Vehicle Management System

Abstract

Upon receiving a request for permission to drive within the standby area of ​​the first unmanned vehicle, which is stopped in the standby area, the system calculates the departure time difference between the arrival time of the first unmanned vehicle at its deceleration start position and the arrival time of the second unmanned vehicle in the loading area from the receipt of the loading completion notification to its departure from the loading area release position. Based on the receipt time of the loading completion notification and the departure time difference, the system calculates the departure time of the first unmanned vehicle. After the departure time has elapsed, the system outputs a driving permission for the first unmanned vehicle within its standby area. This reduces the time required for changing unmanned vehicles in the loading position, thereby improving productivity.

Description

Technical Field

[0001] This invention relates to vehicle management systems. Background Technology

[0002] In open-pit mines and similar facilities, a vehicle management system is used that consists of self-driving dump trucks (i.e., unmanned vehicles) that do not require an operator to drive, and a control station that communicates with the unmanned vehicles via wireless communication lines.

[0003] As a technology involving vehicle management systems, for example, the technology described in Patent Document 1 is known. Patent Document 1 discloses a vehicle driving system that generates a vehicle driving path for a vehicle to travel from the entrance point of a loading yard to the loading point where the loader is located, and causes the vehicle to travel along the generated driving path. This vehicle driving system includes: a driving path generation mechanism that generates a driving path from the entrance point to the loading point via a standby point near the loading point based on the location information of the loading point and the entrance point; a first driving control mechanism that causes the vehicle to travel along the driving path from the entrance point to the standby point based on the information of the driving path generated by the driving path generation mechanism; a standby mechanism that causes the vehicle to stand by at the standby point until permission is obtained from the loader; and a partial driving path generation mechanism that, when the vehicle is standing by at the standby point or during travel from the entrance point to the standby point, if the loader gives an instruction to the control device and / or the vehicle to change the location of the loading point, based on... The system generates a partial driving path from the standby point to the loading point after the location change, based on the location information of the loading point after the location change and the location information of the standby point on the driving path before the loading point moves; and a second driving control mechanism, which, when the vehicle is waiting at the standby point and during the driving process from the entrance point to the standby point, without any instruction from the loader to the control device or / or the vehicle to change the location of the loading point, drives the vehicle along the driving path generated by the driving path generation mechanism to the loading point, and when the vehicle is waiting at the standby point or during the driving process from the entrance point to the standby point, and has an instruction to change the location of the loading point, drives the vehicle along the partial driving path generated by the partial driving path generation mechanism to the loading point after the location change, based on the information of the partial driving path generated by the partial driving path generation mechanism.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: International Publication No. 2011 / 090093 Summary of the Invention

[0007] In the aforementioned prior art, on the driving path of the unmanned vehicle, a standby point, such as a turnaround point, is set near the loading point as a point where the vehicle should stand by until it obtains permission from the loader. The aim is to enable the unmanned vehicle to continuously drive to the standby point, i.e., near the loader, without stopping, thereby seeking to improve production efficiency.

[0008] However, the standby point needs to be set at a distance sufficient from the loading point to prevent contact between the unmanned vehicles. Especially in open-pit mines, where large unmanned vehicles are often used, the standby point must be set at a location somewhat separate from the loading point to account for the distance required for acceleration and deceleration. Furthermore, in conventional technologies that do not consider the timing of vehicle departure from the standby point, the time required for vehicle replacement at the loading point increases, reducing productivity.

[0009] The present invention was made in view of the above circumstances, and its object is to provide a vehicle management system that can shorten the time required for the replacement of unmanned vehicles in loading locations and improve productivity.

[0010] This application includes multiple solutions to the aforementioned problems, but one example is a vehicle management system that is wirelessly connected to multiple unmanned vehicles, loading machinery, and a control center. The multiple unmanned vehicles, capable of autonomous driving, transport objects and include at least a first unmanned vehicle and a second unmanned vehicle. The loading machinery performs loading operations relative to the multiple unmanned vehicles, loading the objects to be transported. The control center controls and manages the loading machinery and the multiple unmanned vehicles. The vehicle management system includes an unmanned vehicle control device that obtains vehicle body information including position information indicating the location of the multiple unmanned vehicles in the work area and orientation information indicating their direction. Based on the driving permits granted to multiple unmanned vehicles, the autonomous driving of multiple unmanned vehicles is controlled, and a driving permit request is output. The driving permit request requests driving permits within the driving intervals defined for each of the multiple unmanned vehicles in the multiple driving intervals that constitute the driving path for the multiple unmanned vehicles to drive in; a loading completion notification input device outputs a loading completion notification indicating that the loading operation of the unmanned vehicle stopped at the loading position has been completed, based on the input operation of the loading machinery operator. The loading position is a pre-set position on the driving path as the position where the loading operation of loading the transported object into the unmanned vehicle is carried out.The control device sets driving paths for multiple unmanned vehicles based on map information including a pre-determined work plan for the work site and information on the location and speed limits of multiple driving paths. It also outputs driving permits within specified driving sections on the set driving paths to the multiple unmanned vehicles based on driving permit requests from the unmanned vehicle control device. The control device is configured to set a loading section and a standby section. The loading section is a driving section including the loading position and can only be entered by one unmanned vehicle at a time. The standby section is a driving section adjacent to the loading section and is used for unmanned vehicles moving towards the loading section to wait. Upon receiving a driving permit request from a first unmanned vehicle stopped in the standby section, it calculates the departure times of the first and second unmanned vehicles based on the arrival time of the deceleration start position and the arrival time of the loading section release position. The time difference is calculated based on the time of receiving the loading completion notification for the second unmanned vehicle and the departure time difference to determine the departure time of the first unmanned vehicle. After the departure time has elapsed, a driving permit for the first unmanned vehicle within the standby zone is output. The deceleration start position arrival time is the time from departure for the first unmanned vehicle until it reaches the deceleration start position where it should begin deceleration to stop before entering the loading zone. The loading zone release position arrival time is the time from departure for the second unmanned vehicle until it reaches outside the loading zone after receiving the loading completion notification for the second unmanned vehicle located within the loading zone. The departure time difference between the first and second unmanned vehicles is the departure time difference by which the second unmanned vehicle arrives outside the loading zone before the first unmanned vehicle reaches the deceleration start position, by a predetermined margin.

[0011] Invention Effects

[0012] According to the present invention, the time required for changing unmanned vehicles in the loading location can be shortened, and productivity can be improved. Attached Figure Description

[0013] Figure 1 This is a diagram showing the overall structure of a vehicle management system.

[0014] Figure 2 This is a diagram showing the appearance of a hydraulic excavator, which is an example of a loading machine.

[0015] Figure 3 This is a diagram showing an overview of the driver's seat located inside the cab.

[0016] Figure 4This is a side view schematically showing the appearance of a dump truck as an example of an unmanned vehicle.

[0017] Figure 5 This is a functional block diagram representing the vehicle management system.

[0018] Figure 6 This is an example diagram of a table representing vehicle allocation management information.

[0019] Figure 7 This is a diagram showing an example of a table representing regulatory information stored within the regulatory information storage department.

[0020] Figure 8 This is a diagram showing an example of a travel path set within the work area where loading operations are carried out.

[0021] Figure 9 This is a flowchart illustrating the processing steps for issuing vehicle permits within the control and management system.

[0022] Figure 10 This is a flowchart representing the processing content for estimating the opening time of the loading area.

[0023] Figure 11 This diagram illustrates the processing principle of the loading interval opening time estimation process.

[0024] Figure 12 This is a flowchart representing the processing content for estimating the arrival time of the deceleration start position.

[0025] Figure 13 This diagram illustrates the processing principle of estimating the arrival time of the deceleration start position.

[0026] Figure 14 This is a flowchart representing the processing steps involved in determining the departure time.

[0027] Figure 15 This diagram illustrates the processing principle behind determining departure times.

[0028] Figure 16 This diagram illustrates the processing principle behind determining departure times.

[0029] Figure 17 This diagram illustrates the processing principle behind determining departure times.

