Control device, control system, and control method

Abstract

To provide a technology that can efficiently load a movable body onto a transport body by utilizing movement through unmanned operation.SOLUTION: A control device includes: a shipping information acquisition unit configured to acquire shipping information; a destination information acquisition unit configured to acquire destination information regarding a destination of a transport body for transporting a movable body; a stop information acquisition unit configured to acquire transport body stop information regarding a transport body stop position that is a stop position of the transport body when loading the movable body onto the transport body; a determination unit configured to use the shipping information, destination information, and transport body stop information and determine at least one of a route when the movable body is moved through unmanned operation and a movable body stop position that is a stop position of the movable body after the movable body is moved through unmanned operation; and a control unit configured to control the operation of the movable body depending on at least one of the route and the movable body stop position.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a control device, a control system, and a control method. [Background technology]

[0002] BACKGROUND ART Conventionally, a vehicle that travels autonomously or by remote control within a manufacturing system for producing vehicles has been known (Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2017-538619 Summary of the Invention [Problem to be solved by the invention]

[0004] Vehicles may be loaded from a storage location such as a yard onto a vehicle such as a train, ship, or transport vehicle and shipped to various locations. To date, there has been no proposal to use unmanned movement to locate a vehicle in a suitable position for loading onto the vehicle, or to load the vehicle onto the vehicle. This problem is not limited to vehicles, but is common to all moving objects. [Means for solving the problem]

[0005] The present disclosure can be realized in the following forms.

[0006] (1) According to a first aspect of the present disclosure, there is provided a control device that controls the operation of a mobile object capable of moving by unmanned driving, the control device including: a shipping information acquisition unit that acquires shipping information related to at least one of a shipping destination of the mobile object and a stopover point on the way to the shipping destination; a destination information acquisition unit that acquires destination information related to a destination of a transport object to transport the mobile object to at least one of the shipping destination and the stopover point; a stop information acquisition unit that acquires transport object stop information related to a transport object stop position where the transport object will stop when loading the mobile object onto the transport object; a determination unit that uses the shipping information, the destination information, and the transport object stop information to determine at least one of a route along which the mobile object will move by unmanned driving and a mobile object stop position where the mobile object will stop after moving by unmanned driving; and a control unit that controls the operation of the mobile object in accordance with at least one of the route and the mobile object stop position. According to this aspect, the control device can use the shipping information, the destination information, and the transporter stop information to determine at least one of a route and a transporter stop position when the mobile object moves by unmanned operation.The control device can then control the operation of the mobile object according to at least one of the determined route and the mobile object stop position.In this way, the mobile object can be located at a suitable position for loading onto the transporter or loaded onto the transporter by utilizing the unmanned operation of the mobile object.This allows the mobile object to be efficiently loaded onto the transporter by utilizing the unmanned operation of the mobile object. (2) In the above aspect, the determination unit may determine the route, and the control unit may control the operation of the moving body in accordance with the route so that the moving body moves along the route. According to this aspect, when the control device determines a route for the moving body to move by unmanned operation, it can control the operation of the moving body in accordance with the determined route so that the moving body moves along the determined route. (3) In the above aspect, the determination unit may determine the moving body stop position, and the control unit may control the operation of the moving body in accordance with the moving body stop position so that the moving body moves toward the moving body stop position. According to this aspect, when the control device determines the moving body stop position, it can control the operation of the moving body in accordance with the determined moving body stop position so that the moving body moves toward the determined moving body stop position. (4) In the above aspect, the mobile body stop position may be a standby position for the mobile body corresponding to the transporter stop position, and the control unit may move the mobile body by the unmanned operation along at least a portion of a route from a factory that manufactures the mobile body to the standby position. According to this aspect, the control device can determine the mobile body stop position to be the standby position corresponding to the transporter stop position. As a result, the control device can move the mobile body by the unmanned operation along at least a portion of the route from the factory to the standby position. (5) In the above aspect, the mobile object stop position may be a loading position of the mobile object within the transporter, and the control unit may move the mobile object by unmanned operation along at least a portion of a route from a standby position of the mobile object corresponding to the mobile object stop position to the loading position. According to this aspect, the control device can determine the mobile object stop position to be the loading position of the mobile object within the transporter. As a result, the control device can move the mobile object by unmanned operation along at least a portion of a route from the standby position of the mobile object corresponding to the transporter stop position to the loading position of the mobile object within the transporter. (6) The above aspect may further include a time information acquisition unit that acquires arrival time information regarding the arrival time of the vehicle at the vehicle stop location, and the determination unit may determine at least one of the route and the vehicle stop location using the arrival time information in addition to the shipping information, the destination information, and the vehicle stop information. According to this aspect, the control device may further acquire arrival time information. As a result, the control device may determine at least one of the route and the vehicle stop location when the vehicle is traveling in an unmanned operation mode using the arrival time information in addition to the shipping information, the destination information, and the vehicle stop information. (7) In the above-described embodiment, when two transport vehicles are scheduled to arrive at the same transport vehicle stop position at different arrival times and the arrival time of one of the transport vehicles scheduled to arrive first is predicted to be later than scheduled, the determination unit may determine a predetermined evacuation position as the mobile vehicle stop position for the mobile vehicle to be loaded onto the one transport vehicle. According to this embodiment, when two transport vehicles are scheduled to arrive at the same transport vehicle stop position at different arrival times and the arrival time of one of the transport vehicles scheduled to arrive first is predicted to be later than scheduled, the control device may determine a predetermined waiting position as the mobile vehicle stop position for the mobile vehicle to be loaded onto the one transport vehicle. This prevents a mobile vehicle to be loaded onto the one transport vehicle that is predicted to arrive at the transport vehicle stop position later than scheduled from interfering with the loading of other mobile vehicles onto the other transport vehicle. This allows mobile vehicles to be loaded onto transport vehicles more efficiently using unmanned driving. (8) In the above aspect, when two transporters are scheduled to arrive at the same transporter stop position at different arrival times, the determination unit may determine a location closer to the transporter stop position for the moving body to be loaded onto the transporter with the earlier arrival time. According to this aspect, when two transporters are scheduled to arrive at the same transporter stop position at different arrival times, the control device may determine a location closer to the transporter stop position for the moving body to be loaded onto the transporter with the earlier arrival time. This allows the moving bodies to be loaded onto the transporters smoothly. This allows the moving bodies to be loaded onto the transporters more efficiently by utilizing unmanned driving. (9) The above aspect may further include a time information acquisition unit that acquires arrival time information regarding the arrival time of the vehicle at the vehicle stop position, and the control unit may move the vehicle by the unmanned operation at a speed corresponding to the arrival time. According to this aspect, the control device can move the vehicle by unmanned operation at a speed corresponding to the arrival time of the vehicle. This reduces the time the vehicle waits at the vehicle stop position. This prevents congestion caused by many vehicles waiting around the vehicle stop position and reduces the efficiency of loading the vehicle onto the vehicle. Furthermore, by moving the vehicle by unmanned operation at a speed corresponding to the arrival time of the vehicle, the vehicle can be loaded smoothly onto the vehicle after it arrives at the vehicle stop position. Therefore, the vehicle can be loaded onto the vehicle more efficiently by utilizing unmanned movement. (10) According to a second aspect of the present disclosure, there is provided a control system for controlling the operation of a mobile body, the control system including: a mobile body capable of moving by unmanned operation; a shipping information acquisition unit that acquires shipping information related to at least one of a shipping destination of the mobile body and a stopover point on the way to the shipping destination; a destination information acquisition unit that acquires destination information related to a destination of a transport body for transporting the mobile body to at least one of the shipping destination and the stopover point; a stop information acquisition unit that acquires transport body stop information related to a transport body stop position where the transport body will stop when loading the mobile body onto the transport body; a determination unit that determines at least one of a route along which the mobile body will move by unmanned operation and a mobile body stop position where the mobile body will stop after moving by unmanned operation, using the shipping information, the destination information, and the transport body stop information; and a control unit that controls the operation of the mobile body in accordance with at least one of the route and the mobile body stop position. According to this aspect, the control system can use the shipping information, the destination information, and the transporter stop information to determine at least one of a route and a transporter stop position when the mobile object moves by unmanned operation.The control system can then control the operation of the mobile object according to at least one of the determined route and the mobile object stop position.In this way, the mobile object can be placed in a position suitable for loading onto the transporter or loaded onto the transporter by utilizing the unmanned operation of the mobile object.This allows the mobile object to be efficiently loaded onto the transporter by utilizing the unmanned operation of the mobile object. (11) According to a third aspect of the present disclosure, there is provided a control method for controlling the operation of a mobile body capable of moving by unmanned driving, the control method comprising: a shipping information acquisition step for acquiring shipping information related to at least one of a shipping destination of the mobile body and a stopover point on the way to the shipping destination; a destination information acquisition step for acquiring destination information related to a destination of a transport body for transporting the mobile body to at least one of the shipping destination and the stopover point; a stop information acquisition step for acquiring transport body stop information related to a transport body stop position where the transport body will stop when loading the mobile body onto the transport body; a determination step for determining, using the shipping information, the destination information, and the transport body stop information, at least one of a route along which the mobile body will move by unmanned driving and a mobile body stop position where the mobile body will stop after moving by unmanned driving; and a control step for controlling the operation of the mobile body in accordance with at least one of the route and the mobile body stop position. According to this aspect, at least one of a route and a stopping position of the mobile body when the mobile body moves by unmanned operation can be determined using the shipping information, the destination information, and the transport body stop information. Then, the operation of the mobile body can be controlled according to at least one of the determined route and the stopping position of the mobile body. In this way, the mobile body can be placed in a position suitable for loading onto the transport body or loaded onto the transport body by utilizing the movement by unmanned operation. This allows the mobile body to be efficiently loaded onto the transport body by utilizing the movement by unmanned operation. The present disclosure can be realized in various forms other than the above-described control device, control system, and control method, for example, a control device, control system, and method for manufacturing a moving body, a control device, control system, and method for controlling a moving body, a computer program for realizing the control method, a non-transitory recording medium on which the computer program is recorded, etc. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a conceptual diagram showing the configuration of a control system according to a first embodiment. [Figure 2]FIG. 1 is a block diagram showing the configuration of a control system according to a first embodiment. [Figure 3] 3 is a flowchart showing a processing procedure for vehicle travel control in the first embodiment. [Figure 4] 4 is a flowchart showing a method for controlling the operation of a manufactured vehicle. [Figure 5] FIG. 10 is a block diagram showing the configuration of a control system according to a second embodiment. [Figure 6] FIG. 10 is a block diagram showing the configuration of a control system according to a third embodiment. [Figure 7] 10 is a flowchart showing a processing procedure for vehicle travel control in a third embodiment. [Figure 8] 10A and 10B are diagrams for explaining processing when the shape of the graphic data is a rectangular parallelepiped shape; [Figure 9] 10A and 10B are diagrams for explaining processing when the shape of the graphic data is rectangular. [Figure 10] FIG. 4 is a diagram for explaining an example of calculating the position and orientation of a vehicle. [Figure 11] FIG. 10 is a diagram for explaining another example of calculating the position and orientation of a vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0008] A. First embodiment: A-1. Control system configuration: FIG. 1 is a conceptual diagram showing the configuration of a control system 50 in the first embodiment. The control system 50 is a system that controls the operation of a mobile object in order to move the mobile object in an unmanned driving manner. The control system 50 includes one or more vehicles 100 as mobile objects, a server 200, and one or more external sensors 300. In this embodiment, the function of the "control device" in the present disclosure is realized by the server 200.

