Vehicle manufacturing system and vehicle manufacturing method

Abstract

To provide a vehicle manufacturing system and a vehicle manufacturing method capable of suppressing a communication load and a processing load.SOLUTION: A vehicle manufacturing system 50, which controls a plurality of vehicles so that the vehicles travel in formation during a manufacturing process or a transportation process, comprises: a calculation section which calculates a control instruction value; a sensor 300 installed to detect an inter-vehicle distance; determination means which determines whether a formation is disrupted based on the inter-vehicle distance; a transmitter which transmits a common control instruction value to the plurality of vehicles 100 when the formation is not disrupted; a communication device 130 which is installed on the vehicle 100 to receive the control instruction value; and speed control means which controls a speed of the vehicle based on the control instruction value.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle manufacturing system and a vehicle manufacturing method. [Background technology]

[0002] Patent Document 1 discloses a vehicle manufacturing system, in which vehicles are autonomously controlled or remotely controlled to travel within the system for producing vehicles. [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] In a vehicle manufacturing factory, multiple vehicles are manufactured one after another. When multiple vehicles are transported autonomously, a server or the like transmits control instruction values ​​to the multiple vehicles as wireless signals. If the server individually calculates and transmits control instruction values ​​for each vehicle, the communication load and processing load increase.

[0005] Therefore, an object of the present disclosure is to provide a vehicle manufacturing system and a vehicle manufacturing method that can reduce communication loads and processing loads. [Means for solving the problem]

[0006] The vehicle manufacturing system disclosed herein is a vehicle manufacturing system that controls multiple vehicles to travel in a convoy during a manufacturing process or a transportation process, and includes a calculation means that calculates a control instruction value for controlling the speed of the vehicles, a sensor that is provided to detect the distance between adjacent vehicles, a determination means that determines whether the convoy is disrupted based on the distance between the vehicles, a transmitter that transmits a common control instruction value to the multiple vehicles when the convoy is not disrupted, a communication device that is provided in the vehicles and receives the control instruction value, and a speed control means that controls the speed of the vehicles in accordance with the control instruction value.

[0007] In the vehicle manufacturing system described above, when the formation is disordered, the transmitter may transmit individual control instruction values ​​to each vehicle.

[0008] The vehicle manufacturing system may further include an address assignment means for assigning a common address to the communication devices of the plurality of vehicles when the formation is not disrupted, and for assigning individual addresses to the communication devices of the plurality of vehicles when the formation is disrupted.

[0009] In the vehicle manufacturing system, the transmitter may transmit an individual control instruction value to the vehicle when the vehicle reaches a predicted location where the inter-vehicle distance is predicted to vary.

[0010] The vehicle manufacturing system may further include a camera that captures an image of any one of the vehicles in the convoy, and the calculation means may calculate the control instruction value based on the image captured by the camera.

[0011] In the vehicle manufacturing system, the control instruction value may include a speed or an acceleration of the vehicle.

[0012] The vehicle manufacturing method disclosed herein is a vehicle manufacturing method for controlling a plurality of vehicles to travel in a convoy during a manufacturing process or a transportation process, and includes the steps of: calculating a control instruction value for controlling the speed of the vehicles; detecting the inter-vehicle distance between adjacent vehicles based on the detection results of a sensor; determining whether the convoy is disrupted based on the inter-vehicle distance; if the convoy is not disrupted, a transmitter transmitting a common control instruction value to the plurality of vehicles; receiving the control instruction value by a communication device provided in the vehicles; and controlling the speed of the vehicles in accordance with the control instruction value.

[0013] In the vehicle manufacturing method described above, when the formation is disordered, the transmitter may transmit individual control instruction values ​​to each vehicle.

[0014] The vehicle manufacturing method may further include address assignment means for assigning a common address to the communication devices of the plurality of vehicles when the formation is not disordered, and for assigning individual addresses to the communication devices of the plurality of vehicles when the formation is disordered.

[0015] In the vehicle manufacturing method described above, the transmitter may transmit an individual control instruction value to the vehicle when the vehicle reaches a predicted location where the inter-vehicle distance is predicted to vary.

[0016] In the vehicle manufacturing method described above, a camera may be used to capture an image of one of the vehicles in the convoy, and the control instruction value may be calculated based on the image captured by the camera.

[0017] In the above vehicle manufacturing method, the control instruction value may include a value indicating a speed or an acceleration of the vehicle.

[0018] The vehicle manufacturing system according to the present disclosure is a vehicle manufacturing system that controls a plurality of vehicles to travel in a convoy during a manufacturing process or a transportation process, and includes: a calculation means that calculates individual control instruction values ​​for each of the vehicles in order to control the speed of the vehicles; a transmitter that transmits the individual control instruction values ​​to each of the vehicles; a communication device that is provided in the vehicles and receives the control instruction values; a speed control means that controls the speed of the vehicles in accordance with the control instruction values; a communication status determination means that determines the communication status; and a control switching means that switches control of the calculation means and the transmitter in accordance with the result of the determination of the communication status, so that the calculation means calculates a common control instruction value for the plurality of vehicles and the transmitter transmits the common control instruction value to the plurality of vehicles.

[0019] In the above-mentioned vehicle manufacturing system, if the communication status determination means determines that the communication status is poor, the control switching means may switch control of the calculation means and the transmitter in accordance with the determination result of the communication status so that the calculation means calculates a common control instruction value for the plurality of vehicles and the transmitter transmits the common control instruction value to the plurality of vehicles.

[0020] In the vehicle manufacturing system described above, when the communication condition determination means determines that the communication condition is poor, the calculation means may calculate the control instruction value to slow down the speed of the vehicle.

[0021] In the vehicle manufacturing system, the transmitter may transmit an individual control instruction value to the vehicle when the vehicle reaches a predicted location where the inter-vehicle distance is predicted to vary.

[0022] The vehicle manufacturing method disclosed herein is a vehicle manufacturing method for controlling a plurality of vehicles to travel in a convoy during a manufacturing process or a transportation process, and includes the steps of: calculating individual control instruction values ​​for each of the vehicles to control the speed of the vehicles; a transmitter transmitting the individual control instruction values ​​to each of the vehicles; receiving the control instruction values ​​by a communication device provided in the vehicles; controlling the speed of the vehicles in accordance with the control instruction values; and determining a communication situation, and further includes the step of calculating a common control instruction value for the plurality of vehicles and switching control in accordance with the result of the determination of the communication situation so as to transmit the common control instruction value to the plurality of vehicles.

[0023] In the vehicle manufacturing method, if it is determined that the communication condition is poor, A common control instruction value may be calculated for the plurality of vehicles, and control may be switched depending on the result of the determination of the communication situation so that the transmitter transmits the common control instruction value to the plurality of vehicles.

[0024] In the vehicle manufacturing method described above, when it is determined that the communication conditions are poor, the control instruction value may be calculated to slow down the speed of the vehicle.

[0025] In the vehicle manufacturing method described above, the transmitter may transmit an individual control instruction value to the vehicle when the vehicle reaches a predicted location where the inter-vehicle distance is predicted to vary. [Effects of the Invention]

[0026] The present disclosure makes it possible to provide a vehicle manufacturing system and a vehicle manufacturing method that can reduce communication loads and processing loads. [Brief explanation of the drawings]

[0027] [Figure 1] 1 is a schematic diagram showing an overall configuration of a vehicle manufacturing system according to a first embodiment; [Figure 2]FIG. 1 is a schematic diagram showing a portion of a vehicle manufacturing system. [Figure 3] FIG. 2 is a block diagram showing a control system of the vehicle manufacturing system. [Figure 4] 1 is a flowchart illustrating a vehicle manufacturing method. [Figure 5] 10 is a block diagram showing a control system of a vehicle manufacturing system according to a second embodiment. [Figure 6] 10 is a flowchart showing a vehicle manufacturing method according to a second embodiment. [Figure 7] FIG. 2 is a diagram for explaining vehicle travel control. [Figure 8] FIG. 2 is a control block diagram for explaining a first example of driving control. [Figure 9] 1 is a flowchart illustrating a first example of driving control. [Figure 10] FIG. 10 is a control block diagram for explaining a second example of driving control. [Figure 11] 10 is a flowchart illustrating a second example of driving control. DETAILED DESCRIPTION OF THE INVENTION

[0028] Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the invention according to the claims is not limited to the following embodiments. Furthermore, not all of the configurations described in the embodiments are necessarily essential means for solving the problems. For clarity of explanation, the following description and drawings have been omitted and simplified as appropriate. In each drawing, the same elements are given the same reference numerals, and duplicate explanations are omitted as necessary.

