Management system

Abstract

In this management system, the latest time among expected arrival times expected to arrive at a destination for each of a plurality of moving bodies is set as a reference time. Furthermore, for each of one or more moving bodies among the plurality of moving bodies other than the moving body predicted to arrive at the destination at the reference time, the travel path and travel speed to the destination are determined such that the expected arrival time approaches the reference time and the energy consumption is reduced. As a result, it is possible to satisfactorily reduce energy consumption in the entire plurality of moving bodies.

Description

Technical Field

[0001] The present invention relates to a management system for managing the movement of a mobile object. Background Art

[0002] Japanese Patent Application Laid-Open No. 11-39592 describes a driving state control device as follows: in each of a plurality of vehicles, a desired arrival time at a destination is compared with an expected arrival time, and the driving state of each of the plurality of vehicles is controlled based on the comparison result. In the driving state control device, when the expected arrival time of each of the plurality of vehicles is later than the desired arrival time, a speed limit upper limit mode is set to increase the moving rhythm, and when the expected arrival time is earlier than the desired arrival time, a fuel-saving driving mode is set to reduce the moving rhythm. Summary of the invention

[0003] An object of the present invention is to satisfactorily achieve a reduction in energy consumption of a plurality of moving objects.

[0004] In the management system involved in the present invention,

[0005] The latest time among the expected arrival times of each of the plurality of moving bodies at the destination is set as the reference time.

[0006] Then, for each of one or more moving bodies among the plurality of moving bodies except the moving body predicted to arrive at the destination at the reference time, a travel route and a travel speed to the destination are determined so that the arrival time is expected to be close to the reference time and energy consumption is reduced.

[0007] This makes it possible to satisfactorily achieve reduction in energy consumption of the plurality of moving objects as a whole. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention are described below with reference to the accompanying drawings, in which like reference numerals represent like components, wherein:

[0009] Figure 1 It is a plan view schematically showing an area where a plurality of moving objects move in a management system according to an embodiment of the present invention.

[0010] Figure 2 It is a diagram conceptually showing the plurality of mobile bodies and a management device included in the management system.

[0011] Figure 3 This is a diagram for explaining a method of acquiring an expected arrival time in the above-mentioned management system.

[0012] Figure 4A: is a diagram showing an example of the method of determining the above-mentioned driving route, and is a diagram showing an example of a tentatively determined driving route.

[0013] Figure 4B 1 is a diagram showing an example of the method of determining the above-mentioned travel route, and is a diagram showing an example of a travel route determined so as to reduce energy consumption by bringing the expected arrival time close to the reference time.

[0014] Figure 5 This is a flowchart showing a program for determining a travel route, etc., which is stored in a management device of the management system. DETAILED DESCRIPTION

[0015] Hereinafter, a management system according to an embodiment of the present invention will be described in detail with reference to the drawings. The management system includes a management device M. The management device M manages the movement of a plurality of mobile bodies v.

[0016] Example 1

[0017] like Figure 1 As shown, area α is a predetermined area. Area α is, for example, a factory or private land. It is considered that within area α, there are no ordinary pedestrians other than known people, and no ordinary moving objects other than known moving objects.

[0018] Inside the area α, multiple mobile bodies v (v1, v2, v3, ...) are carrying out operations such as transporting goods. The multiple mobile bodies v move to the destination E respectively. The destination E is set for the multiple mobile bodies v. At the destination E, the multiple mobile bodies v exchange goods with each other. The multiple mobile bodies v generally move to the next destination after the exchange of goods. Therefore, for each of the multiple mobile bodies v, it is desired that the waiting time at the destination E is short. In addition, it is desired that the multiple mobile bodies v consume less energy during the operation.

[0019] A plurality of passages R are provided inside the area α. A portion where two or more of the plurality of passages R intersect is an intersection N, and the intersection N is referred to as a node N. A plurality of nodes N (nodes N1, N2, N3, ...) and the like exist inside the area α.

[0020] Each of the plurality of moving bodies v is, for example, an automatic guided vehicle v that can travel in an unmanned manner. The plurality of moving bodies v move along a channel R inside the area α. Generally, a plurality of nodes N are included in the travel paths of the plurality of moving bodies v. The plurality of nodes N include at least one of a corner node where the moving body v turns and a straight-ahead node where the moving body v goes straight.

