Vehicle and vehicle management system

Abstract

Before the vehicle starts to travel along a travel path from a charging point, which is a point where the power supply device is installed, to a predetermined destination, the control device calculates a return power amount, which is the power amount required to travel from each point on the travel path to the charging point, on the basis of the map data and the loading amount. During the travel of the vehicle on the travel route toward the predetermined destination, a predicted amount of power that becomes the remaining battery capacity of the power storage device at each location on the travel route from the current position of the vehicle to the predetermined destination is calculated. And a destination change unit that changes the destination of the vehicle from the predetermined destination to another destination if there is a location where the predicted power amount is lower than the return power amount among the locations on the travel route from the current position to the predetermined destination.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle management system, and particularly to a vehicle management technology in a work site where a vehicle equipped with an electrical storage device travels. BACKGROUND

[0002] In a super large self-dumping vehicle that is operated in an open-pit mine or the like and that transports ore or sand excavated by a loading machine, a mode of traveling in which a diesel engine mounted on a vehicle body generates electric power and drives a motor is widely used. However, since the energy required for the transport work is very large, the amount of discharge of global warming gases becomes a problem. In view of this, instead of the conventional electric power generation based on a diesel engine, development of a battery self-dumping vehicle in which a motor is driven by a vehicle-mounted battery is being conducted.

[0003] In such a battery self-dumping vehicle, the amount of electric power required for each transport cycle of a series of work of loading, transporting, and unloading is very large with respect to the capacity of the battery, and therefore frequent charging is required for each transport cycle or the like. As a charging method, a method of stopping at a charging station provided in or near a transport path to perform charging, and a method of performing charging during traveling using an overhead line as shown in Patent Document 1 are known. Here, in order to perform continuous transport work, power shortage in which the battery level is depleted needs to be prevented. For this reason, it is necessary to ensure the battery level that always returns to a charging device, and it is required to make a travel plan that takes into account the amount of consumed electric power on a travel path in advance, and to travel in accordance with the travel plan. In such a travel plan, the charging time in a charging station for charging the amount of electric power required for a transport cycle, and the travel speed for securing the charging time in an overhead line are included. If these charging times are insufficient, power shortage occurs, but if the charging times are too much, the required time for a transport cycle increases and the productivity decreases, and therefore it is preferable to set the charging times to be able to secure sufficient charging amounts required for a transport cycle.

[0004] However, there is a case where the battery remaining amount becomes lower than a value assumed in the travel plan due to an interference in the transport cycle. As a kind of the interference, first, there are a repositioning in which the loading position or the like is adjusted, an exceptional unloading work in a case where overloading occurs in the loading work, an unplanned work such as a temporary stop / restart based on a rockfall or the like, an interaction with other dump trucks, bulldozers, or other vehicles at intersections, on a transport path. In addition, depending on the road surface condition, there is a case where the power consumption amount increases due to wheel spin caused by slush, an increase in wheel torque caused by rough terrain. Also, a case where the power consumption amount increases due to a change in the battery characteristics caused by a severe temperature condition in the mine, a change in the load of an auxiliary machine such as a radiator fan is considered. In this way, in the work site of the mine, there are many interference factors related to an increase in the power consumption amount, and thus even if the travel plan considering the charging time is made as described above, a situation where the battery remaining amount is insufficient can easily occur.

[0005] If the battery remaining amount is lower than the plan and becomes a power insufficient state before reaching the charging device, an exceptional recovery and charging work of the battery-powered dump truck occurs, and the productivity of the entire mine is greatly reduced. Therefore, in a case where the power insufficient state is foreseen, it is preferable to change the travel plan and return to the charging site. In relation to such a problem, in the example shown in Patent Literature 2 or the like, a method of displaying information of a charging device that can be reached with the current battery remaining amount in a vehicle driven by a vehicle-mounted battery in a case where the battery remaining amount decreases is disclosed.

[0006] Prior Art Documents

[0007] Patent Literature

[0008] Patent Literature 1: U.S. Patent Publication No. 2015 / 0283907

[0009] Patent Literature 2: Japanese Patent No. 7072597 SUMMARY

[0010] Problems to be Solved by the Invention

[0011] If the method shown in Patent Literature 2 described above is applied, even in a case where the battery remaining amount is lower than the plan due to an interference, it is possible to determine whether or not the travel plan to the charging site can be executed, and in a case where the travel plan to the charging site cannot be executed, the travel plan can be changed in such a manner that the charging site is returned in order to prevent the power insufficient. However, depending on the situation, the charging site is returned without performing the loading and unloading work due to the change in the travel plan, and there is a problem that the productivity of the entire mine is reduced.

[0012] The present application has been achieved in view of the above-described problems, and has an object to provide a vehicle and a vehicle management system capable of suppressing reduction in productivity and preventing a vehicle from running out of power when a battery remaining amount of the vehicle is lower than planned due to an interference.

[0013] Means for solving the problems

[0014] To achieve the above object, the present application provides a vehicle including: a power receiving device that receives electric power from a power supply device; an electric storage device that stores the electric power received by the power receiving device; a position sensor that acquires a position; a load sensor that acquires a load amount; and a control device that acquires map data and sets a destination based on the map data, wherein the control device calculates, before the vehicle starts traveling on a travel path from a location at which the power supply device is provided, i.e., a charging location, to a predetermined destination, an amount of electric power required to travel from each location on the travel path to the charging location, i.e., a return electric power amount, based on the map data and the load amount, calculates, while the vehicle travels on the travel path toward the predetermined destination, a predicted electric power amount that becomes a battery remaining amount of the electric storage device at each location on the travel path from a current position of the vehicle acquired by the position sensor to the predetermined destination, and changes the destination of the vehicle from the predetermined destination to another destination in a case where there is a location on the travel path from the current position to the predetermined destination at which the predicted electric power amount is lower than the return electric power amount.

[0015] In addition, the vehicle management system of the present application includes: a storage device that stores map data; and a regulation control device that sets a destination of a vehicle based on the map data, wherein the regulation control device calculates, before the vehicle starts traveling on a travel path from a location at which a power supply device is provided, i.e., a charging location, to a predetermined destination, an amount of electric power required to travel from each location on the travel path to the charging location, i.e., a return electric power amount, based on the map data and a load amount of the vehicle, calculates, while the vehicle travels on the travel path toward the predetermined destination, a predicted electric power amount that becomes a battery remaining amount of an electric storage device of the vehicle at each location on the travel path from a current position of the vehicle to the predetermined destination, and changes the destination of the vehicle from the predetermined destination to another destination in a case where there is a location on the travel path from the current position to the predetermined destination at which the predicted electric power amount is lower than the return electric power amount.

[0016] Effects of the Invention

[0017] According to the present invention, even when the remaining battery capacity of the vehicle is reduced due to interference, it is possible to suppress the decrease in productivity and prevent the continuous operation of the vehicle due to insufficient power. Attached Figure Description

[0018] Figure 1 It is a schematic diagram showing the structure of the vehicle management system.

[0019] Figure 2 This is a block diagram illustrating the structure of the vehicle management system in the first embodiment.

[0020] Figure 3A This is a diagram representing a specific example of scheduling information.

[0021] Figure 3B It is a diagram that represents a specific example of map data.

[0022] Figure 4A It is a diagram illustrating the flow of electricity within a vehicle.

[0023] Figure 4B It is a diagram illustrating the flow of electricity within a vehicle.

[0024] Figure 5 It is a graph illustrating the relationship between the distance from the charging location and the return power.