[0029] Embodiment 1 Vehicle Manufacturing System A vehicle manufacturing system 50 according to this embodiment will be described with reference to Figures 1 and 2. Figure 1 is a schematic diagram showing the configuration of vehicle manufacturing system 50. Figure 2 is a schematic diagram showing two vehicles 100 in motion. For the sake of explanation, Figure 1 shows an XY Cartesian coordinate system.

[0030] A vehicle manufacturing system (also simply referred to as a system) 50 is used in a vehicle manufacturing plant where vehicles 100 are manufactured. Alternatively, the vehicle manufacturing system 50 may also be used at a transport location where transport processes such as transport to a yard or shipping are carried out. As shown in FIG. 1, the vehicle manufacturing system 50 includes a server 200, a sensor 300, and a robot 600. The multiple vehicles 100 are autonomous vehicles that can move autonomously during the manufacturing process. The vehicle manufacturing system 50 controls the multiple vehicles 100 so that they travel in a convoy.

[0031] The sensor 300 is equipped with a communication device 330 that transmits and receives data to and from the server 200. The server 200 is equipped with a communication device 230 that transmits and receives data to and from the sensor 300. Furthermore, as shown in FIG. 2 , the communication device 230 has a function of transmitting and receiving data to and from the vehicle 100. Furthermore, the vehicle 100 is equipped with a communication device 130 that receives data from the server 200. Each vehicle 100 is equipped with a communication device 130.

[0032] The communication device 130, the communication device 230, and the communication device 330 may each be a general-purpose device such as a network hub or a router device. The communication device 130, the communication device 230, and the communication device 330 use, for example, general-purpose wireless communication such as Wi-Fi (registered trademark). An address for identifying a communication partner is set in each of the communication devices 130, the communication device 230, and the communication device 330. The communication address is, for example, an IP (Internet Protocol) address.

[0033] Each vehicle 100 is an unfinished vehicle. As shown in FIG. 1, the vehicle 100 travels along a predetermined track TR. As the vehicle 100 travels along the track TR, the vehicle 100 is manufactured. Specifically, while the vehicle 100 is traveling along the track, workers (not shown) or robots 600 or the like assemble parts, operate switches, weld, inspect, and the like. In this way, the work of each manufacturing process is carried out. Then, the work of each manufacturing process is carried out in a predetermined order, and the vehicle 100 is manufactured.

[0034] A plurality of vehicles 100 travel in a platoon. Specifically, the vehicles 100 travel at a constant speed so that the vehicle distance is constant at a predetermined distance. Furthermore, the speeds of the plurality of vehicles 100 are the same. The travel path TR has a straight region TR1 where the vehicles 100 travel straight and a turning region TR2 where the vehicles 100 turn. In the straight region TR1, the travel path TR is linear.

[0035] The turning region TR2 is a location where the vehicle 100 changes direction. In the turning region TR2, the vehicle 100 makes a U-turn. In the turning region TR2, for example, the track TR is an arc with a predetermined radius of curvature. In the turning region TR2, the track TR is a semicircle. The turning region TR2 is provided at both ends of the straight-line region TR1. For example, when the vehicle 100 travels in the +X direction through the straight-line region TR1, it reaches the turning region TR2. When the vehicle 100 turns 180 degrees through the turning region TR2, it travels in the -X direction through the straight-line region TR1. Conversely, when the vehicle travels in the -X direction through the straight-line region TR1, it reaches the turning region TR2. When the vehicle 100 turns 180 degrees through the turning region TR2, it travels in the +X direction through the straight-line region TR1. In this way, the vehicle 100 passes through the straight-line region TR1 and the turning region TR2 alternately, and is sequentially manufactured.

[0036] Furthermore, the turning region TR2 is a predicted location P2 where a change in the inter-vehicle distance is predicted. For example, if the vehicle 100 is controlled to decelerate when turning, a change occurs in the inter-vehicle distance between the front and rear vehicles. Therefore, the turning region TR2 is a predicted location P2 where a change in the inter-vehicle distance is predicted.

[0037] Furthermore, a predicted location P1 where a change in the inter-vehicle distance is predicted is set in a part of the straight-ahead region TR1. The predicted location P1 is, for example, a slope, a stop-and-go assembly location, or a location where a force in the longitudinal direction is applied due to a manufacturing process. The slope is, for example, an uphill or downhill slope. On a slope, the vehicle 100 may accelerate or decelerate due to gravity. Therefore, a slope is a predicted location P1 where a change in the inter-vehicle distance is predicted.

[0038] The assembly location of STOP&GO is a location where the vehicle 100 stops temporarily. For example, when the robot 600 performs welding or assembly, the vehicle 100 stops. When the vehicle 100 moves into the range of movement of the robot 600, it stops. Then, while the vehicle 100 is stopped, the robot 600 performs the assembly or welding operation. When the vehicle 100 stops temporarily, the inter-vehicle distance changes. Therefore, the assembly location of STOP&GO is a predicted location P1 where a change in the inter-vehicle distance is predicted.

[0039] The location where a force is applied in the longitudinal direction during the manufacturing process is, for example, a work location where a worker pushes a part onto the vehicle from the front or rear to assemble it. When the worker pushes in the longitudinal direction to assemble the part, the vehicle 100 accelerates or decelerates. The predicted location P1 and the predicted location P2 are associated with map information of the factory stored in the server 200, for example. For example, the server 200 stores map information in which coordinates indicating the predicted locations P1 and P2 are set. Control at the predicted location P1 and the predicted location P2 will be described later.

[0040] The sensor 300 is a camera that captures images of the vehicles 100 while they are moving or stopped. The sensor 300 captures images of one or more vehicles 100. The sensor 300 is provided to detect the distance between vehicles. Based on the images captured by the sensor 300, the server 200 can detect the position of the vehicles 100 within the factory. For example, the sensor 300 is installed on a wall, pillar, ceiling, etc. of the factory, and captures images of the vehicles 100 from diagonally above. The sensor 300 captures images with an angle of view that includes two or more vehicles 100 forming a line. The sensor 300 is set at the same height as the vehicles 100, and may capture images of two or more vehicles 100 from the side.

[0041] The communication device 330 transmits the captured images captured by the sensor 300 to the server 200. The communication device 330 may transmit not only the captured images but also information obtained from the captured images to the server 200. In other words, the communication device 330 transmits the detection results detected by the sensor 300. The communication device 330 may be built into the sensor 300 or may be a separate device. The communication device 330 may also be shared by multiple sensors 300. In other words, when multiple sensors 300 are installed, one communication device 330 may transmit data to the server 200.

[0042] In this way, when the sensor 300 captures an image of the vehicle 100, the communication device 330 transmits the captured image, etc. to the server 200. The communication device 230 receives the captured image data from the sensor 300. The server 200 performs predetermined image processing on the captured image of the sensor 300, thereby estimating the inter-vehicle distance. For example, the server 200 calculates inter-vehicle distances D1 to D4, etc., between the multiple vehicles 100 forming the platoon. The number of vehicles forming the platoon is not particularly limited, and may be three or more.