[0021] like Figure 2As shown, each of the plurality of moving bodies v includes a travel device 15, which includes a drive device 10, a brake device 12, a steering device 14, etc. The drive device 10 includes an electric motor 16. The moving body v is driven by the electric motor 16. The travel state of the moving body v is controlled by controlling the travel device 15.

[0022] The mobile body v further includes a work execution unit 18, a surrounding environment acquisition device 20, a GPS receiver 22, an inertial measurement device 24, a mobile body communication device 26, a mobile body ECU 28, etc. The work execution unit 18 includes, for example, one or more arms (not shown), and performs the delivery of goods by the arms, etc. The work execution unit 18 is controlled by the mobile body ECU 28 based on a predetermined work plan.

[0023] The surrounding environment acquisition device 20 includes a laser, a camera as an imaging device, etc. The surrounding environment acquisition device 20 acquires objects and the like located around the moving body v, and acquires the relative positional relationship between the moving body v and the objects.

[0024] The global positioning system (GPS) receiver 22 is an example of a global navigation satellite system (GNSS) receiver. The GPS receiver 22 receives and processes GPS signals. In this embodiment, the current position of the mobile object v is obtained based on the GPS signal received by the GPS receiver 22.

[0025] The inertial measurement device 24 detects accelerations and the like as inertial forces acting on the moving body v in the longitudinal, lateral, and vertical directions. Based on the detection values ​​detected by the inertial measurement device 24 , the longitudinal travel speed and the like of the moving body v can be obtained.

[0026] The mobile communication device 26 can transmit and receive information wirelessly. The mobile communication device 26 transmits mobile information and receives management information transmitted from the management device M. The mobile ECU 28 creates the mobile information.

[0027] The mobile ECU 28 is mainly composed of a computer. The mobile ECU 28 includes an execution unit, a storage unit, an input-output unit, etc. The input-output unit of the mobile ECU 28 is connected to the surrounding environment acquisition device 20, the GPS receiver 22, the inertial measurement device 24, the mobile communication device 26, the work execution unit 18, the driving device 15, etc. In addition, the mobile information creation unit 30, the driving state control unit 32, the work execution unit control unit 34, etc. included in the mobile ECU 28 respectively include an execution unit, a storage unit, an input-output unit, etc.

[0028] The mobile body information creation unit 30 is used to create mobile body information. The mobile body information includes position information, state information, operation information, identification information ID, etc. The position information is information indicating the current position of the mobile body v, for example, it can be obtained based on the GPS signal received in the GPS receiver 22. The state information includes information indicating the driving state such as the driving speed of the mobile body itself (mobile body v), information indicating the loading state, etc. The operation information is information indicating the progress status of its own operation, etc. When the mobile body v moves, the progress status can be indicated by the current position, etc. The identification information ID is pre-stored in the storage unit. The mobile body information created in the mobile body information creation unit 30 is output to the mobile body communication device 26 and sent.

[0029] The travel state control unit 32 controls the travel device 15 to control the travel state of the vehicle v. The travel state control unit 32 controls the travel device 15 based on a command sent from the management device M. The work execution unit control unit 34 controls the work execution unit 18 based on the work content determined by a predetermined work plan.

[0030] The management device M includes a management ECU 50 and a management communication device 52 .

[0031] The management communication device 52 communicates with each of the mobile communication devices 26 of the plurality of mobile bodies v. The management communication device 52 transmits management information created in the management ECU 50 and receives mobile body information transmitted by each of the mobile communication devices 26 .

[0032] The management ECU 50 is mainly composed of a computer. The management ECU 50 includes an execution unit, a storage unit, an input-output unit, etc. The management communication device 52 is connected to the input-output unit of the management ECU 50. In addition, the management ECU 50 includes a driving route determination unit 60, a target stop position determination unit 62, a driving permission area management unit 64, a management information creation unit 68, etc. These driving route determination units 60, target stop position determination units 62, driving permission area management units 64, management information creation units 68, etc. respectively include execution units, storage units, input-output units, etc.

[0033] The target stop position determination unit 62 determines the stop position at the destination E for each of the plurality of moving bodies v. The stop position of each of the plurality of moving bodies v can be determined, for example, as a position suitable for delivery of cargo.

