Management System

Abstract

To determine a travel speed of a moving body based on a conveyance object.SOLUTION: In the present management system, when it is estimated that there is a possibility that two or more moving bodies face each other at an intersection, the travel speed of each of the two or more moving bodies is determined based on suppression vibration that is vibration to be suppressed based on a conveyance object. The travel speed of each of the two or more moving bodies is determined to be a speed at which the determined suppression vibration is suppressed. As a result, it is possible to suppress the vibration applied to the conveyance object, and to suppress the decrease in travel stability of the moving body.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a management system for managing a plurality of mobile objects. [Background technology]

[0002] Patent Document 1 describes a management system that includes a control device capable of communicating with a plurality of moving objects and manages the plurality of moving objects. In the management system described in Patent Document 1, when it is estimated that there is a possibility that two or more moving bodies among a plurality of moving bodies may face each other at an intersection where the planned travel paths of two or more moving bodies intersect with each other, the travel speed of each of the two or more moving bodies is controlled so that the moving body among the two or more moving bodies that has the greatest contribution to improving mine productivity passes through the intersection first. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2017-117328 Summary of the Invention [Problem to be solved by the invention]

[0004] An object of the present invention is to determine the running speed of a moving body based on a transported object.

[0005] In the management system of the present invention, when it is estimated that there is a possibility that two or more moving bodies may face each other at an intersection, the traveling speed of each of the two or more moving bodies is determined based on a suppression vibration, which is a vibration to be suppressed that is determined based on the transported object.

[0006] In the management system described in Patent Document 1, the running speed of each of the two or more moving bodies is determined so that the moving body that has a higher contribution to improving the productivity of the mine passes first among the two or more moving bodies. Therefore, when each of the two or more moving bodies runs at a running speed determined based on the contribution degree, a large vibration may be applied to the transported object, or the running stability of the moving body may be significantly reduced. In contrast, in the management system according to the present invention, the running speed of each of the two or more moving bodies is determined to a speed at which the suppression vibration determined based on the transported object is suppressed. As a result, it is possible to suppress the vibration applied to the transported object, suppress the decrease in running stability, etc. [Brief description of the drawings]

[0007] [Figure 1] 1 is a diagram conceptually illustrating a work area to which a management system according to an embodiment of the present invention is applied; [Diagram 2] FIG. 2 is a diagram conceptually illustrating the management system. [Diagram 3] 5 is a flowchart showing a traveling speed determination program stored in a storage unit of a control ECU of a control device of the management system. [Figure 4] 5 is a flowchart showing a remote driving control program stored in a storage unit of a mobile object ECU of a mobile object managed by the management system. [Diagram 5] 5 is a flowchart showing a mobile object information creating program stored in a storage unit of the mobile object ECU. [Figure 6] FIG. 4 is a diagram conceptually showing a traveling speed determined in the control ECU. [Figure 7] FIG. 4 is a diagram conceptually showing execution in a learning section of the control ECU. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A management system according to an embodiment of the present invention will now be described with reference to the accompanying drawings. EXAMPLES

[0009] 1 and 2, the management system according to this embodiment includes, for example, a control device C capable of communicating with each of a plurality of moving objects V performing work in a mine or the like, and one or more antennas A. Wireless communication is performed between these moving objects V and the control device C directly or via the antennas A.

[0010] Each of the multiple moving bodies V mainly performs the task of transporting an object, which is an object, from a starting point to a destination. The object includes people, soil, construction machinery, measuring instruments used for measuring various data, etc. Furthermore, the construction machinery, measuring instruments, etc. include precision instruments.

[0011] The multiple moving bodies V include one or more heavy-duty transport vehicles HV and one or more light-duty vehicles LV. Heavy-duty transport vehicles HV include large dump trucks that transport soil and sand. Light-duty vehicles LV often transport work machines, measuring instruments, people, and the like. Note that heavy machinery may be included in the multiple moving objects V. The heavy machinery may not transport any object.