[0009] In this disclosure, a "mobile body" refers to an object that can move, such as a vehicle or an electric vertical take-off and landing aircraft (a so-called flying car). A vehicle may be a vehicle that runs on wheels or a vehicle that runs on tracks, such as a passenger car, truck, bus, motorcycle, automobile, tank, or construction vehicle. Vehicles include electric vehicles (BEVs: Battery Electric Vehicles), gasoline-powered vehicles, hybrid vehicles, and fuel cell vehicles. When a mobile body is something other than a vehicle, the terms "vehicle" and "car" in this disclosure may be appropriately replaced with "mobile body," and the term "traveling" may be appropriately replaced with "moving."

[0010] The vehicle 100 is configured to be capable of traveling in an unmanned manner. "Unmanned driving" refers to driving without the driver's control. Driving operation refers to operations related to at least one of "running," "turning," and "stopping" of the vehicle 100. Unmanned driving is achieved by automatic or manual remote control using a device located outside the vehicle 100, or by autonomous control of the vehicle 100. A vehicle 100 traveling in an unmanned manner may have a driver on board who does not operate the vehicle. A driver who does not operate the vehicle may, for example, simply be seated in the vehicle 100, or a person who is riding in the vehicle 100 and performing work other than driving operations, such as assembly, inspection, or operating switches. Driving in which a driver controls the vehicle is sometimes called "manned driving."

[0011] In this specification, "remote control" includes "full remote control" in which all of the operations of vehicle 100 are completely determined from outside vehicle 100, and "partial remote control" in which some of the operations of vehicle 100 are determined from outside vehicle 100. Furthermore, "autonomous control" includes "full autonomous control" in which vehicle 100 autonomously controls its own operations without receiving any information from devices external to vehicle 100, and "partial autonomous control" in which vehicle 100 autonomously controls its own operations using information received from devices external to vehicle 100.

[0012] The vehicle 100, as a finished product manufactured in the factory FC, is moved from the factory FC to waiting areas WA1 and WA2 provided in a storage location YD, such as a yard, for storage there, for example, until the transporter 900 carrying the vehicle 100 arrives at a predetermined stopping area SA. After the transporter 900 arrives at the stopping area SA, the vehicle 100 is loaded onto the transporter 900 from the storage location YD and shipped to various locations. The transporter 900 is capable of loading the vehicle 100. The transporter 900 transports the vehicle 100 to at least one of the destination of the vehicle 100 and a stopover point on the way to the destination of the vehicle 100. In this embodiment, the transporter 900 is a train 901 or 902 capable of loading the vehicle 100. The trains 901 and 902 stop at the stopping area SA, for example, the station nearest to the storage location YD, to load the vehicle 100.

[0013] The control system 50 is used in a manufacturing / shipping area AR. The reference coordinate system of the manufacturing / shipping area AR is a global coordinate system GC, and any position within the manufacturing / shipping area AR can be expressed by X, Y, and Z coordinates in the global coordinate system GC. The manufacturing / shipping area AR includes a factory FC where the vehicle 100 is manufactured, a storage location YD where the manufactured vehicle 100 is stored, and a stopping area SA where the transporter 900 stops to load the vehicle 100 stored in the storage location YD onto the transporter 900. The factory FC includes a first location PL1 and a second location PL2. The first location PL1 and the second location PL2 are connected by a first track TR1 along which the vehicle 100 can travel. The first location PL1 is, for example, an assembly factory where the vehicle 100 is assembled. The second location PL2 is, for example, an inspection factory where the functions of the vehicle 100 are inspected. The second location PL2 and the storage location YD are connected by a second track TR2 along which the vehicle 100 can travel. The storage location YD and the stopping area SA are connected by a third track TR3 on which the vehicle 100 can travel. The vehicle 100 travels in an unmanned manner within at least a portion of the manufacturing and shipping area AR.

[0014] In the manufacturing and shipping area AR, a plurality of external sensors 300 are installed along the tracks TR1 to TR3. The positions of the external sensors 300 are adjusted in advance.

[0015] The external sensor 300 is a sensor located outside the vehicle 100. In this embodiment, the external sensor 300 is a sensor that captures the vehicle 100 from outside the vehicle 100. The external sensor 300 is equipped with a communication device (not shown) and can communicate with other devices such as the server 200 via wired communication or wireless communication.

[0016] Specifically, the external sensor 300 is configured by a distance measuring device. The distance measuring device is, for example, a LiDAR (Light Detection And Ranging). The LiDAR as the external sensor 300 detects the vehicle 100 and outputs three-dimensional point cloud data representing the vehicle 100 as a detection result. Note that in other embodiments, the external sensor 300 is not limited to a LiDAR and may be, for example, a camera. In this case, the camera as the external sensor 300 captures an image of the vehicle 100 and outputs the captured image as a detection result.

[0017] 2 is a block diagram showing the configuration of a control system 50 in the first embodiment. The vehicle 100 includes a vehicle control device 119 for controlling each part of the vehicle 100, an actuator group 120 including one or more actuators that are driven under the control of the vehicle control device 119, and a communication device 130 for communicating via wireless communication with external devices such as a server 200. The actuator group 120 includes an actuator for a drive device for accelerating the vehicle 100, an actuator for a steering device for changing the traveling direction of the vehicle 100, and an actuator for a braking device for decelerating the vehicle 100.

[0018] The vehicle control device 119 is configured by a computer including a processor 111, a memory 112, an input / output interface 113, and an internal bus 114. The processor 111, the memory 112, and the input / output interface 113 are connected via the internal bus 114 to enable bidirectional communication. The input / output interface 113 is connected to an actuator group 120 and a communication device 130. The processor 111 executes a program PG1 stored in the memory 112 to realize various functions including the function of a vehicle control unit 115.

[0019] The vehicle control unit 115 controls the actuator group 120 to cause the vehicle 100 to run. The vehicle control unit 115 controls the actuator group 120 using a running control signal received from the server 200 to cause the vehicle 100 to run. The running control signal is a control signal for causing the vehicle 100 to run. In this embodiment, the running control signal includes the acceleration and steering angle of the vehicle 100 as parameters. In other embodiments, the running control signal may include the speed of the vehicle 100 as a parameter instead of or in addition to the acceleration of the vehicle 100.

[0020] The server 200 is configured by a computer including a processor 201, a memory 202, an input / output interface 203, and an internal bus 204. The processor 201, the memory 202, and the input / output interface 203 are connected via the internal bus 204 to enable bidirectional communication. A communication device 205 is connected to the input / output interface 203 for communicating with various devices external to the server 200. The communication device 205 can communicate with the vehicle 100 via wireless communication and can communicate with each external sensor 300 via wired or wireless communication. The processor 201 executes a program PG2 stored in the memory 202 to realize various functions, including functions as a shipping information acquisition unit 211, a destination information acquisition unit 212, a stop information acquisition unit 213, a calculation unit 214, a determination unit 215, and a remote control unit 216.

[0021] The shipping information acquisition unit 211 acquires shipping information including at least one of shipping destination information regarding the shipping destination of the vehicle 100 and route point information regarding route points when the vehicle 100 is transported to the shipping destination. When the vehicle 100 is transported to the shipping destination without passing through any route points, the shipping information acquisition unit 211 acquires, for example, the shipping destination information without acquiring route point information. When the vehicle 100 is transported to the shipping destination via one of multiple candidate route points, the shipping information acquisition unit 211 acquires, for example, at least the route point information. When the vehicle 100 is transported to the shipping destination via one route point predetermined depending on the shipping destination, the shipping information acquisition unit 211 acquires, for example, at least the shipping destination information.

[0022] The destination information acquisition unit 212 acquires destination information regarding the destination of the vehicle 900. In the present embodiment, when the vehicle 900 is a train 901, 902, the destination information includes, for example, information regarding the terminal station of the train 901, 902 and information regarding the stations at which the train 901, 902 will stop on the way to the terminal station. The destination information acquisition unit 212 acquires the destination information, for example, by referring to a vehicle database DB1 stored in the memory 202 of the server 200. The vehicle database DB1 includes information regarding the vehicle 900. The vehicle database DB1 is a database that indicates, for example, the destination of the vehicle 900 and vehicle stop positions P91, P92 for each vehicle 900. The vehicle stop positions P91, P92 are the stop positions of the vehicle 900 within the stop area SA of the vehicle 900 when the vehicle 100 is loaded onto the vehicle 900.

[0023] The stop information acquisition unit 213 acquires transporter stop information related to transporter stop positions P91 and P92. The stop information acquisition unit 213 acquires the transporter stop information by, for example, referring to the transporter database DB1 stored in the memory 202 of the server 200.