[0034] The travel permission area management unit 64 is used to manage the travel permission area, that is, the travel permission area, at each of the plurality of nodes (intersections) N within the area α. There is no traffic light at each of the nodes N within the area α. Therefore, when there is a possibility that two or more moving bodies v may enter each of the nodes N, traffic regulation is performed.

[0035] For example, when there is a possibility that two or more moving bodies v may enter the node N, a driving permission area determined according to a predetermined rule is set for each of the two or more moving bodies v. The two or more moving bodies v pass through the node N according to the set driving permission areas. In the case where the two or more moving bodies v pass through the node N in sequence, there is a case where they pass through almost at the same time. In short, the two or more moving bodies v can pass through the intersection (node) N without interfering with each other. In addition, there is a case where the two or more moving bodies v are temporarily stopped in front of the node N. In addition, the driving permission areas can be set in sequence, for example, based on a priority order.

[0036] The driving route determination unit 60 is used to determine the driving route from the current position to the destination E, the maximum speed and the maximum acceleration in the driving route, etc. for each of the multiple mobile bodies v. In the present embodiment, acceleration also includes deceleration. The maximum speed is the maximum speed allowed when driving along the driving route, and the maximum acceleration is the maximum acceleration allowed when driving along the driving route. Hereinafter, the determined driving route, maximum speed, maximum acceleration, etc. are collectively referred to as the driving route, etc. The mobile body v travels along the driving route in a manner such that the actual driving speed and acceleration do not exceed the maximum speed and the maximum acceleration. Among them, the maximum acceleration refers to the acceleration with the largest absolute value.

[0037] The traveling route etc. determining unit 60 includes a traveling route etc. provisional determining unit 70 , an estimated arrival time acquiring unit 72 , a traveling route etc. re-determining unit 74 , and the like.

[0038] The traveling route etc. provisional determination unit 70 is used to provisionally determine the traveling route for each of the plurality of moving bodies v. The traveling route etc. provisional determination unit 70 can, for example, determine a route (hereinafter referred to as the shortest time route) that takes the shortest time to travel from the current position to the destination E (hereinafter referred to as the required time to the destination E) as the traveling route. The shortest time route is a route determined by a predetermined algorithm. The shortest time route is, for example, a route determined by the Dijkstra algorithm or the like.

[0039] The maximum speed can be determined as the speed limit of the lane R included in the travel route. The maximum acceleration is a value determined based on the maximum speed, and is determined to be a larger value when the maximum speed is high than when it is low. The maximum acceleration can be determined in consideration of the shape of the shortest time route.

[0040] The shortest time path is, for example, a path that satisfies one or more of a plurality of conditions including the following (a), (b), and (c).

[0041] (a) The number of corner nodes N that each of the plurality of moving bodies v passes through before reaching the destination E is small. When the moving body v turns at the corner node N, the moving body v generally decelerates, turns at a constant speed, and then accelerates. Therefore, when the moving body v turns at the corner node N, the time required to reach the destination E becomes longer than when the moving body v travels at the straight node N.

[0042] (b) The distance along the travel route from the current position to the destination E (hereinafter referred to as the travel distance) is short. When the travel distance is long, the time required to reach the destination E becomes longer than when the travel distance is short.

[0043] (c) The probability of each of the multiple moving bodies v approaching an obstacle is low. The obstacle is often other moving bodies operating inside the area α. If an obstacle is approached while traveling on the driving path, it is necessary to wait until the obstacle leaves the path. Therefore, the time required to reach the destination E becomes longer.

[0044] The method for determining the shortest time path, the maximum speed, and the maximum acceleration in this embodiment is only an example, and the method for determining the shortest time path, the maximum speed, and the maximum acceleration is arbitrary. Similarly, the method for re-determining the driving path, etc. described later is also arbitrary.

[0045] The estimated arrival time acquisition unit 72 acquires the estimated arrival time, which is the time when each of the plurality of moving bodies v is expected to arrive at the destination E. The estimated arrival time is acquired based on the travel route, etc. tentatively determined by the travel route, etc. tentative determination unit 70. The estimated arrival time can be acquired based on the current time, i.e., the current time, and the required time to the destination E. The required time to the destination E can be acquired based on the travel distance K, the maximum speed Vh, the maximum acceleration αh, the turning speed Vw when traveling at a constant speed at the front end N of the corner, and the required time ts, etc.

[0046] based on Figure 3 An example of determining the expected arrival time will be described.