[0043] Furthermore, the sensor 300 for detecting the inter-vehicle distance is not limited to a camera. The sensor for detecting the inter-vehicle distance may be various sensors such as an RGB camera, a far-infrared camera, or LiDAR. The sensor 300 is not limited to an optical sensor, and may be a radar. Of course, two or more sensors 300 may be installed, or two or more types of sensors 300 may be used in combination. For example, the sensor 300 may include a LiDAR and a camera.

[0044] The communication device 330 transmits the detection result to the server 200. As described above, the detection result transmitted by the sensor 300 may be a captured image or information extracted from the image. For example, if the sensor 300 has an image processing function, the sensor 300 transmits information extracted by image processing to the server 200.

[0045] 2, the sensor 300 may be mounted on the vehicle 100. For example, the sensor 300 may be an in-vehicle camera, LiDAR, radar, or the like. If the sensor 300 is an in-vehicle camera, the sensor 300 captures an image of the vehicle 100 ahead. If the sensor 300 is an in-vehicle LiDAR, the sensor 300 measures the distance to the vehicle 100 ahead. The communication device 130 transmits the image and the measurement results to the server 200.

[0046] The server 200 controls the vehicles 100 so that the vehicles 100 move along the road TR. Furthermore, the server 200 controls the vehicles 100 so that the vehicles 100 travel in a platoon. For example, the vehicles 100 travel in a single file along the road TR. The server 200 transmits a control signal to each vehicle 100 via the communication device 230.

[0047] The control system of vehicle manufacturing system 50 will be described below with reference to Fig. 3. Fig. 3 is a block diagram showing the control system of vehicle manufacturing system 50. Fig. 3 is a schematic diagram for explaining communication processing in vehicle manufacturing system 50. Fig. 3 shows one vehicle 100 and one sensor 300, but as shown in Fig. 1, a plurality of vehicles 100 and sensors 300 are provided.

[0048] The server 200 includes a communication device 230, a position calculation unit 252, a calculation unit 253, an inter-vehicle distance calculation unit 254, a determination unit 255, an address assignment unit 256, and an address management unit 257. The vehicle 100 includes a vehicle control unit 115, an actuator group 120, and a communication device 130. The sensor 300 includes the communication device 130. Note that the server 200 is not limited to being a single physical device, and may be located in a distributed manner. For example, a database or the like may be a storage device or a cloud server provided separately from the processor.

[0049] In the following description, a configuration will be described in which the position calculation unit 252, the calculation unit 253, the inter-vehicle distance calculation unit 254, the determination unit 255, the address assignment unit 256, and the address management unit 257 are mounted on the server 200, but the position calculation unit 252, the calculation unit 253, the inter-vehicle distance calculation unit 254, or the determination unit 255 may be mounted on the sensor 300 or the vehicle 100. In other words, the processing in the calculation unit 253, the position calculation unit 252, the inter-vehicle distance calculation unit 254, and the determination unit 255 may be performed by the vehicle 100 or the sensor 300.

[0050] The position calculation unit 252 calculates position information indicating the position and orientation of the vehicle based on the captured image. For example, the position calculation unit 252 can obtain XYZ global coordinates and orientation on a map of the factory. The position calculation unit 252 identifies the position of the vehicle 100 on the map shown in the map information. At least a part of the processing in the position calculation unit 252 may be provided in the sensor 300. For example, the sensor 300 may have a processor that performs image processing. In this case, the position information indicating the position of the vehicle 100 and the like is transmitted from the communication device 330 to the server 200.

[0051] The position and orientation of the vehicle 100 may be estimated using captured images acquired by a sensor 300 installed at a location different from the vehicle 100. The position of the vehicle 100 can be acquired, for example, by calculating the coordinates of the positioning point of the moving object in an image coordinate system using the outer shape of the vehicle 100 detected from the captured image and converting the calculated coordinates into coordinates in a global coordinate system. The orientation of the vehicle 100 can be estimated based on the direction of the movement vector of the moving object calculated from positional changes of feature points of the moving object between frames of the captured image using, for example, an optical flow method. The orientation of the vehicle 100 may be calculated, for example, using the output result of a yaw rate sensor or the like mounted on the vehicle 100.

[0052] The outer shape of the vehicle 100 contained in the captured image can be detected, for example, by inputting the captured image into a detection model that utilizes artificial intelligence. Examples of the detection model include a trained machine learning model that has been trained to achieve either semantic segmentation or instance segmentation. This machine learning model can be, for example, a convolutional neural network (CNN) trained by supervised learning using a training dataset. The training dataset includes, for example, a plurality of training images including moving objects and correct labels indicating whether each region in the training image represents a moving object or a non-moving object. During training of the CNN, it is preferable to update the parameters of the CNN using backpropagation (error backpropagation) to reduce the error between the output result of the detection model and the correct labels.

[0053] The calculation unit 253 calculates a control instruction value for controlling the vehicle 100. The calculation unit 253 calculates the control instruction value based on the position of the vehicle 100. The calculation unit 253 issues a control instruction so that the vehicle 100 moves along the road TR. Here, the control instruction value may include a speed instruction value for controlling the speed of the vehicle and a steering angle instruction value for controlling the steering angle of the vehicle. The speed instruction value may be information indicating, for example, the speed or acceleration of the vehicle 100. The steering angle instruction value is information indicating the steering angle of the vehicle 100. The calculation unit 253 generates a control instruction value related to the movement of the vehicle 100. In this way, the calculation unit 253 creates a control instruction related to the movement of the vehicle 100.

[0054] The communication device 230 includes a receiver 231 and a transmitter 232. The receiver 231 receives various signals, data, and the like from the sensor 300 and the vehicle 100. For example, the receiver 231 receives data indicating the detection results of the sensor 300. Note that the data received from the sensor 300 may be image data or data extracted from the image data.

[0055] The transmitter 232 transmits various signals, data, and the like to the sensor 300 and the vehicle 100. For example, the transmitter 232 transmits a control instruction value to the vehicle 100. Of course, the server 200 may transmit and receive data other than the above. For communication between the receiver 231 and the transmitter 232, processing in accordance with a general-purpose communication standard such as Wi-Fi (registered trademark) can be used.

[0056] The communication device 130 of the vehicle 100 is a wireless terminal device for wirelessly communicating with the server 200. An IP (Internet Protocol) address and the like are set in the communication device 130. When the communication device 130 of the vehicle 100 receives a control instruction value, the vehicle 100 moves in accordance with the control instruction value. The actuator group 120 includes a wheel motor for driving the wheels, a steering motor for controlling the steering angle, a brake for stopping the vehicle, and the like. The vehicle control unit 115 generates a control signal for controlling the actuator group 120 in accordance with the control instruction. The vehicle control unit 115 may be configured with an ECU (Electronic Control Unit). This allows the vehicle 100 to move along the road TR.

[0057] The address assignment unit 256 assigns communication addresses to the vehicle 100 and its communication device 130. For example, the address assignment unit 256 assigns an address to the communication device 130 before the vehicle 100 starts traveling on the road TR. Alternatively, the address may be linked to the ID of the vehicle 100. Furthermore, the address assignment unit 256 assigns an address to the communication device 130 or the vehicle 100 so that the traveling order and the address can be associated. As will be described later, when the platoon is not disordered, the address assignment unit 256 may assign a common address to the communication devices 130 of multiple vehicles. Furthermore, when the platoon is disordered, the address assignment unit 256 may assign individual addresses to the communication devices 130 of multiple vehicles. The address assignment unit 256 may perform the address assignment process before the start of autonomous transport production, or may perform it each time control is switched.

[0058] The address management unit 257 manages communication addresses throughout the factory. The address management unit 257 manages whether each address is in use or unused. For example, the address management unit 257 has a database for managing addresses. The address management unit 257 manages the addresses of vehicles 100 currently being transported as in use. For vehicles 100 that have been manufactured, an unused flag is set. This changes the addresses that are in use to unused addresses. The address management unit 257 may reuse the unused addresses to control the next vehicle 100.

