JP2018030417A - Sailing body control device, sailing body control method and program for sailing body control - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a sailing body control device, a sailing body control method and a program for sailing body control, which can prompt an operator to safer operation.SOLUTION: A sailing body control device 200 comprises: an operation part 210 for inputting an instruction concerning the sailing of a sailing body; a reaction force application part 230 for applying reaction force, which is the force against the inputted instruction, to the operation part 210; and a determination part 220 for determining whether or not the instruction is inadequate, on the basis of a result which is collected by a measurement part connected to the sailing body and includes the environment around the sailing body. The reaction force application part 230 makes the magnitude of the reaction force larger when the instruction is determined to be inadequate.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a traveling body control device, a traveling body control method, and a traveling body control program.

  A traveling body such as a ship is instructed by a pilot to operate at a speed, a course, and the like, and travels on and under water according to the instruction. In such a vehicle, an erroneous operation can be performed. For example, when a traveling body travels below a predetermined angle in water, the traveling body may collide with the seabed or exceed the limit depth. In addition, if a sudden course change is instructed while the traveling body is traveling at a high speed, an unexpected situation may occur because a sudden course change is performed.

  Further, such a traveling body has a problem that even if there is an obstacle in front of the course, the vehicle travels toward the obstacle without alerting the operator. In addition, since the control feeling of the control stick is always constant, there is a problem that a heavy burden is imposed on the operator when the navigation body is controlled for a long time.

  Patent Document 1 describes a rollover danger warning device that notifies the risk of rollover according to the detection result of an external force detection device.

  Patent Literature 2 describes a steering assist device that applies an additional reaction force to a grip in accordance with a body state quantity such as a body speed and a rotational position of the grip.

  The rollover danger warning device described in Patent Document 1 and the steering assist device described in Patent Document 2 measure the magnitude of external force applied to the vehicle, the speed of the fuselage, and the like, and are unexpected based on the measurement results. It is determined whether or not an instruction related to the situation has been input. And when it determines with the instruction | indication which leads to an unforeseen situation having been made, that fact is alert | reported or additional reaction force is added to a grip and the occurrence of unforeseen situation is aimed at.

International Publication No. 2015/133339 JP 2011-235711 A JP 2014-46801 A JP 2009-233082 A

  However, in the rollover warning device described in Patent Document 1 and the steering assist device described in Patent Document 2, it is necessary to determine whether or not an instruction that leads to an unexpected situation has been input. The surrounding situation and environment are not considered. Therefore, since it is impossible to determine whether or not an instruction that leads to an unexpected situation has been made with high accuracy, it is possible to appropriately notify that the instruction that leads to an unexpected situation has been entered and increase the reaction force in the grip. It may not be possible. Therefore, the possibility of an unexpected situation increases.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a traveling body control device, a traveling body control method, and a traveling body control program that can prompt a pilot to perform safe steering.

  In order to achieve the above object, a traveling body control device according to an aspect of the present invention provides a steering unit that inputs instructions relating to the traveling of a traveling body, and a reaction force that is a force against the input instructions. It is determined whether or not the instruction is inappropriate based on a result including a reaction force applying means applied to the control means and a measurement means connected to the traveling body and including an environment around the traveling body. Determination means, and the reaction force application means increases the magnitude of the reaction force when the instruction is determined to be inappropriate.

  In order to achieve the above object, a traveling body control method according to one aspect of the present invention inputs an instruction related to traveling of a traveling body, adds a reaction force that is a force against the input instruction, and Based on the result of the measurement unit connected to the traveling body and including the environment surrounding the traveling body, it is determined whether or not the instruction is inappropriate, and the instruction is determined to be inappropriate. In this case, the magnitude of the reaction force is further increased.

  In order to achieve the above object, a program for controlling a traveling vehicle according to an aspect of the present invention includes a process for inputting an instruction related to traveling of a traveling vehicle to the computer of the traveling vehicle control device, and the input instruction. It is determined whether or not the instruction is inappropriate based on a process including applying a reaction force, which is a counteracting force, and a result including a surrounding environment measured by the measurement unit connected to the traveling body. A process for determining and a process for increasing the magnitude of the reaction force are executed when it is determined that the instruction is inappropriate.

  According to the present invention, it is possible to promote safer maneuvering by the operator.