[0012] Furthermore, each of the multiple moving bodies V may be, for example, a manually driven moving body that can run by driving operations performed by a driver, or an automatically driven moving body that can run based on at least one of information about the surroundings of the moving body V obtained by a camera, a lidar, etc., and driving commands from a control device C.

[0013] As shown in FIG. 2, each of the one or more light vehicles LV includes a driving device DL that drives the light vehicle LV, a braking device BL that brakes the light vehicle LV, a steering device TL that steers the steering wheels of the light vehicle LV, a GPS (Global Positioning System) receiver 10L as a GNSS (Global Navigation Satellite System) receiver, a surrounding information acquisition device 12L, a mobile communication device 14L that transmits and receives wireless information, an inertial measurement unit 16L, a mobile ECU 20L that is mainly a computer, and the like.

[0014] The drive device DL may include, for example, an electric motor as a drive source connected to a plurality of drive wheels among the plurality of wheels 30 of the light vehicle LV, and a drive circuit that controls the electric motor. The electric motor is controlled by controlling the drive circuit, which controls the drive force applied to the drive wheels, thereby controlling the traveling speed and acceleration of the light vehicle LV.

[0015] The braking device BL may include, for example, friction brakes provided for each of the multiple wheels 30, which suppress rotation of the wheels 30 by pressing friction engagement members against a brake rotor that can rotate integrally with the wheels 30, and a pressing force control actuator capable of controlling the pressing force of each of the multiple friction brakes. When the friction brakes are fluid pressure brakes that can be actuated by fluid pressure as a pressing force, the pressing force control actuator may be a fluid pressure control actuator. By controlling the pressing force control actuator, the pressing force of the friction brakes provided for each of the multiple wheels 30 is controlled, and the braking force applied to each of the multiple wheels 30 is controlled.

[0016] The steering device TL steers the left wheel 30L and the right wheel 30R, which are steered wheels among the plurality of wheels 30. The steering device TL may include, for example, a pair of tie rods connecting the left wheel 30L and the right wheel 30R, a steering rod connecting the pair of tie rods, a steering actuator provided on the steering rod, etc. The steering actuator moves the steering rod in the width direction of the light vehicle LV, thereby steering the left wheel 30L and the right wheel 30R.

[0017] The GPS receiver 10L receives GPS signals and obtains the position of the light vehicle LV itself based on the GPS signals. The surrounding information acquisition device 12L includes a camera, a lidar, etc., and recognizes objects, etc. around the light vehicle LV in which the surrounding information acquisition device 12L is installed, and acquires the relative positional relationship between the objects, etc. and the light vehicle LV itself.

[0018] The inertial measurement unit (IMU) 16L detects the acceleration in the forward / backward, lateral and vertical directions of the light vehicle LV itself in which the inertial measurement unit 16L is installed, and the angular velocity around the forward / backward, lateral and vertical axes. In other words, the inertial measurement unit 16L detects the acceleration in the forward / backward, lateral and vertical directions, the roll rate, the pitch rate, the yaw rate and the like of the light vehicle LV. Based on these detected values, the forward / backward running speed, the vertical vibration (change in vertical displacement) and the like of the light vehicle LV can be obtained.

[0019] The mobile communication device 14L wirelessly transmits mobile information generated in the mobile ECU 20L and receives control information transmitted from the control device C wirelessly.

[0020] The mobile body ECU 20L is connected to the drive circuit of the drive device DL, the pressing force control actuator of the braking device BL, the steering actuator of the steering device TL, the GPS receiver 10L, the peripheral information acquisition device 12L, the mobile body communication device 14L, the inertial measurement unit 16L, etc. The mobile body ECU 20L also includes a travel route etc. storage unit 22L, a mobile body information creation unit 24L, a travel control unit 26L, etc.