[0059] The inter-vehicle distance calculation unit 254 calculates the inter-vehicle distance based on the detection result of the sensor 300. For example, the inter-vehicle distance calculation unit 254 calculates the inter-vehicle distance by performing image processing on the image of the vehicle 100 captured by the sensor 300. The inter-vehicle distance calculation unit 254 may calculate the inter-vehicle distance based on position information. Alternatively, the inter-vehicle distance may be calculated from the measurement result of a LiDAR or the like mounted on the vehicle 100.

[0060] The determination unit 255 determines whether the platoon is broken up based on the inter-vehicle distance. For example, for each vehicle 100, the inter-vehicle distance to the preceding and following vehicles 100 is calculated. The determination unit 255 determines whether the platoon is broken up by comparing a plurality of inter-vehicle distances. For example, as shown in FIG. 1, the inter-vehicle distance calculation unit 254 calculates inter-vehicle distances D1 to D3 for a plurality of vehicles 100 forming the platoon. The determination unit 255 detects whether the platoon is broken up based on the inter-vehicle distances D1 to D3.

[0061] For example, the determination unit 255 is set with a reference range indicating a reference distance. If each of the inter-vehicle distances D1 to D3 is within the reference range, the determination unit 255 determines that the formation is not broken up. If any of the inter-vehicle distances D1 to D3 is outside the reference range, the determination unit 255 determines that the formation is broken up. Alternatively, the inter-vehicle distances D1 to D3 are compared, and the determination unit 255 makes a determination based on the comparison result. For example, the determination unit 255 finds the difference between any two inter-vehicle distances. If the difference is equal to or less than a certain value, the determination unit 255 determines that the formation is not broken up. If the difference exceeds the certain value, the determination unit 255 determines that the formation is broken up.

[0062] When transmitting control instruction values ​​to a plurality of vehicles 100, the server 200 switches between group control and individual control. In group control, the server 200 transmits a common control instruction value to two or more vehicles 100 as a group. Specifically, a plurality of vehicles 100 arranged in a single file belong to one group. The server 200 transmits the same control instruction value to two or more vehicles 100 that belong to the group. In individual control, an individual control instruction value is transmitted to each vehicle 100.

[0063] When the communication device 130 receives the control instruction value, the vehicle control unit 115 generates a control signal to control the actuator group 120 according to the control instruction value. For example, the vehicle control unit 115 controls the wheel motors, etc., so as to achieve the speed and acceleration indicated by the control instruction value.

[0064] For example, in the straight-ahead region TR1, the determination unit 255 determines that the platoon is not disrupted. Then, the calculation unit 253 creates a common control instruction value for the multiple vehicles 100 in the platoon. In the case of group control, the calculation unit 253 creates the same speed instruction value for the multiple vehicles 100 lined up in a line. Then, the transmitter 232 transmits the common control instruction value to the multiple vehicles 100. Therefore, the multiple vehicles 100 belonging to the group can travel at the same speed.

[0065] In this way, the computational load and communication load on the server 200 can be reduced. For example, control instruction values ​​such as speed or acceleration are common to multiple vehicles 100. Therefore, the server 200 does not need to perform processing to calculate a control instruction value for each vehicle 100. For example, the computation unit 253 calculates a control instruction value for the leading vehicle 100 in the platoon. Then, the transmitter 232 transmits the control instruction value by multicast to the leading vehicle 100 and the following vehicles 100. The transmitter 232 can transmit the control instruction value by multicast to multiple vehicles 100. Therefore, an increase in the communication load can be reduced.

[0066] In the straight-ahead region TR1, the determination unit 255 determines that the platoon is out of order. Then, the calculation unit 253 generates individual control instruction values ​​for the plurality of vehicles 100. For example, the calculation unit 253 generates different speed instruction values ​​for the plurality of vehicles 100 as individual control. Then, the transmitter 232 transmits the individual control instruction values ​​to the plurality of vehicles 100. Therefore, the plurality of vehicles 100 can travel at different speeds.

[0067] In this way, it is possible to eliminate disruption of the platoon. When the inter-vehicle distance becomes larger than a predetermined value, the determination unit 255 determines that the platoon is disrupted. Then, the calculation unit 253 switches from group control to individual control. For a vehicle 100 whose inter-vehicle distance to the vehicle ahead has increased, the calculation unit 253 creates a control instruction value that makes the vehicle 100 faster than the vehicle ahead. In other words, the calculation unit 253 creates a control instruction value that accelerates. The calculation unit 253 calculates a control instruction value specific to each vehicle 100 based on the inter-vehicle distance. The transmitter 232 unicasts the control instruction value to each vehicle 100. In this case, the following vehicle 100 approaches the vehicle ahead. Then, when the inter-vehicle distance becomes smaller to a predetermined value, the server 200 switches from individual control to group control.

[0068] Conversely, for a vehicle 100 whose inter-vehicle distance to the preceding vehicle has become smaller, the calculation unit 253 generates a control instruction value that causes the vehicle 100 to move slower than the preceding vehicle. In other words, the calculation unit 253 generates a control instruction value that causes the vehicle 100 to decelerate. In this case, the following vehicle 100 moves away from the preceding vehicle. Then, when the inter-vehicle distance increases to a predetermined value, the server 200 switches from individual control to group control. In this way, fluctuations in the inter-vehicle distance can be suppressed. The speed instruction value for controlling the speed can be a speed value or an acceleration value.

[0069] In this way, even if the formation becomes disorganized, the formation can be resolved. In other words, multiple vehicles 100 can travel in formation at regular intervals. This allows vehicles 100 to be manufactured more safely and efficiently, thereby improving productivity.

[0070] In group control, the server 200 may use the addresses of multiple vehicles 100 as a common address. For example, it is assumed that the radio of each vehicle 100 is assigned an IP address as a destination address. It is also assumed that the server 200 is configured to rewrite the IP addresses. In other words, the server 200 manages IP addresses in the factory in a database. The server 200 also manages whether each IP address is in use or unused.

[0071] In group control, the address assignment unit 256 assigns a common IP address to multiple vehicles 100. By assigning the same IP address to multiple vehicles 100, the server 200 can easily perform group control of multiple vehicles 100. In group control, the address assignment unit 256 assigns a common address to multiple vehicles 100 belonging to a group. The transmitter 232 transmits a common control instruction value using the single IP address as a destination address.

[0072] When switching between group control and individual control, server 200 transmits a signal to vehicle 100 to rewrite the IP address. When switching to group control, the IP address is rewritten so that the communication device 130 of vehicle 100 has a common address. When switching to individual control, the IP address is rewritten so that the communication device 130 of vehicle 100 has an individual address. Then, communication device 130 transmits a signal to server 200 indicating that the IP address has been rewritten. Upon receiving the signal from communication device 130, server 200 rewrites the data in the database to manage IP addresses.

[0073] At the predicted locations P1 and P2, the server 200 may switch to individual control. The transmitter 232 may transmit individual control instruction values ​​to the vehicles 100 that have reached the predicted locations P1 and P2 where the inter-vehicle distance is predicted to fluctuate. When the vehicles 100 enter the predicted locations P1 and P2, the server 200 switches from group control to individual control. At the predicted locations P1 and P2, the server 200 transmits individual control instruction values ​​to each vehicle 100. The vehicles 100 at the predicted locations P1 and P2 travel at individual vehicle speeds. Each vehicle 100 can travel at an appropriate speed.

[0074] Furthermore, when the vehicle 100 leaves the predicted locations P1 and P2, the server 200 switches from individual control to group control. In this way, the vehicles 100 other than those at the predicted locations P1 and P2 switch to group control. The server 200 transmits a common control instruction value to the multiple vehicles 100 traveling other than those at the predicted locations P1 and P2. This makes it possible to suppress an increase in communication load.

[0075] In the above description, an example has been described in which a speed command value relating to speed is switched from group control to individual control, but a steering angle command value relating to steering angle may also be switched from group control to individual control. For example, in the straight-ahead region TR1, the server 200 transmits a common steering angle as a steering angle command value to the multiple vehicles 100 belonging to the group.