It is a block diagram which shows the structural example of the navigation body control apparatus in 1st Embodiment. It is a flowchart which shows the example of the process which adjusts the magnitude | size of the reaction force applied to the control part in 1st Embodiment. It is explanatory drawing which shows the example of the magnitude | size of the reaction force which can be set to the control part in 1st Embodiment. It is explanatory drawing which shows the example of the magnitude | size of the reaction force which can be set to the control part in 1st Embodiment. It is a block diagram which shows the structural example of the navigation body control apparatus in 2nd Embodiment. It is a flowchart which shows the operation example of the navigation body control apparatus in 2nd Embodiment.

(First embodiment)
A first embodiment will be described with reference to the drawings.

  FIG. 1 is a block diagram illustrating a configuration example of a navigation vehicle control apparatus 100 according to the present embodiment. As shown in FIG. 1, the traveling body control device 100 includes a control unit 110, a conversion control unit 140, and a conversion unit 150. The conversion control unit 140 is connected to the sensor unit 120 and the storage unit 130. Here, the memory | storage part 130 may be installed in the navigation body control apparatus 100, and may be installed in the exterior. The traveling body control device 100 is mounted on a traveling body such as a ship that travels on the water or in the water. And the sensor part 120 is installed in a navigation body.

  When a change in speed or course (traveling direction) of the navigation body is instructed, the control unit 110 controls the screw (not shown), rudder (not shown), or the like of the navigation body based on the instruction. Then, change the speed and course of the navigation body. The control unit 110 is, for example, a control wheel such as a steering wheel (steering wheel) or a joystick. In the case where the control unit 110 is a handle or a joystick, for example, the steering wheel is rotated or the joystick is tilted by the operator, thereby instructing a change in speed or course.

  The sensor unit 120 measures, for example, the speed of the traveling body, the course of the traveling body, the depth of the traveling body in the sea, and the measurement result (hereinafter referred to as “measurement result”) as a conversion control unit. 140 is entered. Here, the sensor unit 120 is configured by combining a plurality of sensors such as a speed sensor, a depth sensor, a course sensor, a rudder angle sensor, an Euler angle sensor, a potentiometer, and a rotary encoder, for example. The sensor unit 120 may include sonar. In this case, the sensor unit 120 can detect that there are other ships, aquatic organisms, obstacles due to topography, and the like within the course forward ξ [m] of the traveling body. The measurement result includes at least information indicating the speed of the navigation body (hereinafter referred to as “speed information”) and information indicating the presence or absence of other ships or obstacles in front of the course of the navigation body ( Hereinafter, “ambient environment information”) is included. Note that the measurement by the measurement unit includes, for example, detection of an obstacle or the like by the sensor unit 120. Further, the course may be a direction from the center of the traveling body to the head of the traveling body. Specifically, for example, when the navigation body is a ship, the direction from the center of the navigation body toward the bow may be used.

  Then, based on the measurement result input from the sensor unit 120, the conversion control unit 140 is instructed by the control unit 110, for example, whether or not the traveling body is traveling at a speed equal to or higher than the speed α [kt]. Whether the angle of the vehicle (hereinafter referred to as “operation angle”) is δ [deg] or more, whether the depth of the vehicle in water is η [m] or more, It is determined whether or not the operation angle directed downward is ε [deg] or more.

  The storage unit 130 stores voyage information. Here, the navigation information is information indicating the current position of the traveling body input from the inertial navigation device in a chart. Navigation information is based on the current position of the navigation body measured using the satellite positioning system when the navigation body is traveling on the water or when the antenna included in the navigation body is on the water. May be information shown in a nautical chart.

  The conversion control unit 140 is input to the control unit 110 by the pilot based on the measurement result input from the sensor unit 120 and the navigation information read from the storage unit 130 in response to the operation of the control unit 110. It is determined whether the received instruction is inappropriate. If the conversion control unit 140 determines that an inappropriate instruction has been input by the operator, the conversion control unit 140 inputs abnormality information indicating that fact to the conversion unit 150. If the conversion control unit 140 determines that an inappropriate instruction has not been input by the pilot, the conversion control unit 140 inputs normal information indicating that fact and a measurement result to the conversion unit 150.

