Zone management device, vehicle control system, zone management method, and program

Abstract

To enable autonomous and manually driven vehicles to travel more efficiently and reliably without collisions in environments where both types of vehicles coexist. [Solution] The zone management device 10 includes a zone reserve unit 12. The zone reserve unit 12 reserves zones Z1 and Z2 around the autonomous vehicle 40, which is the vehicle V1, to restrict the entry of other vehicles V2 other than the vehicle V1. The zone reserve unit 12 changes zones Z1 and Z2 according to the position of the vehicle V1.

Description

Technical Field

[0001] The present invention relates to a zone management device, a vehicle control system, a zone management method, and a program.

Background Art

[0002] In factories such as steelworks, transport vehicles such as carrier pallets may transport products and semi-finished products. A carrier pallet is a self-propelled carrier used within a steelworks, and transports products and semi-finished products such as coils and thick plates. Also, construction vehicles such as dump trucks may be used at the work site (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, due to the demand for improved productivity and labor savings, the automation of vehicles including transport vehicles within a steelworks has been required. If all the transport vehicles within a steelworks are automated vehicles, it is possible to give driving commands to each automated vehicle so that the automated vehicles do not collide with each other from a higher-level system that integrally controls the automated vehicles. However, in reality, from the viewpoints of cost and technology, it is difficult to immediately update the manually operated vehicles within a steelworks to automated vehicles. Therefore, it is necessary to gradually automate the manually operated vehicles within a steelworks. In the process of promoting automation, it is inevitable to carry out mixed operation of automated vehicles and manually operated vehicles, and it is necessary to efficiently and safely run the vehicles without collision even under such circumstances.

[0005] Patent Document 1 discloses a technology that allows unmanned transport vehicles to operate at a work site and establishes a no-entry zone that prohibits the entry of manned transport vehicles. However, the no-entry zone is a fixed area and does not change in accordance with the movement of the unmanned transport vehicle. Therefore, there is room for improvement in the configuration to enable vehicles to operate without collisions in an environment where autonomous and manually driven vehicles are mixed.

[0006] In light of the above background, one of the objectives of the present invention is to enable vehicles to travel more efficiently and reliably without collisions in environments where autonomous and manually driven vehicles coexist. [Means for solving the problem]

[0007] The present invention is summarized in the following terms: a zone management device, a vehicle control system, a zone management method, and a program.

[0008] (1) The vehicle is equipped with a zone reserve unit that reserves a zone around the vehicle, which is a predetermined autonomous driving vehicle, to restrict the entry of other vehicles other than the vehicle itself. The zone reserve unit is a zone management device that changes the zone according to the position of the vehicle.

[0009] (2) By virtually dividing the road on which the vehicle, including the vehicle itself and the other vehicles, travels, multiple predetermined small areas are partitioned, The zone management device according to (1), wherein the zone consists of one or more of the sub-regions.

[0010] (3) The zone management device according to (1) or (2), wherein the zone includes intersections of roads on which vehicles, including the vehicle itself and other vehicles, travel.

[0011] (4) The zone reserve unit excludes from the zone any intersections where the target route pre-set for the vehicle and the route expected to be traveled by other vehicles do not intersect. (3) The zone management device described in (3).

[0012] (5) A zone management device according to any one of the above (1) to (4), wherein the zone is set in a predetermined range in front of the target path set in advance for the vehicle and behind the target path, with respect to the vehicle, and moves together with the vehicle.

[0013] (6) The zone reserve unit changes the zone according to the movement pattern of the vehicle to the work position when the vehicle reaches the vicinity of a predetermined work position, as described in any one of (1) to (5) above.

[0014] (7) The zone management device according to (6), wherein the zone reserve unit keeps the absolute coordinates and range of the zone constant regardless of the position of the vehicle when the vehicle is located near a predetermined work position.

[0015] (8) Further comprising a traffic signal control unit that controls traffic signals, The zone management device according to any one of (1) to (7), wherein the traffic signal control unit controls the traffic signals to restrict the entry of other vehicles into the zone.

[0016] (9) The zone management device according to (8), wherein the traffic signal control unit controls at least one of a physical traffic signal installed on the road on which the vehicle is traveling and which displays the traffic signal, and a virtual traffic signal which is a communication terminal mounted on another vehicle and which displays the traffic signal.

[0017] (10) A switch is provided near the designated work position to request restrictions on the entry of vehicles other than designated other vehicles. The zone management device according to (8) or (9), wherein the traffic signal control unit, upon receiving a request from the switch, controls the traffic signal to restrict vehicles other than the predetermined other vehicles from entering a designated area set around the work position.

[0018] (11) The traffic signal is displayed on a virtual signal that is a communication terminal mounted on the specified other vehicle, The communication terminal is configured to be able to output a command requesting restriction of entry of vehicles other than the specified other vehicle to the traffic signal control unit, When receiving a request from the communication terminal, the traffic signal control unit controls the traffic signal so as to restrict entry of vehicles other than the specified other vehicle into a set area set around the work position, according to any one of the above (8) to (10). The zone management device according to item.

[0019] (12) Further comprising a navigation unit, The navigation unit displays a preset target route and a restricted speed on a communication terminal mounted on a specified manually-operated vehicle, thereby instructing the driver of the manually-operated vehicle to drive along the target route within the restricted speed. When the manually-operated vehicle deviates from at least one of the target route and the restricted speed, an alarm is output to the communication terminal. The zone management device according to any one of the above (1) to (11).

[0020] (13) When the manually-operated vehicle is driving in accordance with the instructions of the navigation unit, the navigation unit requests the zone reservation unit to treat the manually-operated vehicle as an autonomous vehicle. The zone management device according to (12) above.

[0021] (14) The zone reservation unit sets the manually-operated vehicle treated as an autonomous vehicle as a reservation target for the zone with priority over other autonomous vehicles. The zone management device according to (13) above.

[0022] (15) Further comprising an operation management unit, When it is determined that the relative distance between the autonomous vehicle and the manually-operated vehicle is within a certain range and there is a possibility of collision between the autonomous vehicle and the manually-operated vehicle, the operation management unit stops the autonomous vehicle. The zone management device according to any one of the above (1) to (14).

[0023] (16) The zone management device according to any one of (1) to (15) above, a traffic signal device that displays traffic signals, and is provided with The zone management device has a traffic signal control unit that controls the traffic signals, The traffic signal control unit is a driving vehicle control system that controls the traffic signals so as to regulate entry of other vehicles into the zone.

[0024] (17) A zone reservation step of reserving a zone for restricting entry of other vehicles other than the own vehicle around the own vehicle which is a predetermined autonomous driving vehicle, In the zone reservation step, a zone management method of changing the zone according to the position of the own vehicle.

[0025] (18) A program for causing a computer to execute a zone reservation step of reserving a zone for restricting entry of other vehicles other than the own vehicle around the own vehicle which is a predetermined autonomous driving vehicle, and in the zone reservation step, changing the zone according to the position of the own vehicle.

Effect of the Invention

[0026] According to the present invention, vehicles can run more reliably without colliding with each other in an environment where autonomous driving vehicles and manual driving vehicles coexist.

Brief Description of the Drawings

[0027] [Figure 1] FIG. 1 is a functional block diagram showing the functional configuration of a driving vehicle control system according to a first embodiment of the present invention. [Figure 2] FIGS. 2(A) to 2(C) are diagrams each showing an example of a road in a factory. <000012​​​Figures 4(A) to 4(D) show examples of factory roads. [Figure 5] Figures 5(A) to 5(D) show examples of factory roads. [Figure 6] Figures 6(A) to 6(D) show examples of factory roads. [Figure 7] Figure 7 is a flowchart showing an example of a zone management method according to the first embodiment. [Figure 8] Figure 8 is a functional block diagram showing the functional configuration of a vehicle control system according to a second embodiment of the present invention. [Figure 9] Figures 9(A) and 9(B) show examples of factory roads in the second embodiment, respectively. [Figure 10] Figure 10 is a functional block diagram showing the functional configuration of a vehicle control system according to a third embodiment of the present invention. [Figure 11] Figure 11 is a flowchart showing an example of a zone management method according to the third embodiment. [Figure 12] Figures 12(A) to 12(C) are schematic diagrams illustrating the zone settings in the modified examples. [Figure 13] Figures 13(A) and 13(B) are schematic diagrams illustrating the zone configuration in another modified example, respectively. [Figure 14] Figure 14 is a schematic diagram illustrating the zone configuration in the modified example. [Figure 15] Figure 15 is a block diagram showing an example of the hardware configuration of an information processing device that functions as a zone management device, an autonomous vehicle, a work vehicle, or a communication terminal according to the embodiment. [Modes for carrying out the invention]

[0028] [The circumstances that led to the invention in question] In an autonomous driving system that controls an autonomous vehicle driven by a computer without human intervention, the basic principle is to give the autonomous vehicle operational commands (accelerator commands, brake commands, steering commands) to drive along a specified target route from the vehicle's current position to the destination at a specified speed. In this case, if there are no obstacles on the road on which the target route is set, the position and attitude of the autonomous vehicle are estimated using sensors such as GNSS (Global Navigation Satellite System), exemplified by GPS (Global Positioning System), and LiDAR (Light Detection and Ranging). The autonomous driving system then uses these estimation results to steer the autonomous vehicle so that it travels along the specified target route, and also operates the accelerator and brakes based on the speedometer mounted on the axle to ensure the autonomous vehicle reaches the specified speed.

[0029] However, if there are obstacles on the target path, the autonomous vehicle must be controlled to avoid colliding with those obstacles. In particular, when there is a mix of manually driven vehicles and unmanned autonomous vehicles, collisions between the vehicles can result in serious accidents, so control must be implemented to prevent collisions between the two.

[0030] In areas with multiple buildings on a large site, such as steel mills, materials are transported between these buildings using transport vehicles such as trucks, tractors, and carriers. Because multiple vehicles travel within the site, traffic lights are used to control collisions, just like on public roads. When automating these transport vehicles, as mentioned above, automating all transport vehicles at once is difficult from a budgetary and workload perspective. It is therefore conceivable to automate the transport vehicles that are most critical to production in order. For this reason, it is necessary to prevent collisions between manually operated and automated vehicles when they are mixed together. Furthermore, there is a need to prioritize the operation of automated vehicles over manually operated vehicles. This invention was made based on the above needs.

[0031] [Summary of the Embodiment] In the embodiment of the present invention, the vehicle control system designates a predetermined autonomous vehicle as its own vehicle, and manually driven vehicles other than the autonomous vehicle as other vehicles, and reserves a zone (no-entry zone) around the autonomous vehicle to restrict the entry of other vehicles. By restricting the entry of other vehicles into the zone, collisions between the autonomous vehicle and other vehicles are suppressed. In the embodiment of the present invention, a manually driven vehicle refers to a vehicle driven by a human. An autonomous vehicle refers to a vehicle in which driving operations such as acceleration, steering, and braking are performed by a computer without human intervention.

[0032] Methods for restricting the entry of other vehicles into a zone include (i) notification of entry restrictions to other vehicles using physical traffic signals, and (ii) notification of entry restrictions using virtual traffic signals with terminals such as tablets placed in other vehicles. Below, the configuration of (i) will be described as the first embodiment, and the configuration of (ii) will be described as the second embodiment. Furthermore, (iii) a configuration in which a terminal such as a tablet placed in a manually operated vehicle has a navigation function that indicates the route of the manually operated vehicle. Below, the configuration of (iii) will be described as the third embodiment.