[0024] The calculation unit 214 acquires detection results from the sensors and calculates the position and orientation of the vehicle 100 using the detection results. In this embodiment, the position of the vehicle 100 is the position of a positioning point that is set in advance for a specific part of the vehicle 100. The orientation of the vehicle 100 is a direction represented by a vector that points from the rear side to the front side of the vehicle 100 along the longitudinal axis of the vehicle 100. In this embodiment, the calculation unit 214 calculates the position and orientation of the vehicle 100 using three-dimensional point cloud data output from a LiDAR as the external sensor 300. Details of a method for calculating the position and orientation of the vehicle 100 using the three-dimensional point cloud data will be described later using FIGS. 8 to 11.

[0025] The determination unit 215 uses the shipping information, destination information, and vehicle stop information to determine at least one of a route along which the vehicle 100 will travel in an unmanned driving mode and vehicle stop positions P1-P10. The vehicle stop positions P1-P10 are positions at which the vehicle 100 will stop after traveling in an unmanned driving mode. The vehicle stop positions P1-P10 may be specified by coordinates or by area. In this embodiment, the determination unit 215 determines the vehicle stop positions P1-P10 and stores the determined vehicle stop positions P1-P10 as destinations in the memory 202 of the server 200. The determination unit 215 then determines a route for the entire section from the current location of the vehicle 100 to the destination vehicle stop positions P1-P10, and stores the determined route as a reference route RR in the memory 202 of the server 200. That is, in this embodiment, the determination unit 215 determines both the route along which the vehicle 100 travels when driven unmanned, and the vehicle stopping positions P1 to P10.

[0026] The remote control unit 216 controls the operation of the vehicle 100 according to at least one of the route determined by the determination unit 215 and the vehicle stop positions P1 to P10 determined by the determination unit 215. In this embodiment, the remote control unit 216 controls the operation of the vehicle 100 according to the reference route RR, which is the route determined by the determination unit 215, so that the vehicle 100 travels along the reference route RR. The remote control unit 216 generates a driving control signal for controlling the actuators 120 of the vehicle 100 and transmits the driving control signal to the vehicle 100, thereby causing the vehicle 100 to travel by remote control. The remote control unit 216 may generate and output not only the driving control signal but also control signals for controlling actuators that operate various accessories provided on the vehicle 100, such as wipers, power windows, and lamps. In other words, the remote control unit 216 may operate these various accessories and various accessories by remote control.

[0027] A-2. Vehicle driving control method: Fig. 3 is a flowchart showing the processing procedure for driving control of vehicle 100 in the first embodiment. In the processing procedure in Fig. 3, processor 201 of server 200 executes program PG2 to function as shipping information acquisition unit 211, destination information acquisition unit 212, stop information acquisition unit 213, calculation unit 214, determination unit 215, and remote control unit 216. Furthermore, processor 111 of vehicle 100 executes program PG1 to function as vehicle control unit 115.

[0028] In step S1, the processor 201 of the server 200 acquires vehicle position information using the detection results output from the external sensor 300. The vehicle position information is position information that serves as the basis for generating a driving control signal. In this embodiment, the vehicle position information includes the position and orientation of the vehicle 100 in the global coordinate system GC of the manufacturing and shipping area AR. Specifically, in step S1, the processor 201 acquires the vehicle position information using three-dimensional point cloud data acquired from the LiDAR, which is the external sensor 300.

[0029] In step S2, the processor 201 of the server 200 determines a target position to which the vehicle 100 should next head. In this embodiment, the target position is represented by X, Y, and Z coordinates in the global coordinate system GC. A reference route RR, which is a route to be traveled by the vehicle 100, is stored in advance in the memory 202 of the server 200. The route is represented by nodes indicating the departure point, nodes indicating passing points, nodes indicating the destination, and links connecting the nodes. The processor 201 uses the vehicle position information and the reference route RR to determine a target position to which the vehicle 100 should next head. The processor 201 determines a target position on the reference route RR that is ahead of the current location of the vehicle 100.

[0030] In step S3, the processor 201 of the server 200 generates a travel control signal for causing the vehicle 100 to travel toward the determined target position. The processor 201 calculates the travel speed of the vehicle 100 from the change in the position of the vehicle 100 and compares the calculated travel speed with the target speed. When the travel speed is lower than the target speed, the processor 201 determines an acceleration such that the vehicle 100 accelerates. When the travel speed is higher than the target speed, the processor 201 determines an acceleration such that the vehicle 100 decelerates. Furthermore, when the vehicle 100 is located on the reference route RR, the processor 201 determines a steering angle and acceleration such that the vehicle 100 does not deviate from the reference route RR. When the vehicle 100 is not located on the reference route RR, in other words, when the vehicle 100 has deviated from the reference route RR, the processor 201 determines a steering angle and acceleration such that the vehicle 100 returns to the reference route RR.

[0031] In step S4, the processor 201 of the server 200 transmits the generated driving control signal to the vehicle 100. The processor 201 repeats, at a predetermined cycle, the acquisition of vehicle position information, the determination of a target position, the generation of a driving control signal, and the transmission of the driving control signal.

[0032] In step S5, the processor 111 of the vehicle 100 receives the driving control signal transmitted from the server 200. In step S6, the processor 111 of the vehicle 100 controls the actuator group 120 using the received driving control signal, thereby causing the vehicle 100 to drive at the acceleration and steering angle indicated in the driving control signal. The processor 111 repeats receiving the driving control signal and controlling the actuator group 120 at a predetermined cycle. According to the control system 50 of this embodiment, the vehicle 100 can be driven by remote control, and the vehicle 100 can be moved without using transportation equipment such as a crane or conveyor.

[0033] A-3. Method of controlling the operation of manufactured vehicles: Fig. 4 is a flowchart showing an operation control method for manufactured vehicle 100. The flow shown in Fig. 4 is executed, for example, when vehicle 100 is driven unmanned on at least a part of the route from second location PL2 of factory FC shown in Fig. 1 to each of waiting positions P101 to P110 as vehicle stopping positions P1 to P10.

[0034] In step S101, the calculation unit 214 of the server 200 transmits a data request signal for acquiring three-dimensional point cloud data to the external sensor 300 whose detection range is expected to include the vehicle 100. In step S102, the external sensor 300 that has received the data request signal transmits the three-dimensional point cloud data to the server 200.

[0035] If the server 200 has acquired the three-dimensional point cloud data (step S103: Yes), in step S104, the calculation unit 214 of the server 200 calculates the position and orientation of the vehicle 100 using the three-dimensional point cloud data, thereby acquiring vehicle position information. In step S105, the shipping information acquisition unit 211 of the server 200 acquires the shipping information. In step S106, the destination information acquisition unit 212 of the server 200 acquires the destination information. In step S107, the stop information acquisition unit 213 of the server 200 acquires the vehicle stop information. In step S108, the determination unit 215 of the server 200 uses the shipping information, the destination information, and the vehicle stop information to determine at least one of the route to be taken by the vehicle 100 when it travels in an unmanned driving mode and the vehicle stop positions P1 to P10. In step S109, the remote control unit 216 of the server 200 generates a driving control signal according to the vehicle position information and the determined route and vehicle stop positions P1 to P10. In step S110, the remote control unit 216 transmits the generated driving control signal to the vehicle 100. As a result, the server 200 controls the operation of the vehicle 100 so that the vehicle 100 travels along the determined route, or controls the operation of the vehicle 100 so that the vehicle 100 travels toward the determined vehicle stop positions P1 to P10.

[0036] When the vehicle 100 receives the driving control signal (step S111: Yes), in step S112, the vehicle control unit 115 of the vehicle 100 uses the received driving control signal to control the actuator group 120. As a result, the vehicle control unit 115 causes the vehicle 100 to drive at the acceleration and steering angle indicated in the driving control signal.

[0037] A-4. How to determine vehicle stopping position: 1, in this embodiment, the vehicle stopping positions P1 to P10 are waiting positions P101 to P110 in waiting areas WA1 and WA2 of the vehicle 100 corresponding to the transporter stopping positions P91 and P92. A specific example will be given below.

[0038] In the example shown in FIG. 1 , the first vehicle 101 and the second vehicle 102 are the same model. The third vehicle 103 and the fourth vehicle 104 are the same model. The third vehicle 103 and the fourth vehicle 104 are different models from the first vehicle 101 and the second vehicle 102. The first vehicle 101, the second vehicle 102, the third vehicle 103, and the fourth vehicle 104 are all shipped to the United Kingdom. The fifth vehicle 105 and the sixth vehicle 106 are the same model. The fifth vehicle 105 and the sixth vehicle 106 are different models from the first vehicle 101, the second vehicle 102, the third vehicle 103, and the fourth vehicle 104. The seventh vehicle 107 and the eighth vehicle 108 are the same model. The seventh vehicle 107 and eighth vehicle 108 are of a different model than the first vehicle 101, the second vehicle 102, the third vehicle 103, the fourth vehicle 104, the fifth vehicle 105, and the sixth vehicle 106. The ninth vehicle 109 and the tenth vehicle 110 are of the same model. The ninth vehicle 109 and the tenth vehicle 110 are of a different model than the first vehicle 101, the second vehicle 102, the third vehicle 103, the fourth vehicle 104, the fifth vehicle 105, the sixth vehicle 106, the seventh vehicle 107, and the eighth vehicle 108. The fifth vehicle 105, the sixth vehicle 106, the seventh vehicle 107, the eighth vehicle 108, the ninth vehicle 109, and the tenth vehicle 110 are all vehicles 100 shipped to Italy. Hereinafter, the first vehicle 101, the second vehicle 102, the third vehicle 103, and the fourth vehicle 104 will also be referred to as "vehicles 101-104 bound for the UK." The fifth vehicle 105, the sixth vehicle 106, the seventh vehicle 107, the eighth vehicle 108, the ninth vehicle 109, and the tenth vehicle 110 will also be referred to as "vehicles 105-110 bound for Italy."