  The conversion unit 150 adjusts the magnitude of the reaction force applied to the control unit 110 or vibrates the control unit 110 based on the input from the conversion control unit 140. Here, the reaction force is a force that hinders an operation performed on the control unit 110 indicating an instruction from the operator. For example, when the control unit 110 is a handle, the reaction force is a force that prevents the driver from rotating the handle. For example, when the control unit 110 is a joystick, the reaction force is a force that prevents the operator from defeating the joystick. The conversion unit 150 adjusts the magnitude and direction of the reaction force applied to the control unit 110 by using air pressure, such as an air spring, or changing the direction and magnitude of current in the electromagnet, The part 110 is vibrated.

  Here, when abnormality information indicating that an inappropriate instruction has been input is input from the conversion control unit 140, the conversion unit 150 vibrates the control unit 110. Then, the conversion unit 150 sets the magnitude of the reaction force applied to the control unit 110 to the magnitude of the reaction force for danger avoidance described later.

  On the other hand, when normal information indicating that an inappropriate instruction has not been input and a measurement result are input from the conversion control unit 140, the conversion unit 150 determines the magnitude of the reaction force applied to the control unit 110. Is set to a size described later according to the speed of the traveling body indicated by the speed information included in the input measurement result.

  Next, the operation of the vehicle control apparatus 100 will be described with reference to the drawings.

  Here, FIG. 2 is a flowchart illustrating an example of a process for adjusting the magnitude of the reaction force applied to the control unit 110 when the traveling body performs surface navigation. 3 and 4 are explanatory diagrams showing examples of the magnitude of the reaction force that can be applied to the control section 110 in the process of adjusting the magnitude of the reaction force applied to the control section 110 shown in FIG.

  The variables and the like in the examples shown in FIGS. 3 and 4 are defined as follows. (1): x represents the current speed of the vehicle. Here, when X is the maximum speed of the vehicle, the relationship x ≦ X is established between x and X. (2): f (x) = p is the magnitude of the reaction force applied to the control unit 110 at the start of this operation example, and is indicated by a dotted line in FIGS. The magnitude p of the reaction force is a constant. (3): f (x) = c is the magnitude of the reaction force applied to the control unit 110 when it is determined that an inappropriate instruction has been input, and is indicated by a one-dot chain line in FIG. Here, f (x) = c represents the magnitude of the reaction force for avoiding danger. The magnitude c of the reaction force is a constant that satisfies p <c. (4): f (x) = ax + b is a reaction force applied to the control unit 110 when it is determined that an inappropriate instruction has not been input and the speed x of the traveling body is greater than or equal to α [kt]. 3 and is indicated by a solid line in the range of x ≧ α in FIG. Here, p ≦ ax + b is established between the magnitude of the reaction force ax + b and the magnitude of the reaction force p described above. Further, aα + b = p holds. Note that a and b are arbitrary values. (5): f (x) = d is a reaction force applied to the control unit 110 when the speed x of the traveling body is less than α [kt] when it is determined that an inappropriate instruction has not been input. 3 and is indicated by a solid line in the range of x <α in FIG. The magnitude d of the reaction force is a constant that satisfies d ≦ p. (6) A relationship of max (ax + b) ≦ c is established between f (x) = c and f (x) = ax + b. Note that max (ax + b) is the maximum value of f (x) = ax + b in the range of α ≦ x ≦ X. (7): The relationship d ≦ min (ax + b) is established between f (x) = ax + b and f (x) = d. Note that min (ax + b) is the minimum value of f (x) = ax + b in the range of α ≦ x ≦ X.

(Step S101: Processing of Sensor Unit 120 and Conversion Control Unit 140)
In response to the operation of the control unit 110, the conversion control unit 140 displays the measurement results obtained by the sensor unit 120 measuring the speed of the traveling body, the course of the traveling body, the depth of the traveling body in the sea, and the like. take in.

  In addition, the conversion control unit 140 reads the navigation information stored in the storage unit 130.

(Step S102: Processing of Conversion Control Unit 140)
The conversion control unit 140 determines whether the instruction input to the control unit 110 is an inappropriate instruction based on the measurement result input from the sensor unit 120 and the navigation information read from the storage unit 130. . If the conversion control unit 140 determines that an inappropriate instruction has been input (Yes in step S102), the process proceeds to step S103. On the other hand, when the conversion control unit 140 determines that an inappropriate instruction has not been input (No in step S102), the process proceeds to step S105.