[0030] Figure 18 It is a diagram illustrating what vehicle management looks like.

[0031] Figure 19 It is a graph showing the changes in the position and speed of unmanned vehicles.

[0032] Figure 20This is a diagram illustrating, as a comparative example, what vehicle management looks like in conventional technology.

[0033] Figure 21 It is a graph showing the changes in the position and speed of unmanned vehicles.

[0034] Figure 22 This is a flowchart illustrating the processing content of the vehicle dispatching process in the control device of the second embodiment.

[0035] Figure 23 This is a diagram illustrating the calculation principle of the optimal driving speed in the second embodiment.

[0036] Figure 24 This is a diagram illustrating the calculation principle of the optimal driving speed in a variation of the second embodiment.

[0037] Figure 25 This is a flowchart illustrating the processing content of the vehicle dispatching process in the control device of the third embodiment.

[0038] Figure 26 This is a diagram illustrating the processing principle of the driving permit output in the fourth embodiment.

[0039] Figure 27 This is a diagram showing what vehicle management looks like in the fourth embodiment.

[0040] Figure 28 This is a diagram illustrating an example of the travel path in the fifth embodiment. Detailed Implementation

[0041] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Furthermore, in this embodiment, a dump truck is cited as an example of a transport vehicle that is managed by a vehicle management system, and a hydraulic excavator is cited as an example of a loading machine. However, the present invention can also be applied to vehicle management systems that manage other transport vehicles and loading machines.

[0042] <First Embodiment>

[0043] Side reference Figures 1 to 21 The first embodiment of the present invention will be described below.

[0044] Figure 1 This is a diagram showing the overall configuration of the vehicle management system in this embodiment.

[0045] like Figure 1As shown, the vehicle management system 100 is a system used at work sites such as open-pit mines, including: one or more loading machines 10 for excavation and loading operations; one or more unmanned vehicles 20 (unmanned vehicle 20-1, unmanned vehicle 20-2) for transporting objects such as soil and sand loaded from the loading machines 10; and a control station 30 for managing the allocation of unmanned vehicles 20 and controlling traffic. The loading machines 10, unmanned vehicles 20, and control station 30 are configured to communicate with each other via wireless communication lines 40. Specifically, multiple wireless base stations 41 are set up in open-pit mines, etc., and the loading machines 10, unmanned vehicles 20, and control station 30 exchange information with each other through these wireless base stations 41.

[0046] In this embodiment, the traffic control method used for the control station 30 is as follows: based on the position of each unmanned vehicle 20, exclusive driving permission is granted for a portion of the transport path 60 (driving section) segmented by nodes on the map data representing the transport path 60 (so-called driving permission section control method). In the driving permission section control method, for example, when the vehicle requests permission to drive in the preceding driving section, if the preceding driving section for which permission is requested has already been granted permission to other unmanned vehicles or is set to be off-limits, then the vehicle is not granted permission to drive in that preceding driving section. Therefore, the vehicle stops at, for example, the end of the currently permitted section and waits until it is granted permission to drive in the preceding driving section.

[0047] Figure 2 This is a diagram showing the appearance of a hydraulic excavator as an example of a loading machine. Furthermore, the loading machine 10 is not limited to a hydraulic excavator; it could also be, for example, a wheel loader.

[0048] like Figure 2 As shown, the hydraulic excavator (loading machinery) 10 comprises a multi-joint type front unit 10A, an upper rotating body 10B, and a lower traveling body 10C, which are formed by connecting a boom 191, a stick 192, and a bucket 193, which rotate in the vertical direction, respectively. In addition, a cab 197 for the operator is arranged at the upper front of the upper rotating body 10B.

[0049] The base end of the boom 191 of the front device 10A is rotatably supported on the front of the upper rotating body 10B. One end of the stick 192 is rotatably supported on an end (front end) different from the base end of the boom 191, and the bucket 193 is rotatably supported on the other end of the stick 192. The boom 191, stick 192, bucket 193, upper rotating body 10B, and lower traveling body 10C are driven by the boom hydraulic cylinder 194, stick hydraulic cylinder 195, bucket hydraulic cylinder 196, and a rotary motor (not shown) and left and right travel motors, respectively. Hereinafter, the boom hydraulic cylinder 194, stick hydraulic cylinder 195, bucket hydraulic cylinder 196, rotary motor, and left and right travel motors are sometimes collectively referred to as the vehicle body drive unit 180 (see below). Figure 5 ).

[0050] Figure 3 This is a diagram showing an overview of the driver's seat located inside the cab.

[0051] like Figure 3 As shown, the driver's seat 172 located in the driver's cab 197 is equipped with operating levers 171 (right operating lever 171-1, left operating lever 171-2) that output operating signals for operating hydraulic actuators 194-196, etc. The operating levers 171 can tilt forward, backward, left, and right. A detection device (not shown) electrically detects the tilt amount of the lever as an operating signal, that is, the lever operation amount, and outputs the lever operation amount detected by the detection device via electrical wiring. That is, the operation of hydraulic actuators 194-196, etc., is distributed in the forward / backward or left / right directions of the operating lever 171, respectively. Hereinafter, the operating lever 171, including the right operating lever 171-1 and the left operating lever 171-2, will sometimes be referred to as the vehicle body operation input device 171 (see below). Figure 5 ).

[0052] Additionally, a loading completion notification input device 170 is provided on the upper part of the operating lever 171 (e.g., the right operating lever 171-1) as a switch that can be operated quickly, for example, by the right thumb, while the operating lever 171 is held.

[0053] The loading completion notification input device 170 outputs a loading completion notification indicating that the loading operation of the unmanned vehicle 20, which is stopped at the loading position, is a position preset on the travel path as the position where the loading operation is carried out by the loading machinery (hydraulic excavator 10) loading the transported object onto the unmanned vehicle 20.

[0054] Furthermore, the loading completion notification input device 170 can be configured in a manner that allows the operator to easily operate it, such as a switch on the driver's seat 172, and does not necessarily need to be a switch located on the upper part of the operating lever 171. For example, as long as the operator can perform the input operation while performing normal operations such as loading, it can be a mechanism other than a switch, and it does not need to be located on the upper part of the operating lever 171.

[0055] Figure 4 This is a side view schematically illustrating the appearance of a dump truck as an example of an unmanned vehicle (transportation vehicle). Furthermore, Figure 4 In the figure, only one of the left and right pairs of structures such as the driven wheel, drive wheel and travel motor is shown and labeled with the reference numerals. For the other pair, the reference numerals are only marked in parentheses and the figure is omitted.

[0056] like Figure 4 As shown, the unmanned dump truck 20, for example, is an electric dump truck, and its general configuration includes: a chassis 281 extending in the longitudinal direction and forming a supporting structure; a cargo box (hopper) 285 disposed on the upper part of the chassis 281 in a longitudinal direction and whose lower rear end is tiltable to the chassis 281 via a pin joint 285a; a pair of driven wheels (front wheels) 282L, 282R disposed on the lower front side of the chassis 281; and a rear wheel disposed on the lower side of the vehicle body. The vehicle comprises a pair of drive wheels (rear wheels) 283L and 283R on the left and right sides; a cab 284 located on the upper front side of the chassis 281; a fuel tank 289 located below the chassis 281; an engine (not shown) mounted on the chassis 281 and driven by fuel supplied from the fuel tank 289; and an electric drive system including travel motors 290L and 290R that use electricity output from a generator connected to and driven by the engine to drive the wheels (drive wheels 283L and 283R). The travel motors 290L and 290R, along with a reducer (not shown), are housed together in the rotating shaft portion of the drive wheels 283L and 283R. The chassis 281 and the cargo box 285 are connected by a lifting hydraulic cylinder 286, which causes the cargo box 285 to rotate around the pin joint 285a by extending and retracting the lifting hydraulic cylinder 286.

[0057] Figure 5 This is a functional block diagram representing the vehicle management system.