[0039] Vehicles 101-104 bound for the UK are moved from factory FC to a first waiting area WA1 in storage location YD to be transported to France, a stopover on the way to their shipping destination of the UK, and then loaded onto a first train 901 bound for France. Vehicles 105-110 bound for Italy are moved from factory FC to a second waiting area WA2 in storage location YD to be transported to Italy, their shipping destination, and then loaded onto a second train 902 bound for Italy.

[0040] In order to efficiently load the vehicles 100 onto trains 901, 902 with destinations corresponding to the shipping destinations of the vehicles 100, the determination unit 215 determines waiting areas WA1, WA2 for the vehicles 100 in the storage location YD for each shipping destination of the vehicles 100 according to the transporter stopping positions P91, P92. Specifically, in order to efficiently load the vehicles 101-104 bound for the United Kingdom onto the first train 901, the determination unit 215 determines an area in the storage location YD that is closer to the stopping position P91 of the first train 901 than the stopping position P92 of the second train 902 as the first waiting area WA1. In order to efficiently load the vehicles 105-110 bound for Italy onto the second train 902, the determination unit 215 determines an area in the storage location YD that is closer to the stopping position P92 of the second train 902 than the stopping position P91 of the first train 901 as the second waiting area WA2.

[0041] The determination unit 215 determines the vehicle stop positions P1 to P10 of each vehicle 100 to be placed within the same waiting area WA1, WA2, for example, according to the vehicle type. Specifically, the determination unit 215 determines the vehicle stop position P1 of the first vehicle 101 to be a first waiting position P101 within the first waiting area WA1. The determination unit 215 determines the vehicle stop position P2 of a second vehicle 102 of the same model as the first vehicle 101 to be a second waiting position P102 located behind the vehicle stop position P1 of the first vehicle 101 within the first waiting area WA1. The determination unit 215 determines the vehicle stop position P3 of a third vehicle 103 of a model different from the first vehicle 101 and the second vehicle 102 to be a third waiting position P103 where the third vehicle 103 can stop without other vehicles 100 being present within the first waiting area WA1. The determination unit 215 determines the vehicle stop position P4 of a fourth vehicle 104 of the same model as the third vehicle 103 to be a fourth waiting position P104 located behind the vehicle stop position P3 of the third vehicle 103 within the first waiting area WA1. The determination unit 215 determines the vehicle stop position P5 of the fifth vehicle 105 to be a fifth waiting position P105 within the second waiting area WA2. The determination unit 215 determines the vehicle stop position P6 of a sixth vehicle 106 of the same model as the fifth vehicle 105 to be a sixth waiting position P106 located behind the fifth vehicle 105 within the second waiting area WA2. The determination unit 215 determines the vehicle stop position P7 of a seventh vehicle 107 of a model different from the fifth vehicle 105 and the sixth vehicle 106 to be a seventh waiting position P107 in the second waiting area WA2 where the seventh vehicle 107 can stop without other vehicles 100 being present. The determination unit 215 determines the vehicle stop position P8 for an eighth vehicle 108 of the same model as the seventh vehicle 107 to be an eighth waiting position P108 located behind the seventh vehicle 107 within the second waiting area WA2. The determination unit 215 determines the vehicle stop position P9 for a ninth vehicle 109 of a model different from the fifth vehicle 105, the sixth vehicle 106, the seventh vehicle 107, and the eighth vehicle 108 to be a ninth waiting position P109 where the ninth vehicle 109 can stop without other vehicles 100 being present within the second waiting area WA2. The determination unit 215 determines the vehicle stop position P10 for a tenth vehicle 110 of the same model as the ninth vehicle 109 to be a tenth waiting position P110 located behind the ninth vehicle 109 within the second waiting area WA2.The configuration of the manufacturing / shipping area AR, the arrangement of the vehicles 100 in the storage location YD, and the method of determining the vehicle stopping positions P1 to P10 are not limited to those described above.

[0042] According to the first embodiment, the server 200 can determine at least one of the route and the vehicle stopping positions P1 to P10 along which the vehicle 100 will travel when driven unmanned, using the shipping information, the destination information, and the vehicle stop information. The server 200 can then control the operation of the vehicle 100 in accordance with at least one of the determined route and the vehicle stopping positions P1 to P10. In this way, the manufactured vehicle 100 can be placed in a suitable position for loading onto the vehicle 900 by utilizing the vehicle's unmanned driving. This allows the manufactured vehicle 100 to be efficiently loaded onto the vehicle 900 by utilizing the vehicle's unmanned driving.

[0043] Furthermore, according to the first embodiment, when the server 200 determines a route for the vehicle 100 to travel in an unmanned driving mode, the server 200 can control the operation of the vehicle 100 so that the vehicle 100 moves along the determined route.

[0044] Furthermore, according to the first embodiment, when the server 200 determines the vehicle stop positions P1 to P10, it can control the operation of the vehicle 100 so that the vehicle 100 travels toward the vehicle stop positions P1 to P10.

[0045] Furthermore, according to the first embodiment, the server 200 can determine the vehicle stopping positions P1 to P10 as waiting positions P101 to P110 corresponding to the transporter stopping positions P91, P92. This allows the server 200 to drive the vehicle 100 in an unmanned manner on at least a part of the route from the factory FC to the waiting positions P101 to P110.

[0046] Furthermore, according to the first embodiment, the server 200 can acquire shipping information, such as at least one of destination information and route information, and determine at least one of the route to be taken by the vehicle 100 when the vehicle 100 travels in an unmanned driving manner and the vehicle stopping positions P1 to P10. In this way, when the vehicle 100 is delivered to the destination without passing through any route points, the vehicle 100 can be efficiently loaded onto the transporter 900 heading for the destination. Furthermore, when the vehicle 100 is delivered to the destination via any route points, the vehicle 100 can be efficiently loaded onto the transporter 900 heading for the route points.

[0047] Furthermore, according to the first embodiment, when multiple transporters 900 with different destinations stop at the same stopping area SA as shown in Fig. 1, the server 200 can determine the following: In this case, the server 200 can determine the waiting areas WA1, WA2 for the vehicle 100 for each shipping destination of the vehicle 100 in accordance with the transporter stopping positions P91, P92 of the transporters 900 heading towards at least one of the shipping destination and the intermediate destination of the vehicle 100. Specifically, the server 200 can determine the areas closer to the transporter stopping positions P91, P92 of the transporters 900 heading towards at least one of the shipping destination and the intermediate destination of the vehicle 100 as the waiting areas WA1, WA2 for the vehicle 100.

[0048] Furthermore, according to the first embodiment, the vehicle stop positions P1 to P10 of the vehicles 100 placed in the same waiting areas WA1 and WA2 can be determined according to the vehicle type, as shown in Fig. 1. In this way, vehicles 100 of the same vehicle type can be grouped together and wait in the waiting areas WA1 and WA2.

[0049] Furthermore, according to the first embodiment, the transport body 900 is a train 901, 902. In this configuration, the manufactured vehicle 100 can be efficiently loaded onto the train 901, 902 by utilizing unmanned driving.

[0050] B. Second embodiment: FIG. 5 is a block diagram showing the configuration of a control system 50a in the second embodiment. The control system 50a includes one or more vehicles 100, a server 200a, and one or more external sensors 300. In this embodiment, the method of determining vehicle stop positions P1 to P10 differs from that in the first embodiment. In this embodiment, the function of the "control device" in the present disclosure is also realized by the server 200a. The configuration of the control system 50a is the same as that in the first embodiment unless otherwise specified. The same components as in the first embodiment are denoted by the same reference numerals, and description thereof will be omitted.

[0051] The server 200a is configured by a computer including a processor 201a, a memory 202a, an input / output interface 203, and an internal bus 204. The processor 201a executes a program PG2 stored in the memory 202a to realize various functions including functions as a shipping information acquisition unit 211, a destination information acquisition unit 212, a stop information acquisition unit 213, a calculation unit 214, a determination unit 215a, a remote control unit 216a, and a time information acquisition unit 217.

[0052] The time information acquisition unit 217 acquires the arrival time of the transport body 900 at the transport body stopping positions P91, P92. The time information acquisition unit 217 acquires the arrival time information, for example, by referring to the transport body database DB2 stored in the memory 202a of the server 200a. The arrival time information is information related to the arrival time of the transport body 900 at the transport body stopping positions P91, P92. The transport body database DB2 in this embodiment is a database that represents, for example, the destination of the transport body 900, the transport body stopping positions P91, P92, and the arrival time at the transport body stopping positions P91, P92 for each transport body 900.

[0053] The determination unit 215a uses the shipping information, destination information, and transporter stop information, as well as arrival time information, to determine at least one of the route that the vehicle 100 will take when traveling in an unmanned operation and the vehicle stop positions P1 to P10. For example, when two transporters 900 are scheduled to arrive at the same transporter stop positions P91 and P92 at different arrival times, and when the arrival time of one of the transporters 900 that is scheduled to arrive first is predicted to be later than scheduled, the determination unit 215 determines the vehicle stop positions P1 to P10 as follows: In this case, the determination unit 215 determines a pre-established evacuation position as the vehicle stop position P1 to P10 for the vehicle 100 that loads one transporter 900. Also, for example, when two transporters 900 are scheduled to arrive at the same transporter stopping positions P91, P92 at different arrival times, the determination unit 215a determines the vehicle stopping positions P1 to P10 to be closer to the transporter stopping positions P91, P92 for the vehicle 100 to be loaded onto the transporter 900 with the earlier arrival time.

[0054] The remote control unit 216a controls the operation of the vehicle 100 according to at least one of the route determined by the determination unit 215a and the vehicle stop positions P1 to P10 determined by the determination unit 215a. At this time, the remote control unit 216a determines at least one of the acceleration and running speed of the vehicle 100 and generates a running control signal so that the vehicle 100 runs in an unmanned manner at a speed according to the arrival time of the transport body 900.

[0055] According to the second embodiment, the server 200a can further acquire arrival time information, which allows the server 200a to determine at least one of the route and vehicle stop positions P1 to P10 of the unmanned vehicle 100 by using the arrival time information in addition to the shipping information, destination information, and vehicle stop information.