[0025] Figure 6 This is a flowchart illustrating the process of determining whether the control device is charging or not.

[0026] Figure 7A It is a graph illustrating the relationship between the predicted battery capacity and the returned power.

[0027] Figure 7B It is a graph illustrating the relationship between the predicted battery capacity and the returned power.

[0028] Figure 8 This is a flowchart illustrating the process of scheduling charging locations within a vehicle.

[0029] Figure 9 This is a flowchart illustrating the process of indicating the upper limit of the load in the control device.

[0030] Figure 10 This is a flowchart illustrating the process for handling load limits in loading machinery.

[0031] Figure 11 This is a diagram illustrating the structure of the transport path in the second embodiment.

[0032] Figure 12 This is a flowchart illustrating the scheduling and management process of the control device in the second embodiment.

[0033] Figure 13A This is a graph illustrating the relationship between the predicted battery capacity and the returned power in the second embodiment.

[0034] Figure 13B This is a graph illustrating the relationship between the predicted battery capacity and the returned power in the second embodiment.

[0035] Figure 14 This is a diagram illustrating the structure of the transport path in the third embodiment.

[0036] Figure 15 This is a flowchart illustrating the scheduling and management process of the control device in the third embodiment.

[0037] Figure 16 This is a block diagram illustrating the structure of the vehicle management system in the fourth embodiment.

[0038] Figure 17 This is a diagram illustrating a specific example of map data in the fourth embodiment.

[0039] Figure 18 This is a flowchart representing the update process of interference information from the control device.

[0040] Figure 19 This is a flowchart illustrating the scheduling and management process of the control device in the fourth embodiment. Detailed Implementation

[0041] Hereinafter, embodiments of the present invention will be described using the accompanying drawings. Furthermore, in the drawings, the same reference numerals are used to label the same elements, and repeated descriptions are omitted where appropriate.

[0042] Example 1

[0043] The first embodiment of the present invention will be described.

[0044] <Overview of Vehicle Management System>

[0045] Figure 1 This is a schematic diagram showing the structure of the vehicle management system in this embodiment. Figure 2 This is a block diagram illustrating the structure of the vehicle management system in this embodiment. Furthermore, in Figure 2 For convenience, only one vehicle and one loading machine are shown in the diagram, but more than two may also be present.

[0046] The vehicle management system 1 of this embodiment is used in work sites such as mines. The vehicle management system 1 includes: one or more loading machines 10 that perform excavation and loading operations; one or more vehicles 20 that travel on a transport path 60 at the work site, transporting sand, etc., loaded from the loading machines 10; and a control station 30 that controls and manages the vehicles 20. The loading machines 10 perform loading operations at a loading yard 61 to load the excavated sand, etc., onto the vehicles 20, and the vehicles 20 perform unloading operations at an unloading yard 62 to unload the loaded sand, etc.

[0047] The loading machinery 10, vehicle 20, and control station 30 are configured to communicate with each other via wireless communication line 40. Specifically, multiple wireless base stations 41 are set up at the work site, and the loading machinery 10, vehicle 20, and control station 30 communicate with each other via the wireless base stations 41.

[0048] Vehicle 20 is equipped with an energy storage device 29 capable of maintaining electrical energy through batteries or the like. An overhead power line 50-1, connected to a substation and capable of transmitting power from a power plant, is installed along the transmission path 60. Vehicle 20 connects to the overhead power line 50-1 using a pantograph or similar means to charge the energy storage device 29. Additionally, a charging station 50-2 is installed at a parking lot 63 connected to the transmission path 60. Vehicle 20 can also connect to the charging station 50-2 using a power connector or similar means to charge the energy storage device 29. Hereinafter, the overhead power line 50-1 and the charging station 50-2 will be collectively referred to as the power supply device 50, and the pantograph, power connector, etc., will be collectively referred to as the power receiving device 28. Furthermore, the location where such a power supply device 50 is installed will be referred to as the charging location.

[0049] <Vehicle Structure>

[0050] Vehicle 20 is a dump truck that can be driven by an operator. Vehicle 20 is equipped with a body control device 21, a driving device 22, a position sensor 23, a speed sensor 24, a loading sensor 25, an operating device 26, a wireless communication device 27, a power receiving device 28, a power storage device 29, and an output device 201.

[0051] The driving mechanism 22 of the vehicle 20 is driven by the operation of the operating device 26, thereby moving the vehicle 20. The driving mechanism 22 includes, for example, a steering motor for changing the steering angle of the vehicle 20, an electric drive motor for moving the vehicle 20, and brakes.

[0052] The position sensor 23 of vehicle 20 measures the position of vehicle 20 (the vehicle itself) and outputs the measured position to the body control device 21. In addition, the position sensor 23 may be, for example, a GPS (Global Positioning System) sensor that uses signals from satellite 70 to determine the position, a sensor that combines GPS with an inertial measurement unit (IMU), or a sensor that uses radio waves from a ground base station to determine the position.

[0053] The speed sensor 24 of vehicle 20 measures the speed of vehicle 20 (the vehicle itself) and outputs the measured speed to the body control device 21. In addition, the speed sensor 24 is, for example, a rotary encoder that detects the rotational speed of the wheels, a GPS that measures the speed based on the change in the position of vehicle 20, an inertial measurement unit, or a speed estimation device based on a combination of them.

[0054] The loading sensor 25 of vehicle 20 measures the weight of the ore, sand, or other loads loaded in the cargo box of vehicle 20 (the vehicle itself) and outputs the measured load amount to the body control device 21. In addition, the loading sensor 25 may be, for example, a pressure sensor installed under the cargo box of vehicle 20 and measuring the weight of the cargo box, or a weight estimation device using the pressure of the hydraulic suspension supporting the wheels.

[0055] The operating device 26 of the vehicle 20 receives operations from the operator driving the vehicle 20 and outputs signals to drive the driving device 22 and the power receiving device 28. The operating device 26 may be, for example, a steering wheel, accelerator, brake, button, touch panel, etc., located in the driver's seat.

[0056] The wireless communication device 27 of the vehicle 20 is a wireless device used to connect the body control device 21 to the wireless communication line 40. The body control device 21 of the vehicle 20 transmits and receives information and commands with the control and control device 31 of the control station 30 via the wireless communication device 27 and the like.

[0057] The power receiving device 28 of the vehicle 20 is driven by the operation of the operating device 26 and connected to the power supply device 50 to supply power to the energy storage device 29. The power receiving device 28 may include, for example, a pantograph that can be raised and lowered.

[0058] The energy storage device 29 of the vehicle 20 is a device for maintaining electrical energy used to drive the driving device 22. The energy storage device 29 includes, for example, multiple lithium-ion batteries and devices for controlling the voltage / current of them.

[0059] Here, for example, Figure 4AAs shown, when the vehicle 20 is in motion with the receiving device 28 not connected to the power supply device 50, the energy storage device 29 discharges to drive the driving device 22. Additionally, for example, as... Figure 4B As shown, when the vehicle 20 is in motion with the power receiving device 28 connected to the power supply device 50, it is charged using electricity supplied from the power supply device 50. At this time, the driving device 22 is driven by electricity supplied from the power supply device 50. Furthermore, regardless of whether it is connected to the power supply device 50, when the vehicle 20 decelerates, electricity generated by regenerative braking of the driving device 22 can be supplied to the energy storage device 29 for charging. Moreover, when the energy storage device 29 is charging, fast charging methods established in the field of electric vehicles are effectively utilized to control the current magnitude without burdening the battery, thereby enabling charging that takes into account the battery's lifespan.