[0058] like Figure 5 As shown, the vehicle management system 100 is configured to enable multiple autonomous unmanned vehicles 20, loading machinery 10, and control station 30 to communicate with each other wirelessly. The multiple unmanned vehicles 20 transport objects such as soil and sand, the loading machinery 10 loads the objects transported by the multiple unmanned vehicles 20, and the control station 30 controls and manages the loading machinery 10 and the multiple unmanned vehicles 20.

[0059] Each of the multiple unmanned vehicles 20 is equipped with an unmanned vehicle control device 200, which obtains vehicle body information including position information indicating the location of the unmanned vehicle 20 in the work site and orientation information indicating the direction. Based on the driving permission of the unmanned vehicle 20, the device controls the autonomous driving of the unmanned vehicle 20 and outputs a driving permission request. The driving permission request is a request to allow driving within a specified driving section of multiple driving sections that constitute the driving path for the unmanned vehicle 20.

[0060] The loading machinery 10 is equipped with a loading completion notification input device 170, which outputs a loading completion notification indicating that the loading operation of the unmanned vehicle 20 stopped at the loading position has been completed according to the input operation of the operator of the loading machinery 10. The loading position is a position preset on the travel path as the position where the loading operation of the loading machinery 10 loads the transported object onto the unmanned vehicle 20.

[0061] The control station 30 is equipped with a control device 310, which sets the driving path for multiple unmanned vehicles 20 based on map information including the pre-determined work plan for the work site and the location and speed limit information of multiple driving paths, and outputs driving permission for the specified driving section on the driving path set for the multiple unmanned vehicles 20 based on the driving permission request from the unmanned vehicle control device 200.

[0062] also, Figure 5 In this context, the loading machinery 10 and the unmanned vehicle 20 each represent one unit, but if there are two or more units, they each have the same configuration.

[0063] (Loading machinery 10)

[0064] The loading machinery 10 includes a vehicle body operation input device 171, a vehicle body drive device 180, a loading completion notification input device 170, and a wireless communication device 140.

[0065] The wireless communication device 140 is, for example, a wireless device for connecting to the wireless communication line 40. The wireless communication device 140 transmits and receives information between the unmanned vehicle 20 or the control station 30 via the wireless communication line 40.

[0066] The vehicle body operation input device 171 is the operating lever 171-1 and 171-2, which is located in the driver's seat 172.

[0067] The vehicle body drive unit 180 comprises a boom hydraulic cylinder 194, a stick hydraulic cylinder 195, a bucket hydraulic cylinder 196, a rotary motor, and left and right travel motors, which are driven according to operation signals from the vehicle body operation input device 171. Additionally, the vehicle body drive unit 180 is equipped with an inertial measurement unit (IMU, not shown), which can transmit the attitude information of the vehicle body drive unit 180, or the number of loads obtained based on the attitude information, to the unmanned vehicle 20 and the control center 30 via a wireless communication device 140.

[0068] The loading completion notification input device 170 outputs a loading completion notification indicating that the loading operation of the unmanned vehicle 20, which is stopped at a loading position, has been completed based on input operations from the operator of the loading machinery (hydraulic excavator 10). This loading position is a pre-set location on the travel path where the loading operation is performed, where the loading machinery (hydraulic excavator 10) loads the object to be transported onto the unmanned vehicle 20. The loading completion notification from the loading completion notification input device 170 is transmitted to the unmanned vehicle 20 and the control station 30 via the wireless communication device 140.

[0069] The loading machine 10 is controlled by a control device (not shown). The control device of the loading machine 10 is, for example, a microcomputer composed of a CPU (Central Processing Unit) that performs calculations, a ROM (Read Only Memory) that records the program used for calculations as a secondary storage device, and RAM (Random Access Memory) that stores the calculation process and temporary control variables as a temporary storage device. The microcomputer controls the operation of the loading machine 10 by executing the stored program.

[0070] (20 driverless vehicles)

[0071] The unmanned vehicle 20 includes an unmanned vehicle control device 200, a driving drive device 210, a position and orientation sensor 220, a speed sensor 230, a load sensor 270, a storage device 250, and a wireless communication device 240.

[0072] The driving drive unit 210 drives the unmanned vehicle 20 based on the control signals of the unmanned vehicle control unit 200, and includes, for example, a steering motor for changing the steering angle of the unmanned vehicle 20, driving motors 290L and 290R for driving the unmanned vehicle 20, and brakes.

[0073] The position and orientation sensor 220, such as a GPS (Global Positioning System) device or a magnetic sensor, measures the vehicle's position and orientation, and outputs the measured position and orientation to the unmanned vehicle control device 200. Alternatively, the position and orientation sensor 220 can be a combination of a GPS and an inertial measurement unit (IMU), or it can determine its position using radio waves from a ground-based base station.

[0074] The load sensor 270 measures the weight of the cargo loaded inside the unmanned vehicle 20 (i.e., the load capacity). It can be a weight sensor located in the seating part of the cargo box 285, or the weight can be estimated based on the pressure of the lifting hydraulic cylinder 286 that actuates the cargo box 285. The load capacity measured by the load sensor 270 is output to the unmanned vehicle control device 200.

[0075] Storage device 250 is a non-volatile storage medium capable of reading and writing information, storing an OS (Operating System) and various control programs, applications, databases, etc. Additionally, storage device 250 includes a storage area serving as a map information storage unit 251, which stores map information including a pre-determined work plan for the work site, the location of multiple driving routes, and speed limits.

[0076] The wireless communication device 240 is, for example, a wireless device for connection to the wireless communication line 40. The wireless communication device 240 transmits and receives information between the loading machinery 10 or the control station 30 via the wireless communication line 40.

[0077] The unmanned vehicle control device 200 is composed of, for example, a microcomputer consisting of a CPU (Central Processing Unit) for performing calculations, a ROM (Read Only Memory) for storing the program used for calculations as a secondary storage device, and a RAM (Random Access Memory) for storing the calculation process and temporary control variables as a temporary storage device. It controls the actions of the unmanned vehicle 20 by executing the stored program.

[0078] The unmanned vehicle control unit 200 includes an autonomous driving control unit 201, a vehicle information management unit 202, and a driving permit request unit 203. The vehicle information management unit 202 manages position and orientation information output from the position and orientation sensor 220 and load information output from the load sensor 270, and transmits this information to the control center 30 via a wireless communication device 240. Additionally, the vehicle information management unit 202 outputs position, orientation, and load information to the autonomous driving control unit 201. Furthermore, when the vehicle information management unit 202 receives information regarding the vehicle's driving path and driving permit area from the control control unit 312 (described later) of the control center 30, it outputs the received information to the autonomous driving control unit 201.

[0079] Based on information such as position, orientation, load, driving path, and permitted driving zone output from the vehicle information management unit 202, the autonomous driving control unit 201 generates control signals, including acceleration / deceleration control signals and steering control signals, to enable the unmanned vehicle 20 to drive in a manner that follows the permitted driving path and does not deviate from the permitted driving zone. Furthermore, the autonomous driving control unit 201 outputs these generated control signals to the driving drive unit 210.

[0080] (Control Station 30)

[0081] The control station 30 has a control control device 310, a control storage device 350, and a wireless communication device 340.

[0082] The control storage device 350 is a non-volatile storage medium capable of reading and writing information, storing an OS (Operating System) and various control programs, applications, databases, etc. Within the control storage device 350, there are a vehicle allocation management information storage unit 351, a control information storage unit 352, and a storage area that serves as a map information storage unit 353.

[0083] The wireless communication device 340 is, for example, a wireless device for connecting to the wireless communication line 40, and for transmitting and receiving information between the loading machinery 10 or the unmanned vehicle 20 via the wireless communication line 40.

[0084] The control device 310 is composed of, for example, a microcomputer consisting of a CPU (Central Processing Unit) that performs calculations, a ROM (Read Only Memory) that records the program used for calculations as a secondary storage device, and a RAM (Random Access Memory) that stores the calculation process and temporary control variables as a temporary storage device. It controls the operation of the control station 30 by executing the stored program.

[0085] The control device 310 includes a vehicle allocation management unit 311, a control unit 312, and a substitute vehicle departure time calculation unit 313.