[0033] Preferred embodiments of the present invention will be described in detail below with reference to the attached drawings. In this specification and the drawings, components having substantially the same functional configuration are denoted by the same reference numerals, and redundant descriptions will be omitted.

[0034] [First Embodiment] Figure 1 is a functional block diagram showing the functional configuration of the vehicle control system 1 according to the first embodiment of the present invention. Figures 2(A) to 2(C), 3(A) to 3(C), 4(A) to 4(D), 5(A) to 5(D), and 6(A) to 6(D) are diagrams showing examples of roads 101 in a factory 100. To explain using Figures 1 to 2(C), factory 100 is a factory such as a steel mill, and road 101 is a road within the premises of a steel mill. Note that factory 100 may be a factory other than a steel mill.

[0035] [Road Configuration] In this embodiment, road 101 is a left-hand traffic road. In this embodiment, road 101 includes an intersection 102. Road 101 including the intersection 102 may be a T-junction 103 as shown in Figure 2(A), a crossroads 104 as shown in Figure 2(B), or a multi-junction (not shown). Also, as shown in Figure 2(C), a work area 105 may be provided near road 101. The work area 105 is a location where the automated vehicle 40 or the manually driven vehicle 50 performs work, for example, where products or semi-finished products loaded onto the automated vehicle 40 or the manually driven vehicle 50 are loaded or unloaded. The automated vehicle 40 or the manually driven vehicle 50 travels on road 101.

[0036] As shown in Figure 2(A), the T-junction 103 has an intersection 102 and three roads, the first road 111, the second road 112, and the third road 113, leading to the intersection 102. The first road 111 faces the dead end of the intersection 102. The second road 112 and the third road 113 face each other in a straight line.

[0037] As shown in Figure 2(B), the intersection 104 has a configuration that includes a fourth intersection 114 in addition to the configuration of the T-junction 103. The first intersection 111 and the fourth intersection 114 face each other.

[0038] As shown in Figure 2(C), the road 101 near the work position 105 (hereinafter referred to as the road near the work position 106) is adjacent to the work position 105. Automated vehicles 40 and manually driven vehicles 50 can move to the work position 105 via the road near the work position 106. The work position 105 is capable of accommodating one or more vehicles for parking.

[0039] [Configuration of the vehicle control system] As shown in Figures 1 to 2(C), the vehicle control system 1 (hereinafter also simply referred to as control system 1) controls the movement of automated driving vehicles 40 and manually driven vehicles 50 traveling on road 101. The control system 1 comprises its own vehicle V1, which is a predetermined automated driving vehicle 40, a physical traffic signal 120, a zone management device 10, and a signal operation switch 3.

[0040] [Configuration of an autonomous vehicle] The autonomous vehicle 40 is a work vehicle such as a carrier pallet, and is used to transport products or semi-finished products such as coils and slabs. The autonomous vehicle 40 constitutes the vehicle V1. The autonomous vehicle 40 is equipped with a drive source such as an internal combustion engine or an electric motor, a steering system, and a braking system, and the autonomous driving function allows for unmanned acceleration, steering, and braking. The autonomous vehicle 40 is electrically connected to the zone management device 10 via a network 2 such as the Internet or a LAN (Local Area Network).

[0041] The autonomous vehicle 40 includes a work list storage unit 41, a self-position estimation unit 42, an autonomous driving communication unit 43, and an autonomous driving unit 44.

[0042] The work list storage unit 41 stores the work list L. The work list L records one or more tasks that the autonomous vehicle 40 (the vehicle V1) must perform, for example, a task such as "transport item X from point A to point B." The work list L also indicates the target route R of the autonomous vehicle 40.

[0043] The self-position estimation unit 42 estimates the current position of the autonomous vehicle 40. The self-position estimation unit 42 may estimate its own position using GNSS (Global Navigation Satellite System), or it may estimate its own position by obtaining a signal that identifies its own position from another device such as the zone management device 10, or it may estimate its own position by matching the detection results of a camera installed on the autonomous vehicle 40 with a map, and the specific method of self-position estimation is not limited.

[0044] The autonomous driving communication unit 43 communicates with other autonomous vehicles 40 that are driving within the factory 100 and transmits the communication results to the autonomous driving unit 44. Examples of other autonomous vehicles 40 include work vehicles that belong to the same factory 100 and perform work within the factory 100 premises. Other examples of other autonomous vehicles 40 include general vehicles such as passenger cars that enter and exit the factory 100.

[0045] The autonomous driving unit 44 refers to the work list L and its own position estimated by the self-position estimation unit 42. The autonomous driving unit 44 then calculates the path required to perform the tasks shown in the work list L as the target path R and calculates the target speed. The autonomous driving unit 44 operates the accelerator, steering, and brakes of the autonomous vehicle 40 so that it moves according to these calculation results. The autonomous driving unit 44 refers to data such as the current self-position data, point cloud data from the LiDAR (Light Detection And Ranging) sensor installed in the autonomous vehicle 40, image data from the camera installed in the autonomous vehicle 40, and speed data from the speedometer attached to the axle of the autonomous vehicle 40. Based on this data, the autonomous driving unit 44 detects the position and orientation of the autonomous vehicle 40. The autonomous driving unit 44 then operates the autonomous vehicle 40 so that it moves along the target path R at a predetermined speed.

[0046] In addition, the target route R for performing the tasks shown in the task list L may be specified in advance. The automated driving unit 44 communicates with other automated driving vehicles 40 via the automated driving communication unit 43 to ascertain the target route R of the other automated driving vehicles 40 and the time of passage of the other automated driving vehicles 40 along that target route R. Based on this, the automated driving unit 44 calculates the vehicle speed and other parameters to avoid collisions with other automated driving vehicles 40 and operates the automated driving vehicle 40. In this embodiment, traffic control by the zone management device 10 is performed between the automated driving vehicle 40 and the manually driven vehicle 50.

[0047] [Configuration of physical traffic signals] The physical traffic signal 120 is configured to display green and red signals, and in this embodiment, it is also configured to display a yellow signal. The signal display of the physical traffic signal 120 is controlled by the zone management device 10. The physical traffic signal 120 may also be configured to periodically change the display of green and red signals by a control device other than the zone management device 10, such as a timer control device, and to change the signal display under the control of the zone management device 10. The physical traffic signal 120 is connected to the zone management device 10 via the network 2.

[0048] The physical traffic signals 120 are installed at intersection 102 of road 101, and also at road 106 near the work area. It is preferable that multiple physical traffic signals 120 are installed at intersection 102 of road 101. The physical traffic signals 120 only need to be able to display, with a red light or the like, the restriction on other vehicles V2 entering zones Z1 and Z2 set for the vehicle V1 at intersection 102. In this embodiment, the physical traffic signals 120 are provided as the first physical traffic signals 121 to the fourth physical traffic signals 124.

[0049] [Example of physical traffic signal installation at a T-junction] It is preferable that a total of three physical traffic signals 120 are provided at the T-junction 103 shown in Figure 2(A), one for each route leading to the intersection 102. In this embodiment, at the T-junction 103, a first physical traffic signal 121 is installed for vehicles entering the intersection 102 from the first road 111, a second physical traffic signal 122 is installed for vehicles entering the intersection 102 from the second road 112, and a third physical traffic signal 123 is installed for vehicles entering the intersection 102 from the third road 113.

[0050] [Examples of physical traffic signal installation at intersections] It is preferable that a total of four physical traffic signals 120 are provided at the crossroads 104 shown in Figure 2(B), one for each route leading to the intersection 102. In this embodiment, in addition to the physical traffic signals 120 at the T-junction 103, a fourth physical traffic signal 124 is installed for vehicles entering the intersection 102 from the fourth road 114.

[0051] [Examples of physical signal installation near the work area] Preferably, two physical traffic signals 120 are provided on the road 106 near the work position shown in Figure 2(C), flanking the work position 105. In this embodiment, a first physical traffic signal 121 and a second physical traffic signal 122 are installed. Physical traffic signals 120 are installed at all locations where vehicles enter or exit the road 106 near the work position.

[0052] [Configuration of Zone Management Device] As shown in Figures 1 to 2(C), the zone management device 10 is connected to the autonomous vehicle 40 (vehicle V1), the physical traffic signals 120, and the signal operation switch 3 via the network 2. The zone management device 10 comprises a zone demarcation unit 11, a zone reserve unit 12, and a traffic signal control unit 13.

[0053] The area partitioning section 11 divides the road 101, on which vehicles including its own vehicle V1 (autonomous vehicle 40) and other vehicles V2 (manually driven vehicle 50) travel within the factory 100, into multiple sections, thereby partitioning a predetermined small area A into multiple sections.

[0054] Small area A is a virtual area when viewing road 101 from above, and is, for example, a rectangular area. The width of small area A (length along the width direction of road 101) is set to, for example, the same as the total width of the vehicle V1, or the same as the width of the driving lane on road 101. The width of small area A may be set to be the same as the total width of the vehicle V1, or it may be set to be larger than the total width of the vehicle V1.

[0055] The area demarcation section 11 may make the length of the small area A in parts of the road 101 other than the intersection 102 and the road 106 near the work area, for example, in the first road 111 to the fourth road 114, larger than the length of the small area A at intersection 102. This reduces the number of small area A sections in parts of the road 101 where the possibility of collision between the vehicle V1 and other vehicles V2 is low and where it is not necessary to finely define zones Z1 and Z2. Details of zones Z1 and Z2 will be described later. Also, the number of small area A sections at intersection 102, where there is a possibility of collision between the vehicle V1 and other vehicles V2 and it is preferable to finely define zone Z2, can be increased. Note that the area demarcation section 11 may uniformly set the length (shape) of the small area A in the road 101.

[0056] [Zone Reserve Unit and Zone Configuration] The zone reserve unit 12 reserves (sets) zones Z1 and Z2 (zone Z2 is shown in Figure 3(B), etc.) around its own vehicle V1 to restrict the entry of other vehicles V2 other than its own vehicle V1. Zones Z1 and Z2 consist of one or more small areas A. The zone reserve unit 12 sets up zones Z1 and Z2, which are composed of multiple units, with one small area A as the unit. The zone reserve unit 12 obtains the current position information of its own vehicle V1 from its self-position estimation unit 42 and sets up zones Z1 and Z2 according to the position of its own vehicle V1.

[0057] Zone Z1 is defined as a predetermined range (determined length) in front of and behind the target path R pre-set for the vehicle V1, with the vehicle V1 as the reference point (center). Zone Z1 includes the range in which the vehicle V1 is located.

[0058] It is preferable that the length of Zone Z1 in front of the vehicle V1 is greater than the length of Zone Z1 in rear of the vehicle V1. This length setting makes it possible to more reliably prevent collisions between the moving vehicle V1 and other vehicles V2, and prevents an excessive distance from other vehicles V2 behind the vehicle V1, which would reduce the transport efficiency on the road 101.

[0059] The zone reserve unit 12 may keep the size (length) of zone Z1 constant regardless of the speed of the vehicle V1, or it may change the size (length) of zone Z1 according to the speed of the vehicle V1. For example, the higher the speed of the vehicle V1, the larger the length of zone Z1 from the vehicle V1, thereby allowing the zone Z1 to be set according to the speed of the vehicle V1.