[0047] like Figure 3 As shown, the travel distance K is divided into the distances Kp1, Kp2, Kp3, Kp4 during acceleration travel and the distances Kq1, Kq2, Kq3 during constant speed travel. And, since the sum of these becomes the travel distance K, the required time to the destination E is obtained. The travel distance K is known.

[0048] As shown in the following formula, distance Kp1 is the distance during acceleration from the current position to the maximum speed Vh. Distance Kp2 is the distance during deceleration before the corner front end N. Distance Kp3 is the distance during acceleration after turning at the corner front end N. Distance Kp4 is the distance during deceleration when stopping at the stop position. These can be calculated based on the initial speed (0, Vh, Vw, Vh), the final speed (Vh, Vw, Vh, 0), the acceleration (α1, α2, α3, α4), etc. Accelerations α1, α2, α3, α4 can be set to the maximum acceleration αh.

[0049] Kp1=Vh 2 / (2*α1)

[0050] Kp2=(Vw 2 -Vh 2 ) / (2*α2)

[0051] Kp3=(Vh 2 -Vw 2 ) / (2*α3)

[0052] Kp4=(-Vh 2 ) / (2*α4)

[0053] The distances Kq1 and Kq3 during constant speed travel are distances during constant speed travel at the speed limit, and the distance Kq2 is the distance during constant speed travel when turning. The distance can be acquired based on the travel speed and time.

[0054] Kq1=Vh*t1

[0055] Kq2=Vw*ts

[0056] Kq3=Vh*t2

[0057] K=ΣKpi+ΣKqj

[0058] According to the above formula, the sum of the times t1 and t2 can be obtained.

[0059] On the other hand, the times t3, t4, t5, and t6 during acceleration traveling can be obtained by the following equation based on the above-mentioned final speed, initial speed, and acceleration.

[0060] t3=Vh / α1

[0061] t4=(Vw-Vh) / α2

[0062] t5=(Vh-Vw) / α3

[0063] t6=-Vh / α4

[0064] Thus, the required time te to the destination E can be obtained according to the following formula. In addition, based on the current time and the required time te to the destination E, the expected arrival time Ta can be obtained.

[0065] te=Σti+ts

[0066] The driving route etc. re-determining unit 74 compares the expected arrival times Ta of the plurality of moving bodies v, and determines the latest time as the reference time Tb. Furthermore, for the moving body v with the latest expected arrival time Ta, the driving route etc. determined by the driving route etc. provisional determining unit 70 is re-determined (confirmed) as the driving route etc. of the moving body v.

[0067] In addition, for each of the one or more moving bodies v whose expected arrival time Ta is before the reference time Tb among the plurality of moving bodies v, the travel route etc. is re-determined so that the expected arrival time Ta approaches the reference time Tb and the power consumption as the consumed energy is reduced. One or more of the travel route, maximum speed, maximum acceleration, etc. determined by the travel route etc. provisional determination unit 70 is changed to the changed travel route, maximum speed, maximum acceleration, etc.

[0068] In this embodiment, the travel route, maximum speed, maximum acceleration, etc. are determined in a manner that minimizes power consumption within the range in which the arrival time Ta is expected to be no later than the reference time Tb. In addition, when the drive device 10 includes an electric motor 16, the slower the travel speed, the less power is consumed as energy consumption. In addition, the fewer the number of accelerations and decelerations and the smaller the maximum acceleration, the less power is consumed.

[0069] In the management system configured as above, the management device M executes Figure 5 The program for determining the traveling route, etc. shown in the flowchart of FIG. The program for determining the traveling route, etc. is executed before the departure of the plurality of moving bodies v.

[0070] In step 1 (hereinafter referred to as S1, the same applies to other steps), the travel route etc. provisional determination unit 70 provisionally determines the shortest time route etc. to the destination E for each of the plurality of moving bodies v. In addition, the expected arrival time acquisition unit 72 acquires the expected arrival time Ta for each of the plurality of moving bodies v based on the shortest time route etc.

[0071] In S2, the latest time among the expected arrival times Ta of each of the plurality of moving bodies v is set as the reference time Tb, and the shortest time path, etc. are re-determined as the travel path, etc. for the moving body (v3). In S3, for each of the one or more moving bodies v1, v2, v4, ... excluding the moving body v3 from the plurality of moving bodies v, the time difference ΔT between the respective expected arrival times Ta and the reference time Tb is obtained. In other words, the time difference ΔT is obtained for each of the one or more moving bodies v1, v2, v4, ... among the plurality of moving bodies v, whose expected arrival times Ta are before the reference time Tb.