[0086] The vehicle allocation management unit 311 sets the travel route of the unmanned vehicle 20 to its destination. For example, when the unmanned vehicle 20 is in the loading position, the vehicle allocation management unit 311 sets the travel route to the dumping position. On the other hand, when the unmanned vehicle 20 is in the dumping position, the vehicle allocation management unit 311 sets the travel route to the loading position. Furthermore, the travel routes set by the vehicle allocation management unit 311 are stored as vehicle allocation management information, for example, in the vehicle allocation management information storage unit 351 in a table format.

[0087] Figure 6 This is an example diagram of a table representing vehicle allocation management information.

[0088] like Figure 6 As shown, in the vehicle allocation management information, for each vehicle ID of the inherently identified unmanned vehicle 20, the driving path set by the vehicle allocation management unit 311 is recorded as the target path. The target path represents the path from the loading position (node_LP) to the soil discharge position (node_DP) or the path from the soil discharge position (node_DP) to the loading position (node_LP).

[0089] Map information that can be pre-set as a driving path within the target route, such as transport paths between work areas for loading and unloading operations, is stored in the map information storage unit 353 in a form that matches the shape of the transport path. On the other hand, map information that cannot be pre-set as a driving path, such as driving intervals including work locations like loading positions, standby positions, and unloading positions, is generated by the control unit 312 and stored in the map information storage unit 353 when a loading or unloading position is specified as a work location. Furthermore, the control unit 312 can generate only one map information or generate multiple map information. In the case of multiple map information, the vehicle allocation management unit 311 selects one of the multiple map information when setting a driving path for the unmanned vehicle 20.

[0090] Furthermore, when the vehicle allocation management unit 311 sets a driving path for the unmanned vehicle 20, if a completed map information exists for the work area relative to the destination, it simultaneously sets the driving path between work areas and the driving path within the work area. On the other hand, if a completed map information does not exist for the work area relative to the destination, the vehicle allocation management unit 311 first sets the driving path up to the entrance point of the work area that becomes the destination, and then sets the driving path within the work area when the loading position, standby position, soil dumping position, and other work locations within the work area are specified.

[0091] Based on the traffic control information (hereinafter referred to as "control information") stored in the control information storage unit 352, the control unit 312 sets each of the multiple driving sections along the driving path of the unmanned vehicle 20 as a driving permission section that grants a driving permit to only one of the multiple unmanned vehicles 20. In other words, for each of the multiple driving sections, only one unmanned vehicle 20 is granted a driving permit in each driving section, and multiple unmanned vehicles 20 will not be granted driving permits in one driving section.

[0092] Figure 7 This is a diagram showing an example of a table representing regulatory information stored in the regulatory information storage department.

[0093] In the control information, node IDs are associated with "licensed vehicles," which represent unmanned vehicles granted a driving permit relative to the driving section indicated by each node ID (the driving section up to the next node on the path). The control unit 312 sets the permitted driving section ahead as the driving permit section for the unmanned vehicle 20 based on its position. The unmanned vehicle 20 then travels according to the nodes of this set section.

[0094] In this embodiment, a driving permission zone control method is adopted. Therefore, if a driving permission zone prior to a driving permission zone already set for a certain unmanned vehicle 20-1 is set as a driving permission zone for another unmanned vehicle 20-2, the control unit 312 will not permit unmanned vehicle 20-1 to drive within that driving permission zone. In this case, unmanned vehicle 20-1 stops in a manner that does not exceed the end node of the currently permitted driving permission zone and waits until the next zone is permitted to be driven.

[0095] In addition, the control unit 312 generates map information based on the designated work locations in the work area and stores the generated map information in the map information storage unit 353.

[0096] Figure 8 This is a diagram showing an example of a travel path set within the work area where loading operations are carried out.

[0097] like Figure 8 As shown, when the loading point (LP) (node_LP) is specified, the control unit 312 generates a travel path 60 within the work area. The travel path 60 is formed by multiple travel sections including travel sections S1, S2, and S3.

[0098] The loading position (node_LP) is specified by the control unit 312, for example, based on the position information of the loading machine 10. Furthermore, based on the positional relationship with the loading position, the control unit 312 specifies a standby position (node_RP) for the subsequent unmanned vehicle 20-2 to perform standby when other unmanned vehicles 20-1 are in the loading position. In addition, in this embodiment, the loading position and standby position are exemplified as a turnaround position, which is a position where the forward or backward movement of the unmanned vehicle 20 is switched.

[0099] After the control unit 312 specifies the loading position (node_LP) and the standby position (node_RP), the control unit 312 generates map information for the unmanned vehicle 20 to drive based on the nodes (not shown), standby positions (node_RP), and loading positions (node_LP) set at the entrance and exit of the work area.

[0100] Figure 8 In the driving path 60 shown, the driving section S1, including the standby position, is the standby section S1 for the unmanned vehicle 20-2 traveling to the loading position, including the standby position RP, which is set as a turnaround position. Furthermore, driving sections S2 and S3 are respectively the loading section from the standby section to the loading position and the exit section for the unmanned vehicle 20-1 to exit from the loading position, including the loading position LP, which is set as a turnaround position between the loading section S2 and the exit section S3. That is, the loading section S2 and the exit section S3 overlap at the loading position, and the granting of driving permission is considered as a whole. In other words, only one vehicle can enter both driving sections S2 and S3 simultaneously. Therefore, without special distinction, the loading section S2 can be considered to include the exit section S3.

[0101] Furthermore, various methods are considered for generating map information, but for example, it can be done as follows: within the range where driving paths can be generated in the work area, an appropriate path is explored from candidates consisting of a combination of partial elements of the driving path, namely straight lines and arcs, based on indicators such as the shortest path length.

[0102] In addition, for the work area where soil dumping is carried out, the control unit 312 similarly generates map information based on the designated soil dumping location. In this case, the soil dumping location can be designated by the operator of the bulldozer or other equipment operating within the work area, or by an operator remotely operating the equipment from the control station 30.

[0103] When the substitute vehicle departure time calculation unit 313 receives a request for a driving permit for the standby section S2 from the unmanned vehicle 20-2 which is standing at the standby position in the standby section S1, the driving permit for the standby section S1 is output to the unmanned vehicle 20-2 in the following order.

[0104] First, the alternative vehicle departure time calculation unit 313 calculates the deceleration start position arrival time, which is the time from when the unmanned vehicle 20-2 (the first unmanned vehicle) departs from the standby position until it reaches the deceleration start position where it should begin to decelerate in order to stop before entering the loading section S2.

[0105] In addition, the arrival time of the loading interval release position is calculated. This loading interval release position arrival time is the time from when the unmanned vehicle 20-1 (the second unmanned vehicle) located in the loading interval S2 departs from the loading position until it reaches outside the exit interval S3 after receiving the loading completion notification.

[0106] Then, based on the arrival time of the deceleration start position and the arrival time of the loading section release position, the departure time difference between unmanned vehicle 20-1 and unmanned vehicle 20-2 before the unmanned vehicle 20-2 arrives outside the exit section S3 before the predetermined grace time is calculated.

[0107] Furthermore, based on the time difference between receiving the loading completion notification for unmanned vehicle 20-1 and the departure time, the departure time of unmanned vehicle 20-2 is calculated, and after the departure time has elapsed, the driving permission for the standby interval S1 of unmanned vehicle 20-2 is output (which can be said to include the departure permission from the standby position).

[0108] Furthermore, simultaneously with the request for permission to drive in the standby zone S1, the subsequent unmanned vehicle 20-2 also issued a request for permission to drive in the loading zone S2, and simultaneously with the arrival of the preceding unmanned vehicle 20-1 in the exit zone S3, it outputs permission for unmanned vehicle 20-2 to drive in the loading zone S2 (which can be said to include permission to enter from the standby zone S1 to the loading zone S2).

[0109] The following details the specific processing performed by the control device 310.

[0110] Figure 9 This is a flowchart illustrating the processing steps for issuing vehicle permits within the control and management system.

