is on the leeward side of the vehicle body 1a of the UGV <NUM>, and transmits the control command corresponding to the vehicle direction to the UGV <NUM> to control the UGV <NUM> (vehicle direction control). Alternatively, instead of the control unit <NUM>, the control unit <NUM> may transmit, to the UGV <NUM>, a control command for generating torque for suppressing, on the basis of the wind direction to control the UGV <NUM> (door drive mechanism control), closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind.

Next, operations of the delivery system S will be described in Examples <NUM> to <NUM>.

First, an operation of the delivery system S in Example <NUM> will be described with reference to <FIG> is a flowchart illustrating an example of processing executed by the control unit <NUM> of the UGV <NUM> in Example <NUM>. The processing illustrated in <FIG> is started when the UGV <NUM> that loads the article starts delivery from the delivery station.

When the processing illustrated in <FIG> is started, the control unit <NUM> determines whether or not the UGV <NUM> has arrived at a position at a predetermined distance (for example, <NUM> to <NUM>) from the receiving place of the article (step S1). In a case where it is determined that the UGV <NUM> has arrived at the position at the predetermined distance from the receiving place of the article (step S1: YES), the processing proceeds to step S2. On the other hand, in a case where it is determined that the UGV <NUM> has not arrived at the position at the predetermined distance from the receiving place of the article (step S1: NO), the processing returns to step S1.

In step S2, the control unit <NUM> notifies the recipient that the article has arrived at the receiving place (or that the article has arrived immediately near the receiving place) on the basis of the recipient information acquired in advance from the management server <NUM>. For example, the control unit <NUM> transmits an e-mail including a message indicating that the article has arrived at the receiving place to the e-mail address of the recipient. Alternatively, the control unit <NUM> may transmit the message to the telephone number of the recipient by means of SMS (Short Message Service). Alternatively, the control unit <NUM> may push the message to an application resident in the user terminal of the recipient. Incidentally, the notification that the article has arrived at the receiving place may be performed by the management server <NUM>.

Subsequently, the control unit <NUM> stops the UGV <NUM> at the receiving place of the article (step S3). As a result, the UGV <NUM> stops, for example, while maintaining the vehicle direction in which the UGV <NUM> travels toward the receiving place of the article. Subsequently, the control unit <NUM> acquires the wind direction data from the sensor unit <NUM> (wind sensor) (step S4). Subsequently, the control unit <NUM> causes the wind identification unit <NUM> to identify the wind direction on the basis of the wind direction data acquired in step S4 (step S5), and advances the processing to step S6.

Incidentally, in steps S4 and S5, the control unit <NUM> may further acquire the wind speed data from the sensor unit <NUM> (wind sensor) and identify the wind speed on the basis of the wind speed data. In this case, the control unit <NUM> determines whether or not the wind speed is equal to or higher than the threshold. Then, in a case where it is determined that the wind speed is equal to or higher than the threshold, the processing proceeds to step S6. On the other hand, in a case where it is determined that the wind speed is not equal to or higher than the threshold, the vehicle direction is not determined and controlled, and the processing proceeds to step S9.

In step S6, based on the wind direction identified in step S5, the control unit <NUM> causes the vehicle direction control unit <NUM> to determine the vehicle direction for suppressing closing of the door 1d due to the influence of the wind as described above. Subsequently, the control unit <NUM> determines whether or not the UGV <NUM> is in the vehicle direction determined in step S6 (step S7). In a case where it is determined that the UGV <NUM> is not in the vehicle direction determined in step S6 (step S7: NO), the processing proceeds to step S8. On the other hand, in a case where it is determined that the UGV <NUM> is already in the vehicle direction determined in step S6 (step S7: YES), the control of the vehicle direction is not performed, and the processing proceeds to step S9.

In step S8, the control unit <NUM> performs the vehicle direction control by outputting a control command corresponding to the vehicle direction determined in step S6 to the wheel drive mechanism by means of the vehicle direction control unit <NUM>. As a result, for example, as illustrated in <FIG>, the UGV <NUM> changes the direction at the receiving place of the article so as to have the determined vehicle direction.

In step S9, the control unit <NUM> determines whether or not the authentication code is input from the recipient. In a case where it is determined that the authentication code is input from the recipient (step S9: YES), the processing proceeds to step S10. On the other hand, in a case where it is determined that the authentication code is not input from the recipient (step S9: NO), the processing returns to step S9. Incidentally, in a case where the authentication code is not input from the recipient even after a predetermined time has elapsed from the execution of the vehicle direction control, the UGV <NUM> may start moving toward the next delivery destination or the delivery station.