[0021] The travel route etc. storage unit 22L stores the planned travel route, travel speed, acceleration, etc., set in the light vehicle LV itself. For example, the travel speed and acceleration are usually set at each of a plurality of points set on the planned travel route. Information on the planned travel route etc. can be supplied from the control device C.

[0022] The mobile body information creation unit 24L creates mobile body information, which is information transmitted wirelessly by the mobile body communication device 14L. The mobile body information includes mobile body running state information, which is information indicating the running state of the light vehicle LV, such as the running speed, vertical vibration, yaw rate, roll rate, and pitch rate, acquired based on the detection value by the inertial measurement device 16L, mobile body position information, which is information indicating the position of the light vehicle LV, acquired based on the GPS signal received by the GPS receiver 10L, and identification information of the light vehicle LV. The identification information is set and stored in advance in correspondence with each mobile body V. The created mobile body information is output to the mobile body communication device 14L. The mobile body communication device 14L transmits the mobile body information wirelessly.

[0023] The moving body information creation program shown in FIG. 5 is executed at predetermined set times by the moving body information creation unit 24L. In step 51 (hereinafter abbreviated as S51, the same applies to the other steps), information (moving body running state information) representing the running state of the moving body (light vehicle LV) is acquired. In S52, moving body position information representing the position of the moving body (light vehicle LV) is acquired. In S53, identification information of the moving body (light vehicle LV) is read. Then, in S54, moving body information including the identification information, moving body position information, moving body running state information, etc. is created. The moving body information is output to the mobile body communication device 14L and transmitted.

[0024] The driving control unit 26L controls the driving of the light vehicle LV by controlling the drive unit DL, the braking unit BL, the steering unit TL, etc. When the light vehicle LV is an autonomous driving mobile body, the driving control unit 26L controls the drive unit DL, the braking unit BL, the steering unit TL, etc. based on at least one of a driving command included in the control information received by the mobile communication device 14L and a relative positional relationship between the light vehicle LV and objects around the light vehicle LV acquired by the surrounding information acquisition device 12L.

[0025] When the light vehicle LV is a manually operated vehicle, the travel control unit 26L controls the drive unit DL, the braking unit BL, the steering unit TL, etc., based on the operation state of an operation member (not shown) that can be operated by the driver. Also, when the light vehicle LV is a manually operated vehicle, the travel route memory unit 22L is not essential. The driver can drive the light vehicle LV so that it travels along a predetermined planned travel route.

[0026] As shown in Fig. 2, each of the large transport vehicles HV includes a driving device DH, a braking device BH, a steering device TH, a GPS receiver 10H, a surrounding information acquisition device 12H, a mobile communication device 14H, an inertial measurement device 16H, a mobile ECU 20H mainly composed of a computer, and the like. These have almost the same structure as those of the light vehicle LV, so their description will be omitted. In this embodiment, the large transport vehicle HV is an autonomous mobile body. In addition, in the mobile body information creation unit 24H of the mobile ECU 20H, a mobile body information creation program represented by the flowchart of Fig. 5 is executed in the same manner.

[0027] 2, the control device C includes a control ECU 50 mainly composed of a computer and a control communication device 52 connected to the control ECU 50. The control ECU 50 includes a control information creation unit 54, a work plan information storage unit 56, a moving object information storage unit 58, a suppression vibration determination unit 60, an opposing force estimation unit 62, a traveling speed determination unit 64, and the like.

[0028] The control communication device 52 wirelessly transmits control information created by the control information creation unit 54, and receives mobile information wirelessly transmitted from the mobile communication device 14L of the light vehicle LV and the mobile communication device 14H of the large transport vehicle HV.

[0029] The work plan information storage unit 56 stores information on the work plans of the light vehicle LV and the large transport vehicle HV. The work plan information storage unit 56 includes a movement plan information storage unit 56a that stores information on the movement plans of the light vehicle LV and the large transport vehicle HV (planned travel route, road surface condition of the planned travel route), and a transported object information storage unit 56b that stores information on the transported object transported by the moving body V. The information on the movement plan and the information on the transported object are often stored in association with the identification information of each of the multiple light vehicles LV and large transport vehicles HV. The condition of the road surface along the planned travel route may be acquired in advance based on map information or the like, or may be acquired based on mobile body information transmitted from the mobile body V.