[0111] Figure 9In the process, when the control device 310 receives a driving permission request for the standby section S1 from the unmanned vehicle 20-2 which is stopped at the standby position in the standby section S1 (step S1001), it determines whether there is an unmanned vehicle 20-1 in the loading section S2 (step S1002). If the determination result is no, that is, if there is no unmanned vehicle 20-1 in the loading section, it sends a driving permission for the standby section S1 to the unmanned vehicle 20-2 (step S1007) and ends the process.

[0112] Furthermore, if the determination result in step S1002 is yes, that is, if there is an unmanned vehicle 20-1 in the loading section S2, the vehicle departure time calculation unit 313 performs loading section opening time estimation processing, that is, it estimates the loading section opening time when the unmanned vehicle 20-1 arrives outside the exit section S3 and the loading section S2 is opened (step S1003), and performs deceleration start position arrival time estimation processing, that is, it estimates the time from the departure of the unmanned vehicle 20-2 from the standby position to the arrival of the deceleration start position where it should start deceleration before stopping before entering the loading section S2, that is, the deceleration start position arrival time (step S1004), and performs departure time determination processing, that is, it determines the departure time of the unmanned vehicle 20-2 based on the difference between the receiving time of the loading completion notification for the unmanned vehicle 20-1 and the departure time (step S1005).

[0113] Then, the control device 310 determines whether the departure time calculated in step S1005 has passed (step S1006). If the determination result is negative, the process of step S1006 is repeated until the determination result is positive, that is, until the departure time has passed. Alternatively, if the determination result of step S1006 is positive, that is, if the departure time has passed, a driving permit for the standby section S1 is sent to the unmanned vehicle 20-2 (step S1007), and the process ends.

[0114] Figure 10 This is a flowchart illustrating the processing steps for estimating the opening time of the loading area. Additionally, Figure 11 This diagram illustrates the processing principle of the loading interval opening time estimation process.

[0115] like Figure 10 as well as Figure 11As shown, in the loading interval opening time estimation process, the loading interval opening position xrel is calculated (step S1201), the position x (k = 1, ..., N) with a distance Δx to the loading interval opening position xrel is generated (step S1202), the speed vk at each position xk is calculated (step S1203), the travel time between each segmented position xk is calculated based on the average speed (step S1204), the arrival time Trel to the loading interval opening position is calculated, that is, the loading interval opening time (step S1205), and the process ends.

[0116] Furthermore, if the acceleration (set to be fixed) is set to α, the LP departure delay time is set to TLPdel, the driving permission opening distance is set to Lrel, and the speed limit is set to vlim(x), then the values ​​are calculated as follows.

[0117] • Loading interval open position: xrel=d+Lrel

[0118] • The position of each distance Δx: kΔx (k = 0, ..., N, N = xrel / Δx (rounded up)

[0119] • Velocity in each xk: vk=min(√2αxk,vlim(xk))

[0120] • Arrival time of xrel: Trel=TLPdel+Σ(2Δx / (vk+v(k+1)))(k=0、…,N―1)

[0121] Figure 12 This is a flowchart illustrating the processing steps for estimating the arrival time of the deceleration start position. Additionally, Figure 13 A diagram illustrating the processing principle of the deceleration start position arrival time estimation process.

[0122] like Figure 12 as well as Figure 13 As shown, in the process of estimating the arrival time of the deceleration start position, the deceleration start position xdec is calculated (step S1401), the position xk (k=1,…,N) of the Δx distance to the deceleration start position xdec is generated (step S1402), the speed vk in each position xk is calculated (step S1403), the travel time between each segmented position xk is calculated based on the average speed (step S1404), the arrival time Tdec of the deceleration start position is calculated (step S1405), and the process ends.

[0123] Furthermore, if the acceleration (set to a fixed value) is set to α, the delay time when the RP departs is set to TRPdel, the speed of entering the loading zone is set to v0, the deceleration (set to a fixed value) is set to β, the stop margin is set to Lmargin, and the speed limit is set to vlim(x), then the values ​​are calculated as follows.

[0124] • Deceleration start position: xdec = df - (v0^2 / 2β + Lmargin)

[0125] • The position of each distance Δx: kΔx (k = 0, ..., N, N = xrel / Δx (rounded up)

[0126] • Velocity in each xk: vk = min(√2axk, vlim(xk))

[0127] • Arrival time of xdec: Tdec=TRPdel+Σ(2Δx / (vk+v(k+1)))(k=0,…,N―1)

[0128] Furthermore, the loading interval opening time and the deceleration start position arrival time can be obtained as fixed values, for example, when repeatedly driving on the same driving route.

[0129] Figure 14 This is a flowchart illustrating the processing steps involved in determining departure times. Additionally, Figures 15-17 A diagram illustrating the processing principle of determining departure time.

[0130] like Figures 14-17 As shown, in the departure time determination process, the departure time difference is calculated (step S1501), and it is determined whether the departure time difference is greater than 0 (zero) (step S1502).

[0131] If the judgment result in step S1502 is yes, that is, if the departure time difference is positive, it is determined whether the preceding unmanned vehicle has already departed (step S1503). If the judgment result is no, the process of step S1503 is repeated until the preceding unmanned vehicle departs, that is, until the judgment result becomes yes. Alternatively, if the judgment result in step S1503 is yes, the optimal departure time is determined based on the departure time (step S1504), and the process ends.

[0132] Furthermore, if the judgment result in step S1502 is negative, that is, if the departure time difference is negative, it is determined whether the preceding unmanned vehicle has undergone the prescribed number of loading operations (step S1505). If the judgment result is negative, the process of step S1505 is repeated until the judgment result becomes positive. Alternatively, if the judgment result in step S1505 is positive, that is, if the prescribed number of loading operations has been performed, the departure time of the preceding unmanned vehicle is estimated (step S1506). Based on the estimated departure time, the optimal departure time is determined (step S1504), and the process ends.

[0133] Furthermore, when the departure time difference is positive, such as Figure 15 As shown, when the departure time of the first vehicle is set to t0, the opening time of the loading section is set to Trel, the deceleration start time is set to Tdec, the departure time difference is set to Tdiff, the opening time of the loading section is set to tA = t0 + Trel, and the deceleration start time is set to tB = t0 + Tdiff + Tdec, according to the condition that the departure time difference should satisfy, tA < tB, then t0 + Trel < tB = t0 + Tdiff + Tdec holds, leading to the conclusion that Tdiff > Trel - Tdec. Here, if a margin time Tm is defined, it can be obtained from the departure time difference Tdiff = Trel - Tdec + Tm. Furthermore, when the departure time difference is negative, such as... Figure 16 As shown, by using the estimated time t01 for the departure time of the preceding train, the departure time difference Tdiff = Trel - Tdec + Tm can be calculated.

[0134] In addition, such as Figure 17 As shown, the estimated departure time when the departure time difference is negative can be calculated by determining the number of loads based on the vehicle type (each capacity is pre-stored) of the hydraulic excavator (loading machinery 10) and dump truck (unmanned vehicle 20). Specifically, the necessary number of loads N_L is calculated as: truck payload capacity / excavator bucket capacity (rounded up). The final loading start time (the completion time of the N_L-1th load) and the predicted loading completion notification time (the time from the final loading start time to the loading completion notification time) are defined. Thus, the estimated loading completion notification time t01 is calculated as: final loading start time + predicted loading completion notification time. The predicted loading completion notification time is learned based on the actual final loading start time and loading completion notification time data, updating the pre-set initial value with a moving average of the actual values. Furthermore, the predicted loading completion notification time can also be learned independently for each combination of operator and hydraulic excavator vehicle type.

[0135] Compared with previous technologies, the effects of this embodiment with the above configuration are explained.

[0136] Figure 20 This diagram illustrates, as a comparative example, what vehicle management looks like in conventional technology. Figure 21 It is a graph showing the changes in the position and speed of unmanned vehicles.