[0056] Furthermore, according to the second embodiment, when two transport bodies 900 are scheduled to arrive at the same transport body stopping positions P91 and P92 at different arrival times, and when the arrival time of one of the transport bodies 900 scheduled to arrive first is predicted to be later than scheduled, the server 200a can execute the following processing. In this case, the server 200a can determine a pre-established evacuation position as a vehicle stopping position P1 to P10 for the vehicle 100 to be loaded onto one transport body 900. This prevents the vehicle 100 to be loaded onto one transport body 900 that is predicted to arrive at the transport body stopping position P91 or P92 later than scheduled from interfering with the loading of other vehicles 100 onto other transport bodies 900. This allows the manufactured vehicles 100 to be loaded onto the transport bodies 900 more efficiently by utilizing unmanned driving.

[0057] Furthermore, according to the second embodiment, when two transport bodies 900 are scheduled to arrive at the same transport body stopping positions P91, P92 at different arrival times, the server 200a can execute the following processing. In this case, the server 200a can determine, as the vehicle stopping positions P1 to P10, positions closer to the transport body stopping positions P91, P92 for the vehicle 100 to be loaded onto the transport body 900 with the earlier arrival time. In this way, the vehicle 100 can be loaded onto the transport body 900 smoothly. As a result, the manufactured vehicle 100 can be loaded onto the transport body 900 more efficiently by utilizing unmanned driving.

[0058] Furthermore, according to the second embodiment, the server 200a can cause the vehicle 100 to travel in an unmanned manner at a speed corresponding to the arrival time of the vehicle 900 at the vehicle stop positions P91 and P92. This reduces the time the vehicle 100 waits at the vehicle stop positions P1 to P10. This prevents congestion caused by many vehicles 100 waiting at the storage location YD and reduces the efficiency of loading the vehicle 100 onto the vehicle 900. Furthermore, by causing the vehicle 100 to travel in an unmanned manner at a speed corresponding to the arrival time of the vehicle 900 at the vehicle stop positions P91 and P92, the vehicle 100 can be smoothly loaded onto the vehicle 900 after the vehicle 900 arrives at the vehicle stop positions P91 and P92. Therefore, the manufactured vehicle 100 can be loaded onto the vehicle 900 more efficiently by utilizing unmanned driving.

[0059] C. Third embodiment: FIG. 6 is a block diagram showing the configuration of a control system 50v in the third embodiment. In this embodiment, the control system 50v differs from the first embodiment in that it does not include a server 200. Furthermore, the vehicle 100v in this embodiment can travel by autonomous control of the vehicle 100v. In this embodiment, the function of the "control device" in this disclosure is realized by the vehicle control device 119v. The other configurations are the same as those in the first embodiment unless otherwise specified.

[0060] In this embodiment, the processor 111v of the vehicle control device 119v executes a program PG1 stored in the memory 112v, thereby functioning as a shipping information acquisition unit 141, a destination information acquisition unit 142, a stop information acquisition unit 143, a calculation unit 144, a determination unit 145, and a vehicle control unit 115v. In this embodiment, in addition to the program PG1, a reference route RR and a transporter database DB1 are pre-stored in the memory 112v.

[0061] The shipping information acquisition unit 141 acquires shipping information, including at least one of shipping destination information and route information. The destination information acquisition unit 142 acquires destination information. The stop information acquisition unit 143 acquires transporter stop information. The stop information acquisition unit 143 acquires transporter stop information. The calculation unit 144 acquires vehicle position information by calculating the position and orientation of the vehicle 100v itself. The determination unit 145 uses the shipping information, destination information, and transporter stop information to determine at least one of a route and vehicle stop positions P1 to P10 that the vehicle 100v will take when traveling in an unmanned driving mode. The vehicle control unit 115v controls the operation of the vehicle 100v in accordance with at least one of the route determined by the determination unit 145 and the vehicle stop positions P1 to P10 determined by the determination unit 145. The vehicle control unit 115v generates a driving control signal, and outputs the generated driving control signal to operate the actuator group 120, thereby making it possible to drive the vehicle 100v by autonomous control.

[0062] Fig. 7 is a flowchart showing the processing procedure for driving control of the vehicle 100v in the third embodiment. In the processing procedure in Fig. 7, the processor 111v of the vehicle 100v executes the program PG1 to function as a shipping information acquisition unit 141, a destination information acquisition unit 142, a stop information acquisition unit 143, a calculation unit 144, a determination unit 145, and a vehicle control unit 115v.

[0063] In step S901, the processor 111v of the vehicle control device 119v acquires vehicle position information using the detection results output from the camera, which is the external sensor 300. In step S902, the processor 111v determines a target position to which the vehicle 100v should next head. In step S903, the processor 111v generates a driving control signal for driving the vehicle 100v toward the determined target position. In step S904, the processor 111v controls the actuator group 120 using the generated driving control signal, thereby causing the vehicle 100v to drive in accordance with the parameters represented in the driving control signal. The processor 111v repeats the acquisition of vehicle position information, determination of the target position, generation of the driving control signal, and control of the actuators at a predetermined cycle. According to the control system 50v of this embodiment, the vehicle 100v can be driven by autonomous control of the vehicle 100v without remote control of the vehicle 100v by the server 200.

[0064] D. How to calculate vehicle position and orientation: D-1. First calculation method using 3D point cloud data: In the first calculation method, the calculation unit 144, 214 calculates the position and orientation of the vehicle 100, 100v by fitting graphic data of a predetermined shape to the three-dimensional point cloud data. The shape of the graphic data is a shape that allows the external shape of the vehicle 100, 100v to be estimated when the graphic data is fitted to surround the three-dimensional point cloud data.

[0065] D-1-1. An example of the first calculation method using 3D point cloud data: 8 is a diagram for explaining processing when the shape of the graphic data FG1 is a rectangular parallelepiped. The ratios of the first sides SB1-SB4, the second sides SB5-SB8, and the third sides SB9-SB12 that are orthogonal to each other of the rectangular parallelepiped that constitutes the graphic data FG1 are preset to correspond to the ratios of the vehicle width, overall length, and vehicle height.

[0066] The calculation units 144, 214 calculate the position and orientation of the vehicles 100, 100v represented by the three-dimensional point cloud data PD by fitting rectangular parallelepiped graphic data FG1 to the three-dimensional point cloud data PD so as to cover the entire three-dimensional point cloud data PD. Specifically, the calculation units 144, 214 first fit the rectangular parallelepiped graphic data FG1 to the three-dimensional point cloud data PD so as to cover the entire three-dimensional point cloud data PD. Next, the calculation units 144, 214 perform the following process to calculate the position of the vehicles 100, 100v. The calculation units 144, 214 acquire the coordinates of eight vertices VB1 to VB8 of the rectangular parallelepiped that constitutes the graphic data FG1. Each coordinate of the graphic data FG1 is associated with additional information that indicates which of the eight vertices VB1 to VB8 of the rectangular parallelepiped that constitutes the graphic data FG1 the coordinate corresponds to. Next, the calculation units 144, 214 use the three-dimensional coordinate database stored in the memories 112v, 202, and 202a to calculate the coordinates of the positioning points of the vehicles 100, 100v as the positions of the vehicles 100, 100v from the coordinates of the eight vertices VB1 to VB8 of the rectangular parallelepiped that constitutes the graphic data FG1. The three-dimensional coordinate database is a database that indicates the relative positional relationship between the eight vertices VB1 to VB8 of the rectangular parallelepiped that constitutes the graphic data FG1 and the positioning points of the vehicles 100, 100v. Furthermore, the calculation units 144, 214 perform the following process to calculate the orientation of the vehicles 100, 100v. The calculation units 144, 214 use the coordinates of the first central position CN1 and the coordinates of the second central position CN2 to calculate the orientation of the vehicles 100, 100v. The first center position CN1 is the center position of the side SB1 that is along the vehicle width direction on the front side of the vehicle 100, 100v, among the 12 sides SB1 to SB12 of the rectangular parallelepiped that constitutes the graphic data FG1. The second center position CN2 is the center position of the side SB2 that is along the vehicle width direction on the rear side of the vehicle 100, 100v, among the 12 sides SB1 to SB12 of the rectangular parallelepiped that constitutes the graphic data FG1. In this configuration, the calculation units 144, 214 can calculate the position and orientation of the vehicle 100, 100v by applying the rectangular parallelepiped-shaped graphic data FG1 to the three-dimensional point cloud data PD.

[0067] Note that when calculating the position and orientation of vehicles 100, 100v by fitting rectangular parallelepiped-shaped graphic data FG1 to three-dimensional point cloud data PD, the following configuration may be used. In this case, the ratio between the first sides SB1 to SB4, the second sides SB5 to SB8, and the third sides SB9 to SB12 of the rectangular parallelepiped that constitutes graphic data FG1, which are mutually orthogonal, may be adjusted in accordance with the shape of the three-dimensional point cloud data PD without being set in advance. In the case where the ratio between the first sides SB1 to SB4, the second sides SB5 to SB8, and the third sides SB9 to SB12 of the rectangular parallelepiped that constitutes graphic data FG1, which are mutually orthogonal, can be adjusted in accordance with the shape of the three-dimensional point cloud data PD, the calculation units 144, 214 calculate the position and orientation of vehicles 100, 100v, for example, as follows. Specifically, the calculation units 144, 214 first fit the graphic data FG1 to the three-dimensional point cloud data PD so that it aligns with the orientation of the vehicles 100, 100v represented by the three-dimensional point cloud data PD. At this point, the ratio of the mutually orthogonal first sides SB1-SB4, second sides SB5-SB8, and third sides SB9-SB12 of the rectangular parallelepiped constituting the graphic data FG1 does not necessarily correspond to the ratio of the width, length, and height of the vehicles 100, 100v represented by the three-dimensional point cloud data PD. The calculation units 144, 214 calculate the orientation of the vehicles 100, 100v using the second sides SB5-SB8 that align with the orientation of the vehicles 100, 100v. The calculation units 144, 214 adjust the ratio of the sides SB1-SB12 of the graphic data FG1 according to the shape of the three-dimensional point cloud data PD so that the graphic data FG1 surrounds the three-dimensional point cloud data PD. As a result, the calculation units 144, 214 adjust the ratio of the first sides SB1-SB4, the second sides SB5-SB8, and the third sides SB9-SB12 of the rectangular parallelepiped that constitute the graphic data FG1 to correspond to the ratio of the vehicle width, overall length, and vehicle height.The calculation units 144, 214 then calculate the coordinates of the positioning points of the vehicles 100, 100v as the positions of the vehicles 100, 100v from the coordinates of the eight vertices VB1-VB8 of the rectangular parallelepiped that is the graphic data FG1 in which the ratios of the sides SB1-SB12 have been adjusted according to the shape of the three-dimensional point cloud data PD.In this configuration, the calculation units 144, 214 can calculate the position and orientation of the vehicles 100, 100v using the graphic data FG1 in which the ratios of the sides SB1 to SB12 are adjusted according to the shape of the three-dimensional point cloud data PD. This makes it possible to accurately calculate the position and orientation of the vehicles 100, 100v for each of a plurality of vehicle types with different vehicle classes determined by the vehicle width, overall length, and vehicle height.