[0076] Furthermore, the sensor 300 may include a camera that captures an image of one of the vehicles in the platoon. This allows the inter-vehicle distances D1 to D3 between the multiple vehicles 100 to be detected appropriately. The calculation unit 253 then calculates a control instruction value based on the image capture results from the camera. For example, the calculation unit 253 calculates the position and inter-vehicle distance of the vehicle 100 through image processing. The calculation unit 253 obtains a control instruction value for the leading vehicle 100. In group control, a common control instruction value is transmitted to the vehicles 100 in the group including the leading vehicle 100. This makes it possible to suppress an increase in communication load and to allow the vehicles 100 in the platoon to travel with high accuracy. Of course, the vehicle 100 captured by the sensor 300 is not limited to the leading vehicle 100, but may also be the second or subsequent vehicle 100. Furthermore, the sensor 300 may capture images of two or more vehicles 100.

[0077] FIG. 4 is a flowchart showing a vehicle manufacturing method according to this embodiment. The vehicle manufacturing method will be described with reference to FIG. 4. As described above, it is assumed that a plurality of vehicles 100 forming a convoy are traveling along a road TR. First, the server 200 pre-assigns a unicast IP address and a multicast IP address to each vehicle 100 (S11). As a result, two addresses are assigned to the communication device 130 of one vehicle 100. The multicast IP address is common to the plurality of vehicles 100. The unicast IP address is assigned individually to each of the plurality of vehicles 100.

[0078] The sensor 300 detects the vehicle 100 (S12). If the sensor 300 is a camera, the sensor 300 captures an image of the vehicle 100. Next, the inter-vehicle distance calculation unit 254 calculates the inter-vehicle distance based on the detection result of the sensor 300 (S13). Here, the inter-vehicle distance calculation unit 254 performs image processing and the like to calculate the inter-vehicle distance between the multiple vehicles 100 forming the platoon.

[0079] Next, the determination unit 255 determines whether the formation is disrupted based on the inter-vehicle distance (S14). For example, the determination unit 255 determines whether the formation is disrupted by comparing the inter-vehicle distance with a threshold value. Alternatively, the determination unit 255 determines whether the formation is disrupted by comparing the inter-vehicle distances with each other.

[0080] If the formation is not disrupted (NO in S14), the calculation unit 253 calculates a common control instruction value for the plurality of vehicles 100 (S15). For example, the calculation unit 253 calculates a control instruction value for group control based on the position of the vehicle 100 relative to the road TR. The control instruction value includes an instruction value related to speed. Then, the transmitter 232 transmits the control instruction value to the multicast IP address (S16). Here, the transmitter 232 transmits the same control instruction value to the plurality of vehicles 100 in a batch. The vehicle control unit 115 controls the plurality of vehicles 100 so that they travel at the speed or acceleration indicated by the common control instruction value.

[0081] If the formation is disrupted (YES in S14), the calculation unit 253 calculates individual control instruction values ​​for the multiple vehicles 100 (S17). For example, the calculation unit 253 calculates control instruction values ​​for individual control based on the position of each vehicle 100 on the road TR. Then, the transmitter 232 individually transmits the control instruction values ​​to the unicast IP address (S18). Here, the transmitter 232 sequentially transmits different control instruction values ​​to the multiple vehicles 100. The vehicle control unit 115 controls the vehicles 100 so that they travel at the speed or acceleration indicated by the individual control instruction values.

[0082] In this way, when the formation is not disrupted, the server 200 transmits a common control instruction value to the multiple vehicles 100. This makes it possible to suppress increases in the calculation load and communication load. Furthermore, when the formation is disrupted, the server 200 switches from group control to individual control. Then, the calculation unit 253 calculates individual control instruction values ​​and transmits them to each vehicle 100. This makes it possible to eliminate the disruption in the formation, thereby enabling stable control.

[0083] Furthermore, at the predicted locations P1 and P2 where the inter-vehicle distance is predicted to fluctuate, the server 200 may switch the vehicle 100 to individual control. For example, when the vehicle 100 enters the predicted locations P1 and P2, the server 200 switches the vehicle 100 to individual control. That is, the server 200 excludes the vehicle 100 at the predicted locations P1 and P2 from the group of the group control. Because a disturbance in the inter-vehicle distance is predicted at the predicted locations P1 and P2, the server 200 switches the vehicle 100 to individual control. In this way, disruption of the platoon can be avoided in advance. Furthermore, when the vehicle 100 passes through the predicted locations P1 and P2, the server 200 may switch the vehicle 100 back to group control. When the vehicle 100 passes through the predicted locations P1 and P2, the server 200 performs a process of returning the vehicle 100, which was under individual control, to the group again.

[0084] Embodiment 2

[0085] In the second embodiment, the vehicle manufacturing system 50 switches control depending on the communication conditions. When the communication conditions are good, the vehicle manufacturing system 50 performs individual control. When the communication conditions are not good, the vehicle manufacturing system 50 switches to group control. Specifically, when the communication band is congested or the communication speed is slow, the vehicle manufacturing system 50 performs group control to reduce the communication load. When the communication band is not congested or the communication speed is not slow, the vehicle manufacturing system 50 performs individual control. In individual control, a control instruction value for controlling the speed or route (direction) of a vehicle is calculated individually and transmitted. In group control, a common control instruction value for controlling the speed or route of multiple vehicles is calculated and transmitted.

[0086] A vehicle manufacturing system and a vehicle manufacturing method according to the second embodiment will be described with reference to Fig. 5. Fig. 5 is a block diagram showing a control system of a vehicle manufacturing system 50. The basic configuration of vehicle manufacturing system 50 and the control method thereof are the same as those in the first embodiment, and therefore description thereof will be omitted where appropriate. For example, position calculation unit 252, vehicle 100, sensor 300, calculation unit 253, address assignment unit 256, address management unit 257, etc. have the same configuration as those in the first embodiment.

[0087] The server 200 includes a communication status determination unit 258 and a control switching unit 259. That is, the communication status determination unit 258 and the control switching unit 259 are added to the server 200.

[0088] The communication status determination unit 258 determines the communication status in the system 50. The communication status determination unit 258 determines whether the communication status is good or bad depending on the communication speed in the manufacturing factory. The communication status determination unit 258 outputs the determination result to the control switching unit 259.

[0089] The control switching unit 259 switches between individual control and group control depending on the determination result of the communication conditions. The control switching unit 259 switches the control of the calculation unit 253 and the transmitter 232 depending on the determination result of the communication conditions. When the communication conditions are good, the control switching unit 259 controls the calculation unit 253 and the transmitter 232 to perform individual control. The calculation unit 253 calculates individual control instruction values ​​for each vehicle, and the transmitter 232 transmits the individual control instruction values. This makes it possible to individually control at least one of the speed and route of the vehicle 100.

[0090] If the communication conditions are poor, the control switching unit 259 switches to group control. The calculation unit 253 calculates a common control instruction value for the multiple vehicles 100. The communication device 230 transmits the common control instruction value to the multiple vehicles 100. This makes it possible to suppress an increase in processing load and communication load. As a result, the control instruction value for at least one of the speed and route of the vehicles 100 becomes a common value for the multiple vehicles 100.

[0091] If the communication conditions are good, the control switching unit 259 switches to individual control. The calculation unit 253 calculates individual control instruction values ​​for each vehicle 100. The communication device 230 transmits individual control instructions to each vehicle 100. This allows each vehicle 100 to move at a different speed or along a different route. This makes it possible to control the running of the vehicle 100 with greater precision, enabling control that is tailored to the latest situation of the vehicle manufacturing system 50.

[0092] Specifically, the communication status determination unit 258 measures the communication delay time (latency) and radio wave intensity, compares the measured values ​​with a threshold, and determines whether the communication status is good or not based on the comparison result between the measured value and the threshold.

