Vehicle control system

Abstract

A vehicle control system is provided that can improve productivity while ensuring safety. The unmanned dump truck (10) uses inter-vehicle communication (520) and inter-vehicle communication (510) to receive the location information of the manned vehicle (20). When the inter-vehicle distance (X) between the unmanned dump truck (10) and the manned vehicle (20) is less than the reference distance (Y), the unmanned dump truck (10) determines whether inter-vehicle communication (550) has been established between the unmanned dump truck (10) and the manned vehicle (20). If it is determined that inter-vehicle communication (550) has been established, the upper limit of the driving speed of the unmanned dump truck (10) is set to the first speed (V1). If it is determined that inter-vehicle communication (550) has not been established, the upper limit of the driving speed of the unmanned dump truck (10) is set to the second speed (V2).

Description

Technical Field

[0001] This invention relates to vehicle control systems, and more particularly to vehicle control systems capable of autonomous vehicle speed control in mining sites and other similar locations. Background Technology

[0002] At mining sites, due to rising labor costs and increased safety requirements, there is an urgent need for transport vehicles to operate autonomously. To address this need, a technology has been developed that enables transport vehicles carrying sand and minerals at mining sites to operate autonomously according to instructions from control servers or similar sources, without relying on human drivers.

[0003] For example, Patent Document 1 discloses the following technology: sending position data between vehicles to monitor their relative positions, and slowing down or stopping the vehicles when they are too close to each other to avoid interference.

[0004] In addition, Patent Document 2 discloses the following technology: for transport vehicles traveling within the mine site, an emergency stop signal is sent to all transport vehicles traveling within the mine site only when the emergency stop input device is operated.

[0005] In addition, Patent Document 3 discloses a technology for preventing vehicle interference: by determining the range of the vehicle's presence taking into account the vehicle's position measurement time, the vehicle's position can be safely predicted even when the wireless communication frequency is low, thus avoiding interference from unmanned or manned vehicles throughout the entire area of ​​a wide-area work site.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent Application Publication No. 10-222227

[0009] Patent Document 2: Japanese Patent Application Publication No. 2017-72946

[0010] Patent Document 3: Japanese Patent Application Publication No. 11-152026 Summary of the Invention

[0011] The problem that the invention aims to solve

[0012] However, when transport vehicles frequently slow down or stop, transport efficiency decreases, leading to reduced productivity in mining operations. Therefore, it is desirable to slow down or stop transport vehicles only when necessary.

[0013] If safety is a consideration, the following functions are also required: transmitting and receiving vehicle position data to monitor their relative positions, and slowing down vehicles to ensure safety when they are approaching each other. In this case, from the perspective of maintaining the productivity of mining operations, it is desirable to accelerate the vehicle as quickly as possible after deceleration, or to minimize the deceleration time, while ensuring safety.

[0014] However, the technologies disclosed in Patent Documents 1, 2 and 3 make it difficult to improve productivity while ensuring security.

[0015] The present invention was made in view of the above-mentioned problems, and its object is to provide a vehicle control system that improves productivity while ensuring safety.

[0016] Methods for solving problems

[0017] An example of the vehicle control system of the present invention is characterized by comprising:

[0018] Autonomous vehicles;

[0019] People and vehicles; and

[0020] Multiple communication lines connecting the autonomous vehicle to the manned vehicle.

[0021] The manned vehicle uses the first communication line to transmit its location information.

[0022] The autonomous vehicle uses the first communication line to receive the location information of the manned vehicle.

[0023] Based on the location information of the manned vehicle and the location information of the autonomous vehicle, the autonomous vehicle determines whether the inter-vehicle distance between the autonomous vehicle and the manned vehicle is below a reference distance.

[0024] When the distance between the vehicles is less than the reference distance, the autonomous vehicle determines whether a second communication line with a different communication path than the first communication line has been established between the autonomous vehicle and the manned vehicle. If the second communication line is established, the upper limit of the autonomous vehicle's driving speed is set to the first speed. If the second communication line is not established, the upper limit of the autonomous vehicle's driving speed is set to the second speed.

[0025] This specification includes the disclosure of Japanese Patent Application No. 2020-095568, which forms the basis of the priority claim of this application.

[0026] Invention Effects

[0027] According to the vehicle control system of the present invention, when an autonomous vehicle approaches a manned vehicle, it can reduce unnecessary deceleration of the autonomous vehicle while maintaining safety, thereby improving both safety and productivity. Attached Figure Description

[0028] Figure 1 This is a schematic diagram illustrating an example of the overall structure of the vehicle control system according to the first embodiment.

[0029] Figure 2 Detailed description Figure 1 The relationship of wireless lines in the vehicle control system.

[0030] Figure 3 It means in Figure 1 A schematic diagram of an example of a wireless frame and subframe used in a vehicle control system.

[0031] Figure 4 right Figure 2 The wireless lines introduce communication delays.

[0032] Figure 5 This indicates the threshold for determining whether a workshop is close enough to be detected.

[0033] Figure 6 It is a schematic diagram illustrating the travel distance of an unmanned dump truck.

[0034] Figure 7 This indicates that a second communication line has been established. Figure 1 The timing diagram of the overall operation of the vehicle control system.

[0035] Figure 8 This indicates that no second communication line has been established. Figure 1 The timing diagram of the overall operation of the vehicle control system.

[0036] Figure 9 This is a block diagram illustrating a structural example of a vehicle-mounted transmitting terminal.

[0037] Figure 10 This is a flowchart illustrating the operation of a vehicle-mounted transmitting terminal. Detailed Implementation

[0038] Hereinafter, embodiments will be described in detail based on the accompanying drawings. Furthermore, in all the drawings used to describe the embodiments, components with the same function are sometimes labeled with the same or related reference numerals, and repeated descriptions are omitted. Additionally, in the following embodiments, descriptions of the same or identical parts will generally not be repeated unless specifically required.

