Guidance, navigation, and control system for a vehicle

• US 8,260,483 B2
• Filed: 08/12/2011
• Issued: 09/04/2012
• Est. Priority Date: 07/26/2005
• Status: Active Grant

• Current Assignee: Macdonald Dettwiler and Associates Limited
• Original Assignee: Macdonald Dettwiler and Associates Limited
• Inventors: Barfoot, Timothy D., Marshall, Joshua A., Mukherji, Raja, Ward, Robert
• Primary Examiner(s): Mawari, Redhwan k
• Application Number:
  US13/209,247
• Publication Number:
  US 20120035798A1
• Time in Patent Office: 389 Days
• Field of Search: 701/23, 701/33.7, 701/41, 701/48, 701/79, 701/110, 701/408, 700/253, 700/302, 700/304
• US Class Current: 701/23
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/20 including control of steering systems
• CPC Class Codes: B60W 2050/0028 Mathematical models, e.g. for simulation
• CPC Class Codes: B60W 2552/00 Input parameters relating to infrastructure
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: G05B 2219/40555 Orientation and distance
• CPC Class Codes: G05B 2219/45004 Mining
• CPC Class Codes: G05D 1/024 in combination with a laser lasers per se H01S
• CPC Class Codes: G05D 1/0261 using magnetic plots
• CPC Class Codes: G05D 1/027 comprising intertial navigation means, e.g. azimuth detector inertial navigation G01C21/16; inertial navigation combined with non-inertial navigation instruments G01C21/165
• CPC Class Codes: G05D 1/0274 using mapping information stored in a memory device navigation using map-matching G01C21/30
• CPC Class Codes: G05D 1/0297 by controlling means in a control room
• CPC Class Codes: G08G 1/20 Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
• CPC Class Codes: G08G 1/202 Dispatching vehicles on the basis of a location, e.g. taxi dispatching

Abstract

The present invention provides a guidance, navigation, and control method and system for an underground mining vehicle that allow said vehicle to be taught a route by a human operator and then have it automatically drive the route with no human intervention. The method works in three steps: teaching, route profiling, and playback. In the teaching step the vehicle is manually driven by a operator along a route which can consist of an arbitrary sequence of maneuvers including tramming forwards, switching directions, tramming backwards, turning, or pausing movement. During this phase raw data from vehicle-mounted sensors including odometric sensors and rangefinders are logged to a file throughout teaching for later processing. During the (offline) route profiling step, the raw data in the log file are processed into a route profile, and a profile of desired speed as a function of distance along the path.

Claims

1. A method for automating the operation of a self-propelled vehicle in a passageway environment, the vehicle including one or more odometric sensors, one or more rangefinder sensors mounted on said vehicle, and a microprocessor including memory storage, said one or more odometric sensors and one or more rangefinder sensors being connected to said microprocessor, said vehicle being configured for microprocessor controlled operation with said microprocessor being interfaced with the vehicle'"'"'s throttle/engine system, transmission system, braking system, and steering system, said method including the steps of:

a) teaching a vehicle path through said passageway environment by the steps of,

i) conducting a training run of said vehicle path through said passageway environment by driving said vehicle through said passageway environment, and

ii) acquiring raw sensor data from said one or more odometric sensors and said one or more rangefinder sensors during said training run of said vehicle path and storing said raw sensor data in a log file in said microprocessor memory storage;

b) processing said raw sensor data contained in said log file and producing therefrom a route profile and storing said route profile in said microprocessor memory storage, said route profile including

i) information representing a vehicle path through said passageway environment,

ii) a sequence of local metric submaps of said passageway environment along said vehicle path, and

iii) a speed profile defined as a function of distance along the vehicle path; and

c) automatically driving said vehicle along said vehicle path by the steps of,

i) determining longitudinal, lateral, and heading errors of said vehicle with respect to the vehicle path by comparing said raw sensor data from said odometric sensors and said rangefinder sensors to said local metric submaps and said microprocessor using said longitudinal, lateral and heading errors and knowledge of said vehicle'"'"'s dynamics to control said steering system to adjust a direction of travel of said vehicle if needed for ensuring said vehicle closely tracks said vehicle path from said information representing said vehicle path stored in said route profile,

ii) estimating a speed of said vehicle from data from said odometric sensors, and said microprocessor controlling said throttle/engine system, transmission system, and a braking system to adjust speed of travel of said vehicle if needed for ensuring said vehicle closely tracks said speed profile stored in said route profile by using said estimated speed and knowledge of said vehicle'"'"'s dynamics, and

iii) said microprocessor instructing said vehicle to stop in the event of an emergency situation arising.

2. The method according to claim 1 wherein said information representing said vehicle path is generated by using said raw sensor data from the odometric sensors and a kinematics model of the vehicle.