[0060] Zone Z1 moves along with the movement of the vehicle V1. For example, when the vehicle V1 moves forward toward intersection 102, Zone Z1 also moves forward toward intersection 102. In other words, the zone reserve unit 12 changes Zone Z1 according to the position of the vehicle V1. When Zone Z1 moves, small areas A at different positions constitute Zone Z1. In this embodiment, when Zone Z1 reaches intersection 102 along with the movement of the vehicle V1, the zone reserve unit 12 sets Zone Z2 (Figure 3(B), etc.) in a predetermined small area A within the corresponding intersection 102 along the target path R of the vehicle V1. Similarly, when Zone Z1, which moves along with the movement of the vehicle V1, reaches the road 106 near the work position, the zone reserve unit 12 sets Zone Z2 (Figure 6(B), etc.) on the road 106 near the work position.

[0061] [Configuration of the traffic signal control unit] The traffic signal control unit 13 controls the display of the physical traffic signals 120. The traffic signal control unit 13 controls the signals based on the zone Z2 set by the zone reserve unit 12. Specifically, the traffic signal control unit 13 refers to the target route R of its own vehicle V1 held by the automatic driving unit 44 and controls the physical traffic signals 120 to restrict other vehicles V2 from entering zone Z2.

[0062] [Configuration of signal control switches] The signal operation switch 3 is a switch that requests the entry of vehicles other than the designated 50 manually operated vehicles (other vehicles V2) onto the road 106 near the work position. The signal operation switch 3 is a switch that turns the first physical signal 121 and the second physical signal 122, which are installed on the road 106 near the work position, into red. The signal operation switch 3 is installed on each of the first physical signal 121 and the second physical signal 122. Each signal operation switch 3 is connected to the traffic signal control unit 13 via the network 2.

[0063] When the traffic signal control unit 13 receives a request from any of the signal operation switches 3, it restricts the entry of vehicles other than the designated manually operated vehicle 50 (other vehicle V2) into the area between the first physical signal 121 and the second physical signal 122 set on the road 106 near the work position (zone Z2 in this embodiment). Specifically, when any of the signal operation switches 3 is operated, for example, by the driver of the manually operated vehicle 50, the traffic signal control unit 13 sets the first physical signal 121 and the second physical signal 122 to red for a predetermined period of time. The timing at which the first physical signal 121 and the second physical signal 122 change from red to green may be the timing at which the traffic signal control unit 13 detects, using a monitoring device such as a camera, that the manually operated vehicle 50 has completed its movement from the road 106 near the work position to the work position 105. The specific method by which the first physical traffic signal 121 and the second physical traffic signal 122 on the road 106 near the work location return from red to green is not limited.

[0064] [An example of the operation of a vehicle control system] Next, an example of the operation of the vehicle control system 1 will be described. In the control system 1, the zone management device 10 controls the physical traffic signals 120 so that the vehicle V1 and other vehicles V2 do not collide within the zone.

[0065] [An example of actions taken when your vehicle is driving through an intersection] For example, as shown in Figures 1, 3(A), and 3(B), when zone Z1 is set by the zone management device 10, the vehicle V1 (autonomous vehicle 40) travels along a straight section of road 101, for example, at a point where zone Z1 is outside the intersection 102. At this time, the physical traffic light 120 repeatedly flashes green → yellow → red at predetermined time intervals. In this state, the vehicle V1 moves along road 101 in conjunction with zone Z1.

[0066] Then, when any part of Zone Z1, which is moving with the vehicle V1, enters Intersection 102, the Zone Reserve Unit 12 sets Zone Z2 on the target route R of the vehicle V1 within Intersection 102. The traffic signal control unit 13 then sets the physical traffic lights 120 corresponding to the points where other vehicles V2 may take a route that intersects or overlaps with the target route R to red. When the physical traffic lights 120 change from green to red due to the setting of Zone Z2, the physical traffic lights 120 will first turn from green to yellow, and then turn red before the vehicle V1 enters Intersection 102. Meanwhile, the physical traffic lights 120 on the target route R that the vehicle V1 will take will be set to green by the traffic signal control unit 13.

[0067] The following describes specific examples of signal control at T-junction 103 and intersection 104.

[0068] At the T-junction 103, as shown in Figure 3(B), when the vehicle V1 turns right from the first lane 111 to the second lane 112, there is a possibility of collision between the vehicle V1 and other vehicles V2 entering the intersection 102 from the second lane 112 or from the third lane 113. For this reason, the second physical signal 122 and the third physical signal 123 are set to red to restrict the entry of other vehicles V2 into the intersection 102 from the second lane 112 and the third lane 113.

[0069] Furthermore, at the T-junction 103, as shown in Figure 3(C), when vehicle V1 turns left from the first lane 111 to the third lane 113, there is a possibility of collision between vehicle V1 and another vehicle V2 entering the intersection 102 from the second lane 112. For this reason, the second physical signal 122 is set to red. On the other hand, another vehicle V2 entering the first lane 111 or the second lane 112 from the third lane 113 will not collide with vehicle V1. Therefore, the third physical signal 123 is set to green.

[0070] Furthermore, at the T-junction 103, as shown in Figure 4(A), when vehicle V1 proceeds straight from the second lane 112 to the third lane 113, there is a possibility of collision between vehicle V1 and another vehicle V2 turning right or left from the first lane 111. Therefore, the first physical signal 121 is set to red. Also, there is a possibility of collision between vehicle V1 and another vehicle V2 turning right from the third lane 113 to the first lane 111. Therefore, the third physical signal 123 is set to red.

[0071] Furthermore, at the T-junction 103, as shown in Figure 4(B), when the vehicle V1 turns left from the second lane 112 to the first lane 111, other vehicles V2 entering the second lane 112 or the third lane 113 from the first lane 111 will not collide with the vehicle V1. Therefore, the first physical signal 121 is green. On the other hand, other vehicles V2 turning right from the third lane 113 to the first lane 111 may collide with the vehicle V1. Therefore, the third physical signal 123 is red.

[0072] Furthermore, at the T-junction 103, as shown in Figure 4(C), when the vehicle V1 proceeds straight from the third lane 113 to the second lane 112, another vehicle V2 turning right from the first lane 111 to the second lane 112 may collide with the vehicle V1. Therefore, the first physical signal 121 is set to red. On the other hand, another vehicle V2 entering the first lane 111 or the third lane 113 from the second lane 112 will not collide with the vehicle V1. Therefore, the second physical signal 122 is set to green.

[0073] Furthermore, at the T-junction 103, as shown in Figure 4(D), when vehicle V1 turns right from the third lane 113 to the first lane 111, there is a possibility of collision between vehicle V1 and another vehicle V2 turning right from the first lane 111 to the second lane 112. For this reason, the first physical signal 121 is set to red. Also, there is a possibility of collision between vehicle V1 and another vehicle V2 entering the first lane 111 or the third lane 113 from the second lane 112. For this reason, the second physical signal 122 is set to red.

[0074] Furthermore, at intersection 104, as shown in Figure 5(B), when vehicle V1 turns right from lane 111 to lane 212, other vehicles V2 entering lane 313 or lane 414 from lane 212 may collide with vehicle V1. Therefore, the second physical signal 122 is set to red. At this time, other vehicles V2 entering lane 111, lane 212, or lane 414 from lane 313 may collide with vehicle V1. Therefore, the third physical signal 123 is set to red. At this time, other vehicles V2 entering lane 111, lane 212, or lane 313 from lane 414 may collide with vehicle V1. Therefore, the fourth physical signal 124 is set to red.

[0075] Furthermore, at intersection 104, as shown in Figure 5(C), when vehicle V1 turns left from lane 111 to lane 313, other vehicles V2 entering lane 313 or lane 414 from lane 212 may collide with vehicle V1. Therefore, the second physical signal 122 is set to red. On the other hand, other vehicles V2 entering lane 111, lane 212 or lane 414 from lane 313 will not collide with vehicle V1. Therefore, the third physical signal 123 is set to green. At this time, other vehicles V2 turning right from lane 414 to lane 313 may collide with vehicle V1. Therefore, the fourth physical signal 124 is set to red.

[0076] Furthermore, at intersection 104, as shown in Figure 5(D), when vehicle V1 proceeds straight from lane 111 to lane 414, other vehicle V2 entering lane 313 or lane 414 from lane 212 may collide with vehicle V1. Therefore, the second physical signal 122 is set to red. At this time, other vehicle V2 entering lane 111, lane 212, or lane 313 from lane 313 may collide with vehicle V1. Therefore, the third physical signal 123 is set to red. At this time, other vehicle V2 turning right from lane 414 to lane 313 may collide with vehicle V1. Therefore, the fourth physical signal 124 is set to red.

[0077] Then, when the vehicle V1 passes through intersection 102 by going straight, turning right, or turning left as described above, and zone Z1 leaves intersection 102, the traffic signal control unit 13 cancels the signal control that was in place when zone Z1 was in intersection 102. In other words, the setting of zone Z2 is canceled. As a result, the physical traffic signal 120 at intersection 102 resumes the operation of flashing green → yellow → red at predetermined time intervals.

[0078] Furthermore, it is preferable that the physical traffic signal 120 at intersection 102 also be equipped with an arrow signal 125, as this allows other vehicles V2 to pass more efficiently.

[0079] For example, at T-junction 103, as shown in Figure 3(B), when vehicle V1 turns right from the first lane 111 to the second lane 112, another vehicle V2 turning left from the second lane 112 to the first lane 111 will not collide with vehicle V1. Therefore, the arrow signal 125 of the second physical signal 122 indicates that a left turn is permitted.

[0080] Furthermore, at the T-junction 103, as shown in Figure 3(C), when the vehicle V1 turns left from the first lane 111 to the third lane 113, the other vehicle V2 turning left from the second lane 112 to the first lane 111 will not collide with the vehicle V1. For this reason, the arrow signal 125 of the second physical signal 122 indicates that a left turn is permitted.

[0081] Furthermore, at the T-junction 103, as shown in Figure 4(A), when the vehicle V1 proceeds straight from the second lane 112 to the third lane 113, another vehicle V2 proceeding straight from the third lane 113 to the second lane 112 will not collide with the vehicle V1. For this reason, the arrow signal 125 of the third physical signal 123 indicates that it is possible to proceed straight.

[0082] Furthermore, at the T-junction 103, as shown in Figure 4(B), when the vehicle V1 turns left from the second lane 112 to the first lane 111, another vehicle V2 proceeding straight from the third lane 113 to the second lane 112 will not collide with the vehicle V1. Therefore, the arrow signal 125 of the third physical signal 123 indicates that it is possible to proceed straight.

[0083] Furthermore, at the T-junction 103, as shown in Figure 4(C), when the vehicle V1 proceeds straight from the third lane 113 to the second lane 112, another vehicle V2 turning left from the first lane 111 to the third lane 113 will not collide with the vehicle V1. Therefore, the arrow signal 125 of the first physical signal 121 indicates that a left turn is permitted.

[0084] Furthermore, at the T-junction 103, as shown in Figure 4(D), when the vehicle V1 turns right from the third lane 113 to the first lane 111, another vehicle V2 turning left from the first lane 111 to the third lane 113 will not collide with the vehicle V1. Therefore, the arrow signal 125 of the first physical signal 121 indicates that a left turn is permitted.