[0039] In the following embodiments, for convenience, the description is divided into multiple parts or embodiments as needed. In the following embodiments, when referring to the quantity of elements (including number, value, quantity, range, etc.), the quantity is not limited to that specific number, except where specifically stated or explicitly limited in principle; it can be more than or less than that specific number. Furthermore, in the following embodiments, the constituent elements (including processing steps, etc.) are not necessarily essential, except where specifically stated or explicitly considered necessary in principle.

[0040] [First Implementation Method]

[0041] Hereinafter, the vehicle control system of the first embodiment of the present invention will be described in detail with reference to the accompanying drawings. Figure 1 This is a schematic diagram illustrating an example of the overall structure of the vehicle control system 1000 according to the first embodiment. The vehicle control system 1000 also functions as an emergency stop system that brings autonomously driving vehicles to a stop in an emergency.

[0042] exist Figure 1 The vehicle control system 1000 includes: portable transmitters 1-1 to 1-2, vehicle-mounted transmitters 2-1 to 2-2, vehicle-mounted receivers 3-1 to 3-4, relay base stations 4-1 to 4-2, integrated base stations 5, autonomous vehicles (hereinafter referred to as "unmanned dump trucks") 10-1 to 10-4, manned vehicles 20-1 to 20-2, and a control center 30.

[0043] The vehicle control system 1000 is installed, for example, in a mine. Unmanned dump trucks 10-1 to 10-4 are vehicles capable of autonomous operation without human intervention. For example, they are used as transport vehicles for transporting sand, ore, and other materials. Furthermore, an operation management system 31 and an emergency stop input device 32 are installed in the control center 30.

[0044] Furthermore, the number of each device is not limited to the number shown in the diagram or a specific number. For example, there may be only one vehicle-mounted receiving terminal and one unmanned dump truck, or multiple units of either or both. Similarly, there may be only one vehicle-mounted transmitting terminal and one manned vehicle, or multiple units of either or both.

[0045] In addition, although not shown in the diagram, a system to assist autonomous driving is installed at the work site in the mine to enable the unmanned dump trucks 10-1 to 10-4 to drive autonomously.

[0046] Portable transmitters 1-1 and 1-2 may have identical or different structures. Hereinafter, they will sometimes be referred to collectively as "Portable Transmitter 1" without distinction. Similarly, vehicle-mounted transmitters 2-1 and 2-2, vehicle-mounted receivers 3-1 to 3-4, and relay base stations 4-1 and 4-2 are sometimes referred to collectively as "Vehicle-mounted Transmitter 2," "Vehicle-mounted Receiver 3," and "Relay Base Station 4," respectively. Furthermore, unmanned dump trucks 10-1 to 10-4 may also have identical structures, and therefore are sometimes referred to collectively as "Unmanned Dump Truck 10." Manned vehicles 20-1 and 20-2 are sometimes referred to collectively as "Manned Vehicle 20."

[0047] The unmanned dump truck 10 is configured as an autonomous vehicle capable of operating without a driver, based on the control of the vehicle control system 1000. Furthermore, in this embodiment, the unmanned dump truck 10 is the object of control of the vehicle control system 1000, but the autonomous vehicles controlled by the vehicle control system 1000 are not limited to unmanned dump trucks; manned dump trucks can also be included as objects of control and subjected to the same control as the unmanned dump truck 10.

[0048] The unmanned dump truck 10 drives autonomously on a pre-set driving road 100 within the mining site. For example, an excavator is configured at the loading site 200 to load sand and ore, and the unmanned dump truck 10 transports goods back and forth between the excavator and the unloading site 300 along the driving road 100.

[0049] In addition to the unmanned dump trucks 10 transporting goods such as sand and ore, manned vehicles 20 are also operating at the mine site. Manned vehicles 20 are configured to be accessible to drivers or other passengers and can be operated by a driver. Examples of manned vehicles 20 include the aforementioned excavators, bulldozers used for leveling the road surface 100, water trucks, and service vehicles conducting inspections within the mine site.

[0050] The portable transmitter 1 is a portable device that can be carried by workers on the mining site. The portable transmitter 1 has the function of an emergency stop device that can instruct the unmanned dump truck 10 to stop in an emergency.

[0051] The vehicle-mounted delivery terminal 2 is a vehicle-mounted device installed on the manned vehicle 20. The vehicle-mounted delivery terminal 2 also has an emergency stop function, allowing the driver or passengers of the manned vehicle 20 to use the vehicle-mounted delivery terminal 2 to instruct the unmanned dump truck 10 to stop in an emergency.

[0052] The portable transmitter 1 and the vehicle-mounted transmitter 2 are capable of sending emergency stop command signals. These emergency stop command signals can be sent from locations such as the driving road 100, loading area 200, and unloading area 300 within the site.

[0053] In addition, the vehicle-mounted receiving terminal 3 can directly or indirectly receive emergency stop command signals sent from the portable transmitting terminal 1 or the vehicle-mounted transmitting terminal 2.

[0054] Furthermore, in this embodiment, there is no particular limitation on the definition of "emergency situation," and the operator or the driver of the manned vehicle 20 can determine the emergency situation based on their own judgment. As a general benchmark for an emergency situation, it refers to all situations that require the unmanned dump truck 10 to stop, such as situations where the unmanned dump truck 10 may come into contact with or interfere with each other or with the manned vehicle 20, or situations where the operator may come into contact with or interfere with the unmanned dump truck 10, etc., which are equivalent to situations that require the unmanned dump truck 10 to stop.

[0055] Vehicle-mounted receiver terminals 3-1 to 3-4 are wireless receiving devices respectively mounted on unmanned dump trucks 10-1 to 10-4. Vehicle-mounted receiver terminals 3-1 to 3-4 are capable of receiving signals transmitted from portable transmitter terminal 1 or vehicle-mounted transmitter terminal 2. These signals include emergency stop command signals used to bring unmanned dump trucks 10-1 to 10-4 to a stop.