In step S10, the control unit <NUM> performs the authentication processing using the input authentication code and the authentication code registered in advance. When the authentication is successful in the authentication processing, the control unit <NUM> outputs a control command for unlocking the door 1d to the locking/unlocking mechanism by means of the door control unit <NUM> to perform unlocking (step S11). As a result, the recipient can open the door 1d and easily take out the article from the housing portion 1c. Incidentally, after unlocking the door 1d, the control unit <NUM> may cause the door 1d to be automatically opened by outputting a control command for opening the door 1d to the door drive mechanism by means of the door control unit <NUM>. Subsequently, when the article is received by the recipient and the door 1d is closed, the control unit <NUM> starts moving the UGV <NUM> toward the next delivery destination or the delivery station (step S12).

Next, an operation of the delivery system S in Example <NUM> will be described with reference to <FIG> is a flowchart illustrating an example of processing executed by the control unit <NUM> of the UGV <NUM> in Example <NUM>. Incidentally, the processing in steps S21 and S22 illustrated in <FIG> is similar to the processing in steps S1 and S2 illustrated in <FIG>.

In step S23, the control unit <NUM> estimates the recipient appearance direction in which the recipient appears with reference to the receiving place of the article by means of the appearance direction estimation unit <NUM>. Subsequently, the control unit <NUM> stops the UGV <NUM> at the receiving place of the article (step S24). As a result, the UGV <NUM> stops, for example, while maintaining the vehicle direction in which the UGV <NUM> travels toward the receiving place of the article. Subsequently, the control unit <NUM> acquires the wind direction data from the sensor unit <NUM> (wind sensor) (step S25). Subsequently, the control unit <NUM> causes the wind identification unit <NUM> to identify the wind direction on the basis of the wind direction data acquired in step S25 (step S26), and advances the processing to step S27.

Incidentally, in steps S25 and S26, the control unit <NUM> may further acquire the wind speed data from the sensor unit <NUM> (wind sensor) and identify the wind speed on the basis of the wind speed data. In this case, the control unit <NUM> determines whether or not the wind speed is equal to or higher than the threshold. Then, in a case where it is determined that the wind speed is equal to or higher than the threshold, the processing proceeds to step S27. On the other hand, in a case where it is determined that the wind speed is not equal to or higher than the threshold, the vehicle direction is not determined and controlled, and the processing proceeds to step S30.

In step S27, based on the recipient appearance direction estimated in step S23 and the wind direction identified in step S26, the control unit <NUM> causes the vehicle direction control unit <NUM> to determine the vehicle direction for suppressing closing of the door 1d due to the influence of the wind and for causing the opening portion O to face the recipient side as described above. Subsequently, the control unit <NUM> determines whether or not the UGV <NUM> is in the vehicle direction determined in step S27 (step S28). In a case where it is determined that the UGV <NUM> is not in the vehicle direction determined in step S27 (step S28: NO), the processing proceeds to step S29. On the other hand, in a case where it is determined that the UGV <NUM> is already in the vehicle direction determined in step S27 (step S28: YES), the control of the vehicle direction is not performed, and the processing proceeds to step S30.

In step S29, the control unit <NUM> performs the vehicle direction control by outputting a control command corresponding to the vehicle direction determined in step S27 to the wheel drive mechanism by means of the vehicle direction control unit <NUM>. As a result, for example, as illustrated in <FIG>, the UGV <NUM> changes the direction at the receiving place of the article so as to have the determined vehicle direction. Incidentally, the processing in steps S30 to S33 illustrated in <FIG> is similar to the processing in steps S9 to S12 illustrated in <FIG>.

Next, an operation of the delivery system S in Example <NUM> will be described with reference to <FIG> is a flowchart illustrating an example of processing executed by the control unit <NUM> of the UGV <NUM> in Example <NUM>. Incidentally, the processing in steps S41 and S42 illustrated in <FIG> is similar to the processing in steps S1 and S2 illustrated in <FIG>.

In step S43, the control unit <NUM> acquires the motor output data and the travel speed data from the sensor unit <NUM> (motor output sensor and travel speed sensor) while the UGV <NUM> is traveling. Subsequently, the control unit <NUM> determines whether or not there is a headwind with respect to the UGV <NUM> on the basis of the comparison between the ratio between the motor output indicated by the motor output data and the travel speed indicated by the travel speed data acquired in step S43, and the reference ratio (step S44).

For example, in a case where the ratio between the motor output indicated by the motor output data and the travel speed indicated by the travel speed data is lower than the reference ratio, it is determined that there is a headwind. Alternatively, in a case where a value obtained by subtracting the ratio between the motor output and the travel speed from the reference ratio is higher than a threshold value, it may be determined that there is a headwind. In a case where it is determined that there is a headwind with respect to the UGV <NUM> (step S44: YES), the headwind is identified as the direction of the wind, and the processing proceeds to step S45. On the other hand, in a case where it is determined that there is no headwind with respect to the UGV <NUM> (step S44: NO), the UGV <NUM> stops at the receiving place while maintaining the vehicle direction in which the UGV <NUM> travels toward the receiving place of the article, and the processing proceeds to step S47.