[0085] Furthermore, at the intersection 104 shown in Figure 5(B), when vehicle V1 turns right from the first lane 111 to the second lane 112, another vehicle V2 turning left from the second lane 112 to the first lane 111 will not collide with vehicle V1. Therefore, the arrow signal 125 of the second physical signal 122 indicates that a left turn is permitted.

[0086] Furthermore, at the intersection 104 shown in Figure 5(C), when the vehicle V1 turns left from the first lane 111 to the third lane 113, another vehicle V2 turning left from the second lane 112 to the first lane 111 will not collide with the vehicle V1. Therefore, the arrow signal 125 of the second physical signal 122 indicates that a left turn is permitted. At this time, another vehicle V2 entering the first lane 111 or the second lane 112 from the fourth lane 114 will not collide with the vehicle V1. Therefore, the arrow signal 125 of the fourth physical signal 124 indicates that both going straight and turning left are permitted.

[0087] Furthermore, at the intersection 104 shown in Figure 5(D), when vehicle V1 proceeds straight from lane 111 to lane 414, other vehicle V2 turning left from lane 212 to lane 111 will not collide with vehicle V1. Therefore, the arrow signal 125 of the second physical signal 122 indicates that a left turn is permitted. At this time, other vehicle V2 entering lane 111 or lane 212 from lane 414 will not collide with vehicle V1. Therefore, the arrow signal 125 of the third physical signal 123 indicates that both going straight and turning left are permitted.

[0088] Thus, even with a red light, the arrow signal 125 of the physical traffic signal 120 permits other vehicles V2 to proceed along routes that do not collide with the vehicle V1. At this time, the zone reserve unit 12 excludes from zone Z2 the areas of intersection 102 where the target route R pre-set for the vehicle V1 does not intersect with the route that other vehicles V2 are expected to travel, thereby allowing other vehicles V2 to pass. This allows other vehicles V2 to enter intersection 102 on routes where there is no possibility of collision between them and the vehicle V1, rather than uniformly restricting other vehicles V2 from entering intersection 102 with a red light.

[0089] [An example of actions taken when the vehicle is traveling on a road near the work location] As shown in Figure 1 and Figures 6(A) to 6(C), when zone Z1 (Figure 6(A)), which moves with the vehicle V1, enters the road 106 near the work position from outside the road 106 near the work position (Figure 6(B)), that is, when the vehicle V1 reaches the vicinity of the work position 105, zones Z1 and Z2 change. Specifically, the zone reserve unit 12 changes zones Z1 and Z2 in accordance with the movement pattern of the vehicle V1 to the work position 105. In this embodiment, the entire road 106 near the work position becomes zone Z2. In this way, when the vehicle V1 is located near the work position 105, the zone reserve unit 12 keeps the absolute coordinates and range of zone Z2 constant regardless of the position of the vehicle V1.

[0090] Then, as shown in Figure 6(C), the traffic signal control unit 13 turns the first physical signal 121 and the second physical signal 122, which are positioned on either side of the road 106 near the work position, red in order to restrict the entry of other vehicles V2 into zone Z2. At this time, the vehicle V1 in zone Z2, being a large vehicle, performs several maneuvers to turn around. Since the opposite lane of the road 106 near the work position is also restricted from entering by other vehicles V2, the vehicle V1 can use the opposite lane to move quickly to the work position 105. Once the vehicle V1 has finished moving from the road 106 near the work position to the work position 105, the zone reserve unit 12 cancels the zone Z2 setting. Accordingly, the traffic signal control unit 13 changes the first physical signal 121 and the second physical signal 122 from red to green.

[0091] The above explanation describes the flow of operations when the vehicle V1 moves from the road 106 near the work location to the work location 105. On the other hand, there are also cases where another vehicle V2 (manually driven vehicle 50) moves from the road 106 near the work location to the work location 105. In this case, as shown in Figure 6(D), when the other vehicle V2 arrives at the road 106 near the work location, the driver or occupant of the other vehicle V2 operates one of the signal operation switches 3. This causes the first physical signal 121 and the second physical signal 122 to turn red. Then, the other vehicle V2 enters the road 106 near the work location while the entry of other vehicles is restricted by the red lights of the first physical signal 121 and the second physical signal 122. The other vehicle V2 moves to the work location 105 while performing a U-turn maneuver on the road 106 near the work location. Subsequently, the first physical signal 121 and the second physical signal 122 change from red to green, allowing vehicles other than other vehicles V2 to pass through the road 101 near the work position 105.

[0092] [Operation control method] An example of a zone management method among the operation control methods according to this embodiment will be described based on Figure 7. Figure 7 is a flowchart of an example of a zone management method according to the first embodiment. When explaining the flowchart, other figures will also be referred to as appropriate.

[0093] In the zone management method, first, the zone reserve unit 12 sets a zone Z1 that moves with the autonomous vehicle 40, which is the vehicle V1 (step S10). Next, the zone reserve unit 12 determines whether the vehicle V1 is approaching the intersection 102 or the road near the work position 106 (step S11). Specifically, the zone reserve unit 12 determines whether the zone Z1 that moves with the vehicle V1 has arrived at the intersection 102 or the road near the work position 106, based on the position of the vehicle V1 estimated by the vehicle V1's self-position estimation unit 42. The process in step S11 is repeated until the zone Z1 that moves with the vehicle V1 arrives at the intersection 102 or the road near the work position 106 (NO in step S11). On the other hand, if the zone reserve unit 12 determines that zone Z1, which is moving with the vehicle V1, has arrived at intersection 102 or road 106 near the work location (YES in step S11), it determines whether zone Z2 can be set at intersection 102 or road 106 near the work location (step S12). For example, if zone Z2 has already been set at intersection 102 or road 106 near the work location by another automated driving vehicle 40 other than the vehicle V1, the vehicle V1 cannot set zone Z2. The setting of zone Z2 by another automated driving vehicle 40 other than the vehicle V1 can be recognized by communication from the automated driving communication unit 43. On the other hand, if zone Z2 has not already been set at intersection 102 or road 106 near the work location by another automated driving vehicle 40 other than the vehicle V1, the vehicle V1 can set zone Z2. If the vehicle V1 can set zone Z2 (YES in step S12), it sets zone Z2 (step S14). On the other hand, if the vehicle V1 cannot set zone Z2 (NO in step S12), the automated driving unit 44 of the vehicle V1 operates the brakes of the vehicle V1 to stop the vehicle V1 before the intersection 102 or the road 106 near the work position (step S13). The vehicle V1 waits by repeating the processes in steps S12 and S13 until it becomes possible to set zone Z2 (YES in step S12).

[0094] Next, if zone Z2 is set (step S14), the traffic signal control unit 13 controls the physical traffic signal 120 based on zone Z2 (step S15). A specific example of the signal control by the traffic signal control unit 13 at this time is as described above.

[0095] Next, the traffic signal control unit 13 determines whether or not the signal control based on zone Z1 can be canceled by determining whether or not the vehicle V1 has exited the intersection 102 or the road 106 near the work location (step S16). The process in step S16 is repeated until the vehicle V1 has finished exiting the intersection 102 or has finished moving from the road 106 near the work location to the work location 105. On the other hand, once the vehicle V1 has finished exiting the intersection 102 or has finished moving from the road 106 near the work location to the work location 105, and it becomes possible to cancel the signal control based on zone Z1 (YES in step S16), the traffic signal control unit 13 cancels the signal control based on zone Z2 (step S17).

[0096] Until the vehicle V1 arrives at its destination (NO in step S18), the processes from step S11 onwards are repeated. On the other hand, once the vehicle V1 arrives at its destination (YES in step S18), the signal control process based on zone Z1 ends.

[0097] [Effects of the First Embodiment] As explained above, according to this embodiment, zones Z1 and Z2, which restrict the entry of other vehicles V2 (manually driven vehicles 50) into the vicinity of the autonomous vehicle V1 (autonomous vehicle 40), can be changed according to the position of the autonomous vehicle V1. This makes it possible to more reliably suppress collisions between these vehicles 40 and 50 in an environment where autonomous vehicles 40 and manually driven vehicles 50 are mixed. Moreover, since the autonomous vehicle V1 can be given priority over other vehicles V2, the autonomous vehicle V1 can be moved efficiently. Furthermore, since the minimum necessary zones Z1 and Z2 can be set according to the position of the autonomous vehicle V1, excessive restrictions on the movement of other vehicles V2 can be avoided, and other vehicles V2 can also be moved efficiently.

[0098] Furthermore, according to this embodiment, zones Z1 and Z2 are composed of one or more small regions A. With this configuration, the shape of zones Z1 and Z2 can be kept constant regardless of their position on the road 101, and more precise operation control of the vehicle V1 and other vehicles V2 based on zones Z1 and Z2 can be performed.

[0099] Furthermore, by establishing Zone Z2 at intersection 102, it becomes possible to restrict the entry of other vehicles V2 at intersection 102 based on Zone Z2.

[0100] Furthermore, according to this embodiment, the zone reserve unit 12 excludes from zone Z2 areas within intersection 102 where the target route R pre-set for the vehicle V1 does not intersect with the assumed route where other vehicles V2 are expected to travel. This eliminates the need to restrict other vehicles V2 from entering intersection 102 even when there is no collision between the vehicle V1 and other vehicles V2, thereby increasing the operational efficiency of other vehicles V2.

[0101] Furthermore, according to this embodiment, zone Z1 is set in predetermined ranges in front of and behind the vehicle V1, and moves together with the vehicle V1. With this configuration, it is possible to know in advance, based on the position of zone Z1, that the vehicle V1 will enter intersection 102 or road 106 near the work position before the vehicle V1 enters these points.

[0102] Furthermore, according to this embodiment, when the vehicle V1 reaches the road 106 near the work position, the zone reserve unit 12 changes zone Z1 to zone Z2 in accordance with the movement pattern of the vehicle V1 to the work position 105. With this configuration, on the road 106 near the work position, entry restrictions for other vehicles V2 are imposed not only on the lane from which the vehicle V1 has traveled, but also on the opposite lane. Therefore, the vehicle V1 can move quickly to the work position 105 by utilizing the opposite lane as well.

[0103] Furthermore, according to this embodiment, when the vehicle V1 is located on the road 106 near the work position, the zone reserve unit 12 keeps the absolute coordinates and range of zone Z2 constant regardless of the position of the vehicle V1. With this configuration, when the vehicle V1 is moving from the road 106 near the work position to the work position 105, it is possible to more reliably restrict other vehicles V2 from entering the area around the vehicle V1.

[0104] Furthermore, according to this embodiment, the traffic signal control unit 13 can control the physical traffic signals 120 to restrict the entry of other vehicles V2 into zone Z2.

[0105] Furthermore, according to this embodiment, the physical signal 120 can be controlled to restrict vehicles other than the manually operated vehicle 50 that has operated the signal operation switch 3 from entering zone Z2.

[0106] [Second Embodiment] Figure 8 is a functional block diagram showing the functional configuration of the vehicle control system 1 according to the second embodiment of the present invention. Figures 9(A) and 9(B) show examples of roads 101 of the factory 100 in the second embodiment, respectively.