[0056] It can also receive emergency stop command signals directly from portable transmitter 1 or vehicle-mounted transmitter 2, or it can receive emergency stop command signals via relay base station 4 or integrated base station 5.

[0057] When the vehicle-mounted receiving terminals 3-1 to 3-4 receive an emergency stop command signal, the unmanned dump trucks 10-1 to 10-4 stop moving accordingly. The location of the antenna of the vehicle-mounted receiving terminal 3 mounted on the unmanned dump truck 10 is not limited to a specific location. As an example, the antenna can be placed in a location with good radio wave visibility, such as in front of the upper surface of the unmanned dump truck 10.

[0058] Each relay base station 4 and the integrated base station 5 are wireless base stations that relay communication between the unmanned dump truck 10 and the manned vehicle 20. The locations of each relay base station 4 and the integrated base station 5 are determined to be locations where wireless communication with the unmanned dump truck 10 and the manned vehicle 20 can be established. For example, the areas where the unmanned dump truck 10 and the manned vehicle 20 may move include the driving road 100, the loading area 200, and the unloading area 300, etc., and each relay base station 4 and the integrated base station 5 are determined to be locations where wireless communication with the unmanned dump truck 10 and the manned vehicle 20 located in these areas can be established.

[0059] Each relay base station 4 is connected via a wireless line. Furthermore, each relay base station 4 and the integrated base station 5 are also connected via a wireless line. Each relay base station 4 and the integrated base station 5 relays emergency stop command signals sent from the portable transmitting terminal 1 and the vehicle-mounted transmitting terminal 2, thereby enabling emergency stops for all unmanned dump trucks 10 within the mine site.

[0060] When an emergency stop command signal is issued from any portable transmitter 1 or vehicle-mounted transmitter 2, it can be configured to stop not only the unmanned dump trucks 10 that actually need to stop, but also all unmanned dump trucks 10.

[0061] Thus, both the portable transmitter 1 and the vehicle-mounted transmitter 2 are terminals capable of transmitting an emergency stop command signal to instruct the unmanned dump truck 10 to stop. The unmanned dump truck 10 stops upon receiving the emergency stop command signal.

[0062] An emergency stop input device 32 is installed in the control center 30. The emergency stop input device 32 is connected to the integrated base station 5 via a wired line 33 in a manner enabling communication. The emergency stop input device 32 is a device that commands an emergency stop based on operator input. Operators in the control center 30 can use the emergency stop input device 32 to command an emergency stop for all unmanned dump trucks 10 via the integrated base station 5. It has been explained that the emergency stop input device 32 is connected to the integrated base station 5, but it can also be connected to the relay base station 4 instead of the integrated base station 5. Furthermore, the emergency stop input device 32 is also a terminal capable of transmitting an emergency stop command signal instructing the unmanned dump trucks 10 to stop.

[0063] The vehicle-mounted transmitting terminal 2 and the vehicle-mounted receiving terminals 3-1 to 3-4 are equipped with, for example, GPS receivers as their own location information acquisition units. Through these GPS receivers, the manned vehicle 20 and the unmanned dump truck 10 can obtain their own location information.

[0064] The vehicle-mounted transmitting terminal 2 mounted on the manned vehicle 20 has the function of transmitting its own location information. The vehicle-mounted receiving terminal 3 mounted on the unmanned dump truck 10 can use the location information of the manned vehicles 20 transmitted from each manned vehicle 20 and its own location information obtained from the GPS receiver mounted on the unmanned dump truck 10 to calculate the distance (inter-vehicle distance) between the unmanned dump truck 10 and each manned vehicle 20. Alternatively, the method for obtaining its own location information can also be other than GPS.

[0065] Figure 2 The details illustrate the relationship between the wireless lines associated with the portable transmitting terminal 1, the vehicle-mounted transmitting terminal 2, the vehicle-mounted receiving terminal 3, the relay base station 4, the integrated base station 5, the unmanned dump truck 10, and the manned vehicle 20.

[0066] Furthermore, in the description of this embodiment, the wireless lines set within the vehicle control system 1000 are defined as follows.

[0067] The wireless line used for communication between relay base stations 4 or between relay base stations 4 and integrated base station 5 is called "inter-path communication 510".

[0068] The wireless line used for communication between each relay base station 4 and the unmanned dump truck 10 or the manned vehicle 20 is called "road-to-road communication 520".

[0069] The wireless line used for communication between the portable transmitting terminal 1 and the unmanned dump truck 10 is called "walk-by-walk communication 530".

[0070] The wireless line used for communication between the portable transmitting terminal 1 and each relay base station 4 is called "inter-path communication 540".

[0071] The wireless line used for communication between the unmanned dump truck 10 and the manned vehicle 20 is called "workshop communication 550".

[0072] Figure 3 This represents an example of a wireless frame and subframe used in the vehicle control system 1000. Various multiplexing methods are employed to prevent interference between multiple communication paths related to multiple wireless base stations and multiple wireless terminals when multiplexing multiple communication paths are used.

[0073] As multiplexing methods used to prevent interference, known methods include CSMA-CA (Carrier Sense Multiple Access / Collision Avoidance) used in Wi-Fi systems and the like, which uses carrier sense multiple access, and TDMA (Time Division Multiple Access), which pre-divides radio frames into units called subframes and periodically grants communication opportunities. Additionally, when OFDM (Orthogonal Frequency Division Multiplexing) is used as the modulation scheme, it becomes OFDMA (Orthogonal Frequency Division Multiple Access).

[0074] Typically, in the CSMA-CA method, there is a problem that communication opportunities become difficult to obtain as the number of wireless base stations and wireless terminals increases. Therefore, in wireless systems that prioritize security, time-division multiplexing, which periodically grants communication opportunities, is mostly adopted.