[0137] like Figure 20 as well as Figure 21 As shown, in conventional technology, when an unmanned vehicle that starts in the loading zone S2 and a subsequent unmanned vehicle that stops at the standby position in the standby zone S1 start simultaneously (state a), before the starting unmanned vehicle reaches the exit zone S3 (that is, before the subsequent unmanned vehicle obtains permission to drive in the loading zone S2), the subsequent unmanned vehicle will reach the boundary between the standby zone S1 and the loading zone S2. Therefore, the subsequent unmanned vehicle needs to temporarily stop in the standby zone S1 until it obtains permission to drive in the loading zone S2 (state b). Furthermore, after the starting unmanned vehicle reaches the exit zone S3, the subsequent unmanned vehicle obtains permission to drive in the loading zone S2 (state c), accelerates from the standby zone S1 into the loading zone S2 (state d), and immediately decelerates to reach the loading position (state e). In other words, in conventional technology, the increased frequency of acceleration and deceleration of the subsequent unmanned vehicle leads to a decrease in average speed and operational efficiency, and the longer time required for changing unmanned vehicles at the loading position, resulting in reduced productivity.

[0138] Figure 18 This is a diagram illustrating how vehicle management works in this embodiment. Figure 19 It is a graph showing the changes in the position and speed of unmanned vehicles.

[0139] like Figure 18 as well as Figure 19As shown, in this embodiment, in the state where the first unmanned vehicle departs from the loading position within the loading zone S2 and the subsequent unmanned vehicle remains stationary at the waiting position in the waiting zone S1 (state a), based on the driving permission request from the subsequent unmanned vehicle regarding the waiting zone S1, a driving permission for the waiting zone S1 is issued from the time difference between the departure of the first unmanned vehicle and the departure of the subsequent unmanned vehicle, causing the subsequent unmanned vehicle to depart (state b). At this time, the time difference between the departure of the first unmanned vehicle and the departure of the subsequent unmanned vehicle is set to be optimal according to the vehicle management system in this embodiment. The first unmanned vehicle will arrive outside the exit zone S3 during the driving process of the subsequent unmanned vehicle within the waiting zone S1 and before reaching the deceleration start position. In other words, the subsequent unmanned vehicle obtains a driving permission for the loading zone S2 during the driving process of the waiting zone S1 and before reaching the deceleration start position (state c). Furthermore, as a result, subsequent unmanned vehicles can enter the loading zone S2 at maximum speed (limited speed) without deceleration within the standby zone S1 in a shorter time after the driving permission is released from the loading zone S2, and reach the loading position (state d, state e). Therefore, the time required for the replacement of unmanned vehicles in the loading position can be shortened, and productivity can be improved.

[0140] <Second Implementation>

[0141] Reference Figure 22 as well as Figure 23 The second embodiment of the present invention will now be described. However, in this embodiment, the same reference numerals are used for the same configurations as in the first embodiment, and descriptions are appropriately omitted.

[0142] This embodiment describes a scenario where an optimal driving speed (limited speed) is applied to subsequent unmanned vehicles, such as minimizing the travel time within the loading area.

[0143] Figure 22 This is a flowchart illustrating the processing steps of the vehicle dispatching authorization process in the control device of this embodiment. Additionally, Figure 23 This is a diagram illustrating the calculation principle of the optimal driving speed in this embodiment.

[0144] Figure 22 In the process, after receiving a driving permission request for the standby section S1 from the unmanned vehicle 20-2 which is stopped at the standby position in the standby section S1 (step S1001), the control device 310 determines whether there is a preceding unmanned vehicle 20-1 in the loading section S2 (step S1002). If the determination result is negative, that is, if there is no preceding unmanned vehicle 20-1 in the loading section, the control device 310 sends a driving permission for the standby section S1 to the unmanned vehicle 20-2 (step S1007) and ends the process.

[0145] Furthermore, if the determination result in step S1002 is yes, that is, if there is a preceding unmanned vehicle 20-1 in the loading section S2, the vehicle departure time calculation unit 313 performs optimal driving speed determination processing, that is, determines the optimal driving speed (optimal driving speed) of the subsequent unmanned vehicle 20-2 based on the distance (length) of the loading section S2 (step S1901), and performs loading section opening time estimation processing, that is, it is estimated that the preceding unmanned vehicle 20-1 has reached outside the exit section S3 and the loading section S2 has been opened. The loading zone opening time is set (step S1003), and the deceleration start position arrival time estimation process is implemented, that is, the time from when the unmanned vehicle 20-2 departs from the standby position to the deceleration start position where it should start deceleration in order to stop before entering the loading zone S2 is estimated, that is, the deceleration start position arrival time is estimated (step S1004), and the departure time determination process is implemented, that is, the departure time of the unmanned vehicle 20-2 is determined based on the difference between the time of receiving the loading completion notification for the unmanned vehicle 20-1 and the departure time (step S1005).

[0146] Then, the control device 310 determines whether the departure time calculated in step S1005 has passed (step S1006). If the determination result is no, the process of step S1006 is repeated until the determination result is yes, that is, until the departure time has passed. Alternatively, if the determination result of step S1006 is yes, that is, if the departure time has passed, the optimal driving speed is applied as the speed limit for the unmanned vehicle 20 (step S1902), and a driving permit for the standby interval S1 is sent to the unmanned vehicle 20-2 (step S1007), ending the process.

[0147] like Figure 23 As shown, the driving speed v (limited speed) of the subsequent unmanned vehicle 20-2 and the travel time T of the unmanned vehicle 20-2 within the loading section S2 from the deceleration start position to the loading position LP, which is the stopping position, are in a trade-off relationship. This is because the greater the driving speed v of the unmanned vehicle 20-2, the greater the deceleration start distance Lstop (the distance from the deceleration start position to the loading position LP), and the longer the travel distance required for the unmanned vehicle 20-2 to decelerate and stop. On the other hand, as Figure 23 As shown, there exists a speed (optimal speed) for unmanned vehicles where the travel time T is minimal.

[0148] Here, if we set the intrusion speed of the subsequent unmanned vehicle 20-2 from the standby zone S1 to the loading zone S2 as v0, the deceleration from the deceleration start position to the loading position as β, the stopping margin as Lmargin, and the distance (length) of the loading zone S1 as LS2, then the optimal driving speed is calculated as follows.

[0149] • Distance from the deceleration start position to the loading position (deceleration start distance): L(v0)

[0150] L(v0)=v0^2 / 2β+Lmargin+LS2

[0151] • Travel time during the initial deceleration distance: T(v0)

[0152] T(v0)=L(v0) / v0+v0 / 2β=v0 / β+(Lmargin+LS2) / v0

[0153] • Optimal driving speed: v01

[0154] v01 = √β(Lmargin + LS2) (starting from the inflection point of T(v0))

[0155] • Shortest travel time: v01

[0156] T(v01)=2√((Lmargin+LS2) / β)

[0157] The other components are the same as in the first embodiment.

[0158] In this embodiment, the same effects as in the first embodiment can be achieved.

[0159] Furthermore, by applying the optimal driving speed as a speed limit, the time required to replace unmanned vehicles in the loading position can be further reduced, thereby improving productivity.

[0160] <Modifications of the Second Embodiment>

[0161] Reference Figure 24 The following describes a variation of the second embodiment of the present invention. However, in this variation, the same reference numerals are used for the same configuration as in the second embodiment, and descriptions are omitted as appropriate.

[0162] This embodiment describes a scenario where an optimal driving speed (limited speed) is applied to subsequent unmanned vehicles, such as minimizing (minimizing) fuel consumption within the loading area.

[0163] Figure 24 This diagram illustrates the calculation principle of the optimal driving speed in this variation.

[0164] like Figure 24 As shown, the driving speed v (limited speed) of the subsequent unmanned vehicle 20-2 and the fuel consumption F of the unmanned vehicle 20-2 traveling within the loading zone S2 from the deceleration start position to the loading position LP, which is the stopping position, are in a trade-off relationship. This is because the higher the driving speed v of the unmanned vehicle 20-2, the worse the fuel consumption of the vehicle that can travel in a short time; the lower the driving speed v, the better the fuel consumption, but the longer the travel time of the unmanned vehicle 20-2. On the other hand, as... Figure 24 As shown, there exists a driving speed (optimal driving speed) for an unmanned vehicle where fuel consumption F is minimal. In this variation, this optimal driving speed is applied as the speed limit for the subsequent unmanned vehicle 20-2.