[0060] The output device 201 of vehicle 20 is used to provide the operator of vehicle 20 with vehicle status and control information through visual display and audio. The output device 201 may be, for example, an LCD monitor or a speaker installed near the driver's seat of vehicle 20.

[0061] The vehicle body control device 21 of the vehicle 20 is, for example, composed of a microcomputer, which combines a CPU (Central Processing Unit) for performing calculations, a ROM (Read Only Memory) as a secondary storage device storing the program used for calculations, and RAM (Random Access Memory) as a temporary storage device storing the calculation process and temporary control variables. The vehicle body control device 21 has a vehicle status management unit 211, a control information management unit 212, and a driving control unit 213 as functional structures.

[0062] The vehicle status management unit 211 of the vehicle control device 21 manages the position information obtained by the position sensor 23, the speed information obtained by the speed sensor 24, the load information obtained by the load sensor 25, the connection status information of the power receiving device 28 relative to the power supply device 50, and the battery balance information of the energy storage device 29, and sends this information to the control and control device 31 of the control station 30.

[0063] The control information management unit 212 of the vehicle control device 21 receives destination information and speed limit information from the dispatch management unit 311 of the control device 31, and outputs an alarm to the output device 201 and a speed limit instruction to the driving control unit 213.

[0064] The driving control unit 213 of the vehicle body control device 21 receives the operation from the operating device 26 and drives the driving device 22 based on information from the vehicle body status management unit 211 and the control information management unit 212, taking into account the speed limit indication.

[0065] <Structure of Loading Machinery>

[0066] Loading machinery 10 is an excavator capable of performing digging / loading operations through operator control. Loading machinery 10 includes a vehicle control device 11, an operating device 12, a drive device 13, an output device 14, and a wireless communication device 17.

[0067] The drive unit 13 of the loading machinery 10 is driven according to the operation of the operating device 12. The drive unit 13 includes, for example, hydraulic cylinders for controlling the posture of the boom, stick, and bucket for loading operations of the loading machinery 10, and a travel motor for moving the position of the loading machinery 10.

[0068] The operating device 12 of the loading machinery 10 receives operations from the operator driving the loading machinery 10 and outputs a signal to drive the drive unit 13. The operating device 12 may be, for example, a lever, pedal, button, touch panel, etc., located in the driver's seat.

[0069] The wireless communication device 17 of the loading machinery 10 is a wireless device used to connect the body control device 11 to the wireless communication line 40. The body control device 11 of the loading machinery 10 transmits and receives information and commands with the control and control device 31 of the control station 30 via the wireless communication device 17 and the like.

[0070] The output device 14 of the loading machinery 10 is a device used to provide control information to the operator of the loading machinery 10 through screen display and sound. The output device 14 is, for example, an LCD monitor or a speaker installed near the driver's seat of the loading machinery 10.

[0071] The vehicle body control device 11 of the loading machinery 10 is, for example, composed of a microcomputer. This microcomputer combines a CPU (Central Processing Unit) for performing calculations, a ROM (Read Only Memory) as a secondary storage device that records the program used for calculations, and a RAM (Random Access Memory) as a temporary storage device that stores the calculation process or temporary control variables. The vehicle body control device 11 has a control information management unit 111, a loading stop determination unit 112, and a drive control unit 113 as functional structures.

[0072] The control information management unit 111 of the vehicle body control device 11 receives information such as the loading amount and upper limit of the loading amount of the currently loaded vehicle 20 from the dispatch management unit 311 of the control device 31, and displays the information to the output device 14.

[0073] The loading stop determination unit 112 of the vehicle body control device 11 refers to the information received by the control information management unit 111, considers the maximum loading capacity of the currently loaded vehicle 20 to determine whether loading should be stopped, and outputs an alarm to the output device 14 as needed.

[0074] The drive control unit 113 of the vehicle body control device 11 performs drive control of the drive device 13 according to the input of the operator of the loading machinery 10 to the operating device 12.

[0075] <Structure of the Control Station>

[0076] The control station 30 is equipped with a control device 31, a storage device 32, a wireless communication device 33, and an input device 34.

[0077] The storage device 32 of the control station 30 is a non-volatile storage medium capable of reading and writing information, storing the OS, various control programs, application programs, databases, etc. The storage device 32 includes a scheduling information storage unit 321 and a map data storage unit 322.

[0078] The wireless communication device 33 of the control station 30 is a wireless device used to connect the control device 31 to the wireless communication line 40. The control device 31 of the control station 30 transmits and receives information and commands with the vehicle body control device 21 of the vehicle 20 via the wireless communication device 33 and the like.

[0079] The input device 34 of the control station 30 is a user interface for operators to operate the control device 31. The input device 34 is, for example, a mouse, keyboard, etc.

[0080] The control device 31 of the control station 30 is, for example, composed of a microcomputer. This microcomputer consists of a CPU that performs calculations, a ROM that stores the program used for calculations as a secondary storage device, and RAM that stores the calculation process or temporary control variables as a temporary storage device. The control device 31 has a scheduling management unit 311, a battery balance monitoring unit 312, a charging status determination unit 313, and a load limit indicator unit 314 as functional structures.

[0081] The dispatch management unit 311 of the control device 31 sets the driving route of the vehicle 20 to its destination based on the location information of the vehicle 20 received from the vehicle body control device 21 of the vehicle 20. For example, if the vehicle 20 is in the loading yard 61, a driving route from the vehicle 20 to the unloading yard 62 is set. Similarly, if the vehicle 20 is in the unloading yard 62, a driving route from the vehicle 20 to the loading yard 61 is set. The dispatch management unit 311 stores the set driving routes of the vehicle 20 as dispatch information in the dispatch information storage unit 321 of the storage device 32.

[0082] Scheduling information, for example, Figure 3A The table shows the vehicle ID, which serves as identification information for vehicle 20; the driving route set for each vehicle ID; and the charging plan set for the driving route. The driving route is, for example, a route from loading yard 61 to unloading yard 62, or a route from unloading yard 62 to loading yard 61. The driving route is based on the transport route in the map data and consists of sections divided by the transport route. The charging plan includes, for example, charging stations existing on or near the driving route, and the charging time at those charging stations. Alternatively, it includes a target speed for ensuring the charging time of overhead power lines existing in the sections along the driving route and the charging time under those overhead power lines. The charging time can be calculated, for example, by referring to the map data described later to calculate the overall power consumption of the driving route and taking into account the charging speed to the energy storage device 29. Alternatively, such calculations can be performed in advance to provide a charging plan corresponding to each route. Furthermore, if scheduling information for previous and subsequent times can be referenced, these can be considered to calculate a charging plan that ensures sufficient charging.

[0083] Map data is stored in the map data storage unit 322 of the storage device 32, for example, Figure 3B As shown, the data is presented in tabular form, including the ID of each section in the transport path divided into multiple sections, the distance between each section, the target speed, the power consumption, and the presence or absence of the power supply unit 50. Here, the target speed for each section is a basic target speed; if the charging plan in the scheduling information specifies a speed for a particular section, the vehicle 20 prioritizes following the speed specified in the scheduling information. Furthermore, the power consumption includes the power consumption corresponding to the load capacity of the vehicle 20, for example, including the power consumption when the load capacity is 0% and 100%. Additionally, it may also include information about the coordinate point columns constituting each section (not shown).