[0075] exist Figure 3 In the subframe allocation 2000 shown, radio frames are divided at predetermined intervals according to a time-division multiplexing method. Each radio frame has a duration of, for example, 1 second. As an example, the radio frame can be divided into a control communication subframe 1500 for allocating control communications according to multiple communication paths, an inter-path communication subframe 1510 for allocating inter-path communications 510, an inter-path communication subframe 1520 for allocating inter-path communications 520, an inter-step communication subframe 1530 for allocating inter-step communications 530, an inter-step communication subframe 1540 for allocating inter-path communications 540, and an inter-step communication subframe 1550 for allocating inter-path communications 550.

[0076] The control communications include communications for broadcasting the parameters required for the portable transmitting terminal 1, the vehicle-mounted transmitting terminal 2, the vehicle-mounted receiving terminal 3, and the relay base station 4 to initiate communication; and communications for performing the connection procedures required for them to initiate communication with each other.

[0077] In addition, although Figure 3 Although not illustrated, a guard time interval is actually set between each subframe to prevent interference caused by differences in propagation delay time. Furthermore, in the case of TDD (Time Division Duplex) mode, which communicates on both the uplink and downlink at the same frequency, each subframe can be divided into two parts on both the downlink and uplink. Alternatively, FDD (Frequency Division Duplex) mode, which communicates on different frequencies for both the downlink and uplink, can also be used instead of TDD.

[0078] Furthermore, each portable transmitting terminal 1, each vehicle-mounted transmitting terminal 2, each vehicle-mounted receiving terminal 3, each relay base station 4, and each integrated base station 5 is allocated a subframe predetermined by the communicating party. Since each subframe is provided in one radio frame, each portable transmitting terminal 1, each vehicle-mounted transmitting terminal 2, each vehicle-mounted receiving terminal 3, each relay base station 4, and each integrated base station 5 is guaranteed a communication opportunity in one radio frame to exchange emergency stop signals and location information.

[0079] When there are multiple portable transmitting terminals 1, vehicle-mounted transmitting terminals 2, vehicle-mounted receiving terminals 3, and relay base stations 4, the subframes can be further divided in correspondence with each of them (or in correspondence with each combination of them).

[0080] Figure 4 This illustrates an example of proximity detection and emergency stop operations in the vehicle control system 1000 of the first embodiment. Normally, the manned vehicle 20 obtains its location information from a GPS receiver (not shown) mounted on the vehicle-mounted transmitting terminal 2.

[0081] The manned vehicle 20 uses a first communication line to send its location information and emergency stop signal to the unmanned dump truck 10. The first communication line is, for example, a communication line via a wireless base station. In this embodiment, it is a line sequentially transmitted via road-to-road communication 520-1, road-to-road communication 510, and road-to-road communication 520-2.

[0082] Additionally, the manned vehicle 20 uses a second communication line to send its location information and an emergency stop signal to the unmanned dump truck 10. The second communication line is a line consisting of a different communication path than the first communication line. For example, the second communication line is a communication line that does not pass through a wireless base station, i.e., it does not pass through the inter-vehicle communication 520 or the inter-vehicle communication 510. In this embodiment, the second communication line consists only of the inter-vehicle communication 550.

[0083] In this way, the first and second communication lines can be used in a time-division multiplexing manner. In this case, the first and second communication lines can be used in overlapping frequency bands, making the communication bandwidth more efficient.

[0084] By preparing two types of communication lines in this way, efficient communication can be carried out according to the situation. For example, when the unmanned dump truck 10 and the manned vehicle 20 are in a position where they can communicate directly, they can communicate at high speed without going through the road-to-road communication 520 and the road-to-road communication 510. When the unmanned dump truck 10 and the manned vehicle 20 are in a position where they cannot communicate directly, they can use the wide-area communication line via the road-to-road communication 520 and the road-to-road communication 510.

[0085] On the other hand, the unmanned dump truck 10 uses the first communication line and the second communication line to receive the location information of the manned vehicle 20. Additionally, the unmanned dump truck 10 (e.g., similarly to the manned vehicle 20) acquires its own location information. Then, the unmanned dump truck 10 uses its own location information and the location information of the manned vehicle 20 to calculate the inter-vehicle distance X between the unmanned dump truck 10 and the manned vehicle 20.

[0086] Thus, the vehicle control system 1000 has multiple communication lines that connect the unmanned dump truck 10 to the manned vehicle 20. Furthermore, the above assumes a state where both the first and second communication lines are available; however, depending on the circumstances, there may be situations where either or both of the communication lines cannot be used.

[0087] like Figure 5 As shown, the unmanned dump truck 10 determines whether the distance X between itself and the manned vehicle 20 is below a predetermined reference distance Y based on the location information of the manned vehicle 20 received from it via a first communication line. The reference distance Y is used to detect proximity between the unmanned dump truck 10 and the manned vehicle 20; proximity is detected when the distance X is below the reference distance Y.

[0088] When the distance X from the workshop is less than or equal to the reference distance Y, the unmanned dump truck 10 decelerates to a predetermined speed to ensure safety. Furthermore, the method for determining this decelerated speed will be described later.

[0089] In this specification, "speed" is, for example, a value that represents rate without directional information.

[0090] Here, the following definition is made. Figure 4 The communication delay time of each communication line.

[0091] • Set the communication delay time of the road-to-road communication 520, which is used for communication between relay base station 4 and manned vehicle 20, to T1.

[0092] • Set the communication delay time of the inter-path communication 510 used for communication between each relay base station 4 and the integrated base station 5 to T2.

[0093] • Set the communication delay time of the road-to-road communication 520, which is used for communication between relay base station 4 and unmanned dump truck 10, to T3.