  Here, for example, based on the measurement result, the conversion control unit 140 operates an operation with an operation angle of δ [deg] or more in the control unit 110 while the traveling body is traveling at a speed x of speed α [kt] or more. If it is determined that an incorrect instruction has been input, it is determined that an inappropriate instruction has been input. Further, for example, the conversion control unit 140 operates based on the measurement result when the depth of the traveling body in the sea is η [m] or more, the operation angle in the control unit 110 that causes the course of the traveling body to be directed downward. When it is determined that an operation equal to or greater than ε [deg] has been performed, it is determined that an inappropriate instruction has been input. For example, when the conversion control unit 140 determines that the course of the navigation body is in a direction with other ships, underwater creatures, obstacles based on landforms, or the like within the forward ξ [m], It is determined that an inappropriate instruction has been input. Further, for example, the conversion control unit 140 determines that an inappropriate instruction has been input when it is determined that the course of the traveling body is directed to a dangerous sea area where a rip current is generated based on the measurement result and the navigation information. To do. For example, when such a course change has not been performed, the conversion control unit 140 does not determine that an inappropriate instruction has been input.

(Step S103: Processing of Conversion Control Unit 140 and Conversion Unit 150)
If the conversion control unit 140 determines that an inappropriate instruction has been input (Yes in step S102), the conversion control unit 140 inputs abnormality information to the conversion unit 150. Then, the conversion unit 150 vibrates the control unit 110 by using air pressure or changing the direction and magnitude of the current in the electromagnet according to the input. As a result, it is possible to notify the operator that an inappropriate instruction has been input.

(Step S104: Processing of Conversion Unit 150)
Further, the conversion unit 150 changes the magnitude of the reaction force applied to the control unit 110 from p to c as shown in FIG. 3 in response to the input of the abnormality information in the process of step S103. That is, the magnitude of the reaction force applied to the control unit 110 is changed to c that is larger than the previous size p determined by the conversion control unit 140 that an inappropriate instruction has been input. With such a configuration, it is possible to prevent an inappropriate instruction from being continuously input, and thus it is possible to prompt a safe operation by the operator.

  In addition, the process which adjusts the magnitude | size of the reaction force applied to the control part 110 is performed at a predetermined time interval, for example.

(Step S105: Processing of Conversion Control Unit 140 and Conversion Unit 150)
If the conversion control unit 140 determines that an inappropriate instruction has not been input (No in step S102), the conversion control unit 140 inputs the normal information and the measurement result to the conversion unit 150. The conversion unit 150 determines whether or not the speed x of the traveling body is equal to or greater than α [kt] based on the speed information included in the input measurement result. When the conversion unit 150 determines that the speed x of the traveling body is greater than or equal to α [kt] (Yes in step S105), the process proceeds to step S106. On the other hand, when the conversion unit 150 determines that the speed x of the traveling body is less than α [kt] (No in step S105), the process proceeds to step S107. Α is an arbitrary value.

(Step S106: Processing of Conversion Unit 150)
When the conversion unit 150 determines that the speed x of the vehicle is greater than α [kt] (Yes in step S105), the conversion unit 150 changes the magnitude of the reaction force applied to the control unit 110 from p to f (x) = ax + b. Change to Therefore, when the speed x of the traveling body is greater than or equal to α [kt], the reaction force applied to the control unit 110 increases as the speed x of the traveling body increases.

(Step S107: Processing of Conversion Unit 150)
When the conversion unit 150 determines that the speed x of the traveling body is less than α [kt] (No in step S105), the conversion unit 150 changes the magnitude of the reaction force applied to the control unit 110 from p to d. Therefore, when the speed x of the traveling body is less than α [kt], the reaction force applied to the control unit 110 becomes a smaller reaction force d.

  And the process which adjusts the magnitude | size of the reaction force in the control part 110 is complete | finished after the process of step S106 and the process of step S107. In addition, the process which adjusts the magnitude | size of the reaction force in the control part 110 is performed at a predetermined time interval, for example.