[0084] The battery balance monitoring unit 312 of the control device 31 monitors and predicts the battery balance information of the energy storage device 29 received from the body control device 21 of the vehicle 20, and provides the information to the charging status determination unit 313 and the load limit indication unit 314.

[0085] The charging determination unit 313 of the control device 31 compares the predicted value of the remaining battery capacity of the battery storage device 29 of the vehicle 20 with the minimum power required to return from various locations along the transport path to the charging location where the power supply device 50 is installed, i.e., the return power. If it is predicted that the remaining battery capacity is lower than the return power while the vehicle 20 continues to travel, it requests the vehicle dispatch management unit 311 to change the destination to the charging location.

[0086] When the loading machinery 10 is loading the vehicle 20, the upper limit load indicator 314 of the control device 31 calculates an upper limit value for the load that makes the return power lower than the battery level based on the remaining battery power of the battery storage device 29 of the vehicle 20 and the return power corresponding to the load of the vehicle 20 at the loading location, and instructs the body control device 11 of the loading machinery 10.

[0087] <Explanation of Returning Power Quantity>

[0088] Next, use Figure 5 This section describes an example of the electric power used to travel from various locations along the transport path to a charging location where a power supply device 50 is installed, i.e., the return electric power. Figure 5 This is a graph with the horizontal axis representing the distance to the charging location and the vertical axis representing the amount of electricity returned, showing the relationship with the load capacity of vehicle 20. First, regardless of the load capacity, there is a relationship where the longer the travel distance, the greater the electrical energy consumed during travel, thus increasing the amount of electricity returned. At this point, the magnitude of the gradient also affects the amount of electricity returned. That is, in sections with an uphill slope towards the charging location, the electrical energy consumed due to potential energy increases.

[0089] Furthermore, there exists a relationship where the greater the load, the greater the return electric force. That is, the return electric force is small when vehicle 20 is empty (load 0%), and large when vehicle 20 is fully loaded (load 100%). The return electric force under the load conditions during this period, and under the condition of overload exceeding full load, can be calculated, for example, by using linear interpolation of the load values ​​of 0% and 100%.

[0090] Returning electrical energy, for example, can be used Figure 3B The map data shown is used to calculate the power consumption relative to the distance from the charging location. This power consumption can be calculated and estimated based on the distance, slope, and driving resistance of each interval according to the laws of physics. Alternatively, the change in the remaining battery capacity of the energy storage device 29 during actual driving of the vehicle 20 can be measured for each interval and recorded in the map data.

[0091] <Details of the process for determining whether the control device is charging>

[0092] The following example illustrates how to flexibly utilize information about the returned electrical power to determine and instruct the vehicle 20 to return to a charging location when it is predicted that the vehicle 20 will become low on power during operation. First, using... Figure 6 , Figure 7A as well as Figure 7B The details of the charging determination process in the control device 31, which flexibly utilizes the returned power, are explained.

[0093] First, in step S601, the charging / not charging determination unit 313 of the control device 31 determines whether the target vehicle 20 is in motion. If the target vehicle 20 is not in motion (S601 / No), the process returns to the beginning. If the target vehicle 20 is in motion (S601 / Yes), the process proceeds to step S602.

[0094] Next, in step S602, it is determined whether the direction of travel of the target vehicle 20 is away from the charging location. For example, if there is no charging location after the currently traveled section in the driving path set by the dispatch management unit 311 for the vehicle 20, it can be determined that the direction of travel of the vehicle 20 is away from the charging location. If it is not away from the charging location (S602 / No), return to the beginning of the process. If it is away from the charging location (S602 / Yes), proceed to step S603.

[0095] Next, in step S603, the battery remaining monitoring unit 312 calculates a predicted value of the remaining battery level for the vehicle 20's future driving path based on information about the vehicle 20's current location, battery remaining level, and power consumption information from map data. This predicted battery level can be calculated and maintained at regular intervals along the driving path, for example.

[0096] Next, in step S604, the charging / not charging determination unit 313 determines whether the predicted remaining battery power exceeds the return charge at all locations along the vehicle 20's subsequent driving path. If the condition is met in step S604 (S604 / Yes), the process returns to the beginning. If the condition is not met (S604 / No), the process proceeds to step S605.

[0097] use Figure 7A and Figure 7B Provide details. Figure 7A and Figure 7B These are all graphs showing the relationship between the travel distance, predicted battery capacity, and return power of the vehicle 20 traveling from its current location toward the loading location. Here, as mentioned above, the values ​​of these graphs can be calculated as a series of points at certain intervals, but in this case, the predicted battery capacity and return power are calculated in a way that allows for comparison at the same location.Figure 7A This is an example where the predicted remaining battery power consistently exceeds the return charging capacity at all points from the current location to the loading point. In this case, the vehicle can return to the charging point from any location until reaching the loading point, and will not run out of power even if it continues driving. On the other hand, Figure 7B This is an example where the predicted battery level is lower than the return power during the journey to the loading point. In this situation, the vehicle 20 cannot return to the charging point at the location where the battery level is lower than the return power, and may run out of power en route. Therefore, at the point in time when such a situation is predicted, it can be determined that the battery level at that time is insufficient to continue operation.

[0098] Next, in step S605, the charging status determination unit 313, in cooperation with the dispatch management unit 311, sets the destination of the target vehicle 20 as the charging location. Then, in step S606, the dispatch management unit 311 instructs the vehicle 20 of the destination and driving route via the wireless communication line 40. In the vehicle 20, the received information is stored in the control information management unit 212 of the body control device 21 and output to the output device 201, thereby providing information to the operator of the vehicle 20.

[0099] <Details on vehicle warnings and speed limit handling>

[0100] Next, use Figure 8 The details of the warning and speed limit actions performed by the vehicle body control device 21 of vehicle 20 when the destination is a charging location are explained.

[0101] First, in step S801, the control information management unit 212 determines whether the destination set for the vehicle 20 is a charging location. If the destination is not a charging location (S801 / No), the process returns to the beginning. If the destination is a charging location (S801 / Yes), the process proceeds to step S802.

[0102] Next, in step S802, the control information management unit 212 refers to the information from the vehicle status management unit 211 to determine whether the vehicle 20 is traveling in a direction away from the charging location set as the destination. If it is not traveling in a direction away from the charging location (S802 / No), the process returns to the beginning. If it is traveling in a direction away from the charging location (S802 / Yes), the process proceeds to step S803.

[0103] Next, in step S803, the control information management unit 212 issues a return warning from the output device 201 urging the operator to return to the charging location. The return warning may be, for example, a warning message displayed on a monitor or a warning sound emitted from a speaker.

[0104] Next, in step S804, the control information management unit 212 sets a speed limit for the driving control unit 213. Based on the set speed limit, the driving control unit 213 limits the maximum speed to a predetermined value regardless of the operation of the operator's operating device 26.

[0105] <Details on the processing of the load limit indication of the control device>

[0106] The following describes an example of an operation where, during loading operations on vehicle 20 by loading machinery 10, the load is limited based on the remaining battery capacity of vehicle 20 to allow vehicle 20 to return to its charging location. First, using... Figure 9 The details of the processing of the upper limit indication of the loading capacity of the control device 31 are explained.

[0107] First, in step S901, the loading limit indicator 314 of the control device 31 determines whether the target vehicle 20 is being loaded, based on information received from the vehicle body status management unit 211 of the vehicle 20. If it is not being loaded (S901 / No), the process returns to the beginning. If it is being loaded (S901 / Yes), the process proceeds to step S902.