[0107] The difference between the second embodiment and the first embodiment is that, instead of a physical signal 120, a virtual signal 62 is displayed on a communication terminal 60 located on another vehicle V2, as shown in Figures 8 to 9(B).

[0108] The control system 1 of the second embodiment includes a zone management device 10, an autonomous driving vehicle 40, and a communication terminal 60. In the following description, the configurations that differ from those of the first embodiment will be mainly described, and the same reference numerals in the figures will be used for components that are the same as those of the first embodiment, and repeated explanations may be omitted.

[0109] [Communication terminal configuration] The communication terminal 60 is located in another vehicle V2, which is a manually driven vehicle 50. In this second embodiment, the communication terminal 60 is distributed to all manually driven vehicles 50 other than the automated vehicle 40. The communication terminal 60 displays the signals of the virtual traffic light 62 to the drivers of the manually driven vehicles 50 (other vehicles V2). These signals are the same as those of the physical traffic light 120 and display green, yellow, and red lights. The drivers of the manually driven vehicles 50 drive when the signal is green and stop when the signal is red.

[0110] The communication terminal 60 is, for example, lent to a manually operated vehicle 50 at the entrance of the factory 100 where road 101 is installed, when entering the factory 100. The manually operated vehicle 50 drives within the factory 100 premises according to the signal indications of the virtual traffic signal 62 configured with the communication terminal 60, and returns the communication terminal 60 at the entrance when leaving the factory 100.

[0111] The communication terminal 60 is a mobile device such as a smartphone, tablet, notebook PC (personal computer), smart glasses, smart goggles, or feature phone, and is connected to the zone management device 10 via network 2. Alternatively, the communication terminal 60 may be implemented by downloading a predetermined program to a car navigation system installed in the manually driven vehicle 50 or to a device carried by the occupant of the manually driven vehicle 50.

[0112] The communication terminal 60 includes a self-position estimation unit 61, a virtual signaling device 62, a zone communication unit 63, and a signal operation switch 64.

[0113] The self-position estimation unit 61 has the same configuration as the self-position estimation unit 61 of the autonomous vehicle 40, and estimates the current position of the communication terminal 60, i.e., the manually driven vehicle 50. If the manually driven vehicle 50 equipped with the communication terminal 60 is equipped with a self-position estimation function such as a navigation system, the self-position estimation unit 61 may acquire the self-position obtained by this self-position function.

[0114] The virtual traffic signal 62 is configured to display green and red signals on the screen of the communication terminal 60, and in this embodiment, it is configured to display green, yellow, and red signals. The display of the virtual traffic signal 62 is controlled by the traffic signal control unit 13 of the zone management device 10.

[0115] In this second embodiment, since a virtual traffic light 62 is used, no physical traffic lights 120 are installed on the road 101. However, physical traffic lights 120 may be installed on the road 101 at the same locations as in the first embodiment, and these physical traffic lights 120 may periodically display green, yellow, and red lights. In this case, it is preferable that other vehicles V2 are allowed to proceed when both the physical traffic lights 120 and the virtual traffic lights 62 are green, and stop when at least one of the physical traffic lights 120 and the virtual traffic lights 62 is red. Alternatively, since the physical traffic lights 120 are controlled using the same control method as in the first embodiment, the virtual traffic lights 62 and the physical traffic lights 120 may synchronize and display the same signal to other vehicles V2. The virtual traffic light 62 only needs to be able to display that other vehicles V2 are prohibited from entering zone Z2 set for the vehicle V1, and the specific method of entry restriction is not limited.

[0116] The virtual signal 62 may include a virtual arrow signal. The display content of the virtual arrow signal is the same as that of the arrow signal 125.

[0117] The zone communication unit 63 communicates with the traffic signal control unit 13 of the zone management device 10. The zone communication unit 63 requests signal control information from the traffic signal control unit 13 of the zone management device 10. The signal control information includes information that identifies whether signal control by zones Z1 and Z2 is being performed at intersection 102 or road 106 near the work location, and information that identifies the content of the signal control (signal color and direction of the arrow displayed on the arrow signal) if such signal control is being performed. The virtual signal 62 refers to the self-position information of the communication terminal 60 and the signal control information. The virtual signal 62 then displays a signal according to the signal control information when the communication terminal 60 is near intersection 102 or road 106 near the work location where signal control by zones Z1 and Z2 is being performed, and is heading towards these locations.

[0118] The signal operation switch 64 is a switch displayed on the communication terminal 60. The signal operation switch 64 is a switch that outputs a request command to the traffic signal control unit 13 to restrict vehicles other than the manually operated vehicle 50 on which the communication terminal 60 is located from entering the road 106 near the work position. When the traffic signal control unit 13 receives a request from the signal operation switch 64, it controls the virtual signal 62 of the communication terminal 60 located on the manually operated vehicle 50 other than the designated manually operated vehicle 50 to restrict other manually operated vehicles 50 and automated vehicles 40 from entering the road 106 near the work position.

[0119] Specifically, the traffic signal control unit 13 sets the virtual traffic signal 62 of the communication terminal 60 near the communication terminal 60 where the signal operation switch 64 was operated to red for a predetermined period of time, for example, and outputs a command to the automated driving vehicle 40 restricting its entry onto the road 106 near the work position. The timing of the virtual traffic signal 62 changing from red to green may be determined by monitoring the operation of the manually driven vehicle 50, which is located on the communication terminal 60 equipped with the operated signal operation switch 64, using a monitoring device such as a camera (not shown), and the timing when the zone management device 10 detects that the manually driven vehicle 50 has completed its movement from the road 101 to the work position 105. The specific method by which the virtual traffic signal 62 returns from red to green is not limited.

[0120] [An example of the operation of a vehicle control system] Next, an example of the operation of the vehicle control system 1 in the second embodiment will be described. In the control system 1, the zone management device 10 controls the virtual traffic signal 62 so that the vehicle V1 (autonomous vehicle 40) and other vehicles V2 (manual vehicle 50) do not collide within the zone.

[0121] The difference in the operation of the control system 1 at this time compared to the operation of the control system 1 in the first embodiment is that, in signal control based on the settings of zones Z1 and Z2, the virtual signal 62 is used to display the signal instead of the physical signal 120.

[0122] [An example of actions taken when your vehicle is traveling on a road near an intersection] For example, at T-junction 103, as shown in Figure 9(A), when vehicle V1 turns right from the first lane 111 to the second lane 112, there is a possibility of collision between vehicle V1 and other vehicles V2 that are going straight from the second lane 112 to the third lane 113, or other vehicles V2 that are turning right from the third lane 113 to the first lane 111. Therefore, to restrict the entry of other vehicles V2 from the second lane 112 or the third lane 113 into intersection 102, the virtual traffic signal 62 of the communication terminal 60 located on these other vehicles V2 displays a red light. In this way, the virtual traffic signal 62 displays a signal similar to that of the physical traffic signal 120 in the first embodiment, depending on the location of the other vehicle V2 on which the communication terminal 60 is located, such as the first lane 111 to the third lane 113.

[0123] The signal displays for red lights and arrow signals in the virtual traffic light 62 are equivalent to those in the physical traffic light 120 in the first embodiment, so a detailed explanation is omitted.

[0124] [An example of actions taken when the vehicle is traveling on a road near the work location] As shown in Figures 8 and 9(B), when zone Z1, which moves with the vehicle V1, reaches the road 106 near the work position, that is, when the vehicle V1 reaches the vicinity of the work position 105, zones Z1 and Z2 change. Specifically, the zone reserve unit 12 changes zones Z1 and Z2 in accordance with the movement pattern of the vehicle V1 to the work position 105. In this embodiment, when zone Z1 reaches the road 106 near the work position, the entire road 106 near the work position becomes zone Z2. When the vehicle V1 is located near the work position 105, the absolute coordinates and range of zone Z1 remain constant regardless of the position of the vehicle V1.

[0125] Then, near the road 106 near the work location, the virtual traffic signal 62 of the communication terminal 60 positioned on another vehicle V2 heading towards the road 106 near the work location receives signal control information from the traffic signal control unit 13 and displays a red light. When the vehicle V1 has finished moving from the road 106 near the work location to the work location 105, the zone reserve unit 12 cancels the zone Z2 setting. Accordingly, the traffic signal control unit 13 changes the virtual traffic signal 62 from red to green.

[0126] The above explanation describes the operation flow when the vehicle V1 moves from the road 106 near the work location to the work location 105. On the other hand, there are also cases where a manually operated vehicle 50 moves from the road 106 near the work location to the work location 105. In this case, when the designated manually operated vehicle 50 arrives at the road 106 near the work location, the driver of the designated manually operated vehicle 50 operates the signal operation switch 64. This sets up Zone Z2 on the road 106 near the work location, restricting vehicles other than the designated manually operated vehicle 50 from entering the road 106 near the work location. The designated manually operated vehicle 50 then moves to the work location 105 while performing a U-turn maneuver on the road 106 near the work location, while the entry of other vehicles is restricted. After that, the restriction on other vehicles entering the road 106 near the work location is lifted, allowing automated vehicles 40 and manually operated vehicles 50 other than the designated manually operated vehicle 50 to pass through the road 106 near the work location.

[0127] [Operation control method] An example of a zone management method among the driving control methods according to the second embodiment will be described. In the second embodiment, the difference from the zone management method according to the first embodiment is that the traffic signal control unit 13 communicates with the zone communication unit 63 and controls a virtual signal 62 instead of a physical signal 120. Specifically, in step S15 of Figure 7 relating to the first embodiment, the virtual signal 62 of the communication terminal 60 located around zone Z2 and on another vehicle V2 heading towards zone Z2 displays a signal set by signal control based on zone Z2.

[0128] [Effects of the second embodiment] As described above, according to the second embodiment, the traffic signal control unit 13 is mounted on another vehicle V2 (manually driven vehicle 50) and controls the virtual traffic signal 62. With this configuration, even if there is no physical traffic signal 120 at the intersection 102 of the factory 100, traffic control can be performed using the virtual traffic signal 62 to prevent collisions between the automated vehicle 40 (own vehicle V1) and the manually driven vehicle 50 (other vehicle V2).

[0129] Furthermore, according to the second embodiment, the virtual signal 62 of other vehicles V2 can be controlled to restrict other vehicles V2 from entering zone Z2, except for the manually operated vehicle 50 on which the communication terminal 60 operated by the signal operation switch 64 is located.

[0130] In the second embodiment, effects similar to those obtained in the first embodiment will not be explained in the section on the effects of the second embodiment.

[0131] [Third Embodiment] Figure 10 is a functional block diagram showing the functional configuration of the vehicle control system 1 according to the third embodiment of the present invention.

[0132] The third embodiment differs from the second embodiment mainly in the following points. The manually operated vehicles 50 include general vehicles 51 that are driven within the factory 100 according to the instructions of the navigation unit 65 of the communication terminal 60, and work vehicles 52 that are driven within the factory 100 according to the instructions of the navigation unit 75 installed in the vehicle. As long as the drivers of the manually operated vehicles 50 (general vehicles 51 and work vehicles 52) are operating within the factory 100 in accordance with the instructions of the navigation units 65 and 75, the manually operated vehicles 50 are treated as automated vehicles 40A on the control system 1. If the autonomous vehicle 40 is about to collide with the manually driven vehicle 50, the autonomous vehicle 40 will be stopped. The following provides a detailed explanation.