[0094] • Set the communication delay time of the workshop communication 550, which is used for communication between the unmanned dump truck 10 and the manned vehicle 20, to T4.

[0095] The sum of communication delays when the manned vehicle 20 transmits location information to the unmanned dump truck 10 using the first communication line is T1+T2+T2+T3. This sum can be measured in advance and stored in the storage device of the unmanned dump truck 10 or the vehicle-mounted receiving terminal 3.

[0096] On the other hand, the communication delay time when the manned vehicle 20 transmits location information using a second communication line (e.g., workshop communication 550 for direct communication between the unmanned dump truck 10 and the manned vehicle 20) is only T4. This value can be measured in advance and stored in the storage device of the unmanned dump truck 10 or the vehicle-mounted receiving terminal 3.

[0097] In this example, the communication delay time of the second communication line is assumed to be less than that of the first communication line. That is, T4 < T1 + T2 + T2 + T3.

[0098] Figure 6 This is a schematic diagram showing the situation when a manned vehicle 20 approaches an unmanned dump truck 10. Figure 6 This is a diagram showing the moment when the workshop distance X equals the reference distance Y. The area within a circle centered on the unmanned dump truck 10 and with the reference distance Y as its radius is defined as the movable range 600.

[0099] For example, a reference distance Y is pre-calculated as the distance at which the unmanned dump truck 10 can safely stop when it is traveling toward a stopped manned vehicle 20. In this embodiment, the reference distance Y is calculated as the sum of braking distance, idle distance, and position information error.

[0100] Figure 6 This indicates the detailed information regarding the reference distance Y corresponding to the communication using each communication line. The unmanned dump truck 10 travels at a second speed V2 when communicating using only the first communication line. This is equivalent to the situation where the second communication line cannot be used.

[0101] Assume that the unmanned dump truck 10 is traveling at a first speed V1 when it is able to communicate using the second communication line.

[0102] The first speed V1 and the second speed V2 are the upper limits. There are cases where the unmanned dump truck 10 travels at a speed lower than the upper limit depending on the situation. However, the following explanation will take the case where the unmanned dump truck 10 always travels at the upper limit as an example.

[0103] The methods for obtaining braking distances 611 and 621 can be arbitrarily designed. For example, braking distances 611 and 621 can be fixed values, the same values, or different values. Alternatively, braking distances 611 and 621 can be values ​​calculated based on driving speed. Driving speed can also be used as a variable to predefine functions representing braking distances 611 and 621. The form of the function can be arbitrarily designed; it can be a first-order function of driving speed, a second-order function, or other forms of function.

[0104] The idling distances 612 and 622 can be calculated based on the driving speed and idling time, for example, by multiplying them. Idle time is, for example, the time from the occurrence of a communication interruption until the interruption is detected, which varies depending on the communication line.

[0105] In this embodiment, the idle time is set to a value equal to the communication delay time of each communication line. That is, if neither the location information nor the emergency stop signal is received within a period equivalent to the communication delay time, a communication interruption is determined to have been detected. Furthermore, the communication delay time of each communication line can be predetermined and stored as described above.

[0106] The location information errors 613 and 623 are fixed values. They can be set to the same value or different values ​​for each communication line.

[0107] As a specific example, if the elapsed time after the unmanned dump truck 10 last received the location information of the manned vehicle 20 using the second communication line exceeds the communication delay time of the second communication line, it is determined that a communication interruption was detected on the second communication line. The same judgment can be made for the first communication line.

[0108] The following summarizes the above explanation. The reference distance Y is a constant. Braking distances 611 and 621 are constants, or can be calculated using a function that includes the driving speed involved in each condition as a variable. As mentioned above, since the idling time is a different constant for each condition, the idling distances 612 and 622 are also calculated using functions that include the driving speed as a variable. Position information errors 613 and 623 are both constants. Therefore, the reference distance Y can be represented by an equation that includes the driving speed involved in each condition as a variable, and the driving speed involved in each condition can be calculated by solving this equation. The specific calculations used to solve the equations can be appropriately designed by those skilled in the art based on known techniques.

[0109] The following, such as Figure 6 As shown, specific examples of the methods for calculating the driving speed are explained for the cases where only the first communication line is established and the cases where a second communication line is established in addition to the first communication line.

[0110] First, let's explain the case where only the first communication line is established. The reference distance Y is set to 35m. The position information error 613 when only the first communication line is established is set to 10m. The braking distance 611 is set to a fixed value of 10m. In this case, the idle distance 612 is 35 - 10 - 10 = 15 [m]. If the communication delay time of the first communication line is set to 3 seconds, then the second speed V2 = 15 / 3 = 5 [m / s] = 18 [km / h].

[0111] Therefore, when the unmanned dump truck 10 determines that the distance X between itself and the manned vehicle 20 is less than the reference distance Y, it decelerates to a speed of 18 km / h and passes the manned vehicle 20 at 18 km / h. Afterwards, they move away from each other, and the distance X exceeds the reference distance Y. In this case, the unmanned dump truck 10 travels at a predetermined normal speed V0. This normal speed V0 is a speed greater than both the first speed V1 and the second speed V2, for example, 60 km / h. Thus, by designing the normal speed V0 to be greater than both the first speed V1 and the second speed V2, the operational efficiency under normal conditions is improved.

[0112] Next, the case where a second communication line is established in addition to the first communication line will be explained. The reference distance Y is also set to 35m, and the position information error 623 is also set to 10m. The braking distance 621 is set to a fixed value of 15m. In this case, the idle distance 622 is 35 - 10 - 15 = 10 [m]. If the communication delay time of the second communication line is set to 1 second, then the first speed V1 = 10 / 1 = 10 [m / s] = 36 [km / h].