  Here, in the process of step S106 and the process of step S107 described above, the magnitude of the reaction force applied to the control unit 110 is adjusted according to the speed x of the traveling body. With such a configuration, an appropriate reaction force according to the speed x of the traveling body is applied to the control unit 110, so that an excessive burden on the driver can be avoided.

  It should be noted that a and b used for f (x) = ax + b, c used for f (x) = c, d used for f (x) = d, and speed α [kt] used for determination 2, the process of adjusting the magnitude of the reaction force applied to the control unit 110 when the traveling body shown in FIG. can do.

  As described above, the conversion control unit 140 according to the present embodiment determines whether or not an inappropriate instruction has been input based on information such as the surrounding environment information and the navigation information, which indicates the situation and environment around the vehicle. judge. When the conversion control unit 140 determines that an inappropriate instruction has been input, the conversion unit 150 vibrates the control unit 110. Furthermore, the conversion unit 150 makes the reaction force applied to the control unit 110 larger than the size before the conversion control unit 140 determines that an inappropriate instruction has been input. Therefore, since it is possible to perform notification that an inappropriate instruction has been input and to prevent the inappropriate instruction from being continuously input with higher accuracy, the driver is encouraged to operate more safely. be able to.

  Furthermore, according to the present embodiment, when the conversion control unit 140 determines that an inappropriate instruction has not been input, the conversion unit 150 has a reaction force having an appropriate magnitude according to the speed of the vehicle. Is added to the control unit 110. With such a configuration, the burden on the operator can be reduced, and the possibility that an erroneous operation is performed can be reduced, so that the operator can be encouraged to perform safer operation.

  In the present embodiment, a threshold value may be provided for the operation angle of the control unit 110. The reason will be described. According to the present embodiment, even if the force applied to the control unit 110 is very small, there is a possibility that the control unit 110 is operated based on the force and the course of the traveling body is changed. That is, there is a possibility that an instruction not intended by the operator is input. Therefore, a threshold is provided for the operation angle of the control unit 110, and when the operation angle in the control unit 110 exceeds the set threshold, the screw, rudder, etc. of the traveling body are controlled according to the operation angle. May be. According to such a configuration, an instruction is not input to the navigation control apparatus 100 unless an operation angle corresponding to a predetermined magnitude or more of force is operated. Therefore, since it is possible to prevent an instruction not intended by the operator from being input, safer steering can be realized. It should be noted that a button or the like for canceling or changing the threshold setting may be provided on the control unit 110 or the like. According to such a configuration, the movement of the traveling body can be controlled with high accuracy according to the situation.

  In addition, when the conversion control unit 140 determines that an inappropriate instruction has been input, the conversion unit 150 vibrates the control unit 110, but the present invention is not limited to this. For example, the conversion unit 150 controls a speaker (not shown) so as to emit a sound, or controls a light emitter (not shown) so as to emit light, thereby giving an inappropriate instruction to the operator. You may alert | report that it was input.

  In the present embodiment, the reaction force applied to the control unit 110 when it is determined that an inappropriate instruction is input is based on a linear function or a quadratic function with the speed x of the traveling body as a variable. May be configured to be determined. Similarly, when the conversion control unit 140 determines that an inappropriate instruction has been input, the reaction force applied to the control unit 110 when the speed x of the traveling body is less than α [kt] is also the speed of the traveling body. It may be configured to determine based on a linear function or a quadratic function with x as a variable. With such a configuration, the magnitude of the reaction force applied to the control unit 110 is appropriately changed according to the change in the motion characteristics of the traveling body in accordance with the speed of the traveling body, thereby realizing safer steering. be able to.

  In the present embodiment, the conversion unit 150 may be configured such that the greater the operation angle of the control unit 110, the greater the reaction force applied to the control unit 110. Here, when the control unit 110 is a joystick that can be tilted in two directions, vertical and horizontal, the conversion unit 150 determines the magnitude of the reaction force applied to the control unit 110 according to the direction in which the control unit 110 is tilted. You may adjust. In this case, the conversion unit 150 determines the operation angle of the control unit 110, the direction in which the control unit 110 is tilted, and the like based on the measurement result input from the sensor unit 120 to the conversion control unit 140.

  Further, in the present embodiment, the conversion control unit 140 uses the sensor unit as a reference (the speed α [kt] of the traveling body) that sets the magnitude of the reaction force applied to the control unit 110 as f (x) = ax + b or d. It may be configured to appropriately change according to the depth of the underwater vehicle based on the measurement result input from 120.