[0133] The control system 1 of the third embodiment includes a zone management device 10, an autonomous driving vehicle 40, a work vehicle 52, and a communication terminal 60.

[0134] [Communication terminal configuration] The communication terminal 60 is located in the general vehicle 51. The communication terminal 60 is also part of the zone management device 10. As shown in Figure 10, the communication terminal 60 includes a navigation unit 65 and a priority passage request unit 66, in addition to the configuration of the communication terminal 60 of the second embodiment.

[0135] The navigation unit 65 guides the general vehicle 51 to its destination by instructing the driver of the general vehicle 51, to which the communication terminal 60 is located, on the target route and target speed of the general vehicle 51 from its current location within the factory 100 to its destination. The navigation unit 65 displays a predetermined operation screen on the communication terminal 60. The navigation unit 65 then calculates the target route and target speed to the destination set by the operator or the manager of the factory 100. The navigation unit 65 displays these target route and target speed (regulated speed) on the screen of the communication terminal 60 or outputs them as audio. In this way, the navigation unit 65 instructs the driver of the general vehicle 51 to drive along the target route within the target speed (regulated speed). The configuration of the navigation unit 65 to calculate the target route and target speed to the destination can be the same as that of a known navigation device.

[0136] The communication terminal 60 displays the target route and speed limit set by the navigation unit 65 to the driver of the general vehicle 51, and also displays a virtual traffic light 62. The driver of the general vehicle 51 drives according to the target route and speed limit shown by the navigation unit 65, and stops when the virtual traffic light 62 displays a red light (red light and arrow signal).

[0137] The navigation unit 65 requests the zone reserve unit 12 to treat the general vehicle 51 (manually driven vehicle 50) on which the navigation unit 65 is installed as an automated vehicle 40A while the general vehicle 51 is driving in accordance with the instructions of the navigation unit 65. This request will also be referred to as a treatment request below. The manual vehicle 50 that is treated as an automated vehicle 40A becomes subject to the setting of zones Z1 and Z2 by the zone reserve unit 12.

[0138] The navigation unit 65 outputs a warning to the communication terminal 60 if the general vehicle 51 deviates from at least one of the target route and the speed limit. Examples of warnings in this case include a display or voice output such as, "You have deviated from the target route. Please return to the target route," or a display or voice output such as, "Please keep your speed below the speed limit."

[0139] The priority request unit 66 is provided to send priority requests to the zone reserve unit 12. A priority request is a request to reserve zones Z1 and Z2 with priority over other vehicles for a general vehicle 51 (manually driven vehicle 50) equipped with the priority request unit 66. The priority request unit 66 displays a button to request priority passage on the communication terminal 60, for example. When the operator of the communication terminal 60 operates this button, the priority request is sent to the zone reserve unit 12. The zone reserve unit 12 will only accept a priority request while a treatment request is accepted, that is, when the general vehicle 51 is driving in accordance with the instructions of the navigation unit 65.

[0140] [Composition of work vehicles] The work vehicle 52 is also part of the zone management device 10. The work vehicle 52 has a configuration equivalent to that of the communication terminal 60, with the addition of a work list storage unit 77. Specifically, the work vehicle 52 includes a self-position estimation unit 71, a virtual traffic signal 72, a zone communication unit 73, a signal operation switch 74, a navigation unit 75, a priority passage request unit 76, and a work list storage unit 77.

[0141] The self-position estimation unit 71 estimates the current position of the work vehicle 52. The self-position estimation unit 71 estimates its own position using the same configuration as the self-position estimation unit 42 of the autonomous driving vehicle 40.

[0142] The virtual traffic signal 72 is configured to display green and red signals on a screen installed in the work vehicle 52, and in this third embodiment, it is configured to display green, yellow, and red signals. The display of the virtual traffic signal 72 is controlled by the traffic signal control unit 13 of the zone management device 10. The operation of the virtual traffic signal 72 is the same as that of the virtual traffic signal 62 of the communication terminal 60.

[0143] The zone communication unit 73 communicates with the traffic signal control unit 13 of the zone management device 10. The zone communication unit 73 requests signal control information from the traffic signal control unit 13 of the zone management device 10. The content of the communication from the zone communication unit 73 is the same as that of the zone communication unit 63 of the communication terminal 60.

[0144] The signal operation switch 74 is a switch displayed on a screen provided in the work vehicle 52. The signal operation switch 74 is a switch that outputs a request command to the traffic signal control unit 13 to restrict vehicles other than the work vehicle 52 from entering the road 106 near the work location. When the traffic signal control unit 13 receives a request from the signal operation switch 74, it controls the virtual traffic signals 72, etc., of other manually driven vehicles 50 to restrict other automated vehicles 40 and manually driven vehicles 50 from entering the road 106 near the work location. The operation when the signal operation switch 74 is operated is the same as the operation when the signal operation switch 64 of the communication terminal 60 is operated.

[0145] The navigation unit 75 guides the work vehicle 52 to its destination by instructing the driver of the work vehicle 52 on the target route and target speed from its current location within the factory 100 to the destination. The navigation unit 75 displays an operation screen for the driver of the work vehicle 52 to operate. The navigation unit 75 then calculates the target route and target speed to the destination set by the operator or the manager of the factory 100. The navigation unit 65 displays these target route and target speed (regulated speed) on the screen of the work vehicle 52 or outputs them as audio. In this way, the navigation unit 75 instructs the driver of the work vehicle 52 to drive along the target route at the target speed (within the regulated speed). A known navigation device configuration can be used for the navigation unit 75 to calculate the target route and target speed to the destination.

[0146] The navigation unit 75 outputs a handling request to the zone reserve unit 12 so that the work vehicle 52 equipped with the navigation unit 75 is treated as an automated vehicle 40A while it is driving in accordance with the instructions of the navigation unit 75.

[0147] The navigation unit 75 outputs a warning if the work vehicle 52 deviates from at least one of the target route and the speed limit. Examples of warnings in this case include a display or voice output such as, "You have deviated from the target route. Please return to the target route," or a display or voice output such as, "Please keep your speed below the speed limit."

[0148] The priority passage request unit 76 is provided to send a priority request to the zone reserve unit 12. For example, the priority passage request unit 76 displays a button to request priority passage on the screen of the work vehicle 52. When the driver of the work vehicle 52 operates this button, a priority request is sent to the zone reserve unit 12.

[0149] The work list storage unit 77 stores the work list L. The work list L records one or more tasks that the work vehicle 52 must perform, such as "transport object Y from point B to point C". The work list L also indicates the target route R of the work vehicle 52.

[0150] Furthermore, for any parts of the work vehicle 52 that are not specifically described, the configuration will be the same as that of the communication terminal 60 of the general vehicle 51.

[0151] The zone management device 10 includes an operation management unit 14 in addition to the configuration of the second embodiment.

[0152] The operation management unit 14 receives position information from the self-position estimation unit 42 of the autonomous vehicle 40 and position information from the self-position estimation units 61 and 71 of the manually driven vehicle 50. The operation management unit 14 then calculates the relative position (relative position and relative speed) between the autonomous vehicle 40 and the manually driven vehicle 50. If the operation management unit 14 determines that the relative distance between the autonomous vehicle 40 and the manually driven vehicle 50 is within a certain range and that there is a possibility of collision between the autonomous vehicle 40 and the manually driven vehicle 50, it outputs a stop signal to the autonomous driving unit 44 of the autonomous vehicle 40 to stop the autonomous vehicle 40.

[0153] In this third embodiment, the zone reserve unit 12 reserves a manually driven vehicle 50, which is treated as an automated driving vehicle 40A, in zones Z1 and Z2 with priority over other automated driving vehicles 40, if a priority request has been issued for it, or if the delivery date stored in the work list L is shorter than the delivery dates in the work list L for other vehicles 40 and 52.

[0154] [Operation control method] Based on Figure 11, an example of a zone management method, etc., among the operation control methods according to the third embodiment will be explained. Figure 11 is a flowchart of an example of a zone management method, etc., according to the third embodiment. In this flowchart, the explanation of the operation flow, which is the same as in the first and / or second embodiment, will be omitted. For example, the control of virtual signals 62 by setting zones Z1 and Z2 in the second embodiment and the control of virtual signals 62 and 72 by setting zones Z1 and Z2 in the third embodiment are the same, so a detailed explanation of this control will be omitted.

[0155] In the third embodiment, the driver of the general vehicle 51 operates the navigation unit 65 of the communication terminal 60, or the driver of the work vehicle 52 loads the work list L into the navigation unit 75, thereby setting the navigation to the destination (step S21). As a result, the navigation units 65 and 75 of the manually operated vehicle 50 set the target route and target speed (regulated speed) from the current location to the destination. Then, by displaying this target route and regulated speed, the driver of the manually operated vehicle 50 is instructed to drive in accordance with the instructions of the navigation units 65 and 75 (step S22).

[0156] Next, the navigation units 65 and 75 determine whether the manually driven vehicle 50 is moving as instructed by the navigation units 65 and 75 (step S23). At this time, the navigation units 65 and 75 calculate the path and speed of movement of the manually driven vehicle 50 based on the time-series position information from the self-position estimation units 61 and 71. Then, the navigation units 65 and 75 make the determination in step S23 based on the calculation results. If the manually driven vehicle 50 is moving as instructed by the navigation units 65 and 75 (YES in step S23), the navigation units 65 and 75 output a handling request to the zone reserve unit 12 of the zone management device 10. The zone management device 10 then treats this manually driven vehicle 50 as an automated vehicle 40A (step S24). As a result, the zone reserve unit 12 treats this manually driven vehicle 50 as its own vehicle V1 and sets zone Z1 (step S25).

[0157] Next, the zone reserve unit 12 determines whether a priority request has been issued for the manually driven vehicle 50, or whether the delivery date in the work list L is shorter than the delivery dates in the work list L for the other vehicles 40 and 52 (step S26). If the answer in step S26 is YES, the zone reserve unit 12 sets the manual driven vehicle 50 to pass with priority over the other automated vehicles 40 (step S27). Specifically, when the zone Z1 of the manually driven vehicle 50 for which a priority request has been issued reaches the intersection 102 or the road near the work location 106, the zone reserve unit 12 sets a zone Z2 for a predetermined manual driven vehicle 50 (autonomous vehicle 40A), regardless of the position of the other automated vehicles 40. As a result, priority is given to the manual driven vehicle 50 for which a priority request has been issued entering the intersection 102 or the road near the work location 106. On the other hand, if the answer is NO in step S26, the traffic signal control unit 13 controls the signal while the other autonomous vehicle 40 is treated as another vehicle V2 (step S28).

[0158] The process from step S22 onward is repeated until the manually driven vehicle 50 reaches its destination (NO in step S29). On the other hand, once the manually driven vehicle 50 reaches its destination (YES in step S29), the process ends.

[0159] On the other hand, if in step S23 the manually driven vehicle 50 is not moving as instructed by the navigation units 65 and 75 (NO in step S23), the navigation units 65 and 75 issue a warning to the driver of the manually driven vehicle 50 (step S30). Next, if the manually driven vehicle 50 is being treated as an automated vehicle 40A, the navigation units 65 and 75 request the zone reserve unit 12 not to treat it as an automated vehicle 40A (step S31).