[0108] Next, in step S902, the load capacity upper limit indicator 314 calculates a load capacity upper limit value that is lower than the remaining battery capacity of the vehicle 20. The load capacity upper limit value can be calculated, for example, by finding a load capacity that takes into account the returned power from the load capacity and is consistent with the value obtained by subtracting a predetermined reserve from the current remaining battery capacity of the vehicle 20. This calculation can be performed using linear interpolation, referring to the power consumption values ​​for each interval when the load capacity is 0% and 100% in the map data.

[0109] Next, in step S903, the upper limit loading indicator 314 indicates the calculated upper limit loading value to the loading machine 10 via the wireless communication line 40.

[0110] <Detailed instructions on handling loading stop determination for loading machinery>

[0111] Next, use Figure 10 The detailed process of determining whether the loading of the loading machinery 10 has stopped is explained.

[0112] First, in step S1001, the control information management unit 111 determines whether it has received the maximum load value from the control device 31. If not received (S1001 / No), it returns to the beginning of the process. If received (S1001 / Yes), it proceeds to step S1002.

[0113] Next, in step S1002, the control information management unit 111 outputs information about the upper limit of the loading capacity to the output device 14. For example, the upper limit of the loading capacity is displayed on a monitor via digital or instrument display, so that the operator of the loading machinery 10 can confirm it together with the current loading capacity of the vehicle 20.

[0114] Next, in step S1003, the loading stop determination unit 112 calculates the loading stop warning threshold. The loading stop warning threshold is a threshold used to issue a warning to stop the loading operation when the loading amount of the vehicle 20 in the loading operation exceeds the threshold. It can be calculated as a value obtained by subtracting a predetermined margin from the upper limit of the loading amount.

[0115] Next, in step S1004, the loading stop determination unit 112 determines whether the loading amount of the vehicle 20 in the loading operation is lower than the loading stop warning threshold. If the loading amount is higher than the loading stop warning threshold (S1004 / No), the process proceeds to step S1005.

[0116] Next, in step S1005, the loading stop determination unit 112 issues a loading stop warning from the output device 14, urging the operator of the loading machinery 10 to stop the loading operation. The loading stop warning is a warning display on the monitor and an alarm sound output from the speaker.

[0117] In step S1004, if the loading amount is lower than the loading stop warning threshold (S1004 / Yes), proceed to step S1006. In step S1006, the loading stop determination unit 112 determines whether the target vehicle 20 is in a loading completed state based on the operation information from the operating device 12. This determination can be based, for example, on whether the operator of the loading machinery 10 has issued a loading completed signal via a button or touch panel. If the loading is completed (S1006 / Yes), the process ends. If the loading is not completed (S1006 / No), return to step S1004.

[0118] <Effects of the First Embodiment>

[0119] In a first embodiment, in a vehicle management system 1 equipped with a storage device 32 for storing map data and a control device 31 for setting the destination of vehicle 20 based on the map data, the control device 31 calculates the electrical power required to travel from various points on the travel path to the charging point, i.e., the return power, based on the map data and the load of vehicle 20, before vehicle 20 starts traveling on a travel path from a location where a power supply device 50 is installed (i.e., a charging point) to a predetermined destination. During the process of vehicle 20 traveling on the travel path towards the predetermined destination, the control device 31 calculates the predicted electrical power, which is the remaining battery power of the energy storage device, at various points on the travel path from the current position of vehicle 20 to the predetermined destination. If there is a location on the travel path from the current position to the predetermined destination where the predicted electrical power is lower than the return power, the destination of vehicle 20 is changed from the predetermined destination to another destination.

[0120] Furthermore, in the vehicle 20 of the first embodiment, the vehicle 20 includes a power receiving device 28 that receives power from a power supply device 50, a power storage device 29 that stores the power received from the power receiving device 28, a position sensor 23 that acquires the location, a load sensor 25 that acquires the load amount, and a control device 21 that acquires map data and sets a destination based on the map data. The control device 21 calculates the distance from each location on the driving path to the predetermined destination based on the map data and the load amount before the vehicle 20 begins to travel along the driving path from the location where the power supply device 50 is located (i.e., the charging location). The electrical power required to reach the charging location is the return power. As the vehicle 20 travels along the driving path toward the predetermined destination, a predicted electrical power, which is the remaining battery power of the energy storage device 29, is calculated at various points along the driving path from the current position of the vehicle 20 obtained by the position sensor 23 to the predetermined destination. If there is a location along the driving path from the current position to the predetermined destination where the predicted electrical power is lower than the return power, the destination of the vehicle 20 is changed from the predetermined destination to another destination.

[0121] According to the first embodiment configured as described above, the control device 31 (or the vehicle control device 21) predicts the change in the remaining battery capacity of the energy storage device 29 while the vehicle 20 is traveling on the transport path 60 with charging locations, and compares it with the return power at various locations along the travel path. Thus, if it is predicted that the vehicle 20 will be low on power, a dispatch instruction is given to go to another destination, thereby preventing the vehicle 20 from running out of power.

[0122] In addition, other destinations in the first embodiment are charging locations. Therefore, if it is predicted that vehicle 20 will become low on power, the energy storage device 29 can be quickly charged.

[0123] Furthermore, in the first embodiment, after changing the destination of the vehicle 20 from a predetermined destination to a charging location, the control device 31 issues a warning to the vehicle 20 urging it to proceed to the charging location if the vehicle 20 is traveling in a direction away from the charging location on the driving path. Alternatively, in the first embodiment, the vehicle body control device 21 issues a warning to the vehicle 20 urging it to proceed to the charging location if, after changing the destination of the vehicle 20 from a predetermined destination to a charging location, the vehicle 20 is traveling in a direction away from the charging location on the driving path. This prevents the vehicle 20 from running out of power.

[0124] Furthermore, in the first embodiment, after changing the destination of the vehicle 20 from a predetermined destination to a charging location, the control device 31 instructs the vehicle 20 to limit its speed if the vehicle 20 is traveling away from the charging location on the travel path. Alternatively, in the first embodiment, the vehicle body control device 21 limits the speed of the vehicle 20 if, after changing the destination of the vehicle 20 from a predetermined destination to a charging location, the vehicle 20 is traveling away from the charging location on the travel path. This prevents the vehicle 20 from running out of power.

[0125] Furthermore, in the first embodiment, when the loading machinery 10 begins loading the vehicle 20, the control device 31 determines the upper limit of the loading amount, i.e., the upper limit of the loading amount, where the return power is lower than the charging amount of the energy storage device 29, and instructs the loading machinery 10 accordingly. This prevents the vehicle 20 from running out of power during its journey from the loading location back to the charging location.

[0126] Furthermore, in the first embodiment, the control device 31 issues a warning to the loading machinery 10 urging it to stop loading operations when the load on the vehicle 20 exceeds a warning threshold set below the upper limit of the load. This prevents the vehicle 20 from running out of power during its journey from the loading location back to the charging location.

[0127] <Modifications of the First Embodiment>

[0128] Furthermore, this embodiment shows an example of the structure and operation of the vehicle 20 when it is driven by an operator, but the implementation of the present invention is not limited to this method. For example, if the vehicle 20 has the function of autonomously driving on a driving path according to the scheduling instructions of the control device 31, and if it is predicted that the battery level is lower than the return charging power and the destination is changed to a charging location, instead of notifying the operator of the destination change and issuing a return warning, the vehicle 20 can immediately return to the charging location by autonomous driving. In addition, in this embodiment, the control device 31 is disposed at the control station 30, but the function of the control device 31 can also be installed in the vehicle body control device 21 of the vehicle 20.