[0068] D-1-2. Another example of the first calculation method using 3D point cloud data: 9 is a diagram for explaining processing when the shape of the graphic data FG2 is rectangular. The ratio of the first sides SC1, SC2 and the second sides SC3, SC4 that are perpendicular to each other of the rectangle constituting the graphic data FG2 is preset to correspond to the ratio of the vehicle width to the overall length.

[0069] The calculation units 144, 214 first apply rectangular graphic data FG2 so as to surround the area occupied by the vehicle 100, 100v when the vehicle 100, 100v is projected onto the road surface on which the vehicle 100, 100v is traveling. Next, the calculation units 144, 214 execute the following process to calculate the position of the vehicle 100, 100v. The calculation units 144, 214 acquire the coordinates of the four vertices VC1 to VC4 of the rectangle that constitutes the graphic data FG2. Each coordinate of the graphic data FG2 is associated with additional information that indicates which of the four vertices VC1 to VC4 of the rectangle that constitutes the graphic data FG2 the coordinate corresponds to. Next, the calculation units 144, 214 use the rectangular coordinate database stored in the memories 112v, 202, and 202a to calculate the coordinates of the positioning points of the vehicles 100, 100v as the positions of the vehicles 100, 100v from the coordinates of the four vertices VC1 to VC4 of the rectangle that constitutes the graphic data FG2. The rectangular coordinate database is a database that indicates the relative positional relationship between the four vertices VC1 to VC4 of the rectangle that constitutes the graphic data FG2 and the positioning points of the vehicles 100, 100v. Furthermore, the calculation units 144, 214 perform the following process to calculate the orientation of the vehicles 100, 100v. The calculation units 144, 214 use the coordinates of the third central position CN3 and the coordinates of the fourth central position CN4 to calculate the orientation of the vehicles 100, 100v. The third center position CN3 is the center position of the side SC1 that is along the vehicle width direction on the front side of the vehicle 100, 100v among the four sides SC1 to SC4 of the rectangle that constitutes the graphic data FG2. The fourth center position CN4 is the center position of the side SC2 that is along the vehicle width direction on the rear side of the vehicle 100, 100v among the four sides SC1 to SC4 of the rectangle that constitutes the graphic data FG2. In this configuration, the calculation units 144, 214 can calculate the position and orientation of the vehicle 100, 100v by applying the rectangular graphic data FG2 to the three-dimensional point cloud data PD.

[0070] Note that the following configuration may be used when calculating the position and orientation of the vehicle 100, 100v by applying rectangular graphic data FG2 to the three-dimensional point cloud data PD. In this case, the ratio between the first sides SC1, SC2 and the second sides SC3, SC4 of the rectangle constituting the graphic data FG2, which are orthogonal to each other, may be adjusted according to the shape of the three-dimensional point cloud data PD without being set in advance. In this configuration, the calculation units 144, 214 can calculate the position and orientation of the vehicle 100, 100v using graphic data FG2 in which the ratios of the sides SC1 to SC4 have been adjusted according to the shape of the three-dimensional point cloud data PD. This allows the position and orientation of the vehicle 100, 100v to be calculated with high accuracy for each of a plurality of vehicle types having different vehicle widths and lengths.

[0071] D-1-3. Example of using 3D point cloud data with missing parts: 10 is a diagram illustrating an example of a process for calculating the position and orientation of vehicles 100, 100v by applying graphic data FG1 to three-dimensional point cloud data PD having a missing portion D. In the example shown in FIG. 10, calculation units 144, 214 estimate the exterior shape of vehicles 100, 100v that could not be acquired due to the missing portion of the three-dimensional point cloud data PD, using feature points FP1 to FP4 of vehicles 100, 100v represented by the three-dimensional point cloud data PD. As a result, calculation units 144, 214 determine the arrangement of graphic data FG1 when applying graphic data FG1 to the three-dimensional point cloud data PD, and adjust the ratios of sides SB1 to SB12 of graphic data FG1, thereby calculating the position and orientation of vehicles 100, 100v. The characteristic points FP1 to FP4 of the vehicles 100, 100v are, for example, points that form corners in the external shape of the vehicle 100, such as the left front end, right front end, left rear end, and right rear end of the vehicles 100, 100v, or points that form characteristic shapes in the external shape of the vehicles 100, 100v, such as wheels. In the following, an example will be described in which the shape of the graphic data FG1 is a rectangular parallelepiped.

[0072] The calculation unit 144, 214 detects feature points FP1-FP4 of the vehicle 100, 100v from the non-defective portion ND of the three-dimensional point cloud data PD other than the defective portion D. For example, when the calculation unit 144, 214 detects four feature points FP1-FP4 from the three-dimensional point cloud data PD, that is, the left front end, right front end, left rear end, and right rear end of the vehicle 100, 100v, the calculation unit 144, 214 executes the following process. In this case, the calculation unit 144, 214 applies the rectangular parallelepiped graphic data FG1 to the three-dimensional point cloud data PD by determining the arrangement of the rectangular parallelepiped graphic data FG1 and the ratios of the sides SB1-SB12 using a rectangle RC1 formed by connecting adjacent feature points FP1-FP4. In this manner, the calculation unit 144, 214 can calculate the position and orientation of the vehicle 100, 100v by supplementing information corresponding to the defective portion D of the point cloud that constitutes the three-dimensional point cloud data PD. As a result, even if the three-dimensional point cloud data PD is missing, the positions and orientations of the vehicles 100 and 100v can be calculated with high accuracy.

[0073] D-1-4. Another example of using 3D point cloud data with missing part D: 11 is a diagram illustrating another example of processing for calculating the position and orientation of vehicles 100, 100v by applying graphic data FG2 to three-dimensional point cloud data PD having a missing portion D. In the following, an example will be described in which the shape of the graphic data FG2 is rectangular.

[0074] The calculation unit 144, 214 detects feature points FP5-FP8 of the vehicle 100, 100v from the non-defective portion ND of the three-dimensional point cloud data PD other than the defective portion D. For example, when the calculation unit 144, 214 detects the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle 100, 100v as four feature points FP5-FP8 from the three-dimensional point cloud data PD, the calculation unit 144, 214 executes the following process. In this case, the calculation unit 144, 214 fits the graphic data FG2 to the three-dimensional point cloud data PD so that the center of gravity of the graphic data FG2 is located at the intersection IS of the diagonals DG1, DG2 of the rectangle RC2 formed by connecting adjacent feature points FP5-FP8. In this configuration, the calculation unit 144, 214 can calculate the position and orientation of the vehicle 100, 100v by supplementing information corresponding to the defective portion D of the point cloud that constitutes the three-dimensional point cloud data PD. As a result, even if the three-dimensional point cloud data PD is missing, the positions and orientations of the vehicles 100 and 100v can be calculated with high accuracy.

[0075] D-2. Second calculation method using 3D point cloud data: In the second calculation method, the calculation units 144, 214 calculate the position and orientation of the vehicles 100, 100v without applying the graphic data FG1, FG2 to the three-dimensional point cloud data PD. The calculation units 144, 214 calculate the position of the vehicles 100, 100v, for example, by using the distance between two feature points FP1 to FP8 of the vehicles 100, 100v. In this manner, the position and orientation of the vehicles 100, 100v can be calculated using at least one line segment without using the polygonal graphic data FG1, FG2.

[0076] D-3. Third calculation method using 3D point cloud data: In the third calculation method, the calculation unit 144, 214 calculates the position and orientation of the vehicle 100, 100v by template matching using the three-dimensional point cloud data PD as the detection result and reference point cloud data prepared in advance. The reference point cloud data is reference data used as a template in matching with the three-dimensional point cloud data PD. The reference point cloud data is, for example, three-dimensional CAD data that virtually represents the exterior shape of the vehicle 100, 100v. The matching algorithm used by the calculation unit 144, 214 is, for example, either ICP (Iterative Closest Point) or NDT (Normal Distributions Transform). In this configuration, the calculation unit 144, 214 can calculate the position and orientation of the vehicle 100, 100v by matching the three-dimensional point cloud data PD with the reference point cloud data.

[0077] D-4. Calculation method using captured images: The calculation units 144 and 214, for example, detect the outer shape of the vehicle 100 and 100v from the captured image, calculate the coordinates of the positioning points of the vehicle 100 and 100v in the coordinate system of the captured image, i.e., the local coordinate system, and convert the calculated coordinates into coordinates in the global coordinate system GC, thereby acquiring the position of the vehicle 100 and 100v. The outer shape of the vehicle 100 and 100v included in the captured image can be detected, for example, by inputting the captured image into a detection model using artificial intelligence. The detection model is prepared, for example, inside or outside the control system 50 and pre-stored in the memory 112v, 202, and 202a. An example of the detection model is a trained machine learning model trained to achieve either semantic segmentation or instance segmentation. For example, a convolutional neural network (hereinafter, CNN) trained by supervised learning using a training dataset can be used as the machine learning model. The training dataset includes, for example, a plurality of training images including the vehicles 100 and 100v, and labels indicating whether each region in the training images represents the vehicles 100 and 100v or a region other than the vehicles 100 and 100v. During CNN training, it is preferable to update the CNN parameters using backpropagation (backpropagation) to reduce errors between the output results of the detection model and the labels. Furthermore, the calculation units 144 and 214 can obtain the orientation of the vehicles 100 and 100v by, for example, using an optical flow method to estimate the orientation based on the orientation of the movement vector of the vehicles 100 and 100v calculated from changes in the positions of the feature points of the vehicles 100 and 100v between frames of the captured images. In this configuration, the calculation units 144 and 214 can calculate the position and orientation of the vehicles 100 and 100v using the captured images.