[0165] The other components are the same as in the second embodiment.

[0166] The modified example described above can also achieve the same effect as the second embodiment.

[0167] In addition, by applying the optimal driving speed as the speed limit, fuel consumption can be improved.

[0168] Furthermore, in this modified example, the optimal driving speed is calculated based on the relationship between driving speed and fuel consumption. However, it is not limited to this. For example, it can be calculated by using a weighted function of driving time T(v0) related to speed v0 and a function of fuel consumption F(v0) as the evaluation function to minimize (maximize) these factors. Alternatively, it can be configured to calculate the optimal engine rotation number that minimizes fuel consumption.

[0169] <Third Implementation>

[0170] Reference Figure 25 The third embodiment of the present invention will now be described. However, in this embodiment, the same reference numerals are used for the same configurations as in the first embodiment, and descriptions are appropriately omitted.

[0171] This embodiment describes a situation where the loading interval opening time is updated in accordance with the driving status of the preceding unmanned vehicle, such as its position and speed, and the departure time difference Tdiff is updated accordingly with the updated loading interval opening time.

[0172] Figure 25 This is a flowchart illustrating the processing content of the vehicle departure permit processing in the control device of this embodiment.

[0173] Figure 25In the process, after receiving a driving permission request for the standby section S1 from the unmanned vehicle 20-2 which is stopped at the standby position in the standby section S1 (step S1001), the control device 310 determines whether there is an unmanned vehicle 20-1 in the loading section S2 (step S1002). If the determination result is no, that is, if there is no unmanned vehicle 20-1 in the loading section, the control device 310 sends a driving permission for the standby section S1 to the unmanned vehicle 20-2 (step S1007) and ends the process.

[0174] Furthermore, if the determination result in step S1002 is yes, that is, if there is an unmanned vehicle 20-1 in the loading section S2, the loading section opening time estimation process is implemented, that is, the loading section opening time when the unmanned vehicle 20-1 arrives outside the exit section S3 and the loading section S2 is opened is estimated (step S1003), and the deceleration start position arrival time estimation process is implemented, that is, the time from when the unmanned vehicle 20-2 departs from the standby position until the deceleration start position where it should start deceleration in order to stop before entering the loading section S2 is estimated, that is, the deceleration start position arrival time is estimated (step S1004), and the departure time determination process is implemented, that is, the departure time of the unmanned vehicle 20-2 is determined based on the difference between the time of receiving the loading completion notification for the unmanned vehicle 20-1 and the departure time (step S1005).

[0175] Then, the control device 310 determines whether the departure time calculated in step S1005 has passed (step S1006). If the determination result is no, the loading interval opening time Trel is updated based on the position and speed of the preceding vehicle. If the departure time difference Tdiff calculated based on the updated loading interval opening time Trel is less than the previously updated departure time Tdiff, the optimal departure time is updated based on the calculated value of the departure time difference Tdiff (step S2001), and the process returns to step S1006.

[0176] In addition, if the judgment result in step S1006 is yes, that is, if the departure time has been exceeded, a driving permission for the standby interval S1 is sent to the unmanned vehicle 20-2 (step S1007), and the process ends.

[0177] The other components are the same as in the first embodiment.

[0178] In this embodiment, the same effects as in the first embodiment can be achieved.

[0179] Furthermore, by updating in a way that optimizes the departure time, the time required to replace unmanned vehicles at loading locations can be further reduced, thereby improving productivity.

[0180] <Fourth Implementation>

[0181] Reference Figure 26 as well as Figure 27 This invention relates to a fourth embodiment. However, in this embodiment, the same reference numerals are used to refer to the same configuration as in the first embodiment, and descriptions are appropriately omitted.

[0182] This embodiment describes a situation where a driving permit (departure permit) for a subsequent unmanned vehicle is issued within its standby area based on the position of the preceding unmanned vehicle within its loading area.

[0183] Figure 26 This diagram illustrates the processing principle of the driving permit output in this embodiment.

[0184] like Figure 26 As shown, after the first unmanned vehicle 20-1 departs from the loading section S2, the subsequent unmanned vehicle 20-2 in the waiting section S1 departs with a delay of "departure time difference". Therefore, it is possible to determine the position (target arrival position) reached by the first unmanned vehicle 20-1 during the "departure time difference". Furthermore, if the arrival of the first unmanned vehicle 20-1 towards the target arrival position is used as the trigger to cause the subsequent unmanned vehicle 20-2 to depart (in other words, to issue a driving permit), the same operation as in the first embodiment can be achieved. That is to say, in this embodiment, instead of time (moment), the position of the first unmanned vehicle is used as the trigger, thereby achieving the same operation as in the first embodiment.

[0185] Here, when the acceleration of the first unmanned vehicle 20-1 is set as αL and the maximum speed is set as vmax, the target arrival position is calculated as follows based on the departure time difference Tdiff = Trel - Tdec + Tm.

[0186] In other words, Figure 26 In case (1) Tdiff≤vmax / αL, the target's arrival position is αL×Tdiff^2. In case (2) Tdiff>vmax / αL, the target's arrival position is vmax×Tdiff-vmax^2 / 2αL.

[0187] Figure 27 This is a diagram illustrating the vehicle management system as described in this embodiment.

[0188] like Figure 27As shown, in this embodiment, within the loading zone S2, if the first unmanned vehicle departs from the loading position and the subsequent unmanned vehicle remains stationary at the standby position in the standby zone S1 (state a), and the first unmanned vehicle reaches the target arrival position in the exit zone S3, then a driving permit for the standby zone S1 is issued to the subsequent unmanned vehicle, and the subsequent unmanned vehicle departs (state b). At this time, the time difference between the departure of the first unmanned vehicle and the departure of the subsequent unmanned vehicle is set to the optimal value by the vehicle management system, similar to the first embodiment. The first unmanned vehicle will reach outside the exit zone S3 before the subsequent unmanned vehicle reaches the deceleration start position while traveling in the standby zone S1. In other words, the subsequent unmanned vehicle will obtain a driving permit for the loading zone S2 while traveling in the standby zone S1 and before reaching the deceleration start position (state c). Furthermore, as a result, subsequent unmanned vehicles can enter the loading zone S2 at maximum speed (limited speed) without deceleration within the standby zone S1 in a shorter time after the driving permission is released from the loading zone S2, and reach the loading position (state d, state e). Therefore, the time required for the replacement of unmanned vehicles in the loading position can be shortened, and productivity can be improved.

[0189] The other components are the same as in the first embodiment.

[0190] In this embodiment, the same effects as in the first embodiment can be achieved.

[0191] <Fifth Implementation>

[0192] Reference Figure 28 The fifth embodiment of the present invention will now be described. However, in this embodiment, the same reference numerals are used for the same configuration as in the first embodiment, and descriptions are appropriately omitted.

[0193] In this embodiment, the loading position and the standby position are not the turning points for switching the unmanned vehicle 20 to move forward or backward, but are set as the stopping and passing positions where the unmanned vehicle 20 enters from one side and exits from the other side.

[0194] Figure 28 This is a diagram illustrating an example of the travel path in this embodiment.

[0195] like Figure 28As shown, in the driving path 60, the driving section S0 is a waiting section S0 for the unmanned vehicle 20-2 to wait before heading to the loading position, and a waiting position (QP: Queuing Point) set as a stop-passing position is arranged at its end. Additionally, the driving section S1 is a run-up section S1 for subsequent unmanned vehicles 20-2 departing from the waiting position QP in the waiting section S0 to travel towards the loading exit sections S2 and S3. Furthermore, the driving sections S2 and S3 are loading exit sections S2 and S3 formed by combining features of both the loading section S2 and the exit section S3 in the first embodiment, including the loading position (LP: Loading Point) set as a stop-passing position. The loading exit sections S2 and S3 can be considered as a whole for granting driving permission, and only one vehicle can enter at a time.

[0196] In this embodiment, as in the loading section S2 and exit section S3 of the first embodiment, the same actions as in the approach section S1, loading exit section S2, and S3 can be performed.