[0030] The mobile object information storage unit 58 stores the position information of each of the light vehicles LV and the large transport vehicles HV, mobile object travel state information (travel speed, acceleration, vertical vibration, yaw rate, roll rate, pitch rate, etc.) included in the mobile object information received by the control communication device 52. This information is not limited to the information received this time, but also includes information received in the past.

[0031] The suppression vibration determination unit 60 determines the suppression vibration, which is the vibration to be suppressed preferentially from the sprung vibration and the unsprung vibration, based on the type and characteristics of each of the transported objects of the multiple light vehicles LV and the large transport vehicles HV. For example, when the transported object includes at least one of a person and a precision device, the suppression vibration is determined to be the sprung vibration, and in other cases, the suppression vibration is determined to be the unsprung vibration. By suppressing the sprung vibration, it is possible to suppress the vibration applied to the transported object, thereby suppressing the deterioration of the ride comfort of the person and protecting the precision device. By suppressing the unsprung vibration, it is possible to suppress the deterioration of the road contact and the deterioration of the driving stability.

[0032] The opposing estimation unit 62 estimates whether or not there is a possibility that two or more moving bodies among a plurality of moving bodies will oppose each other at an intersection where the respective planned travel routes of the two or more moving bodies intersect. For example, the position of an intersection X where the planned travel routes of two or more moving bodies intersect with each other is acquired in advance based on a work plan. At each of the intersections X, when there are two or more moving bodies V traveling toward the intersection X as shown in Fig. 1, the identification information of each of the moving bodies is acquired. The identification information of each of the two or more moving bodies can be specified based on the movement plan information stored in the movement plan information storage unit 56a and the moving body position information, identification information, etc. included in the moving body information received by the control communication device 52.

[0033] Then, based on the positions, traveling speeds, etc. of the two or more moving bodies, an arrival time (or an arrival time) is acquired, which is the time when each of the two or more moving bodies reaches a position determined by intersection X. If the difference between the arrival times (or arrival times) of the two or more moving bodies is shorter than a set time, it is estimated that there is a possibility that the two or more moving bodies will face each other at the intersection.

[0034] The traveling speed determination unit 64 determines the traveling speed of each of the two or more moving bodies when the opposing road estimation unit 62 estimates that there is a possibility that each of the two or more moving bodies will oppose each other at the intersection X.

[0035] For example, as shown in Fig. 1, a case will be described in which it is estimated that a light vehicle LV and a heavy transport vehicle HV are likely to face each other as two moving bodies at an intersection X. When the object being transported by the light vehicle LV includes at least one of a person and a precision instrument, the suppression vibration for the light vehicle LV is determined to be sprung vibration, and when the object being transported by the heavy transport vehicle HV is earth and sand, the suppression vibration for the heavy transport vehicle HV is determined to be unsprung vibration.

[0036] Generally, the natural frequency of the sprung mass (sprung resonant frequency) and the natural frequency of the unsprung mass (unsprung resonant frequency) are determined by the specifications of the moving body (sprung mass or unsprung mass, spring constant, etc.). The sprung mass is the mass supported by the suspension spring, and the unsprung mass is the mass of the part located below the suspension spring. The sprung mass also includes the mass of the transported object.

[0037] On the other hand, when a moving body travels on an uneven road surface, it vibrates vertically at a frequency determined by the road surface unevenness (such as the distance between the unevenness) and the travel speed. For example, when the frequency determined by the road surface unevenness and the travel speed approaches the natural frequency of the sprung mass, the sprung mass resonates. Therefore, the travel speed is determined so that the frequency determined based on the travel speed and the road surface unevenness does not approach the natural frequency of the suppressed vibration determined based on the transported object.