3. The method according to claim 1 wherein said sequence of local metric submaps are constructed using sensor data from both said one or more odometric sensors and said one or more rangefinders, and wherein said local metric submaps include grids of cells, wherein each cell takes on a cell value of either ‘

occupied’

or ‘

not occupied’

such that a cell is assigned to be ‘

occupied’

if it is estimated that the region of said passageway represented by the cell contains an obstacle, and a cell is assigned to be ‘

not occupied’

if the region of said passageway represented by the cell contains free space that is possibly traversable by said self-propelled vehicle.

4. The method according to claim 3 wherein a spacing and boundaries of said sequence of local metric submaps are constructed using knowledge of the sensing range of said one or more rangefinder sensors and such that there is sufficient overlap in regions represented by contiguous local metric submaps so as to ensure that data from said one or more rangefinder sensors always lie within the boundaries of at least one local metric submap in said sequence of local metric submaps.

5. The method according to claim 3 wherein the cell values for a specified local metric submap in said sequence of local metric submaps are determined by using the sensor readings from said one or more rangefinder sensors logged while the self-propelled vehicle is on a segment of the vehicle path in the passageway environment contained within boundaries of said specified local metric submap.

6. The method according to claim 5 wherein determining the cell values for the local metric submap is done through the use of a ray-tracing algorithm stored in said microprocessor memory storage to mark those cells from the vehicle position out to the measured rangefinder reading as ‘

not occupied’ and

cells a short distance beyond as ‘

occupied’

, then taking a tally of the cell values over all the laser data used for each local submap and a final cell value determined by using the most common value for that cell.

7. The method according to claim 1 wherein said step of determining longitudinal, lateral, and heading errors of said vehicle with respect to said vehicle path includes estimating a longitudinal distance along the vehicle path and lateral and heading errors of the self-propelled vehicle with respect to the vehicle path using data from said one or more odometric sensors to dead-reckon said vehicle'"'"'s position and orientation, and using data from said one or more rangefinder sensors for correcting said dead-reckoned vehicle position and orientation using said sequence of local metric submaps located along the vehicle path in the route profile.

8. The method according to claim 7 wherein the step of correcting said dead-reckoned vehicle position and orientation using said sequence of local metric submaps is accomplished by minimizing the error between said data from one or more rangefinder sensors and expected rangefinder data for an appropriately selected set of possible positions and orientations of the vehicle given an estimated location of the vehicle along said vehicle path, as represented in said route profile, as determined by dead-reckoning.

9. The method according to claim 1 wherein said steering system includes a path-tracking controller for updating steering commands based on current lateral and heading errors, wherein said path-tracking controller includes stored knowledge of the vehicle'"'"'s kinematics and dynamics, including the vehicle'"'"'s steering kinematics, the vehicle'"'"'s rotational dynamics, and its steering actuator dynamics.

10. The method according to claim 1 wherein said odometric sensors include either a drive-shaft encoder and a hinge-angle encoder, an inertial measurement unit, or both, and wherein said step of acquiring raw sensor data includes using a data logging means which is configured to record information from said drive-shaft encoder and hinge-angle encoder, said inertial measurement unit, or both.

11. The method according to claim 1 wherein said step of conducting a training run of a vehicle path through said passageway environment by driving said vehicle through said passageway environment includes an operator manually driving the vehicle through said passageway environment, or configuring said self-propelled vehicle for tele-operation and remotely driving the vehicle through said passageway environment.

12. The method according to claim 1 wherein said step of processing said raw sensor data contained in said log file and producing therefrom a route profile which includes said speed profile, includes providing a target speed for the vehicle at all points along the vehicle path wherein said speed profile is generated using a set of preprogrammed rules.

13. The method according to claim 12 wherein said set of preprogrammed rules includes assigning high speeds to sections of the vehicle path that are relatively straight, assigning lower speeds to sections of the vehicle path with a higher curvature such that during automated operation of the vehicle the vehicle will slow down while going around corners, and wherein said speed profile is produced so as to provide smooth acceleration from a stop and smooth deceleration to a stop.

14. The method according to claim 1 wherein said microprocessor is configured such that steps c) i), ii) and iii) are repeated at a sufficiently high frequency to ensure the vehicle plays back the route profile well and reacts to problems such as unexpected obstructions.

15. The method according to claim 14 wherein said sufficiently high frequency is a frequency in a range from about 10 to about 100 times per second.

16. The method according to claim 1 wherein said step of said microprocessor instructing said vehicle to stop in the event of an emergency situation arising includes any one or combination of

said microprocessor accepting stop signals from one or more external sources,

said microprocessor generating internal stop signals based on data from said one or more rangefinder sensor(s), and

said microprocessor generating internal stop signals based on data from said one or more odometric sensor(s).