[0093] For example, the communication status determination unit 258 measures the response time of communication using a ping command. If the response time is longer than a threshold, that is, if the latency is high, the communication status determination unit 258 determines that the communication status is poor. If the response time is shorter than the threshold, that is, if the latency is low, the communication status determination unit 258 determines that the communication status is good. If the latency is low, the control switching unit 259 switches to group control.

[0094] Alternatively, the channel occupancy rate of communication is measured based on the radio wave intensity of the wireless communication signal. If the occupancy rate is higher than a threshold, the communication band is congested, and the control switching unit 259 switches from group control to individual control. If the channel occupancy rate is lower than the threshold, the communication band is not congested, and the control switching unit 259 switches to group control.

[0095] In this way, the control switching unit 259 switches the control of the position calculation unit 252 and the transmitter 232 depending on the communication situation determination result so as to calculate and transmit individual control instruction values ​​for each vehicle. Of course, the data used to determine the communication situation is not limited to the channel occupancy rate, delay time, etc. Furthermore, the communication situation determination unit 258 may determine the communication situation based on two or more types of data.

[0096] If the number of controlled vehicles 100 increases, the communication bandwidth may become congested, and the vehicles 100 may not be able to receive control instruction values ​​at the appropriate time. In such a case, the server 200 switches to group control to suppress an increase in communication load. That is, the server 200 calculates and transmits a common control instruction value to the multiple vehicles 100. This makes it possible to suppress an increase in processing load and communication load.

[0097] Furthermore, the control switching unit 259 may control the calculation unit 253 to switch the speed of the vehicle 100 depending on the communication conditions. For example, the control switching unit 259 switches the control so as to reduce the vehicle speed when the communication conditions are poor. Therefore, the vehicle speed when the communication conditions are poor is slower than the vehicle speed when the communication conditions are good. When the communication conditions are poor, the calculation unit 253 calculates a control instruction value so that the vehicles 100 included in the group in group control can travel at a slower speed. The vehicle speed of the vehicle 100 in group control or individual control may be determined depending on the inter-vehicle distance, etc.

[0098] In addition, in the above description, when the communication conditions are poor, the system 50 may only change the speed without switching from individual control to group control. In other words, when the system 50 determines that the communication conditions are poor, it may reduce the speed of each vehicle 100 by an individual control instruction value.

[0099] In group control, the server 200 cannot transmit a control instruction value indicating the vehicle speed to each vehicle 100, making it difficult to control the vehicle-to-vehicle distance. By having the server 200 control the vehicles 100 to move at a slow speed, it is possible to lengthen the time it takes for the vehicles 100 to move the inter-vehicle distance (inter-vehicle time). In other words, it is possible to ensure the inter-vehicle time, thereby improving safety.

[0100] When group control is being performed and a vehicle 100 reaches a location where disruption of the platoon is predicted, the control of that vehicle 100 may be switched from group control to individual control. The processes of the first and second embodiments may be implemented in combination. That is, the control switching unit 259 may switch between individual control and group control based on either the inter-vehicle distance or the communication status, or both. This allows switching between individual control and group control at appropriate timing.

[0101] 6 is a flowchart showing a vehicle manufacturing method according to this embodiment. First, server 200 presets a unicast IP address and a multicast IP address for each vehicle 100 (S21). Calculation unit 253 calculates individual control instruction values ​​for performing individual control (S22). Transmitter 232 individually transmits the control instruction values ​​to the unicast IP address (S23). These processes are similar to steps S11, S17, and S18 in FIG. 4, and therefore detailed description thereof will be omitted.

[0102] Next, the communication status determination unit 258 determines the communication status (S24). For example, the communication status determination unit 258 determines whether the communication status is good or not based on the radio wave strength and the communication speed. As described above, the communication status determination unit 258 determines whether the communication status is good or not by comparing the channel occupancy rate and the delay time with the threshold value.

[0103] If the communication conditions are good (good in S24), the control switching unit 259 switches to individual control, and the calculation unit 253 calculates individual control instruction values ​​for the multiple vehicles 100 (S25). Then, the transmitter 232 individually transmits the control instruction values ​​to the unicast IP address (S26). These processes are similar to steps S17 and S18 in Fig. 4, and therefore detailed description thereof will be omitted.

[0104] When the communication status is not good (failure in S24), since the control switching unit 259 switches to group control, the arithmetic unit 253 calculates a common control instruction value for a plurality of vehicles 100 (S27). The transmitter 232 transmits the control instruction value to the multicast IP address (S28). Since these processes are the same as steps S15 and S16 in FIG. 4, detailed description thereof is omitted. Also, in step S27, the position calculation unit 252 may obtain the control instruction value so that it is lower than the vehicle speed of the control instruction value calculated in step S25 and step S22.

[0105] The server 200 determines whether the process has ended (S29). If the process has not ended (NO in S29), it returns to step S24 and the vehicle manufacturing system 50 repeats the process. If the process has ended (YES in S29), the vehicle manufacturing system 50 ends the process.

[0106] As described above, when the communication status deteriorates, the control switching unit 259 switches from individual control to group control. By doing so, the communication load can be reduced and the communication delay of the control instruction value can be suppressed. In Embodiments 1 and 2, an example of controlling vehicles traveling in a queue during the manufacturing process in a factory has been described. However, the above system and method can also be applied to the control when vehicles after manufacturing travel in a queue. For example, in a transportation process such as transportation to a yard or loading onto a ship, the above system and method can also control the vehicle 00.

[0107] Hereinafter, a travel control example for controlling the travel of the vehicle 100 in the system will be described.

[0108] <A. Travel Control Example 1> FIG. 7 is a conceptual diagram showing the configuration of the system 50 in Travel Control Example 1. The system 50 includes a plurality of vehicles 100 as moving bodies, a server 200, and one or more sensors 300.

[0109] In addition, if the moving body is something other than a vehicle, the expressions "vehicle" and "car" in this disclosure can be replaced with "moving body" as appropriate, and the expression "running" can be replaced with "moving" as appropriate.

[0110] 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."

[0111] 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.

[0112] In this embodiment, the system 50 is used in a factory FC that manufactures vehicles 100. The reference coordinate system of the factory FC is a global coordinate system GC. That is, any position in the factory FC is expressed by X, Y, and Z coordinates in the global coordinate system GC. The factory FC has a first location PL1 and a second location PL2. The first location PL1 and the second location PL2 are connected by a road TR along which the vehicle 100 can travel. In the factory FC, a plurality of sensors 300 are installed along the road TR. The position of each sensor 300 in the factory FC is adjusted in advance. The vehicle 100 moves from the first location PL1 to the second location PL2 along the road TR in an unmanned operation.

[0113] 8 is a block diagram showing the configuration of the system 50. The vehicle 100 includes a vehicle control device 110 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 110, 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.

[0114] The vehicle control device 110 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 the sPG1 stored in the memory 112 to realize various functions including the function of a vehicle control unit 115.

[0115] 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.

[0116] 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 sensor 300 via wired communication or wireless communication. The processor 201 executes the SPG2 stored in the memory 202 to realize various functions, including the function of the remote control unit 210.

[0117] The remote control unit 210 acquires detection results from the sensors, generates a driving control signal for controlling the actuator group 120 of the vehicle 100 using the detection results, and transmits the driving control signal to the vehicle 100, thereby remotely controlling the vehicle 100 to drive. The remote control unit 210 may generate and output not only driving control signals but also control signals for controlling actuators that operate various accessories provided in the vehicle 100 and various equipment such as wipers, power windows, and lamps. In other words, the remote control unit 210 may operate these various equipment and accessories by remote control.

[0118] The sensor 300 is a sensor located outside the vehicle 100. In this embodiment, the sensor 300 is a sensor that captures the vehicle 100 from outside the vehicle 100. The 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.

[0119] Specifically, the sensor 300 is configured by a camera. The camera as the sensor 300 captures an image including the vehicle 100 and outputs the captured image as a detection result.