[0113] Therefore, when the unmanned dump truck 10 determines that the distance X between it and the manned vehicle 20 is less than the reference distance Y, it decelerates to 36 km / h and passes the manned vehicle 20 at 36 km / h while ensuring safety. In this way, it can continue to travel at a speed greater than the speed of the unmanned dump truck 10 when using the first communication line (18 km / h), reducing unnecessary deceleration of the autonomous vehicle while maintaining safety. This achieves a balance between improved safety and increased productivity.

[0114] Furthermore, the above description describes a method of increasing the deceleration speed while ensuring safety when the unmanned dump truck 10 and the manned vehicle 20 pass each other. However, a method of shortening the deceleration time while ensuring safety when the unmanned dump truck 10 and the manned vehicle 20 pass each other can also be adopted.

[0115] Next, refer to Figure 7 The timing diagram illustrates the overall process of manned vehicle 20, unmanned dump truck 10, relay base station 4, and integrated base station 5 when the second communication line is established. Unmanned dump truck 10 travels at a predetermined normal speed V0.

[0116] Manned vehicle 20 transmits its location information to relay base station 4 via inter-road communication 520 through the first communication line, i.e., inter-road communication subframe 1520, at predetermined time intervals (e.g., 1 second). Relay base station 4 transmits the location information of manned vehicle 20 to integrated base station 5 via inter-road communication 510 through inter-road communication subframe 1510. Integrated base station 5 transmits the location information of manned vehicle 20 to relay base station 4 via inter-road communication 510 through inter-road communication subframe 1510. Relay base station 4 transmits the location information of manned vehicle 20 to unmanned dump truck 10 via inter-road communication 520 through inter-road communication subframe 1520. The communication delay time of the first communication line is (T1+T2+T2+T3).

[0117] In addition, the manned vehicle 20 also transmits its own location information directly via the second communication line, namely the inter-vehicle communication subframe 1550, using the inter-vehicle communication 550 at predetermined time intervals (e.g., 1 second). The communication delay time of the second communication line is only T4.

[0118] The unmanned dump truck 10 can receive a second communication line by the approach of the manned vehicle 20, that is, establish a second communication line. Furthermore, when the manned vehicle 20 approaches, the workshop distance X is less than or equal to the reference distance Y. When the workshop distance X is less than or equal to the reference distance Y, the unmanned dump truck 10 determines whether a second communication line has been established.

[0119] If a second communication line is established, the unmanned dump truck 10 sets its maximum speed to a first speed V1. The specific speed control process at this time can be appropriately designed by those skilled in the art. Furthermore, during periods when the distance between the truck and the station X is less than or equal to the reference distance Y, the unmanned dump truck 10 can receive the location information of the manned vehicle 20 transmitted via the second communication line to calculate the distance between the truck and the station X.

[0120] Then, as the manned vehicle 20 moves away from the unmanned dump truck 10, it is determined that the distance X between the manned vehicle 20 and the unmanned dump truck 10 exceeds a reference distance Y. When the distance X exceeds the reference distance Y, the unmanned dump truck 10 sets its maximum speed to the normal speed V0. The specific speed control process at this time can be appropriately designed by those skilled in the art.

[0121] Next, refer to Figure 8 The timing diagram illustrates the overall process of manned vehicle 20, unmanned dump truck 10, relay base station 4, and integrated base station 5 when a second communication line has not been established. Manned vehicle 20 travels at a predetermined normal speed V0.

[0122] and Figure 7 Similarly, in the case of manned vehicle 20, the first communication line and the second communication line are used to send its own location information.

[0123] The unmanned dump truck 10 is designed to receive a second communication line when a manned vehicle 20 approaches; however, depending on the wireless environment, there may be situations where the second communication line is not established. When the manned vehicle 20 approaches and the distance X between the vehicle and the truck is less than the reference distance Y, it is determined that the second communication line has not been established. In this case, the unmanned dump truck 10 sets its maximum speed to a second speed V2. The specific speed control process at this time can be appropriately designed by those skilled in the art. In this case, the unmanned dump truck 10 receives the position information of the manned vehicle 20 transmitted using the first communication line to calculate the distance X between the vehicle and the truck.

[0124] Then, when the manned vehicle 20 moves away from the unmanned dump truck 10, it... Figure 7 Similarly, the unmanned dump truck 10 sets its maximum speed to the normal speed V0.

[0125] In addition, although not shown in the figure, an emergency stop signal is sent along with the location information, and the unmanned dump truck 10 can be brought to an emergency stop at any time from the manned vehicle 20 by operating the emergency stop button.

[0126] Furthermore, a second communication line is established when the distance X between the manned vehicle 20 and the unmanned dump truck 10 becomes less than or equal to the reference distance Y. Subsequently, when the second communication line is not established during the period when the distance X between the manned vehicle 20 and the unmanned dump truck 10 is less than or equal to the reference distance Y, speed control is performed to change the driving speed of the unmanned dump truck 10 from the first speed V1 to the second speed V2.

[0127] As explained above, according to the vehicle control system of this first embodiment, when it is determined that the distance X between the unmanned dump truck 10 and the manned vehicle 20 is less than or equal to a predetermined reference distance Y, the unmanned dump truck 10 determines whether a second communication line has been established. Furthermore, when a second communication line has been established and communication is possible, compared to the case where this is not the case, the driving speed of the unmanned dump truck 10 can be increased or the deceleration time shortened, thereby improving the efficiency of mining operations.

[0128] Furthermore, the method for determining whether a second communication line has been established can be arbitrarily designed by those skilled in the art. For example, it can be based on received power, bit error rate, packet error rate, etc., but is not limited to these.

[0129] According to this first embodiment, a vehicle control system that can improve productivity while ensuring safety can be provided.

[0130] Furthermore, while the above description illustrates control that slows down the unmanned dump truck 10 upon approach, control measures such as causing the unmanned dump truck 10 to detour via a circuit can also be implemented instead of slowing down. That is, as long as a method is adopted to avoid collisions between the unmanned dump truck 10 and other vehicles, the collision avoidance method is not limited to a specific method.