  Here, in the present embodiment, the magnitude of the reaction force for avoiding danger and the magnitude of the reaction force according to the speed of the traveling body are expressed by, for example, a two-variable function such as f (x, y) = ex + fy + g. May be configured to be determined based on Moreover, you may be comprised so that it may determine based on 3 variable functions like f (x, y, z) = ex + fy + hz + g. In addition, x is the speed of a navigation body, for example. Moreover, y is an operation angle of the control part 110, for example. z is, for example, an Euler angle (also referred to as an attitude angle) representing the attitude of the traveling body. When the reaction force is determined based on a two-variable function, g is the reaction force applied to the control unit 110 when x = 0 and y = 0. It is. When the magnitude of the reaction force is determined based on a three-variable function, g is a reaction applied to the control unit 110 when x = 0, y = 0, and z = 0. It is the magnitude of force. E, f, and h are arbitrary values. In this case, the conversion unit 150 determines x, y, and z values based on the measurement result input from the sensor unit 120 to the conversion control unit 140. With such a configuration, for example, as the attitude angle of the navigation body increases, the magnitude of the reaction force applied to the control unit 110 increases, and thus safer steering can be promoted. In addition, since a reaction force having a more appropriate magnitude based on a plurality of results measured by the sensor unit 120 is applied to the control unit 110, safer control can be realized.

  In the present embodiment, the conversion control unit 140 determines whether or not an inappropriate instruction is input to the control unit 110 based on the measurement result input from the sensor unit 120 and the voyage information read from the storage unit 130. However, the present invention is not limited to this. For example, the conversion control unit 140 may determine whether or not an inappropriate instruction is input to the control unit 110 based only on the measurement result input from the sensor unit 120. According to such a configuration, it is not necessary to connect the storage unit 130 to the conversion control unit 140, so that the configuration of the traveling body can be simplified.

  In the present embodiment, the conversion control unit 140 reads the voyage information from the storage unit 130, but is not limited to this. For example, the conversion control unit 140 may be configured such that navigation information is stored as appropriate in a cache memory (not shown) provided. In the case of such a configuration, for example, the conversion control unit 140 moves the navigation body outside the range indicated by the navigation information stored in the cache memory, or the navigation information stored in the storage unit 130. Is updated, the navigation information is read from the storage unit 130.

  The present invention can be applied not only to a navigating body such as a ship, but also to an ROV (Remotely Operated Vehicle), a flying body operated by radio operation, a ship simulator, an automobile, and the like.

(Second Embodiment)
A second embodiment of the present invention will be described with reference to the drawings.

  FIG. 5 is a block diagram illustrating a configuration example of the navigation vehicle control apparatus 200 according to the present embodiment. In the example illustrated in FIG. 5, the traveling body control device 200 includes a control unit 210, a determination unit 220, and a reaction force application unit 230.

  Here, the traveling body control device 200 is mounted on a traveling body such as a ship that travels on water or in water. The control unit 210 corresponds to, for example, the control unit 110 in the first embodiment of the present invention shown in FIG. Further, the determination 220 corresponds to, for example, the conversion control unit 140 in the first embodiment of the present invention shown in FIG. Moreover, the reaction force application unit 230 corresponds to, for example, the conversion unit 150 in the first embodiment of the present invention illustrated in FIG.

  The control unit 210 inputs an instruction related to the traveling of the traveling body. Note that a reaction force, which is a force against the instruction, is applied to the control unit 210 by the reaction force application unit 230.

The determination unit 220 determines whether the instruction regarding the traveling of the traveling body is inappropriate based on the result including the environment around the traveling body, which is measured by a measurement unit (not shown) connected to the traveling body. The reaction force application unit 230 determines the magnitude of the reaction force applied to the control unit 210 when it is determined that the instruction regarding the traveling of the vehicle is inappropriate. .

  Next, an operation example of the traveling vehicle control apparatus 200 will be described with reference to FIG. FIG. 6 is a flowchart showing an operation example of the navigation vehicle controller 200.

(S201: Processing in the control unit 210)
The control unit 210 inputs an instruction related to the traveling of the traveling body.