[0072] In S4, the travel route etc. re-determining unit 74 re-determines the travel route etc. for each of the one or more moving bodies v so that the time difference ΔT is equal to or less than 0 and the power consumption is minimized. The shortest time route etc. is changed and determined.

[0073] exist Figure 4A , Figure 4B An example of determining a travel route, etc. is shown in FIG. Figure 4A This shows an example in which a travel route or the like is tentatively determined to be the shortest time distance. Figure 4B This is an example showing a case where the travel route etc. is re-determined.

[0074] exist Figure 4A In the example, it is assumed that the moving body v1 travels along the path R1 from the current position to the destination E. On the portion R11 of the path R1, the moving body v5 (an example of an obstacle) stops and works. When the moving body v1 travels along the path R1, it is highly likely that the moving body v1 will approach the moving body v5. Therefore, the moving body v1 needs to stop temporarily in front of the obstacle v5, and the time required to reach the destination E becomes longer.

[0075] In contrast, there are no obstacles such as the moving body v5 in the bypass road R12 bypassing the portion R11. Therefore, the time te required to reach the destination E when passing through the bypass road R12 is shorter than when passing through the portion R11. In view of this, in this embodiment, the path R1′ passing through the bypass road R12 is set as the shortest time path for the moving body v1. However, in the path R1′ including the bypass road R12, the number of corner nodes increases and the travel distance increases compared to the path R1, so the power consumption increases.

[0076] For example, in Figure 1 In FIG. 1 , for the moving body v1 , the path RA via the front ends N4 , N5 , and N6 to the destination E corresponds to the path R1 , and the path RB via the front ends N4 , N5 , N8 , and N9 to the destination E corresponds to the path R1 ′.

[0077] In addition, Figure 4A In the example, the path R2 is assumed for the moving body v2. However, at the intersection (corner front end) Nk included in the portion R21 of the path R2, there is a high possibility that other moving bodies v6 and v7 enter the intersection Nk at almost the same time as the moving body v2. Therefore, there is a possibility that the moving body v2 is temporarily stopped for a long period of time near the intersection Nk.

[0078] In contrast, at the intersection (corner tip) Nr included in the detour R22 that bypasses the portion R21, the possibility of other moving bodies v entering the intersection Nr at almost the same time is low. Therefore, it can be considered that the number of corner tips in the case of the route R2' passing the detour R22 increases compared to the route R2 that includes the portion R21, and the power consumption becomes more, but the required time te to the destination E becomes shorter. Therefore, in this embodiment, the route R2' is set as the shortest time route.

[0079] For the moving body v3 and the moving body v4, the routes R3 and R4 having the shortest travel distance from the current position to the destination E are set as the shortest time routes, respectively.

[0080] Furthermore, when each of the moving bodies v1, v2, v3, and v4 travels to the destination E along the shortest time paths R1′, R2′, R3, and R4, respectively, the expected arrival times at which the moving bodies arrive at the destination E are respectively obtained as described above. The latest of the expected arrival times of the moving bodies v1, v2, v3, and v4 is taken as the reference time. When the expected arrival time e:f of the moving body v3 is the latest, the expected arrival time e:f is taken as the reference time. Furthermore, for each of the moving bodies v1, v2, and v4 that arrive at the destination E before the reference time e:f, at least a portion of the tentatively determined driving route, etc. is changed to re-determine the driving route, etc.

[0081] like Figure 4B As shown, for the moving body v1, the driving route is changed from the route R1′ to the route R1. Compared with the route R1′, the route R1 has a shorter driving distance and fewer corner nodes N. In addition, the maximum speed and the maximum acceleration can be changed to values ​​smaller than the maximum speed and the maximum acceleration determined by the tentative driving route determination unit 70. Therefore, even when the moving body v1 approaches the moving body v5 and stops it temporarily in the portion R11, compared with the case of driving on the route R1′, the power consumption can be reduced and the expected arrival time can be brought closer to the reference time e:f.

[0082] Furthermore, when the maximum speed and the maximum acceleration are determined to be large enough for the moving body v1 to approach the portion R11 after the moving body v5 leaves, the moving body v1 does not need to stop temporarily. Therefore, the power consumption can be further reduced.