[0131] [Example of the structure of vehicle-mounted transmitting terminal 2]

[0132] Figure 9The block diagram illustrates a structural example of the vehicle-mounted transmitting terminal 2 according to the above embodiment. As an example, the vehicle-mounted transmitting terminal 2 includes a transceiver antenna 101, a wireless device 102, a power supply device 105, a display device 106, an emergency stop button 107, a controller 108, a GPS receiver 109, and a GPS antenna 110. Furthermore, the controller 108 includes a microcomputer device 104 and a baseband device 103. The functions of the baseband device 103 can also be performed by the wireless device 102.

[0133] The power supply unit 105 consists of a battery 810 and a voltage converter 811, etc. The power supply unit 105 has the following function: after the power supplied from the battery 810 is converted into the required voltage by the voltage converter 811, it is supplied to various parts in the vehicle-mounted transmitting terminal 2.

[0134] The display device 106 comprises LEDs, a liquid crystal display, etc., and is connected to the power supply device 105 and the microcomputer device 104. The display device 106 has the function of notifying the operator of the normality of the power supply and the result of determining whether the wireless area is outside the service area.

[0135] The emergency stop button 107 is connected to the microcomputer device 104 of the controller 108 and includes an operating button for the operator to command the unmanned dump truck 10 to stop urgently. Similar to the emergency stop input device 32 of the control center 30, the emergency stop button 107 commands the unmanned dump truck 10 to stop urgently; this emergency stop button 107 is located in the vehicle-mounted delivery terminal 2. The emergency stop button 107 can be configured to detect the operator's instruction by pressing it. Furthermore, it is preferable that the emergency stop button 107 has a mechanism that locks it when pressed and allows it to be pressed continuously without being unlocked.

[0136] GPS receiver 109 is connected to a microcomputer device 104 that includes GPS antenna 110 and controller 108, and acquires location information indicating the current location of the manned vehicle 20 from GPS received signals received via GPS antenna 110. GPS receiver 109 periodically (e.g., every 1 second) outputs the location information indicating the current location of the manned vehicle 20 to microcomputer device 104.

[0137] The microcomputer device 104 of the controller 108 is a microcomputer. The microcomputer device 104 is connected to the display device 106, the emergency stop button 107, the baseband device 103, and the GPS receiver 109.

[0138] The microcomputer device 104 includes a CPU 801 (arithmetic processing unit) and a storage device 802 (main memory, flash memory, etc.). The CPU 801 executes programs stored in the storage device 802, thereby performing the functions described below.

[0139] The microcomputer device 104 may be composed of integrated circuits or the like. In addition to the functions mentioned above, the microcomputer device 104 also determines whether the power supply device 105 is operating normally and whether the manned vehicle 20 is outside the service area of ​​the wireless area formed by each relay base station 4 and the integrated base station 5.

[0140] The baseband device 103 of the controller 108, composed of integrated circuits or the like, is a unit that communicates with other devices using a time-division multiplexing method. The baseband device 103 outputs signals within pre-allocated subframes obtained by dividing a predetermined unit time (e.g., 1 second) into multiple subframes, or within subframes allocated to itself via inter-path communication 510. The baseband device 103, under control from the microcomputer device 104, controls the wireless device 102 to transmit signals within its allocated subframes.

[0141] The wireless device 102, under the control of the baseband device 103, performs error correction coding, modulation, frequency conversion, filtering, amplification, and other processing on the data output from the baseband device 103 to generate a wireless signal. The wireless device 102 then transmits the generated wireless signal to the transceiver antenna 101.

[0142] Next, refer to Figure 10 The flowchart details the operation of the vehicle-mounted transmitting terminal 2. It is implemented according to a predetermined time period (e.g., 1 second). Figure 10 The flowchart.

[0143] As a first communication method, the vehicle-mounted transmitting terminal 2 sets parameters to cause the baseband device 103 of the vehicle-mounted transmitting terminal 2 to operate in the first communication line (step S002). For example, the modulation method and coding rate used in the first communication line are set.

[0144] In parallel, as a second communication method, the vehicle-mounted transmitting terminal 2 sets parameters to cause the baseband device 103 of the vehicle-mounted transmitting terminal 2 to operate in the second communication line (step S006). For example, the modulation method and coding rate used in the second communication line are set.

[0145] After the communication method of the first communication line is set, the GPS antenna 110 of the vehicle-mounted transmitting terminal 2 receives GPS signals (step S003), and the GPS receiver 109 obtains location information indicating the current location of the manned vehicle 20 based on the GPS signals (step S004). Then, the microcomputer device 104 generates its own location information data for the first communication line (step S005).

[0146] After the communication method of the second communication line is set, the same actions as in steps S003 and S004 are performed in steps S007 and S008. The microcomputer device 104 generates its own location information data for the second communication line (step S009).

[0147] Next, the process moves to step S010, where it is determined whether the emergency stop button 107 has been pressed. If it is determined that the button has not been pressed (No in step S010), the microcomputer device 104 generates an emergency stop signal "0" in the application layer 123 (step S011). On the other hand, if it is determined that the emergency stop button 107 has been pressed (Yes in step S010), the microcomputer device 104 generates an emergency stop signal "1" in the application layer 123 (step S012). The emergency stop signal "1" is an emergency stop command signal.

[0148] Then, the microcomputer device generates transmission data containing the acquired location information and an emergency stop signal (step S013). After the transmission processing required for functional safety is implemented in the secure communication layer 122, the generated transmission data is transmitted (step S014). The baseband device 103 performs the transmission processing required for wireless communication on the received data in the wireless communication layer 121.