[0129] Example 2

[0130] The second embodiment of the present invention will be described focusing on its differences from the first embodiment. In this embodiment, an example is shown where, when vehicle 20 is traveling towards an unloading site, the destination is changed to another unloading site based on a prediction of remaining battery power. In mines, especially for unloading sand and soil, there are generally multiple unloading sites; by changing the destination, the impact of disruption on productivity can be reduced. Furthermore, in this embodiment, the same reference numerals are used for parts identical to those in the first embodiment, and descriptions are appropriately omitted.

[0131] <Structure of the Second Embodiment>

[0132] The structure of the vehicle management system 1 in this embodiment is entirely the same as that in the first embodiment. However, the processing content in the charging status determination unit 313 of the control device 31 is different, and its content will be described later.

[0133] <Conveying path structure of the second embodiment>

[0134] Figure 11 The structure of the assumed transport path in this embodiment is shown. In this embodiment, it is assumed that vehicle 20 travels on transport path 60 with unloading yard 62A as its destination. There is a branch point on the travel path between vehicle 20 and unloading yard 62A that connects to unloading yard 62B. In addition, vehicle 20 travels in a direction away from the charging location. Here, in later embodiments, the charging location is set as parking lot 63 where charging station 50-2 is provided, but it may also be a section of transport path 60 where overhead line 50-1 is provided.

[0135] <Details of the processing by the charging / not-charging determination unit of the control device>

[0136] The following uses Figure 12 , Figure 13A as well as Figure 13BThis explains the details of how the control device 31 flexibly utilizes information about the returned electrical power to change the dispatch instructions to other destinations when it predicts that the vehicle 20 will run out of power while traveling toward a certain destination.

[0137] First of all, Figure 12 In the flowchart, steps S601 to S604 are the same as those in the first embodiment. Figure 6 The content described herein is the same, so it is omitted here. Figure 6 In the processing of the control device 31, if the condition that the predicted battery balance at all locations on the driving route does not exceed the return power is not met in step S604, the destination is changed to a charging location. However, in this embodiment, the subsequent processing is different.

[0138] First, in step S1205, the charging / not charging determination unit 313 calculates a predicted battery remaining capacity for a driving route heading towards a destination different from the current destination. Here, "destination different from the current destination" refers to an unloading yard if the vehicle is loaded, and a loading yard if it is unloaded. For example, if... Figure 11 The embodiment is unloading field 62B.

[0139] Here, although in Figure 12 Not illustrated, but when the destination is an unloading site, the destination where the cargo of vehicle 20 can be unloaded becomes the object of calculation for the battery remaining value prediction. For example, if the cargo of vehicle 20 is topsoil, the destination where the topsoil can be unloaded becomes the object; if the cargo is ore, the destination where the ore can be unloaded becomes the object.

[0140] Next, in step S1206, the charging / not charging determination unit 313 determines whether there are any destinations along the driving route where the predicted battery remaining value exceeds the return power. If a destination that meets the condition exists (S1206 / Yes), the process proceeds to step S1207, where, in cooperation with the dispatch management unit 311, the destination of the target vehicle 20 is set to a destination that meets the condition. If no destination that meets the condition exists (S1206 / No), the process proceeds to step S1208, where the destination of the target vehicle 20 is set to a charging location.

[0141] Then, in step S1209, the dispatch management unit 311 instructs the vehicle 20 on the destination and driving route via the wireless communication line 40.

[0142] Here, use Figure 13A and Figure 13B This shows a specific example of how the above-mentioned processing works. Figure 13A and Figure 13BThis is a graph showing the relationship between the travel distance, predicted battery capacity, and return battery power associated with vehicle 20 traveling from its current location toward the unloading site. The horizontal axis represents the distance along the travel path toward unloading sites 62A and 62B, respectively. Figure 13A The text illustrates a scenario where the predicted change in battery charge along the travel path towards unloading site 62A, the current destination, falls below the return charge level midway. Therefore, there is a possibility that the conditions in step S604 are not met, resulting in insufficient battery power for vehicle 20, necessitating a change of destination for vehicle 20. In contrast, in... Figure 13B The diagram illustrates a scenario where, along a travel path towards a destination different from the current one—unloading site 62B—the predicted change in remaining battery power exceeds the amount of returned power at all points. Therefore, in such a situation, changing the destination of vehicle 20 to unloading site 62B can prevent vehicle 20 from running out of power.

[0143] <Effects of the Second Embodiment>

[0144] In the second embodiment, when the destination of the vehicle 20 is changed from a predetermined destination to another destination, the control device 31 (or the vehicle body control device 21) selects the destination candidate corresponding to the driving path from the current position of the vehicle 20 to a location where the predicted power of the battery storage device 29 is lower than the return power among the multiple destination candidates that are candidates for the other destination.

[0145] According to the second embodiment configured as described above, the control device 31 (or the vehicle control device 21) predicts the change in the remaining battery capacity of the energy storage device 29 while the vehicle 20 is traveling on the transport path 60 with a charging location, and compares it with the return power of various locations on the travel path. Thus, if it is predicted that the vehicle 20 will run out of power, a dispatch instruction is given to change the destination to a candidate destination that is different from the current destination corresponding to the loading status and is predicted that the vehicle 20 will not run out of power on the travel path. This can prevent the vehicle 20 from running out of power and also allow the transport operation to continue without returning to the charging location.

[0146] Furthermore, in the second embodiment, the control device 31 (or vehicle control device 21) selects multiple destination candidates as alternative destinations based on the type of cargo carried by the vehicle 20. This helps to suppress a decrease in the overall productivity of the mine.

[0147] <Modifications of the Second Embodiment>

[0148] Furthermore, in this embodiment, the processing of the charging / not charging determination unit 313 is described as follows: if the predicted remaining battery power at any point on the current driving path is lower than the return power, a destination change is immediately determined. However, the implementation means of the present invention are not limited to this method. For example, if the destination is an unloading site, the vehicle 20 unloads sand at the unloading site. As a result, the return power at each location is lower than when the vehicle is loaded. Therefore, even if the predicted remaining battery power on the way to the unloading site is lower than the return power, the vehicle can continue to drive to the destination if it is determined that the predicted remaining battery power exceeds the return power when the load decreases on the return route from the unloading site. In this way, not only will the vehicle 20 not run out of power, but the original unloading plan can also be changed, allowing production to proceed as planned.

[0149] Example 3

[0150] The third embodiment of the present invention will be described focusing on its differences from the embodiments described above. In this embodiment, an example of operation is shown when there are multiple charging locations along the transport path 60 in which the vehicle 20 travels.

[0151] <Structure of the Third Embodiment>

[0152] The structure of the vehicle management system 1 in this embodiment is entirely the same as that in the first embodiment. However, the processing content in the charging status determination unit 313 of the control device 31 is different, and its content will be described later.

[0153] <Conveying path structure of the third embodiment>

[0154] Figure 14 The structure of the transport path envisioned in this embodiment is shown. In this embodiment, it is envisioned that vehicle 20 travels on transport path 60 with unloading yard 62 as its destination. Vehicle 20 travels in a direction away from parking lot 63A, which serves as a charging location. In addition, there is a merging point on the travel path between vehicle 20 and unloading yard 62 that connects to parking lot 63B, which serves as another charging location.