In step S45, the control unit <NUM> determines the vehicle direction in which the opening portion O is on the leeward side of the vehicle body 1a. Such a determination is preferably made after the UGV <NUM> stops at the receiving place while maintaining the vehicle direction in which the UGV <NUM> travels toward the receiving place of the article. Subsequently, the control unit <NUM> performs the vehicle direction control by outputting a control command corresponding to the vehicle direction determined in step S45 to the wheel drive mechanism by means of the vehicle direction control unit <NUM> (step S46). As a result, for example, as illustrated in <FIG>, the UGV <NUM> changes the direction at the receiving place of the article so as to have the determined vehicle direction. Incidentally, the processing in steps S47 to S50 illustrated in <FIG> is similar to the processing in steps S9 to S12 illustrated in <FIG>.

Next, an operation of the delivery system S in Example <NUM> will be described with reference to <FIG> is a flowchart illustrating an example of processing executed by the control unit <NUM> of the UGV <NUM> in Example <NUM>. Incidentally, the processing in steps S61 to S66 illustrated in <FIG> is similar to the processing in steps S1 to S6 illustrated in <FIG>.

In step S67, the control unit <NUM> determines whether or not the UGV <NUM> is in the vehicle direction determined in step S66. In a case where it is determined that the UGV <NUM> is not in the vehicle direction determined in step S66 (step S67: NO), the processing proceeds to step S68. On the other hand, in a case where it is determined that the UGV <NUM> is already in the vehicle direction determined in step S66 (step S67: YES), the processing proceeds to step S75.

In step S68, it is determined whether or not the authentication code is input from the recipient. In a case where it is determined that the authentication code is input from the recipient (step S68: YES), the processing proceeds to step S69. On the other hand, in a case where it is determined that the authentication code is not input from the recipient (step S68: NO), the processing returns to step S68. Incidentally, in a case where the authentication code is not input from the recipient even after a predetermined time has elapsed from the execution of the vehicle direction control, the UGV <NUM> may start moving toward the next delivery destination or the delivery station.

In step S69, the control unit <NUM> performs the authentication processing using the input authentication code and the authentication code registered in advance. When the authentication is successful in the authentication processing, the control unit <NUM> outputs a control command for unlocking the door 1d to the locking/unlocking mechanism by means of the door control unit <NUM> to perform unlocking (step S70). Subsequently, the control unit <NUM> causes the door 1d to be automatically opened by outputting a control command for opening the door 1d to the door drive mechanism by means of the door control unit <NUM> (step S71).

Subsequently, the control unit <NUM> outputs a control command for suppressing closing of the door 1d due to the influence of the wind to the door drive mechanism by means of the door control unit <NUM> to suppress closing of the door 1d (step S72). Subsequently, when the article is received by the recipient, the control unit <NUM> detects this, and outputs a control command for closing the door 1d to the door drive mechanism by means of the door control unit <NUM> to cause the door 1d to be automatically closed (step S73). Subsequently, the control unit <NUM> starts moving the UGV <NUM> toward the next delivery destination or the delivery station (step S74). Incidentally, the processing in steps S75 to S78 illustrated in <FIG> is similar to the processing in steps S68 to S71 illustrated in <FIG>.

As described above, according to the above embodiment, the delivery system S identifies the direction of the wind blown onto the UGV <NUM>, and suppresses, on the basis of the direction of the wind, closing of the door 1d, opened when the UGV <NUM> is stopped, due to the influence of the wind. As a result, it is possible to suppress unintentional closing of the door due to the influence of the wind when the recipient is to receive the article from the UGV <NUM>. Therefore, it is possible to avoid hindering the receipt of the article by the recipient.

In the above embodiment, the method of identifying the direction of the wind blown onto the UGV <NUM> on the basis of the wind direction data (alternatively, motor output data and travel speed data) is provided, but the wind direction may be identified by detecting the load on the wheels 1b on the basis of the moment of the force on the vehicle body 1a due to the wind, instead of this method. In particular, if the omni wheels are used as the front wheels of the UGV <NUM>, for example, the wind direction can be identified by detecting the load on the wheels 1b on the basis of the moment of the force on the vehicle body 1a due to the wind not only from the longitudinal direction but also from the lateral direction.

Claim 1:
An unmanned vehicle (<NUM>) for delivering an article (A), comprising:
a housing portion (1c) for housing the article, the housing portion having an opening portion (O) for receiving the article and being provided with an openable and closable door (1d), the door being closeable on the opening portion;
characterized in that the unmanned vehicle further comprises:
a wind identification unit (<NUM>) configured to identify a direction of wind blown onto the unmanned vehicle; and
a door closing suppression unit (<NUM>) configured to, on the basis of the identified direction of the wind, suppress closing of the door, opened when the unmanned vehicle is stopped, due to an influence of the wind;
wherein the door closing suppression unit is configured to control the unmanned vehicle, on the basis of the identified direction of the wind, so as to achieve a vehicle direction (L) for suppressing closing of the door, opened when the unmanned vehicle is stopped, due to the influence of the wind.