[0083] The same is true for the moving body v2, and the driving path of the moving body v2 is changed from the path R2′ to the path R2. Even if the moving body v2 is stopped before the corner front end Nk, the power consumption of the moving body v2 can be reduced by reducing the maximum speed and the maximum acceleration, and the expected arrival time can be brought close to the reference time.

[0084] Furthermore, when the maximum speed and the maximum acceleration are determined to be such that the moving body v2 approaches the corner end Nk after the other moving bodies v6 and v7 pass through the corner end Nk, the power consumption can be further reduced.

[0085] For the moving body v4, although the travel route R4 is not changed, the maximum speed and the maximum acceleration are changed to values ​​smaller than the values ​​determined by the provisional travel route etc. determining unit 70. Within the range where the expected arrival time Ta of the moving body v4 is not later than the reference time Tb, the maximum speed and the maximum acceleration are determined to be small values ​​so as to be close to the reference time Tb. Thus, the power consumption can be reduced satisfactorily.

[0086] Based on the driving routes and the like determined as described above, the driving of the plurality of moving bodies v is managed. In the management device M, the positions of the plurality of moving bodies v are obtained based on the moving body information. Furthermore, management information including the driving routes and the like determined based on the positions of the plurality of moving bodies v and the driving routes and the like determined by the driving route and the like determining unit 60 is created and transmitted. Each of the moving bodies v controls the driving device 15 based on the driving routes and the like included in the management information, and drives along the driving routes and the like.

[0087] In addition, when the management device M determines that the travel route needs to be changed based on the position of the mobile body obtained based on the mobile body information, the travel route is appropriately changed, and management information including the changed travel route is created and transmitted.

[0088] Thus, in this embodiment, the travel routes of each of the plurality of mobile bodies v are determined in such a manner that the expected arrival time Ta is close to the reference time Tb and the power consumption is minimized. Therefore, when moving to the destination, the power consumption of the plurality of mobile bodies v can be reduced well. In addition, since the reference time Tb is set to the latest time among the expected arrival times of each of the plurality of mobile bodies v, the expected arrival time Ta of each of the more than one mobile bodies v can be brought close to the reference time Tb, and the power consumption can be reduced well.

[0089] In contrast, in the management system described in Japanese Patent Laid-Open No. 11-39592, since the movement rhythm is slowed down for a moving body whose expected arrival time is before the desired arrival time, energy consumption can be reduced. However, since the movement rhythm is accelerated for a moving body whose expected arrival time is after the desired arrival time, it is difficult to reduce energy consumption. Therefore, in the management system of this embodiment, compared with the management system described in Japanese Patent Laid-Open No. 11-39592, energy consumption can be reduced well.

[0090] In addition, in the management system described in Japanese Patent Laid-Open No. 11-39592, as described in paragraph

[0026] , the driving route tentative determination unit tentatively determines the driving routes of each of the plurality of moving bodies so that the expected arrival time is close to the desired arrival time. The expected arrival time is obtained based on the tentatively determined driving routes, etc. Therefore, for a moving body whose expected arrival time is after the desired arrival time, it is difficult to speed up the movement rhythm and bring forward the expected arrival time according to the speed limit, etc., which is pre-set on the driving route.

[0091] In contrast, in this embodiment, the expected arrival time Ta is obtained based on the shortest time path, etc., and the latest time among the expected arrival times Ta obtained for each of the plurality of moving bodies v is set as the reference time Tb. Therefore, all of the plurality of moving bodies v can arrive at the destination E before the reference time Tb. In other words, the reference time Tb can be determined as the earliest time at which all of the plurality of moving bodies v can arrive at the destination E. Thus, the waiting time of each of the plurality of moving bodies v can be shortened, and the work efficiency can be improved.

[0092] In this embodiment, the storage in the management ECU 50 Figure 5 The driving route etc. determination program part and the execution part shown in the flowchart constitute a driving route etc. determination unit, and the driving route etc. provisional determination unit and the expected arrival time acquisition unit are constituted by the execution S1 part and the storage part.

[0093] It is not indispensable that both the traveling route and the maximum speed are changed and determined by the traveling route etc. re-determining unit 74 , and it is also possible to change the traveling route and the maximum speed without changing either one of the traveling route and the maximum speed.