[0160] Manually driven vehicles 50 that are not treated as automated driving vehicles 40A are treated as other vehicles V2 and are subject to signal control by the traffic signal control unit 13 (step S32). If the operation management unit 14 determines that a manually driven vehicle 50 that is not treated as automated driving vehicle 40A may collide with another automated driving vehicle 40 (YES in step S33), it outputs a request to stop the other automated driving vehicle 40 and stops this automated driving vehicle 40 (step S34). Based on the relative distance and relative speed between these automated driving vehicles 40 and manual driving vehicles 50, the operation management unit 14 maintains the automated driving vehicles 40 in a stopped state while there is a possibility of collision between these vehicles 40, 50 (YES in step S35) (step S34). On the other hand, if the operations management unit 14 determines that there is no longer a possibility of collision between the autonomous vehicle 40 and the manually driven vehicle 50 (NO in step S35), the operations management unit 14 releases the stop of the autonomous vehicle 40 and resumes its movement (step S36).

[0161] Next, for the manually driven vehicles 50 that are not treated as autonomous vehicles 40A, the process from step S22 onwards is repeated until they reach their destination (NO in step S37). On the other hand, when the manually driven vehicles 50 that are not treated as autonomous vehicles 40A reach their destination (YES in step S37), the process ends.

[0162] [Effects of the third embodiment] As described above, according to the third embodiment, the navigation units 65 and 75 output a warning if the manually driven vehicle 50 deviates from at least one of the target route and the speed limit. This makes it possible to move the manually driven vehicle 50 more reliably, like the automated vehicle 40.

[0163] Furthermore, according to the third embodiment, when the manually driven vehicle 50 is driving in accordance with the instructions of the navigation units 65 and 75, the manually driven vehicle 50 is treated as an automated vehicle 40A. With this configuration, the manually driven vehicle 50 can be treated in the same way as the automated vehicle 40, and the control algorithm for operating the manually driven vehicle 50 and the control algorithm for operating the automated vehicle 40 can be made common.

[0164] Furthermore, according to the third embodiment, the zone reserve unit 12 can reserve a predetermined manual-driving vehicle 50, which is treated as an automated driving vehicle 40A, for zones Z1 and Z2 with priority over other automated driving vehicles 40. With this configuration, when the deadline for the work performed by the manual-driving vehicle 50 is approaching, for example, the manual-driving vehicle 50 can be driven with priority over other automated driving vehicles 40, thereby increasing the operational efficiency of the predetermined manual-driving vehicle 50.

[0165] Furthermore, according to the third embodiment, the operation management unit 14 stops the autonomous vehicle 40 if it determines that the relative distance between the autonomous vehicle 40 and the manually driven vehicle 50 is within a certain range and there is a possibility of collision between the autonomous vehicle 40 and the manually driven vehicle 50. With this configuration, for example, if the manually driven vehicle 50 is not moving as instructed by the navigation units 65 and 75, a collision between the autonomous vehicle 40, the manually driven vehicle 50 and the autonomous vehicle 40 can be suppressed.

[0166] In the third embodiment, effects similar to those obtained in the first or second embodiment will not be explained in the section on the effects of the third embodiment.

[0167] [Differentiation] (1) In the embodiments described above, the length and width of the zone Z1 that moves with the vehicle V1 were not configured to differ depending on the type of vehicle V1. However, this is not required. For example, as shown in Figure 12, a schematic diagram illustrating the setting of zone Z1 in a modified example, the length and width of zone Z1 may be configured to differ depending on the type of vehicle V1.

[0168] In Figure 12(A), the vehicle V1 is a carrier traveling within the steelworks, which is factory 100, and is a large vehicle. In Figure 12(B), the vehicle V1 is a truck or dump truck traveling within the steelworks, which is factory 100, and is a medium-sized vehicle. In Figure 12(C), the vehicle V1 is a regular passenger car traveling within the steelworks, which is factory 100, and is a small vehicle. As shown in Figures 12(A) to 12(C), the length and width of zone Z1 may be largest when the vehicle V1 is a large vehicle, second largest when the vehicle V1 is a medium-sized vehicle, and smallest when the vehicle V1 is a small vehicle.

[0169] (2) In the third embodiment, the operation management unit 14 is configured to stop its own vehicle V1 when it determines that the relative distance between the automated vehicle 40 and the manually driven vehicle 50 is within a certain distance and that there is a possibility of collision between these vehicles 40 and 50. However, this is not required. As shown in Figures 12(A) to 12(C), for example, a smaller zone Z1A shorter in length than zone Z1 may be set for each automated vehicle 40. When a manually driven vehicle 50 enters this smaller zone Z1A, the operation management unit 14 may determine that there is a possibility of collision between the automated vehicle 40 and the manually driven vehicle 50. In this case, in order to prevent the manually driven vehicle 50 from being more likely to rear-end the automated vehicle 40 due to the automated vehicle 40 stopping, the area behind the automated vehicle 40 in the smaller zone Z1A may be the same as zone Z1. Furthermore, when a manually driven vehicle 50 enters the zone Z1 of each automated vehicle 40, the operation management unit 14 may determine that there is a possibility of collision between the automated vehicle 40 and the manually driven vehicle 50.

[0170] Furthermore, as shown in Figures 12(A) to 12(C), for example, a medium zone Z1B, which is an intermediate size between the size of zone Z1 and the size of small zone Z1, may be set for each autonomous vehicle 40, and a warning may be issued to the manually driven vehicle 50 when it enters this medium zone Z1B. Examples of the warning content in this case include displaying a message such as "You are too close to the autonomous vehicle. Please move away." on the screen of the communication terminal 60 or providing an audio notification.

[0171] (3) In the first embodiment, the traffic signal control unit 13 controls a physical traffic signal 120 installed on the road 101, and in the second embodiment, the traffic signal control unit 13 controls a virtual traffic signal 62 located on the manually driven vehicle 50. However, this is not required. For example, a physical traffic signal 120 may be installed on the road 101, and virtual traffic signals 62 and 72 may be located on the manually driven vehicle 50, with the traffic signal control unit 13 controlling both the physical traffic signal 120 and the virtual traffic signals 62 and 72. In this case, the physical traffic signal 120 and the virtual traffic signals 62 and 72 are controlled in the same way. That is, it is not necessary to perform different controls on the physical traffic signal 120 and the virtual traffic signals 62 and 72.

[0172] (4) In addition, in each of the embodiments described above, with respect to the zone Z1 that moves with the vehicle V1, when the vehicle V1 approaches a corner and turns, the width of zone Z1 may be made larger than the width of zone Z1 when the vehicle V1 is moving in a straight line. Figures 13(A) and 13(B) are schematic diagrams for illustrating the setting of zone Z1 in another modified example. As shown in Figures 13(A) and 13(B), when the overall length of the vehicle V1 is relatively long, the increase in zone Z1 ΔZ1 when the vehicle V1 turns is made relatively large, and when the overall length of the vehicle V1 is relatively short, the increase in zone Z1 ΔZ1 when the vehicle V1 turns is made relatively small. By setting the width of zone Z1 in this way, when the vehicle V1 is moving in a straight line, it is not necessary to make the width of zone Z1 larger than necessary, and it is not possible to cause other vehicles V2 to stop unnecessarily. Furthermore, when the vehicle V1 turns, the rear of the vehicle V1 moves so as to bulge outwards during the turn, and this movement can prevent other vehicles V2 from being caught up with the vehicle V1. In this modified example, the zone reserve unit 12 can determine how much to increase ΔZ1 when the vehicle V1 turns by referring to the turning angle of the vehicle V1 (steering angle of the handle) and the total length of the vehicle V1 stored in the work list L.

[0173] Furthermore, the length of zone Z1 may be variable. For example, if vehicle V1 is traveling on road 101, which is far from intersection 102, the purpose of zone Z1 is to maintain a safe distance between vehicle V1 and other vehicles V2 in front of and behind vehicle V1. In this case, the length of zone Z1 may be calculated as "distance in front + length of vehicle V1 + distance behind vehicle". On the other hand, before intersection 102, if zone Z2 set at intersection 102 cannot be reserved, vehicle V1 needs to stop. In this case, the length of zone Z1 may be calculated as "stopping distance + length of vehicle V1 + distance behind vehicle". Of course, the length of zone Z1 may also be kept constant by setting "distance in front = stopping distance".

[0174] (5) In addition, in each of the above embodiments, the range of one or more types of zone Z1 may be calculated according to the type and position of the vehicle V1, and different control methods corresponding to those of zone Z1 may be used.

[0175] (6) In addition, in each of the embodiments described above, an example was described in which the entry of other vehicles is restricted when an automated vehicle 40 or a manually driven vehicle 50 enters the road 106 near the work location. In this configuration, for example, the traffic signal control unit 13 may perform control such as granting permission for passage on the road 106 near the work location and permission for entry and exit between the road 106 near the work location and the work location 105 on a uniform time-by-time basis.

[0176] (7) In the third embodiment, the displays of the navigation units 65, 75 and virtual traffic signals 62, 72 installed in the manually operated vehicle 50 may be made visible from outside the manually operated vehicle 50. For example, the displays of the virtual traffic signals 62, 72 in the manually operated vehicle 50 may be displayed on a separate terminal located outside the manually operated vehicle 50. If the manually operated vehicle 50 does not follow the instructions from the navigation units 65, 75, a monitor monitoring the separate terminal may warn the driver of the manually operated vehicle 50.

[0177] (8) In the third embodiment, when the manually operated vehicle 50 enters the road 106 near the work location in accordance with the instructions of the navigation units 65 and 75, the instructions of the navigation units 65 and 75 and the position information from the self-position estimation unit 61 of the communication terminal 60 may be used. This makes it possible to control the signals to restrict vehicles other than the manually operated vehicle 50 (other vehicles V2) from entering the road 106 near the work location, even without operating the signal operation switches 64 and 74.

[0178] (9) In each of the embodiments described above, a configuration in which one zone management device 10 is provided in the factory 100 was used as an example. However, this is not required. For example, a zone management device may be provided for each intersection 102 or road 106 near a work position. In this case, each zone management device sets zone Z2 and controls signals at one intersection 102 or road 106 near a work position. In this case, for example, when setting zone Z1 for the vehicle V1, the zone management device closest to the vehicle V1 may set zone Z1 that moves with the vehicle V1.

[0179] (10) In each of the embodiments described above, a configuration in which zone Z2 is set when zone Z1, which moves with the vehicle V1, enters the intersection 102 or the road 106 near the work position has been described as an example. However, this is not required. For example, zone Z1, which moves with the vehicle V1, does not need to be set. In this case, the target route information and target speed information from the automatic driving unit 44 of the vehicle V1 are output to the zone reserve unit 12, and zone Z2 may be set at the timing of the vehicle V1's arrival at the intersection 102 or the road 106 near the work position where the vehicle V1 is scheduled to arrive, and signal control may be performed.

[0180] (11) In the embodiments described above, the example was given in which the other vehicle V2 is a manually driven vehicle 50. However, this is not required. The other vehicle V2 may include an automated driving vehicle 40. In this case, the traffic signal control unit 13 instructs the automated driving unit 44 of the automated driving vehicle 40, which is the other vehicle V2, to restrict the automated driving vehicle 40 from entering zones Z1 and Z2.