[0038] In addition, for a moving body, the natural frequency of the unsprung mass is usually higher than the natural frequency of the sprung mass. The natural frequency (resonant frequency) of the sprung mass is approximately 1.0 to 2.0 Hz, while the natural frequency (resonant frequency) of the unsprung mass is approximately 10 to 20 Hz.

[0039] In this embodiment, the sprung natural frequency of the light vehicle LV and the unsprung natural frequency of the heavy transport vehicle HV are obtained. The sprung natural frequency of the light vehicle LV is obtained taking into consideration the mass of the transported object, etc. The unsprung natural frequency of the heavy transport vehicle HV can be obtained and stored in advance. Then, a travel speed vA estimated to cause sprung resonance in the light vehicle LV and a travel speed vB estimated to cause unsprung resonance in the heavy transport vehicle HV are obtained. The travel speed vA is obtained based on the unevenness of the road surface in an area including the intersection X of the planned travel route RL of the light vehicle LV, the natural frequency of the sprung mass, etc., and the travel speed vB is obtained based on the unevenness of the road surface in an area including the intersection X of the planned travel route RH of the heavy transport vehicle HV, the natural frequency of the unsprung mass, etc.

[0040] When the current running speed of the light vehicle LV and the large transport vehicle HV is vO, and the running speeds vA and vB at which resonance above the spring and resonance below the spring are estimated to occur are as shown in Fig. 6(a), assume the case where the current running speed vO is faster than the running speed vA at which resonance above the spring is estimated to occur in the light vehicle LV and slower than the running speed vB at which resonance below the spring is estimated to occur in the large transport vehicle HV (vA < vO < vB).

[0041] To avoid facing each other at the intersection X between the light vehicle LV and the large transport vehicle HV, and to make it difficult for resonance of the suppression vibration determined by the conveyed object to occur in each of the light vehicle LV and the large transport vehicle HV (it is difficult for resonance above the spring to occur in the light vehicle LV and it is difficult for resonance below the spring to occur in the large transport vehicle HV), it is conceivable to either increase the running speed of the light vehicle LV or decrease the running speed of the large transport vehicle HV. If it is possible to increase the running speed of the light vehicle LV, from the viewpoint of improving work efficiency, it is desirable to set the running speed of the large transport vehicle HV to the current speed vO and increase the running speed of the light vehicle LV. However, at the current running speed vO, from the viewpoint of improving work efficiency, in many cases, it is set to a speed that is as fast as possible while considering safety, and it may be difficult to increase the running speed of the light vehicle LV. In that case, it is desirable to set the running speed of the light vehicle LV to the current speed vO and decrease the running speed of the large transport vehicle HV (v*).

[0042] As a result, when it is estimated that the light vehicle LV and the large transport vehicle HV may face each other at the intersection, by suppressing resonance above the spring in the light vehicle LV, the conveyed object can be protected, and by suppressing resonance below the spring in the large transport vehicle HV, while suppressing a decrease in running stability, it is possible to avoid facing each other at these intersections X.

[0043] Similarly, as shown in Fig. 6(b), assume a case where the current traveling speed vO is faster than the traveling speed vA at which spring-on resonance is estimated to occur in the light vehicle LV and the traveling speed vB at which spring-off resonance is estimated to occur in the large transport vehicle HV (vA < vB < vO). In this case, in order to avoid confrontation at the intersection X between the light vehicle LV and the large transport vehicle HV and to make it difficult for resonance of the suppression vibration determined by the conveyed object to occur, it is conceivable to set the traveling speed of the large transport vehicle HV to the current speed vO and slow down the traveling speed of the light vehicle LV (v*). This is because if the traveling speed of the large transport vehicle HV is slowed down, there is a high possibility of spring-off resonance occurring.