[0094] In addition, in the above embodiment, the maximum speed and the maximum acceleration are determined to be the minimum values ​​in the range where the expected arrival time is not later than the reference time, but the maximum speed and the maximum acceleration can be determined to be the minimum values ​​in the range where the time difference ΔT obtained by subtracting the reference time from the expected arrival time is less than a predetermined positive setting value. It does not matter even if the moving bodies v1, v2, and v4 arrive slightly later than the moving body v3.

[0095] Furthermore, in the above-mentioned embodiment, the driving route and the like are re-determined based on the expected arrival time, the reference time and the like, but the longest time required to reach the destination E can also be set as the reference time, and for each of one or more moving bodies v whose time required to reach the destination E is shorter than the reference time, the driving route and the like can be re-determined in such a manner that the time required to reach the destination E is close to the reference time and the power consumption is reduced.

[0096] In addition, the present invention can be implemented in various forms after various changes and improvements are made based on the knowledge of those skilled in the art.

[0097] (1) A management system for managing the movement of a plurality of moving objects, wherein:

[0098] The management system includes a driving route etc. determining unit, and the driving route etc. determining unit is configured as follows:

[0099] For each of the plurality of moving bodies, an estimated arrival time of the moving body at the destination is obtained, and the latest time among these is set as the reference time.

[0100] For each of one or more moving objects whose expected arrival time is before the reference time among the plurality of moving objects, a travel route and a travel speed to the destination are determined so that the expected arrival time approaches the reference time and energy consumption is reduced.

[0101] (2) A management system for managing the movement of a plurality of moving objects, wherein:

[0102] The management system includes a driving route etc. determining unit, and the driving route etc. determining unit is configured as follows:

[0103] For each of the plurality of moving objects, a travel route and a travel speed to a destination are tentatively determined.

[0104] Based on the tentatively determined driving routes and driving speeds, estimated arrival times of each of the plurality of moving bodies at the destination are obtained, and the latest of the estimated arrival times obtained for each of the plurality of moving bodies is set as a reference time.

[0105] For each of one or more moving bodies among the multiple moving bodies whose expected arrival time is before the reference time, at least one of the tentatively determined driving path and the driving speed is changed in such a way that the expected arrival time approaches the reference time and energy consumption is reduced, so as to re-determine the driving path and the driving speed.

[0106] There are many cases where the current positions of the plurality of moving bodies are different from each other. In addition, the plurality of moving bodies may start from the current positions at almost the same time (almost simultaneously).

[0107] The estimated arrival time of each of the plurality of moving bodies at the destination is obtained based on the current time and the time required to travel from the current position to the destination (the required time to the destination). Therefore, the acquisition of the estimated arrival time is intended to include the acquisition of the required time to the destination. In addition, an earlier estimated arrival time corresponds to a shorter required time to the destination.

[0108] (3) A management system according to item (1) or (2), wherein:

[0109] The travel route and the like determining unit determines the travel speed to be a maximum speed which is the highest speed permitted in the travel route.

[0110] (4) A management system according to any one of items (1) to (3), wherein:

[0111] The travel route etc. determining unit determines a maximum acceleration which is the highest acceleration allowed when each of the plurality of moving objects travels along the travel route, based on at least one of the travel route and the travel speed.

[0112] (5) A management system according to any one of items (1) to (4), wherein:

[0113] The driving route determination unit tentatively determines the driving route and driving speed to the destination for each of the plurality of moving bodies in such a way that the time required to travel to the destination is minimized, and includes an expected arrival time acquisition unit that acquires an expected arrival time for each of the plurality of moving bodies at which the moving body is expected to arrive at the destination based on the tentatively determined driving route and driving speed.

[0114] (6) A management system according to item (5), wherein:

[0115] The expected arrival time acquisition unit includes a temporary driving route determination unit, which temporarily determines the driving route and the driving speed based on one or more of the number of corner nodes to the destination, the possibility of approaching an obstacle, and the distance between the current position and the destination along the driving route, i.e., the driving distance.

[0116] The technical features described in this item can be applied to situations such as re-determining the driving route.

[0117] (7) A management system according to any one of items (1) to (6), wherein:

[0118] The driving route determining unit tentatively determines a driving route and a driving speed to the destination for each of the plurality of moving objects.