[0120] 9 is a flowchart showing the processing procedure for driving control of the vehicle 100 in the driving control example. In the processing procedure in FIG. 9, the processor 201 of the server 200 executes the program PG2 to function as the remote control unit 210. Also, the processor 111 of the vehicle 100 executes the program PG1 to function as the vehicle control unit 115.

[0121] In step S110, the processor 201 of the server 200 acquires vehicle position information of the vehicle 100 using the detection results output from the 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 factory FC. Specifically, in step S110, the processor 201 acquires the vehicle position information using a captured image acquired from a camera, which is the sensor 300.

[0122] In detail, in step S110, the processor 201, for example, detects the outer shape of the vehicle 100 from the captured image, calculates the coordinates of the positioning point of the vehicle 100 in the coordinate system of the captured image, i.e., the local coordinate system, and converts the calculated coordinates into coordinates in the global coordinate system GC, thereby acquiring the position of the vehicle 100. The outer shape of the vehicle 100 included in the captured image can be detected, for example, by inputting the captured image into a detection model DM that utilizes artificial intelligence. The detection model DM is prepared, for example, inside or outside the system 50, and is stored in advance in the memory 202 of the server 200. The detection model DM may be, for example, a trained machine learning model that has been 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 may be used as this machine learning model. The training dataset includes, for example, a plurality of training images including the vehicle 100, and labels indicating whether each region in the training images represents the vehicle 100 or a region other than the vehicle 100. During CNN training, it is preferable to update the parameters of the CNN using backpropagation (back propagation) to reduce the error between the output result of the detection model DM and the label. Furthermore, the processor 201 can acquire the orientation of the vehicle 100 by estimating the orientation based on the orientation of the movement vector of the vehicle 100 calculated from the positional changes of feature points of the vehicle 100 between frames of captured images using, for example, an optical flow method.

[0123] In step S120, 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.

[0124] In step S130, 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.

[0125] In step S140, processor 201 of server 200 transmits the generated driving control signal to vehicle 100. Processor 201 repeats, at a predetermined cycle, obtaining the position of vehicle 100, determining the target position, generating the driving control signal, and transmitting the driving control signal.

[0126] In step S150, the processor 111 of the vehicle 100 receives a driving control signal transmitted from the server 200. In step S160, the processor 111 of the vehicle 100 controls the actuator group 120 using the received driving control signal, thereby driving the vehicle 100 at the acceleration and steering angle represented by the driving control signal. The processor 111 repeats the reception of the driving control signal and the control of the actuator group 120 at a predetermined period. According to the system 50 in this example, the vehicle 100 can be driven by remote control, and the vehicle 100 can be moved without using conveying equipment such as a crane or a conveyor.

[0127] <B:Driving Control Example 2> FIG. 10 is an explanatory diagram showing a schematic configuration of the system 50v in driving control example 2. In this example, the system 50v is different from driving control example 1 in that it does not include the server 200. Also, the vehicle 100v in the configuration can travel by autonomous control of the vehicle 100v. For other configurations, unless otherwise particularly described, they are the same as above.

[0128] In this example, the processor 111v of the vehicle control device 110v functions as the vehicle control unit 115v by executing the program PG1 stored in the memory 112v. The vehicle control unit 115v acquires the output result from the sensor, generates a driving control signal using the output result, and outputs the generated driving control signal to operate the actuator group 120, thereby enabling the vehicle 100v to travel by autonomous control. In this example, in addition to the program PG1, a detection model DM and a reference route RR are stored in the memory 112v in advance.

[0129] FIG. 11 is a flowchart showing the processing procedure of the driving control of the vehicle 100v in example 2. In the processing procedure of FIG. 11, the processor 111v of the vehicle 100v functions as the vehicle control unit 115v by executing the program PG1.

[0130] In step S210, the processor 111v of the vehicle control device 110v acquires vehicle position information using the detection results output from the camera, which is the sensor 300. In step S220, the processor 111v determines a target position to which the vehicle 100v should next head. In step S230, the processor 111v generates a driving control signal for driving the vehicle 100v toward the determined target position. In step S240, 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 system 50v in this example, the vehicle 100v can be driven by autonomous control of the vehicle 100v without remote control of the vehicle 100v by the server 200.

[0131] YY: Other driving control examples (YY1) In the above example, the sensor 300 is a camera. However, the sensor 300 does not have to be a camera and may be, for example, a LiDAR (Light Detection and Ranging) sensor. In this case, the detection result output by the sensor 300 may be three-dimensional point cloud data representing the vehicle 100. In this case, the server 200 or the vehicle 100 may acquire vehicle position information by template matching using the three-dimensional point cloud data as the detection result and reference point cloud data prepared in advance.

[0132] (YY2) In driving control example 1, the processes from obtaining vehicle position information to generating driving control signals are executed by server 200. In contrast, at least a part of the processes from obtaining vehicle position information to generating driving control signals may be executed by vehicle 100. For example, the following forms (1) to (3) may be used.

[0133] (1) The server 200 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 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 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, and control the actuator group 120 using the generated driving control signal.

[0134] (2) Server 200 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.

[0135] (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 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.

[0136] (YY3) In the driving control example 2, 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.

[0137] (YY4) In cruise control example 2, the vehicle 100v acquires vehicle position information using the detection results of the sensor 300. Alternatively, the vehicle 100v may be equipped with an internal sensor, which acquires vehicle position information using the detection results of the internal sensor, determines a target location to which the vehicle 100v should next travel, generates a route from the current location of the vehicle 100v represented in the acquired vehicle position information to the target location, generates a cruise control signal for traveling along the generated route, and controls the actuator group 120 using the generated cruise control signal. In this case, the vehicle 100v can travel without using any of the detection results of the sensor 300. The vehicle 100v may acquire a target arrival time or congestion information from outside the vehicle 100v and reflect the target arrival time or congestion information in at least one of the route and the cruise control signal. Furthermore, all of the functional configuration of the system 50v may be provided within the vehicle 100v. In other words, the processing performed by the system 50v in the present disclosure may be performed solely by the vehicle 100v. For example, the leading vehicle 100v may transmit a control instruction value to the following vehicle 100.

[0138] (YY5) In driving control example 1, server 200 automatically generates a driving control signal to be transmitted to vehicle 100. Alternatively, server 200 may generate a driving control signal to be transmitted to vehicle 100 in accordance with the operation of an external operator located outside vehicle 100. For example, the external operator may operate a control device that includes a display that displays captured images output from sensor 300, a steering wheel for remotely operating vehicle 100, an accelerator pedal, a brake pedal, and a communication device for communicating with server 200 via wired or wireless communication, and server 200 may generate a driving control signal in accordance with the operation applied to the control device.

[0139] (YY6) In each of the above driving control examples, the vehicle 100 may be configured to be 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 may be equipped with at least a vehicle control device 110 and an actuator group 120 to perform the three functions of "running," "turning," and "stopping" by unmanned driving. When the vehicle 100 acquires information from the outside for unmanned driving, the vehicle 100 may further be equipped with a communication device 130. In other words, the vehicle 100 capable of moving by unmanned driving may not be equipped with at least some of the interior parts such as a driver's seat and a dashboard, may not be equipped with at least some of the exterior parts such as bumpers and fenders, and may not be equipped with a body shell. In this case, the remaining parts such as the body shell may be attached to the vehicle 100 before the vehicle 100 is shipped from the factory FC, or the remaining parts such as the body shell may be attached to the vehicle 100 after the vehicle 100 is shipped from the factory FC without the remaining parts such as the body shell being attached to the vehicle 100. Each part may be attached from any direction, such as the upper side, lower side, front side, rear side, right side, or left side of the vehicle 100, 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 way as for the vehicle 100 in the first embodiment.

[0140] (YY7) The vehicle 100 may be manufactured by combining multiple modules. A module refers to a unit composed of multiple parts grouped according to the location or function of the vehicle 100. For example, the platform of the vehicle 100 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 parts that form the platform, parts that form portions of the vehicle 100 other than the platform may be modularized. The various modules may include any exterior parts such as a bumper or a grille, or any interior parts such as a seat or a console. Any type of mobile object, not limited to the vehicle 100, 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 some of the parts that form the module into a single part by casting. The molding method for integrally molding a single component, particularly a relatively large component, is also called gigacasting or megacasting. For example, the front module, center module, and rear module described above may be manufactured using gigacasting.