[0149] When the data processed by the transmission method is transmission data generated according to the first communication method, the timing for transmitting the data in the corresponding time slot of the inter-vehicle communication subframe 1520 is output to the wireless device 102 (step S015). When the data processed by the transmission method is transmission data generated according to the second communication method, the timing for transmitting the data in the corresponding time slot of the inter-vehicle communication subframe 1550 is output to the wireless device 102 (also step S015).

[0150] The wireless device 102 performs modulation, frequency conversion, filtering, amplification, and other processing on the data received from the baseband device 103, and outputs an acknowledgment response signal from the transceiver antenna 101 (step S016). After step S016 is completed, the loop returns to the start every 1 second (S001).

[0151] By following Figure 10 The flowchart describes the operation of the system, which periodically sends its location information. During the period when the emergency stop button 107 is pressed ("Yes" in S010), it continuously sends an emergency stop signal as "1" (i.e., sends an emergency stop command signal). Conversely, if the emergency stop button 107 is released ("No" in S010), the microcomputer device 104 sends an emergency stop signal as "0".

[0152] In addition, through Figure 10The communication methods of the first and second communication lines can be executed in parallel, ensuring stable communication even if the communication distances of the first and second communication lines are significantly different. Furthermore, the accuracy of the location information based on the first communication line can differ from the accuracy of the location information based on the second communication line.

[0153] Even without a second communication line, the vehicle can reliably transmit its location information and emergency stop signals via the first communication line, thus ensuring safety. On the other hand, with a second communication line established, the unmanned dump truck 10 can accelerate its deceleration or shorten its deceleration time, thereby increasing productivity.

[0154] Furthermore, in the above embodiments, the implementation method is described using an unmanned dump truck at a mining site as an example. However, autonomous vehicles are not limited to unmanned dump trucks at mines; they can also be manned dump trucks, construction machinery at construction sites, etc.

[0155] As detailed above, according to this embodiment, it is possible to accelerate the deceleration of an autonomous unmanned dump truck or shorten the deceleration time, and to remotely stop a moving transport vehicle in an emergency.

[0156] Furthermore, the present invention is not limited to the embodiments described above, and includes various modifications. For example, the embodiments described above are detailed for the purpose of easily understanding and explaining the present invention, and are not limited to having all the structures described. Additionally, a portion of the structure of one embodiment can be replaced with the structure of another embodiment, and it is also possible to add structures of other embodiments to the structure of one embodiment. Furthermore, for a portion of the structure of each embodiment, other structures can be added, deleted, or replaced. Furthermore, some or all of the above-described structures, functions, processing units, processing units, etc., can be implemented in hardware, for example, by designing using integrated circuits. Additionally, the above-described structures, functions, etc., can also be implemented in software by having a processor interpret and execute programs for implementing each function. Information such as programs, tables, and files that implement each function can be stored in recording devices such as memory, hard disks, SSDs (Solid State Drives), or recording media such as IC cards, SD cards, and DVDs.

[0157] Explanation of reference numerals in the attached figures

[0158] 1…Portable transmitting terminal (terminal), 2…Vehicle-mounted transmitting terminal (terminal), 3…Vehicle-mounted receiving terminal, 4…Relay base station (wireless base station), 5…Integrated base station (wireless base station), 10…Unmanned dump truck (autonomous driving vehicle), 20…Manned vehicle, 30…Control center, 31…Operation management system, 32…Emergency stop input device (terminal), 33…Wired line, 100…Road, 101…Transmitting and receiving antenna, 102…Wireless device, 103…Baseband device, 104…Microcomputer device, 105…Power supply device, 106…Display device, 107…Emergency stop Stop button, 108… controller, 109… GPS receiver, 110… GPS antenna, 200… loading area, 300… unloading area, 500… control communication, 510… inter-road communication (first communication line), 520… inter-road communication (first communication line), 530… inter-road communication, 540… inter-road communication, 550… inter-road communication (second communication line), 600… movable range, 1000… vehicle control system, T1~T4 communication delay time, V0… normal speed, V1… first speed, V2… second speed, X… inter-road distance, Y… reference distance.

[0159] All publications, patents and patent applications cited in this specification are incorporated herein by reference.

Claims

1. A vehicle control system, characterized in that, have: Autonomous vehicles; People and vehicles; as well as Multiple communication lines connecting the autonomous vehicle to the manned vehicle. The manned vehicle uses the first communication line to transmit its location information. The autonomous vehicle uses the first communication line to receive the location information of the manned vehicle. Based on the location information of the manned vehicle and the location information of the autonomous vehicle, the autonomous vehicle determines whether the inter-vehicle distance between the autonomous vehicle and the manned vehicle is below a reference distance. When the distance between the autonomous vehicle and the manned vehicle is less than the reference distance, the autonomous vehicle determines whether a second communication line has been established between the autonomous vehicle and the manned vehicle, with a different communication path than the first communication line. If the second communication line is established, the autonomous vehicle sets its maximum speed to a first speed. If the second communication line is not established, the autonomous vehicle sets its maximum speed to a second speed that is not zero. The communication delay time of the second communication line is less than that of the first communication line. The first speed is greater than the second speed.

2. The vehicle control system according to claim 1, characterized in that, The first communication line is a communication line via a wireless base station. The second communication line is a communication line that does not go through a wireless base station.

3. The vehicle control system according to claim 1, characterized in that, The vehicle control system also includes a terminal capable of sending an emergency stop command signal to instruct the autonomous vehicle to stop.

4. The vehicle control system according to claim 3, characterized in that, The manned vehicle is equipped with the terminal and uses the first communication line to send the emergency stop command signal.

5. The vehicle control system according to claim 1, characterized in that, The first communication line and the second communication line are used in a time-division multiplexing manner in mutually overlapping frequency bands.

6. The vehicle control system according to claim 1, characterized in that, If the distance between the vehicles exceeds the reference distance, the upper limit of the autonomous vehicle's speed is set to a predetermined normal speed. The normal speed is greater than the first speed and the second speed.

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