[0155] <Details of the processing by the charging / not-charging determination unit of the control device>

[0156] The following uses Figure 15 This section details the process by which the control device 31 considers the return power associated with multiple charging locations to predict the power shortage of vehicle 20 and issue dispatch instructions.

[0157] First of all, Figure 15 In the flowchart, steps S601 to S604 are the same as those in the first embodiment. Figure 6 The content described herein is the same, so it is omitted here. Figure 6In the processing of the control device 31, if the condition that the predicted battery balance at all locations on the driving route does not exceed the return power is not met in step S604, the destination is changed to a charging location. However, in this embodiment, the subsequent processing is different.

[0158] First, in step S1505, the charging determination unit 313 refers to map data to determine whether there is a charging location on a different path than the current path of the vehicle 20. If there is a charging location (S1505 / Yes), proceed to step S1506; if there is no charging location (S1505 / No), proceed to step S1507.

[0159] Next, in step S1506, the charging / not charging determination unit 313 determines whether the predicted remaining battery power at various points along the current driving path of the vehicle 20 exceeds the return power associated with any charging point on different paths, obtained in previous steps. Here, the return power at charging points on different paths refers to the electrical power consumed by traveling the shortest path from various points along the driving path of the vehicle 20 to the target charging point. For example, in Figure 14 In the example, the return electric force of vehicle 20 on its current travel path relative to parking lot 63B, which serves as the charging location, is minimized at the merging point and increases further away from the merging point. Conversely, from Figure 14 Observing the current position of vehicle 20, the return battery power for parking lot 63B on the current driving path decreases as it approaches the merging point. In step S1506, if the predicted battery remaining value on the driving path always exceeds the return battery power relative to any charging location (S1506 / Yes), return to step S601. If the condition is not met for any charging location (S1506 / No), proceed to step S1507.

[0160] Next, in step S1507, the charging determination unit 313, in cooperation with the dispatch management unit 311, sets the destination of the target vehicle 20 to the charging location with the minimum return battery power from its current location. Then, in step S1508, the dispatch management unit 311 instructs the vehicle 20 on the destination and driving route via the wireless communication line 40.

[0161] <Effects of the Third Embodiment>

[0162] In the third embodiment, the control device 31 (or vehicle control device 21) selects the charging location with the smallest return power as the other destination if there are multiple charging locations containing the charging location on the driving path from the charging location to the predetermined destination or on the driving path branching from the driving path, and if there are locations on all driving paths to the multiple charging locations where the predicted power is lower than the return power.

[0163] According to this embodiment configured as described above, the control device 31 (or the vehicle control device 21) predicts the change in the remaining battery capacity of the energy storage device 29 while the vehicle 20 is traveling on the transport path 60 with multiple charging locations. It compares the predicted remaining battery capacity at each location on the travel path with the return power to the multiple charging locations. Thus, if it is predicted that the vehicle 20 is low on power, the destination of the vehicle 20 is changed to the charging location with the lowest return power. This prevents the vehicle 20 from running out of power and reduces the loss of power, i.e., cost, caused by returning to the charging location.

[0164] Example 4

[0165] The fourth embodiment of the present invention will be described focusing on its differences from the embodiments described above. In this embodiment, an example is shown of adjusting the charging plan in advance using actual data on the increase in power consumption caused by actual interference generated when the vehicle 20 travels along the transport path 60.

[0166] <Structure of the Fourth Embodiment>

[0167] Figure 16 The structure of the vehicle management system 1 in this embodiment is shown. In this embodiment, in addition to the structure of the first embodiment, the control device 31 also includes an interference information management unit 315. Furthermore, all other components are the same as in the first embodiment.

[0168] The Interference Information Management Department obtains information on the remaining battery level of the energy storage device 29 of vehicle 20, calculates the change in remaining battery level for each section of the transport path 60, and saves it in map data. Additionally, in collaboration with the Dispatch Management Department, it instructs charging plans to adjust the charging amount at the charging locations of vehicle 20.

[0169] Figure 17An example of map data in this embodiment is shown. In addition to the content of the first embodiment, the map data also includes information on interference power consumption in each section. Interference power consumption is information obtained by estimating, based on actual data, the power consumption additionally generated due to various factors such as interactions with other vehicles, unplanned operations, and road conditions, in addition to the power consumption required for normal driving in each section. Furthermore, in this embodiment, interference power consumption is configured to be stored separately from normal power consumption, but they could also be aggregated to store the power consumption of each section including the effects of interference.

[0170] <Detailed information on handling interference and power consumption updates in control devices>

[0171] The following describes a method for obtaining the power consumption of interference from actual data, and a scheduling management method that includes a charging plan that flexibly utilizes the power consumption of interference.

[0172] First, use Figure 18 This section details the update process for the power consumption of interference in the control device 31.

[0173] First, in step S1801, the interference information management unit 315 determines whether any vehicle 20 has passed through any section on the transport path 60. This determination can be made based on information about the order of the travel paths included in the scheduling information set for the vehicle 20 and the position information of the vehicle 20. If the vehicle 20 has not passed through any section (S1801 / No), the process returns to the beginning. If the vehicle 20 has passed through any section (S1801 / Yes), the process proceeds to step S1802.

[0174] Next, in step S1802, the interference information management unit 315 compares the power consumption shown in the map data of the target area with the actual power consumption of the target vehicle 20 and obtains the difference. The actual power consumption of the target vehicle 20 can be calculated, for example, by taking the difference between the remaining battery power of the vehicle 20 at the start and end of the journey in the target area.

[0175] Next, in step S1803, the interference information management unit 315 uses the difference between the actual power consumption and the power consumption on the map data of the target area to calculate the expected value of the interference power consumption of the target area. For example, it can be calculated by pre-keeping historical information on the difference between the power consumption and the power consumption on the map data and taking its moving average.

[0176] Then, in step S1804, the interference information management unit 315 updates the interference power consumption of the map data to the value calculated in the previous step.

[0177] <Detailed processing of dispatch instructions considering the power consumption caused by interference from control devices>

[0178] Next, use Figure 19 This section will explain in detail the processing of dispatch instructions that take into account the power consumption caused by interference in the control device 31.

[0179] First, in step S1901, the dispatch management unit 311 determines whether any vehicle 20 has requested dispatch to the next destination. If no vehicle 20 has made a dispatch request (S1901 / No), the process returns to the beginning. If a vehicle 20 has made a dispatch request (S1901 / Yes), the process proceeds to step S1902.

[0180] Next, in step S1902, the dispatch management unit 311 and the interference information management unit 315 cooperate to calculate the total power consumption due to interference up to the destination as the charging reserve for the object's travel path. Here, the destination and the travel path up to the destination are determined by considering the loading status of the vehicle 20 and the operating status of the loading machinery 10.

[0181] Next, in step S1903, the scheduling management unit 311 takes into account the charging speed of the energy storage device 29 and calculates the charging time, which includes the charging margin calculated in the previous step, and the amount of charging required to ensure the travel path of the object.

[0182] Next, in step S1904, the scheduling management unit 311 determines the charging plan at charging locations along the object's driving path. The charging plan is information about the charging time or driving speed at the charging location, and can be calculated by taking into account the charging margin for the original charging range associated with the object's driving path.

[0183] Finally, in step S1905, the dispatch management unit 311 instructs the vehicle 20 that made the dispatch request to provide dispatch information containing the determined charging plan.