[0078] E. Other Embodiments: E-1. Alternative embodiment 1: The transporter 900 may be a ship capable of carrying the vehicles 100, 100v. In this case, the stopping area SA is, for example, a berth provided in a port for anchoring the ship. In this configuration, the vehicles 100, 100v can be efficiently loaded onto the ship by utilizing unmanned driving.

[0079] E-2. Alternative embodiment 2: The transport body 900 may be a transport vehicle such as a trailer or truck capable of carrying the vehicles 100, 100v. In this case, the stopping area SA is, for example, a parking lot where the transport vehicle is parked. In this configuration, the vehicles 100, 100v can be efficiently loaded onto the transport vehicle by utilizing unmanned driving. Note that the type of the transport body 900 is not limited to trains 901, 902, ships, and transport vehicles. The transport body 900 may be something other than trains 901, 902, ships, and transport vehicles.

[0080] E-3. Alternative Embodiment 3: The vehicle stopping positions P1 to P10 may be loading positions for the vehicles 100, 100v within the transport body 900. In other words, the control device may determine the vehicle stopping positions P1 to P10 as loading positions provided for loading the vehicles 100, 100v within the transport body 900 at the destination corresponding to the shipping destination of the vehicles 100, 100v. In this configuration, the control device can cause the vehicles 100, 100v to travel by unmanned driving along at least a portion of the route from the waiting positions P101 to P110 for the vehicles 100, 100v corresponding to the transport body stopping positions P91, P92 to the loading positions for the vehicles 100, 100v within the transport body 900. This allows the vehicles 100, 100v to be loaded onto the transport body 900 by utilizing unmanned driving.

[0081] E-4. Alternative Embodiment 4: The determination unit 145, 215, 215a may determine a route for the unmanned vehicle 100, 100v to travel without determining the vehicle stop positions P1-P10. In this case, the determination unit 145, 215, 215a determines, for example, a route for a section from the current location of the vehicle 100, 100v to a passing point on the way to the vehicle stop positions P1-P10. In other words, the determination unit 145, 215, 215a determines a route for a portion of the section from the current location of the vehicle 100, 100v to the vehicle stop positions P1-P10. The remote control unit 216, 216a then controls the operation of the vehicle 100, 100v in accordance with the determined route so that the vehicle 100 travels along the determined route. In this configuration, when the control device determines the route for the vehicle 100, 100v to travel in an unmanned manner, it can control the operation of the vehicle 100, 100v in accordance with the determined route so that the vehicle 100, 100v travels along the determined route.

[0082] E-5. Alternative Embodiment 5: The determination units 145, 215, 215a may determine the vehicle stop positions P1-P10 without determining a route along which the vehicle 100, 100v will travel in an unmanned driving mode. The remote control units 216, 216a then control the operation of the vehicle 100, 100v in accordance with the determined vehicle stop positions P1-P10 so that the vehicle 100, 100v travels toward the determined vehicle stop positions P1-P10. In this manner, when the control device determines the vehicle stop positions P1-P10, it can control the operation of the vehicle 100, 100v in accordance with the determined vehicle stop positions P1-P10 so that the vehicle 100, 100v travels toward the determined vehicle stop positions P1-P10.

[0083] E-6. Alternative Embodiment 6: The control system 50, 50a, 50v may use unmanned driving to position a vehicle 100, 100v other than the vehicle 100, 100v manufactured at the factory FC at a suitable location for loading onto the transporter 900, or to load the vehicle 900. The control system 50, 50a, 50v may use unmanned driving to position a used vehicle at a suitable location for loading onto the transporter 900, or to load the used vehicle onto the transporter 900, for example.

[0084] E-7. Alternative Embodiment 7: In the first and second embodiments, the servers 200 and 200a execute the processes from acquiring vehicle position information to generating a driving control signal. However, at least a part of the processes from acquiring vehicle position information to generating a driving control signal may be executed by the vehicle 100. For example, the following forms (1) to (3) may be adopted.

[0085] (1) The server 200, 200a may acquire vehicle position information, determine a target position to which the vehicle 100 should next head, and generate a route from the current location of the vehicle 100 indicated in the acquired vehicle position information to the target position. The server 200, 200a may generate a route to the target position between the current location and the destination, or may generate a route to the destination. The server 200, 200a may transmit the generated route to the vehicle 100. The vehicle 100 may generate a driving control signal so that the vehicle 100 drives on the route received from the server 200, 200a, and control the actuator group 120 using the generated driving control signal.

[0086] (2) Server 200, 200a may acquire vehicle position information and transmit the acquired vehicle position information to vehicle 100. Vehicle 100 may determine a target position to which vehicle 100 should next head, generate a route from the current location of vehicle 100 indicated in the received vehicle position information to the target position, generate a driving control signal so that vehicle 100 travels on the generated route, and control actuator group 120 using the generated driving control signal.

[0087] (3) In the above embodiments (1) and (2), the vehicle 100 may be equipped with an internal sensor, and detection results output from the internal sensor may be used for at least one of generating a route and generating a driving control signal. The internal sensor is a sensor equipped in the vehicle 100. The internal sensor may include, for example, a sensor that detects the motion state of the vehicle 100, a sensor that detects the operating state of each part of the vehicle 100, and a sensor that detects the environment around the vehicle 100. Specifically, the internal sensor may include, for example, a camera, LiDAR, millimeter-wave radar, an ultrasonic sensor, a GPS sensor, an acceleration sensor, a gyro sensor, etc. For example, in the above embodiment (1), the server 200, 200a may acquire the detection results of the internal sensor and reflect the detection results of the internal sensor in the route when generating a route. In the above embodiment (1), the vehicle 100 may acquire the detection results of the internal sensor and reflect the detection results of the internal sensor in the driving control signal when generating a driving control signal. In the above embodiment (2), the vehicle 100 may acquire the detection results of the internal sensor and reflect the detection results of the internal sensor in the route when generating a route. In the above embodiment (2), the vehicle 100 may acquire the detection result of the internal sensor, and when generating the driving control signal, may reflect the detection result of the internal sensor in the driving control signal.

[0088] E-8. Alternative Embodiment 8: In the third embodiment, the vehicle 100v may be equipped with an internal sensor, and the detection result output from the internal sensor may be used for at least one of generating a route and generating a driving control signal. For example, the vehicle 100v may acquire the detection result of the internal sensor and, when generating a route, reflect the detection result of the internal sensor in the route. The vehicle 100v may acquire the detection result of the internal sensor and, when generating a driving control signal, reflect the detection result of the internal sensor in the driving control signal.

[0089] E-9. Alternative Embodiment 9: In the third embodiment, the vehicle 100v acquires vehicle position information using the detection results of the external sensor 300. Alternatively, the vehicle 100v may be equipped with an internal sensor. The vehicle 100v may acquire vehicle position information using the detection results of the internal sensor, determine a target location to which the vehicle 100v should next travel, generate a route from the current location of the vehicle 100v represented by the acquired vehicle position information to the target location, generate a driving control signal for traveling along the generated route, and control the actuator group 120 using the generated driving control signal. In this case, the vehicle 100v can travel without using any of the detection results of the external sensor 300. The vehicle 100v may acquire a target arrival time or traffic congestion information from outside the vehicle 100v and reflect the target arrival time or traffic congestion information in at least one of the route and the driving control signal. Alternatively, the entire functional configuration of the control system 50v may be provided within the vehicle 100v. In other words, the processing performed by the control system 50v in the present disclosure may be performed solely by the vehicle 100v.

[0090] E-10. Other Embodiment 10: In the first and second embodiments, the server 200, 200a automatically generates the driving control signal to be transmitted to the vehicle 100. Alternatively, the server 200, 200a may generate the driving control signal to be transmitted to the vehicle 100 in accordance with the operation of an external operator located outside the vehicle 100. For example, the external operator may operate a control device including a display that displays an image output from the external sensor 300, a steering wheel for remotely controlling the vehicle 100, an accelerator pedal, a brake pedal, and a communication device for communicating with the server 200, 200a via wired or wireless communication, and the server 200, 200a may generate the driving control signal in accordance with the operation applied to the control device.

[0091] E-11. Other Embodiment 11: In each of the above embodiments, the vehicle 100, 100v may have a configuration capable of moving by unmanned driving, and may be in the form of a platform having the configuration described below, for example. Specifically, the vehicle 100, 100v may have at least a vehicle control device 119, 119v and an actuator group 120 to perform the three functions of "running," "turning," and "stopping" by unmanned driving. When the vehicle 100, 100v acquires information from the outside for unmanned driving, the vehicle 100, 100v may further have a communication device 130. In other words, the vehicle 100, 100v capable of moving by unmanned driving may not be equipped with at least some interior parts such as a driver's seat or a dashboard, may not be equipped with at least some exterior parts such as a bumper or a fender, and may not be equipped with a body shell. In this case, the remaining components, such as the body shell, may be attached to the vehicle 100, 100v before the vehicle 100, 100v is shipped from the factory FC, or the remaining components, such as the body shell, may be attached to the vehicle 100, 100v after the vehicle 100, 100v is shipped from the factory FC without the remaining components, such as the body shell, being attached to the vehicle 100, 100v. Each component may be attached from any direction, such as the top, bottom, front, rear, right side, or left side of the vehicle 100, 100v, and may be attached from the same direction or from different directions. Note that the position of the platform configuration may also be determined in the same manner as for the vehicle 100, 100v in the first embodiment.