(S202: Processing in Determination Unit 220)
The determination unit 220 determines whether an instruction to the traveling body is inappropriate based on a result including a surrounding environment of the traveling body, which is measured by a measurement unit connected to the traveling body.

(S203: Processing in Reaction Force Application Unit 230)
The reaction force application unit 230 increases the magnitude of the reaction force applied to the control unit 210 when it is determined that the instruction regarding the traveling of the traveling body is inappropriate.

  According to the present embodiment, the determination unit 220 determines whether or not the instruction regarding the traveling of the traveling body is inappropriate based on the result of the measurement unit that includes the environment around the traveling body. . With such a configuration, the determination unit 220 can determine with high accuracy whether or not an instruction regarding the traveling of the traveling body is inappropriate. Then, the reaction force application unit 230 increases the magnitude of the reaction force applied to the control unit 210 when it is determined that the instruction regarding the traveling of the traveling body is inappropriate.

  Therefore, also in this embodiment, the same effect as the 1st embodiment of the present invention can be produced.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and further modifications and substitutions are possible without departing from the basic technical idea of the present invention. You can make adjustments. Moreover, you may implement combining each embodiment suitably.

  It should be noted that the disclosures of the above patent documents are incorporated herein by reference. Within the scope of the entire disclosure (including claims) of the present invention, the embodiment can be changed and adjusted based on the basic technical concept. Various combinations and selections of various disclosed elements are possible within the scope of the claims of the present invention. That is, the present invention of course includes various variations and modifications that can be made by those skilled in the art according to the entire disclosure including the claims and the technical idea.

DESCRIPTION OF SYMBOLS 100 Navigation body control apparatus 110 Steering part 120 Sensor part 130 Storage part 140 Conversion control part 150 Conversion part 200 Navigation body control apparatus 210 Steering part 220 Determination part 230 Reaction force application part

Claims (9)

A control means for inputting instructions regarding the navigation of the vehicle,
Reaction force applying means for applying a reaction force, which is a force against the input instruction, to the steering means;
Determination means for determining whether or not the instruction is inappropriate based on a measurement result including an environment around the navigation body measured by a measurement means connected to the navigation body;
The vehicle control apparatus according to claim 1, wherein the reaction force application means increases the magnitude of the reaction force when it is determined that the instruction is inappropriate. 2. The navigation body control device according to claim 1, wherein the determination unit further determines whether or not the instruction is inappropriate based on information indicating a position of the navigation body in a chart. 3. The reaction force application means, when it is determined that the instruction is not appropriate, specifies the speed of the navigation body based on the result and changes the magnitude of the reaction force according to the speed. The navigation body control device according to claim 1 or 2, wherein The reaction force applying means determines the magnitude of the reaction force when the speed of the traveling body is equal to or greater than a predetermined value when it is determined that the instruction is not appropriate. The navigation body control device according to any one of claims 1 to 3, wherein the navigation body control device is changed to a larger value calculated based on an expression of a linear function as a variable. The reaction force applying means determines the magnitude of the reaction force from before the determination when the speed of the traveling body is less than a predetermined value when it is determined that the instruction is not inappropriate. The navigation body control device according to any one of claims 1 to 4, wherein the navigation body control device is changed to a size equal to or smaller than a size added to the vehicle. When it is determined that the instruction is inappropriate, the reaction force applying means changes the magnitude of the reaction force to a magnitude larger than that applied to the steering means before the determination. The navigation body control device according to any one of claims 1 to 5, wherein: A traveling body comprising the traveling body control device according to any one of claims 1 to 6. Enter instructions regarding the navigation of the vehicle,
Apply a reaction force that is against the input instruction,
Based on the measurement result including the environment around the navigation body measured by the measurement means connected to the navigation body, determine whether the instruction is inappropriate,
The navigation body control method characterized by increasing the magnitude of the reaction force when it is determined that the instruction is inappropriate. On the computer,
A process of inputting an instruction relating to the traveling of the vehicle, a process of applying a reaction force that is a force against the input instruction,
A process of determining whether or not the instruction is inappropriate based on a result including an environment around the navigation body measured by a measurement unit connected to the navigation body;
A program for controlling a traveling body for executing a process of increasing the magnitude of the reaction force when it is determined that the instruction is inappropriate.

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