[0119] acquiring the estimated arrival time for each of the plurality of moving objects based on the provisionally determined driving route and the driving speed,

[0120] For each of one or more moving bodies among the multiple moving bodies whose expected arrival time is before the reference time, the driving path and the driving speed are re-determined by changing at least one of the tentatively determined driving path and the driving speed in a manner that consumes the least energy within the range where the expected arrival time is not later than the reference time.

[0121] (8) A management system according to any one of items (1) to (7), wherein:

[0122] The driving route determining unit tentatively determines a driving route and a driving speed to the destination for each of the plurality of moving objects.

[0123] acquiring the estimated arrival time for each of the plurality of moving objects based on the provisionally determined driving route and the driving speed,

[0124] For each of one or more moving bodies among the above-mentioned multiple moving bodies whose expected arrival time is before the above-mentioned reference time, within a range below a positive set value in which a value obtained by subtracting the above-mentioned reference time from the above-mentioned expected arrival time, at least one of the above-mentioned tentatively determined driving path and the above-mentioned driving speed is changed in a manner that consumes the least energy, so as to re-determine the above-mentioned driving path and the above-mentioned driving speed.

[0125] The moving object may arrive at the destination slightly later than the reference time.

[0126] (9) A management system according to any one of items (1) to (8), wherein:

[0127] The travel route and the like determining unit determines the travel route for each of the plurality of moving objects before the plurality of moving objects depart.

[0128] (10) A management system according to any one of items (1) to (9), wherein:

[0129] Each of the plurality of moving bodies includes a driving device that consumes less energy as the traveling speed decreases.

[0130] Each of the moving bodies is an electric moving body and includes a driving device including an electric motor.

[0131] (11) A management system for managing the movement of a plurality of moving objects, wherein:

[0132] The management system includes a driving route determining unit for determining a driving route and a driving speed of each of the plurality of moving bodies.

[0133] The above-mentioned driving route determination unit includes:

[0134] a tentative determination unit for a travel route, etc., for tentatively determining a travel route and a travel speed to a destination for each of the plurality of moving bodies;

[0135] an estimated arrival time acquisition unit that acquires an estimated arrival time at which each of the plurality of moving bodies is expected to arrive at the destination based on the travel route and the travel speed of each of the plurality of moving bodies determined by the travel route etc. provisional determination unit; and

[0136] The driving route etc. re-determination unit sets the latest time among the multiple expected arrival times obtained by the expected arrival time acquisition unit as a reference time, and for each of the multiple moving bodies whose expected arrival time is before the reference time, changes at least one of the driving route and the driving speed determined by the driving route etc. provisional determination unit in such a manner that each of the expected arrival times approaches the reference time and energy consumption is reduced, thereby re-determining the driving route and the driving speed.

[0137] The management system described in this item can adopt the technical features described in any one of items (1) to (10).

Claims

1. A management system for managing the movement of a plurality of moving objects, wherein: The management system includes a driving route and the like determining unit, wherein the driving route and the like determining unit is configured as follows: For each of the plurality of moving bodies, an estimated arrival time of the moving body at the destination is obtained, and the latest time among these is set as the reference time. For each of one or more moving objects among the plurality of moving objects whose expected arrival time is before the reference time, a travel route and a travel speed to the destination are determined so that the expected arrival time approaches the reference time and energy consumption is reduced.

2. The management system according to claim 1, wherein: The travel route and the like determining unit determines the travel speed to be a maximum speed which is the highest speed permitted in the travel route.

3. The management system according to claim 1 or 2, wherein: The driving route and other determination unit tentatively determines the driving route and driving speed to the destination for each of the multiple mobile bodies in a manner that minimizes the time required to travel to the destination, and includes an expected arrival time acquisition unit that acquires an expected arrival time for each of the multiple mobile bodies at which the mobile body is expected to arrive at the destination based on the tentatively determined driving route and driving speed.

4. The management system according to claim 1 or 2, wherein: The travel route and other determining unit tentatively determines a travel route and a travel speed to the destination for each of the plurality of mobile bodies. acquiring the expected arrival time for each of the plurality of moving objects based on the tentatively determined driving route and the driving speed, For each of one or more moving bodies among the multiple moving bodies whose expected arrival time is before the reference time, the driving path and the driving speed are re-determined by changing at least one of the tentatively determined driving path and the driving speed in a manner that consumes the least energy within the range where the expected arrival time is not later than the reference time.

Images