[0197] The other components are the same as in the first embodiment.

[0198] In this embodiment, the same effects as in the first embodiment can be achieved.

[0199] In addition, it can also be said that, in Figure 28 In the work area where loading operations are performed, the path from the entrance position to the loading position LP and the path from the loading position LP to the exit position are considered as separate paths, and the driving section S2 and the driving section S3 are generated independently. The loading position LP is set at the position where the driving section S2 and the driving section S3 overlap.

[0200] <Postscript>

[0201] Furthermore, the present invention is not limited to the embodiments described above, but includes various modifications and combinations that do not depart from its essential meaning. Additionally, the present invention is not limited to having all the configurations described in the above embodiments, including the deletion of a portion of those configurations.

[0202] Furthermore, the aforementioned components and functions can be implemented, in part or in whole, through integrated circuit design. Alternatively, the aforementioned components and functions can be implemented in software by interpreting and executing the programs that enable the processor to perform these functions.

[0203] Explanation of reference numerals in the attached figures

[0204] 10…Loading machinery (hydraulic excavator), 10A…Front unit, 10B…Upper rotating body, 10C…Lower traveling body, 20…Unmanned vehicle (dump truck), 30…Control station, 40…Wireless communication line, 41…Wireless base station, 60…Travel path (transportation path), 100…Vehicle management system, 140…Wireless communication device, 170…Loading completion notification input device, 171…Body operation input device (lever), 172…Driver's seat, 180…Body drive unit, 191…Boom, 192…Stick, 193…Bucket, 194…Boom hydraulic cylinder, 195…Stick hydraulic cylinder, 196…Bucket hydraulic cylinder, 197…Cab, 200…Unmanned vehicle control unit, 201…Autonomous driving control unit, 202…Body information management unit, 203…Driving permit request unit, 2 10… Driving drive unit, 220… Position and orientation sensor, 230… Speed ​​sensor, 240… Wireless communication device, 250… Storage device, 251… Map information storage unit, 270… Load sensor, 281… Chassis frame, 282L, 282R… Driven wheels, 283L, 283R… Drive wheels, 284… Cab, 285… Cargo box (cargo bin), 285a… Pin joint, 286… Lifting hydraulic cylinder, 289… Fuel tank, 290L, 290R… Travel motor, 310… Control device, 311… Vehicle allocation management unit, 312… Control unit, 313… Alternate vehicle departure time calculation unit, 340… Wireless communication device, 350… Control storage device, 351… Vehicle allocation management information storage unit, 352… Control information storage unit, 353… Map information storage unit.

Claims

1. A vehicle management system wirelessly connected to multiple unmanned vehicles, loading machinery, and a control center, wherein the multiple unmanned vehicles, capable of autonomous driving, transport objects, and include at least a first unmanned vehicle and a second unmanned vehicle, the loading machinery performs loading operations relative to the multiple unmanned vehicles, and the control center controls and manages the loading machinery and the multiple unmanned vehicles. The vehicle management system is characterized by having: An unmanned vehicle control device obtains vehicle body information including position information indicating the location of multiple unmanned vehicles in the work site and orientation information indicating the direction, controls the autonomous driving of multiple unmanned vehicles based on driving permits for multiple unmanned vehicles, and outputs a driving permit request, which requests driving permits for each of the multiple unmanned vehicles within a driving interval defined for each of the multiple unmanned vehicles in a driving interval that constitutes a driving path for the multiple unmanned vehicles. The loading completion notification input device outputs a loading completion notification indicating that the loading operation of the unmanned vehicle stopped at the loading position has been completed, based on the input operation of the operator of the loading machinery. The loading position is a pre-set position on the travel path as the position where the loading operation of loading the transported object into the unmanned vehicle is carried out by the loading machinery. and The control device sets up driving paths for multiple unmanned vehicles based on map information that includes a pre-determined work plan for the work site and information on the location and speed limits of multiple driving paths. Based on driving permission requests from the unmanned vehicle control device, it outputs driving permission for the specified driving sections within the set driving paths for the multiple unmanned vehicles. The control device is configured as follows: A loading zone and a standby zone are defined. The loading zone is a driving zone that includes the loading location and can only be entered by one unmanned vehicle at a time. The standby zone is a driving zone adjacent to the loading zone and is used for unmanned vehicles traveling towards the loading zone to wait. Upon receiving a driving permission request from the first unmanned vehicle, which is stopped within the standby area, the departure time difference between the first and second unmanned vehicles is calculated based on the arrival time of the deceleration start position and the arrival time of the loading area release position. The departure time of the first unmanned vehicle is calculated based on the difference between the time the loading completion notification for the second unmanned vehicle is received and the departure time. After the departure time has elapsed, a driving permit is issued for the first unmanned vehicle within the standby area. in, The time to reach the deceleration start position is the time from the start of the first unmanned vehicle's departure until it reaches the deceleration start position where it should begin deceleration in order to stop before entering the loading area. The arrival time of the loading zone release position is the time from the moment the second unmanned vehicle departs until it reaches outside the loading zone after receiving the loading completion notification sent to the second unmanned vehicle located within the loading zone. The departure time difference between the first unmanned vehicle and the second unmanned vehicle is the departure time difference between the first unmanned vehicle reaching the deceleration start position and the second unmanned vehicle arriving outside the loading zone before a predetermined grace period.

2. The vehicle management system according to claim 1, characterized in that, Each of the aforementioned unmanned vehicles has the aforementioned unmanned vehicle control device. The loading machinery has the loading completion notification input device. The control system has the control device.

3. The vehicle management system according to claim 1, characterized in that, The control device is configured as follows: The number of loading actions required for the second unmanned vehicle to complete its loading operation is calculated based on the amount of the object being transported loaded into the second unmanned vehicle by a single loading action of the loading machinery and the predetermined load capacity of the second unmanned vehicle. When the departure time difference is negative, the time of receiving the loading completion notification is estimated based on the number of loading actions and the start time of the loading actions. The departure time of the first unmanned vehicle is calculated based on the estimated time of receipt of the loading completion notification and the time difference between departure and departure. After the departure time has elapsed, a driving permit is issued for the first unmanned vehicle within the standby zone.

4. The vehicle management system according to claim 3, characterized in that, The control device estimates the time of receiving the loading completion notification based on the time difference between the pre-learned loading time and the time of receiving the loading completion notification.

5. The vehicle management system according to claim 1, characterized in that, The control device sets the entry speed of the first unmanned vehicle into the loading area.

6. The vehicle management system according to claim 5, characterized in that, The control device sets the entry speed of the first unmanned vehicle into the loading zone based on the distance of the loading zone.

7. The vehicle management system according to claim 5, characterized in that, The control device sets the entry speed of the first unmanned vehicle into the loading area in a manner that minimizes the travel time within the loading area.

8. The vehicle management system according to claim 1, characterized in that, The control device is configured as follows: A loading zone and a standby zone are defined. The loading zone is a driving zone that includes the loading location and can only be entered by one unmanned vehicle at a time. The standby zone is a driving zone adjacent to the loading zone and is used for unmanned vehicles traveling towards the loading zone to wait. Upon receiving a driving permission request from the first unmanned vehicle, which is stopped within the standby area, the departure time difference between the first and second unmanned vehicles is calculated based on the arrival time of the deceleration start position and the arrival time of the loading area release position. Calculate the target arrival location reached by the second unmanned vehicle during the departure time difference. When the second unmanned vehicle reaches the target arrival location, a driving permit is output for the first unmanned vehicle within the standby range. in, The time to reach the deceleration start position is the time from the start of the first unmanned vehicle's departure until it reaches the deceleration start position where it should begin deceleration in order to stop before entering the loading area. The arrival time of the loading zone release position is the time from the moment the second unmanned vehicle departs until it reaches outside the loading zone after receiving the loading completion notification sent to the second unmanned vehicle located within the loading zone. The departure time difference between the first unmanned vehicle and the second unmanned vehicle is the departure time difference between the first unmanned vehicle reaching the deceleration start position and the second unmanned vehicle arriving outside the loading zone before a predetermined grace period.

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