[0092] E-12. Other Embodiment 12: The vehicle 100, 100v may be manufactured by combining multiple modules. A module refers to a unit composed of one or more parts grouped according to the configuration or function of the vehicle 100, 100v. For example, the platform of the vehicle 100, 100v may be manufactured by combining a front module that forms the front portion of the platform, a central module that forms the center portion of the platform, and a rear module that forms the rear portion of the platform. The number of modules that form the platform is not limited to three, but may be two or less, or four or more. In addition to or instead of the platform, portions of the vehicle 100, 100v that are different from the platform may be modularized. The various modules may include any exterior part, such as a bumper or a grille, or any interior part, such as a seat or a console. Any type of mobile object, not limited to the vehicle 100, 100v, may be manufactured by combining multiple modules. Such a module may be manufactured, for example, by joining multiple parts using welding or fasteners, or by integrally molding at least a portion of the module into a single part by casting. The molding technique of integrally molding at least a portion of a module as a single component is also called gigacasting or megacasting. By using gigacasting, each part of a moving object that was previously formed by joining multiple components can be formed as a single component. For example, the front module, center module, and rear module described above may be manufactured using gigacasting.

[0093] E-13. Other Embodiments 13: Transporting vehicles 100, 100v using unmanned driving of vehicles 100, 100v is also called "self-propelled transport." The configuration for realizing self-propelled transport is also called a "vehicle remote-controlled autonomous transport system." The production method for producing vehicles 100, 100v using self-propelled transport is also called "self-propelled production." In self-propelled production, for example, at a factory FC where vehicles 100, 100v are manufactured, at least a portion of the transport of vehicles 100, 100v is realized by self-propelled transport.

[0094] E-14. Other Embodiments 14: In each of the above embodiments, some or all of the functions and processes implemented by software may be implemented by hardware. Furthermore, some or all of the functions and processes implemented by hardware may be implemented by software. Hardware for implementing the various functions in each of the above embodiments may be implemented by various circuits, such as integrated circuits and discrete circuits.

[0095] E-15. Other Embodiments 15: At least a portion of the functions of the server 200, 200a may be a function of the vehicle control device 119, 119v, or may be a function of the external sensor 300. Furthermore, at least a portion of the functions of the vehicle control device 119, 119v may be a function of the server 200, 200a, or may be a function of the external sensor 300. In this manner, the configuration of the control system 50, 50a, 50v can be changed as appropriate.

[0096] The present disclosure is not limited to the above-described embodiments and can be realized in various configurations without departing from the spirit thereof. For example, the technical features of the embodiments corresponding to the technical features in each aspect described in the Summary of the Invention section can be appropriately replaced or combined to solve some or all of the above-described problems or achieve some or all of the above-described effects. Furthermore, if a technical feature is not described as essential in this specification, it can be appropriately deleted. [Explanation of symbols]

[0097] 50, 50a, 50v...control system, 100, 100v...vehicle, 101...first vehicle, 102...second vehicle, 103...third vehicle, 104...fourth vehicle, 105...fifth vehicle, 106...sixth vehicle, 107...seventh vehicle, 108...eighth vehicle, 109...ninth vehicle, 110...tenth vehicle, 101 to 104...vehicles for the UK, 105 to 110...vehicles for Italy, 111, 111v...vehicle control device processor, 112, 112v...vehicle control device memory, 113...vehicle control device input / output interface, 114...vehicle control device internal bus, 115, 115v...vehicle control unit , 119,119v...vehicle control device, 120...actuator group, 130...vehicle communication device, 141,211...shipping information acquisition unit, 142,212...destination information acquisition unit, 143,213...stop information acquisition unit, 144,214...calculation unit, 145,215,215a...determination unit, 200,200a...server, 201,201a...server processor, 202,202a...server memory, 203...server input / output interface, 204...server internal bus, 205...server communication device, 216,216a...remote control unit, 217...time information acquisition unit, 300...external sensor, 900...transportation body, 901...first train, 902...second train, AR...manufacturing and shipping area, CN1...first central position, CN2...second central position, CN3...third central position, CN4...fourth central position, D...missing portion, DB1, DB2...transportation body database, DG1, DG2...diagonal line, FC...factory, FG1, FG2...graphic data, FP1 to FP8...feature point, GC...global coordinate system, IS...intersection, ND...non-missing portion, P1...vehicle stopping position of first vehicle, P2...vehicle stopping position of second vehicle, P3...vehicle stopping position of third vehicle, P4...vehicle stopping position of fourth vehicle, P5...vehicle stopping position of fifth vehicle P6...vehicle stopping position of the 6th vehicle, P7...vehicle stopping position of the 7th vehicle, P8...vehicle stopping position of the 8th vehicle, P9...vehicle stopping position of the 9th vehicle, P10...vehicle stopping position of the 10th vehicle, P101...first waiting position, P102...second waiting position, P103...third waiting position, P104...fourth waiting position, P105...fifth waiting position, P106...sixth waiting position, P107...seventh waiting position, P108...eighth waiting position, P109...ninth waiting position, P110...tenth waiting position, P91...transport stopping position of the 1st train, P92...transport stopping position of the 2nd train, PD...3D point cloud data, PG1,PG2...Program, PL1...First location, PL2...Second location, RC1, RC2...Rectangle, RR...Reference route, SA...Stop area, SB1~SB12...Side of rectangular parallelepiped graphic data, SC1~SC4...Side of rectangular graphic data, TR...Runway, TR1...First runway, TR2...Second runway, TR3...Third runway, VB1~VB8...Vertices of rectangular parallelepiped graphic data, VC1~VC4...Vertices of rectangular graphic data, WA1...First waiting area, WA2...Second waiting area, YD...Storage location

Claims

1. A control device for controlling the operation of a mobile body that can be moved by unmanned operation, a shipping information acquisition unit that acquires shipping information regarding at least one of a shipping destination of the mobile object and a stopover point on the way to the shipping destination; a destination information acquisition unit that acquires destination information regarding a destination of a transport vehicle for transporting the moving object to at least one of the shipping destination and the transit point; a stop information acquisition unit that acquires transporter stop information regarding a transporter stop position, which is a stop position of the transporter when loading the moving object onto the transporter; a determination unit that determines at least one of a route along which the moving body moves by the unmanned driving and a moving body stop position that is a stop position of the moving body after the moving body moves by the unmanned driving, using the shipping information, the destination information, and the transporter stop information; a control unit that controls the operation of the moving object in accordance with at least one of the route and the moving object stop position.

2. The control device according to claim 1, The determination unit determines the route, The control unit controls the operation of the moving object according to the route so that the moving object moves along the route.

3. The control device according to claim 1, the determination unit determines a stopping position of the moving object; The control unit controls the operation of the moving body in accordance with the moving body stop position so that the moving body moves toward the moving body stop position.

4. The control device according to claim 1, the moving body stop position is a standby position of the moving body corresponding to the transporting body stop position, The control unit is a control device that moves the moving body by unmanned operation along at least a portion of a route from a factory that manufactures the moving body to the standby position.

5. The control device according to claim 1, the moving body stopping position is a loading position of the moving body within the transporter, The control unit moves the moving body by unmanned operation along at least a portion of a route from a standby position of the moving body corresponding to the transporter stopping position to the loading position.

6. The control device according to claim 1, further comprising: a time information acquisition unit that acquires arrival time information regarding the arrival time at which the transport vehicle arrives at the transport vehicle stopping position; The control device, wherein the determination unit determines at least one of the route and the mobile body stop position using the shipping information, the destination information, the transporter stop information, and the arrival time information.

7. The control device according to claim 6, A control device in which, when two transporters are scheduled to arrive at the same transporter stop position at different arrival times, and when the arrival time of one of the transporters scheduled to arrive first is predicted to be later than scheduled, the determination unit determines a pre-established evacuation position as the mobile body stop position of the mobile body to be loaded onto the one transporter.

8. The control device according to claim 6, A control device wherein, when two transporters are scheduled to arrive at the same transporter stop position at different arrival times, the determination unit determines a position closer to the transporter stop position as the mobile body stop position for the mobile body to be loaded onto the transporter with the earlier arrival time.

9. The control device according to claim 1, further comprising: a time information acquisition unit that acquires arrival time information regarding the arrival time at which the transport vehicle arrives at the transport vehicle stopping position; The control unit controls the moving body to move at a speed according to the arrival time through the unmanned operation.

10. A control system for controlling the operation of a moving object, A mobile body that can move by unmanned operation; a shipping information acquisition unit that acquires shipping information regarding at least one of a shipping destination of the mobile object and a stopover point on the way to the shipping destination; a destination information acquisition unit that acquires destination information regarding a destination of a transport vehicle for transporting the moving object to at least one of the shipping destination and the transit point; a stop information acquisition unit that acquires transporter stop information regarding a transporter stop position, which is a stop position of the transporter when loading the moving object onto the transporter; a determination unit that determines at least one of a route along which the moving body moves by the unmanned driving and a moving body stop position that is a stop position of the moving body after the moving body moves by the unmanned driving, using the shipping information, the destination information, and the transporter stop information; a control unit that controls the operation of the moving object in accordance with at least one of the route and the moving object stop position.

11. A control method for controlling the operation of a mobile body that can be moved by unmanned operation, a shipping information acquisition step of acquiring shipping information relating to at least one of a shipping destination of the mobile body and a stopover point on the way to the shipping destination; a destination information acquisition step of acquiring destination information regarding a destination of a transport vehicle for transporting the mobile object to at least one of the shipping destination and the transit point; a stop information acquisition step of acquiring transporter stop information relating to a transporter stop position, which is a stop position of the transporter when loading the moving object onto the transporter; a determining step of determining at least one of a route along which the moving body will travel by the unmanned driving and a moving body stop position where the moving body will stop after the moving body has traveled by the unmanned driving, using the shipping information, the destination information, and the transporter stop information; a control step of controlling the operation of the moving body in accordance with at least one of the route and the moving body stop position.

Images