[0181] Furthermore, in each of the embodiments described above, traffic signals 121 and 122 were arranged so as to surround the entire road 106 near the work position. However, as shown in the modified example in Figure 14, if the work position 105 extends over a wide area, the work position 105 may be divided into multiple sections, and traffic signals 121 and 122 may be installed so as to surround each section. For example, the size of the small areas A that constitute zones Z1 and Z2 is set to the size of the road 106 near the work position corresponding to one work position 105. Then, for example, a first small area unit A10 consisting of small areas A corresponding to one or more (three in Figure 14) on the central side of the work position 105 is divided, and a second small area unit A20 consisting of small areas A corresponding to the entire work position 105 is divided. Then, traffic signals 121 and 122 and signal operation switches 3 are installed so as to surround the first small area unit A10, and traffic signals 121 and 122 and signal operation switches 3 are installed so as to surround the second small area unit A20. In this case, signal control is performed with the first small area unit A10 as one unit, and signal control is also performed with the second small area unit A20 as one unit. Furthermore, signal control may be performed with multiple small area units whose areas do not overlap as one unit. The above-mentioned signals may be physical signals or virtual signals, and considering installation costs, the division sections may be more finely subdivided in the case of virtual signals than in the case of physical signals.

[0182] [Hardware configuration] Based on Figure 15, the hardware configuration of the zone management device 10, autonomous vehicle 40, work vehicle 52, or communication terminal 60 according to the embodiment will be described. Figure 15 is a block diagram showing an example of the hardware configuration of an information processing device 900 that functions as the zone management device 10, autonomous vehicle 40, work vehicle 52, or communication terminal 60 according to the embodiment.

[0183] The information processing device 900 includes a CPU 901, a ROM 903, and a RAM 905. The information processing device 900 also includes a bus 907, an input interface 909, an output interface 911, a storage device 913, a drive 915, a connection port 917, and a communication device 919.

[0184] The CPU 901 functions as both an arithmetic processing unit and a control unit. The CPU 901 controls the overall operation or a part of it within the information processing unit 900 according to various programs recorded in the ROM 903, RAM 905, storage device 913, or removable recording medium 925. The ROM 903 stores programs or arithmetic parameters used by the CPU 901. The RAM 905 temporarily stores programs used by the CPU 901, or parameters that change as appropriate during program execution. These are interconnected by a bus 907, which is composed of an internal bus such as the CPU bus.

[0185] Bus 907 is connected to an external bus, such as the PCI (Peripheral Component Interconnect / Interface) bus, via a bridge.

[0186] The input interface 909 is an interface that receives input from an input device 921, which is a means of operation operated by the user, such as a mouse, keyboard, touch panel, button, switch, and lever. The input interface 909 is configured, for example, as an input control circuit that generates an input signal based on information entered by the user using the input device 921 and outputs it to the CPU 901. The input device 921 may be, for example, a remote control device using infrared or other radio waves, or an external device 927 such as a PDA that is compatible with the operation of the information processing device 900. The user of the information processing device 900 can operate the input device 921 to input various data to the information processing device 900 or instruct it to perform processing operations.

[0187] The output I / F 911 is an interface that outputs the input information to an output device 923 that can visually or audibly notify the user. The output device 923 may be, for example, a display device such as a CRT display, liquid crystal display, plasma display, EL display, or lamp. Alternatively, the output device 923 may be an audio output device such as a speaker or headphones, or a printer, mobile communication terminal, or facsimile. The output I / F 911 instructs the output device 923 to output, for example, the processing results obtained from various processes performed by the information processing device 900. Specifically, the output I / F 911 instructs the display device to display the processing results from the information processing device 900 as text or an image. The output I / F 911 also instructs the audio output device to convert an audio signal, such as audio data that has been instructed to be played, into an analog signal and output it.

[0188] The storage device 913 is one of the storage units of the information processing device 900 and is a device for storing data. The storage device 913 is composed of, for example, a magnetic storage device such as an HDD (Hard Disk Drive), a semiconductor storage device, an optical storage device, or a magneto-optical storage device. The storage device 913 stores programs executed by the CPU 901, various data generated by the execution of programs, and various data acquired from external sources.

[0189] The drive 915 is a reader / writer for recording media and is either built into or external to the information processing device 900. The drive 915 reads information recorded on the installed removable recording media 925 and outputs it to the RAM 905. The drive 915 can also write information to the installed removable recording media 925. The removable recording media 925 is, for example, a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory. Specifically, the removable recording media 925 may be CD media, DVD media, Blu-ray® media, CompactFlash® (CF), flash memory, SD memory card (Secure Digital memory card), etc. Alternatively, the removable recording media 925 may be, for example, an IC card (Integrated Circuit card) equipped with a contactless IC chip or an electronic device.

[0190] Connection port 917 is a port for directly connecting devices to the information processing device 900. Connection port 917 can be, for example, a USB (Universal Serial Bus) port, an IEEE1394 port, a SCSI (Small Computer System Interface) port, or an RS-232C port. The information processing device 900 can directly acquire various data from or provide various data to external devices 927 connected to connection port 917.

[0191] The communication device 919 is a communication interface composed of, for example, a communication device for connecting to the communication network 929. The communication device 919 is, for example, a communication card for wired or wireless LAN (Local Area Network), Bluetooth (registered trademark), or WUSB (Wireless USB). Alternatively, the communication device 919 may be a router for optical communication, a router for ADSL (Asymmetric Digital Subscriber Line), or a modem for various types of communication. The communication device 919 can, for example, send and receive signals to and from the Internet or other communication devices in accordance with a predetermined protocol such as TCP / IP. The communication network 929 connected to the communication device 919 is composed of a network connected by wire or wireless means. For example, the communication network 929 is the Internet, a home LAN, infrared communication, radio wave communication, or satellite communication.

[0192] The above describes an example of the hardware configuration of the zone management device 10, the autonomous driving vehicle 40, the work vehicle 52, or the communication terminal 60. Each of the above-mentioned components may be made using general-purpose materials, or it may be made using hardware specialized for the function of each component. The hardware configuration of the information processing device 900 can be appropriately changed depending on the level of technology at the time of implementing this embodiment.

[0193] Although preferred embodiments of the present invention have been described in detail above with reference to the attached drawings, the present invention is not limited to these examples. It is clear to any person with ordinary skill in the art to which the present invention belongs that various modifications or alterations can be conceived within the scope of the technical idea described in the claims, and these are also understood to fall within the technical scope of the present invention. [Industrial applicability]

[0194] The present invention can be applied as a zone management device, a vehicle control system, a zone management method, and a program. [Explanation of symbols]

[0195] 1. Vehicle control system 3. Signal control switch (switch) 10-zone management device 12 Zone Reserve Section 13 Traffic Signal Control Unit 14 Operation Management Department 40 Self-driving vehicles 50 Manually operated vehicles 60 Communication terminals 62. Virtual traffic signals (traffic signals) 64 Signal control switch (switch) 65 Navigation Section 72. Virtual traffic signals (traffic signals) 74 Signal control switch (switch) 75 Navigation Section 101 Road 102 Intersection 105 Working position 120 Physical traffic lights (traffic lights) A small area R Target path V1 Own vehicle Z1, Z2 Zone

Claims

1. The system includes a zone reserve unit that reserves a zone around the vehicle, which is a designated autonomous vehicle, to restrict the entry of other vehicles. The zone reserve unit is a zone management device that changes the zone according to the position of the vehicle.

2. By virtually dividing the road on which the vehicle, including the aforementioned vehicle and other vehicles, travels, multiple predetermined small areas are partitioned. The zone management device according to claim 1, wherein the zone comprises one or more of the sub-regions.

3. The zone management device according to claim 1, wherein the zone includes an intersection of roads on which vehicles, including the vehicle itself and other vehicles, travel.

4. The zone management device according to claim 3, wherein the zone reserve unit excludes from the zone any intersections where the target route pre-set for the vehicle and the route expected to be traveled by other vehicles do not intersect.

5. The zone management device according to claim 1, wherein the zone is set in predetermined ranges in front of and behind a target path pre-set for the vehicle, relative to the vehicle, and moves together with the vehicle.

6. The zone management device according to claim 1, wherein the zone reserve unit changes the zone in accordance with the movement pattern of the vehicle to the work position when the vehicle reaches the vicinity of a predetermined work position.

7. The zone management device according to claim 6, wherein the zone reserve unit keeps the absolute coordinates and range of the zone constant regardless of the position of the vehicle when the vehicle is located near a predetermined work position.

8. It further includes a traffic signal control unit that controls traffic signals, The zone management device according to claim 1, wherein the traffic signal control unit controls the traffic signals to restrict the entry of other vehicles into the zone.

9. The zone management device according to claim 8, wherein the traffic signal control unit controls at least one of a physical traffic signal installed on a road on which the vehicle travels and which displays the traffic signal, and a virtual traffic signal which is a communication terminal mounted on another vehicle and which displays the traffic signal.

10. A switch is installed near the designated work area to request restrictions on the entry of vehicles other than designated vehicles. The zone management device according to claim 8, wherein the traffic signal control unit, upon receiving a request from the switch, controls the traffic signal to restrict vehicles other than the predetermined other vehicles from entering a designated area set around the work position.

11. The traffic signal is displayed on a virtual traffic signal, which is a communication terminal installed in a designated other vehicle. The communication terminal is configured to output a command to the traffic signal control unit requesting the restriction of entry of vehicles other than the specified other vehicles. The zone management device according to claim 8, wherein the traffic signal control unit, upon receiving a request from the communication terminal, controls the traffic signals to restrict vehicles other than the predetermined other vehicles from entering a designated area set around the work position.

12. It also includes a navigation unit, The zone management device according to claim 1, wherein the navigation unit displays a pre-set target route and speed limit on a communication terminal installed in a predetermined manually driven vehicle, instructing the driver of the manually driven vehicle to drive along the target route within the speed limit, and outputs a warning to the communication terminal if the manually driven vehicle deviates from at least one of the target route and the speed limit.

13. The zone management device according to claim 12, wherein the navigation unit requests the zone reserve unit to treat the manually driven vehicle as an automated vehicle when the manually driven vehicle is driving in accordance with the instructions of the navigation unit.

14. The zone management device according to claim 13, wherein the zone reserve unit reserves the manually operated vehicle which is treated as an autonomous vehicle for the zone reservation, with priority given to other autonomous vehicles.

15. Furthermore, with the addition of a traffic management department, The zone management device according to claim 1, wherein the operation management unit stops the automated vehicle when it determines that the relative distance between the automated vehicle and the manually driven vehicle is within a certain distance and there is a possibility of collision between the automated vehicle and the manually driven vehicle.

16. A zone management device according to any one of claims 1 to 15, Traffic signals that display traffic signals, Equipped with, The zone management device has a traffic signal control unit that controls the traffic signals, The traffic signal control unit controls the traffic signals to restrict other vehicles from entering the zone; this is a vehicle control system.

17. The system includes a zone reserve step that reserves a zone around the vehicle, which is a designated autonomous vehicle, to restrict the entry of other vehicles. A zone management method in which the zone is changed according to the position of the vehicle in the zone reserve step.

18. On the computer, A zone reserve step is performed to reserve a zone around the vehicle, which is a designated autonomous vehicle, to restrict the entry of other vehicles. The zone reserve step includes a program that changes the zone according to the position of the vehicle.

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