[0141] (YY8) Transporting vehicle 100 using the unmanned driving of vehicle 100 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 vehicle 100 using self-propelled transport is also called "self-propelled production." In self-propelled production, for example, at a factory FC where vehicle 100 is manufactured, at least a portion of the transport of vehicle 100 is realized by self-propelled transport.

[0142] (YY9) In each of the above driving control examples, 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. Various circuits, such as integrated circuits and discrete circuits, may be used as hardware for implementing the various functions in each of the above embodiments.

[0143] Furthermore, part or all of the processing in the sensor 300, the vehicle 100, the server 200, the sensor 300, the robot 600, etc. described above can be realized as a computer program. Such a program can be stored and provided to a computer using various types of non-transitory computer-readable media. Non-transitory computer-readable media include various types of tangible recording media. Examples of non-transitory computer-readable media include magnetic recording media (e.g., flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (e.g., magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, CD-R / Ws, and semiconductor memories (e.g., mask ROMs, PROMs (Programmable ROMs), EPROMs (Erasable PROMs), flash ROMs, and RAMs (Random Access Memory)). The program may also be provided to a computer by various types of temporary computer-readable media. Examples of temporary computer-readable media include electrical signals, optical signals, and electromagnetic waves. The temporary computer-readable media can provide the program to a computer via a wired communication path such as an electric wire or optical fiber, or via a wireless communication path.

[0144] The present invention is not limited to the above-described embodiment, and can be modified as appropriate within the scope of the invention. [Explanation of symbols]

[0145] 50 Vehicle Manufacturing System 100 vehicles 115 Vehicle control unit 120 Actuators 130 Communication equipment 200 servers 230 Communication Equipment 231 Receiver 232 Transmitter 252 Position calculation section 253 Arithmetic section 254 Inter-vehicle distance calculation unit 255 Judgment section 256 Address Assignment Section 257 Address Management Department 258 Communication Status Determination Unit 259 Control Switching Unit 300 sensors 330 Communication Equipment

Claims

1. A vehicle manufacturing system that controls a plurality of vehicles to travel in a convoy during a manufacturing process or a transport process, a calculation means for calculating a control instruction value for controlling the speed of the vehicle; a sensor provided to detect the distance between adjacent vehicles; a determination means for determining whether the platoon is in disorder based on the inter-vehicle distance; a transmitter that transmits a common control instruction value to the plurality of vehicles when the formation is not disrupted; a communication device provided in the vehicle and receiving the control instruction value; and a speed control means for controlling the speed of the vehicle in accordance with the control instruction value.

2. The vehicle manufacturing system according to claim 1 , wherein the transmitter transmits individual control instruction values ​​to each vehicle when the platoon is out of order.

3. 3. The vehicle manufacturing system of claim 2, further comprising an address assignment means for assigning a common address to the communication devices of the plurality of vehicles when the formation is not disrupted, and for assigning individual addresses to the communication devices of the plurality of vehicles when the formation is disrupted.

4. 4. The vehicle manufacturing system according to claim 1, wherein the transmitter transmits an individual control instruction value to the vehicle when the vehicle reaches a predicted location where the inter-vehicle distance is predicted to change.

5. a camera for capturing an image of any one of the vehicles in the platoon; 4. The vehicle manufacturing system according to claim 1, wherein the calculation means calculates the control instruction value based on the image captured by the camera.

6. 4. The vehicle manufacturing system according to claim 1, wherein the control instruction value includes a value indicating a speed or acceleration of the vehicle.

7. A vehicle manufacturing method for controlling a plurality of vehicles to travel in a convoy during a manufacturing process or a transport process, comprising: calculating a control instruction value for controlling the speed of the vehicle; detecting a distance between the adjacent vehicles based on a detection result of the sensor; determining whether the platoon is disordered based on the inter-vehicle distance; a step of transmitting a common control instruction value to the plurality of vehicles from a transmitter when the formation is not disrupted; receiving the control instruction value by a communication device provided in the vehicle; and controlling the speed of the vehicle in accordance with the control instruction value.

8. The vehicle manufacturing method according to claim 7 , wherein the transmitter transmits individual control instruction values ​​to each vehicle when the formation is disrupted.

9. 8. The vehicle manufacturing method of claim 7, further comprising an address assignment means for assigning a common address to the communication devices of the plurality of vehicles when the formation is not disrupted, and for assigning individual addresses to the communication devices of the plurality of vehicles when the formation is disrupted.

10. The vehicle manufacturing method according to any one of claims 7 to 9, wherein the transmitter transmits an individual control instruction value to the vehicle when the vehicle reaches a predicted location where the inter-vehicle distance is predicted to change.

11. An image of any vehicle in the platoon is captured by a camera; 10. The vehicle manufacturing method according to claim 7, wherein the control instruction value is calculated based on the image captured by the camera.

12. The vehicle manufacturing method according to any one of claims 7 to 9, wherein the control instruction value includes a value indicating a speed or acceleration of the vehicle.

13. A vehicle manufacturing system that controls a plurality of vehicles to travel in a convoy during a manufacturing process or a transport process, a computing means for computing an individual control instruction value for each of the vehicles to control at least one of the speed and route of the vehicle; a transmitter that transmits the individual control instruction values ​​to each of the vehicles; a communication device provided in the vehicle and receiving the control instruction value; a control means for controlling the running of the vehicle in accordance with the control instruction value; a communication status determination means for determining a communication status; and a control switching means for switching control of the calculation means and the transmitter in accordance with a result of the determination of the communication state so that the calculation means calculates a common control instruction value for the plurality of vehicles and the transmitter transmits the common control instruction value to the plurality of vehicles. Vehicle manufacturing system.

14. When the communication status determination means determines that the communication status is poor, 14. The vehicle manufacturing system according to claim 13, wherein the control switching means switches control of the calculation means and the transmitter in accordance with the determination result of the communication status so that the calculation means calculates a common control instruction value for the plurality of vehicles and the transmitter transmits the common control instruction value to the plurality of vehicles.

15. When the communication status determination means determines that the communication status is poor, 15. The vehicle manufacturing system according to claim 13, wherein the calculation means calculates the control instruction value so as to slow down the speed of the vehicle.

16. 15. The vehicle manufacturing system according to claim 13, wherein the transmitter transmits an individual control instruction value to the vehicle when the vehicle reaches a predicted location where the inter-vehicle distance is predicted to vary.

17. A vehicle manufacturing method for controlling a plurality of vehicles to travel in a convoy during a manufacturing process or a transport process, comprising: calculating individual control instructions for each of the vehicles to control at least one of the speed and path of the vehicles; a transmitter transmitting the individual control instruction values ​​to each of the vehicles; receiving the control instruction value by a communication device provided in the vehicle; controlling the running of the vehicle in accordance with the control instruction value; determining a communication status; and a step of calculating a common control instruction value for the plurality of vehicles and switching control in accordance with a result of the determination of the communication state so as to transmit the common control instruction value to the plurality of vehicles. Vehicle manufacturing methods.

18. If it is determined that the communication conditions are poor, 18. The vehicle manufacturing method according to claim 17, wherein a common control instruction value is calculated for the plurality of vehicles, and control is switched depending on the determination result of the communication situation so that the transmitter transmits the common control instruction value to the plurality of vehicles.

19. If it is determined that the communication conditions are poor, 19. A vehicle manufacturing method according to claim 17, wherein the control instruction value is calculated to slow down the speed of the vehicle.

20. 19. The vehicle manufacturing method according to claim 17, wherein the transmitter transmits an individual control instruction value to the vehicle when the vehicle reaches a predicted location where the inter-vehicle distance is predicted to vary.

Images