[0184] <Effects of the Fourth Embodiment>

[0185] In the fourth embodiment, the control device 31 obtains information on the actual power consumed by the energy storage device 29 in each section of the driving path, i.e., the actual power consumed. Based on the information on the actual power consumed, it estimates the power required for driving the driving path and determines a charging plan in such a way that the power charged at the charging location exceeds the power required for driving, and instructs the vehicle 20 accordingly.

[0186] According to the fourth embodiment configured as described above, the control device 31 can obtain the power consumption caused by the actual interference generated when the vehicle 20 is traveling on the transport path 60 and reflect it in the charging plan. Therefore, it can ensure the charging amount of the power consumption caused by the interference is estimated in advance, reduce the possibility of returning to the charging point midway through the journey, and thus suppress the resulting decrease in productivity.

[0187] The embodiments of the present invention have been described in detail above, but the present invention is not limited to the above embodiments and includes various modifications. For example, the above embodiments are examples described in detail for the purpose of easily understanding the present invention, and the present invention is not limited to having all the structures described. In addition, a part of the structure of another embodiment may be added to the structure of a certain embodiment, a part of the structure of a certain embodiment may be deleted, or a part of the structure of another embodiment may be replaced.

[0188] Symbol Explanation

[0189] 1…Vehicle Management System, 10…Loading Machinery, 11…Body Control Device, 12…Operating Device, 13…Drive Device, 14…Output Device, 17…Wireless Communication Device, 20…Vehicle, 21…Body Control Device, 22…Driving Device, 23…Position Sensor, 24…Speed ​​Sensor, 25…Load Sensor, 26…Operating Device, 27…Wireless Communication Device, 28…Power Receiving Device, 29…Energy Storage Device, 30…Control Station, 31…Control Device, 32…Storage Device, 33…Wireless Communication Device, 34…Input Device, 40…Wireless Communication Line, 41…Wireless Base Station, 50…Power Supply Device, 50-1…Overhead Cable, 5 0-2…charging station, 60…transportation path, 61…loading yard, 62, 62A, 62B…unloading yard, 63, 63A, 63B…parking lot, 70…satellite, 100…loading capacity, 111…control information management department, 112…loading stop determination department, 113…drive control department, 201…output device, 211…vehicle status management department, 212…control information management department, 213…driving control department, 311…dispatch management department, 312…battery balance monitoring department, 313…charging status determination department, 314…loading capacity limit indication department, 315…interference information management department, 321…dispatch information storage department, 322…map data storage department.

Claims

1. A vehicle, comprising: A power receiving device that receives power from a power supply device; An energy storage device that stores the electricity received by the power receiving device; A position sensor, which acquires position; The sensor is loaded, and the load amount is obtained; and The control device acquires map data and sets the destination based on that map data. Its features are, The control device performs the following processing: before the vehicle begins to travel along the route from the location where the power supply device is installed, i.e., the charging location, to the predetermined destination, it calculates the electric power required to travel from each location on the route to the charging location, i.e., the return electric power, based on the map data and the load. During the process of the vehicle traveling towards the predetermined destination on the travel path, a predicted electric force, which is the remaining battery power of the energy storage device, is calculated at various points along the travel path from the current position of the vehicle obtained by the position sensor to the predetermined destination. as well as If, at any point along the travel path from the current location to the predetermined destination, the predicted power is lower than the return power, the vehicle's destination will be changed from the predetermined destination to another destination.

2. The vehicle according to claim 1, characterized in that, The other destination is the charging location.

3. The vehicle according to claim 2, characterized in that, If, after the vehicle's destination is changed from the predetermined destination to the charging location, the vehicle travels in a direction away from the charging location on the driving path, the control device issues a warning urging the vehicle to travel towards the charging location.

4. The vehicle according to claim 2, characterized in that, After the vehicle's destination is changed from the predetermined destination to the charging location, and the vehicle is traveling in a direction away from the charging location on the driving path, the control device limits the vehicle's speed.

5. The vehicle according to claim 1, characterized in that, When changing the vehicle's destination from the predetermined destination to another destination, the control device selects the destination candidate from the driving paths from the current location to the multiple destination candidates that become the other destination, and the driving path that does not have a location where the predicted power is lower than the returned power.

6. The vehicle according to claim 5, characterized in that, The control device selects the multiple destination candidates based on the type of cargo carried by the vehicle.

7. The vehicle according to claim 2, characterized in that, If there are multiple charging locations containing the charging location on the driving path or on a branch of the driving path, and if there are locations on the entire driving path leading to the multiple charging locations where the predicted power is lower than the return power, the control device selects the charging location with the lowest return power among the multiple charging locations as the other destination.

8. A vehicle management system comprising: a storage device storing map data; and a control device for setting the destination of a vehicle based on the map data, characterized in that, The control device performs the following processing: Before the vehicle begins its journey from the location where the power supply device is installed, i.e. the charging location, to the predetermined destination, the electric power required to travel from each location on the journey to the charging location, i.e. the return electric power, is calculated based on the map data and the vehicle's load. As the vehicle travels along the driving path toward the predetermined destination, a predicted amount of battery power, which becomes the remaining battery capacity of the vehicle's energy storage device, is calculated at various points along the driving path from the vehicle's current position to the predetermined destination. as well as If, at any point along the travel path from the current location to the predetermined destination, the predicted power is lower than the return power, the vehicle's destination will be changed from the predetermined destination to another destination.

9. The vehicle management system according to claim 8, characterized in that, The other destination is the charging location.

10. The vehicle management system according to claim 9, characterized in that, If, after the vehicle's destination is changed from the predetermined destination to the charging location, the vehicle travels in a direction away from the charging location on the driving path, the control device issues a warning to the vehicle urging it to travel towards the charging location.

11. The vehicle management system according to claim 9, characterized in that, After the vehicle's destination is changed from the predetermined destination to the charging location, and the vehicle is traveling in a direction away from the charging location on the driving path, the control device instructs the vehicle to impose a speed limit.

12. The vehicle management system according to claim 8, characterized in that, When changing the vehicle's destination from the predetermined destination to another destination, the control device selects the destination candidate from the driving paths from the current location to the multiple destination candidates that become the other destination, and the driving path that does not have a location where the predicted power is lower than the returned power.

13. The vehicle management system according to claim 12, characterized in that, The control device selects the multiple destination candidates based on the type of cargo carried by the vehicle.

14. The vehicle management system according to claim 9, characterized in that, If there are multiple charging locations containing the charging location on the driving path or on a branch of the driving path, and if there are locations on the entire driving path leading to the multiple charging locations where the predicted power is lower than the return power, the control device selects the charging location with the lowest return power among the multiple charging locations as the other destination.

15. The vehicle management system according to claim 8, characterized in that, When the loading machinery begins loading the vehicle, the control device determines the upper limit of the loading amount, i.e., the upper limit of the loading amount, when the return electric force is lower than the charging amount of the energy storage device, and instructs the loading machinery accordingly.

16. The vehicle management system according to claim 15, characterized in that, If the load on the vehicle exceeds a warning threshold that is lower than the upper limit of the load, the control device issues a warning to the loading machinery urging it to stop loading operations.

17. The vehicle management system according to claim 8, characterized in that, The control device obtains information on the actual power consumed by the vehicle in each section of the driving path, i.e., the actual power consumed, and estimates the power required for driving the driving path based on the information on the actual power consumed. It then determines a charging plan in such a way that the power charged at the charging location exceeds the power required for driving, and instructs the vehicle accordingly.

Images