[0044] Also, the traveling speed determination unit 64 can include a learning unit 64a and the like. The learning unit 64a can be configured to determine the optimal solution of the traveling speed for each of the plurality of moving bodies V, for example, by using AI (Artificial Intelligence). Specifically, as shown in Fig. 7, for each of the plurality of moving bodies V, the moving body traveling state information (traveling speed, vertical vibration, yaw rate, roll rate, pitch rate, etc.) included in the moving body information, the information representing the state of the unevenness of the road surface of the planned traveling route stored in the moving plan information storage unit 56a, the information regarding the conveyed object stored in the conveyed object information storage unit 56b, etc., the relationship between them is used with a machine learning program or the like to obtain the optimal solution of the traveling speed for each of the plurality of moving bodies to travel on the planned traveling route. And when it is estimated that two or more moving bodies may confront each other at an intersection, the traveling speed of each of the two or more moving bodies can be determined based on the optimal solution of the traveling speed obtained by the learning unit 64a.

[0045] The control information creation unit 54 creates control information. The control information can include, for example, information representing the traveling speed determined by the traveling speed determination unit 64, the identification information of the moving body V, etc.

[0046] In the management system configured as above, the control ECU 50 executes a traveling speed determination program shown in the flowchart of FIG. 3 at predetermined set time intervals. In S1, at each intersection X, two or more moving bodies V traveling toward the intersection X are detected, and identification information of each of the two or more moving bodies V is obtained, as well as the positions, traveling speeds, etc. of the two or more moving bodies V. In S2, it is determined whether or not there is a high possibility that these two or more moving bodies V will face each other at the intersection X. If the determination is YES, in S3, a transported object for each of the two or more moving bodies V is obtained based on the information stored in the transported object information storage unit 56b, and in S4, a suppression vibration for each of the two or more moving bodies V is determined based on the transported object.

[0047] In S5, the natural frequency (sprung natural frequency or unsprung natural frequency) of the suppressed vibration determined for each of the two or more moving bodies V is acquired. In S6, the travel speed at which sprung resonance or unsprung resonance occurs is acquired for each of the two or more moving bodies V. Then, in S7, the travel speed of each of the two or more moving bodies V is determined to be a speed at which resonance of the suppressed vibration does not occur in the moving body V, as shown in FIG. 6. Then, in S8, control information including the travel speed and the identification information of the moving body V for which the travel speed has been determined is created for each of the two or more moving bodies V, and is output to the control communication device 52. The control communication device 52 wirelessly transmits the control information.

[0048] In the vehicle ECUs 20L, 20H of the light vehicle LV and the heavy transport vehicle HV, respectively, a remote driving control program shown in the flowchart of FIG. 4 is executed at predetermined set time intervals. In S21, the mobile communication devices 14L, 14H determine whether they have received control information, and in S22, determine whether the identification information included in the control information matches the identification information representing the device itself. If the determination is YES, in S23, it is determined whether the control information includes speed information. If the determination is YES, in S24, at least one of the drive devices DL, DH and the braking devices BL, BH is controlled so that the running speed of each of the mobile objects approaches the running speed included in the control information.

[0049] In addition, when the light vehicle LV is a manually operated moving body, the traveling speed included in the traffic control information can be notified to the driver via a notifying device (not shown) etc. The driver can operate an accelerator operation member or a brake operation member so that the traveling speed of the moving body V approaches the traveling speed notified via the notifying device.

[0050] As described above, in this embodiment, when it is estimated that there is a possibility that two or more moving bodies V will face each other at an intersection, the travel speeds of the two or more moving bodies V are determined to be such that they can avoid facing each other at the intersection and that the resonance of the suppression vibration determined by the transported object is unlikely to occur. Therefore, it is possible to prevent two or more moving bodies V from facing each other at the intersection while making it difficult for large vibrations to be applied to the transported object and suppressing a decrease in the running stability of the moving bodies V.

[0051] As described above, in this embodiment, the counter estimation unit is constituted by the unit that stores and executes S1 and S2 of the traveling speed determination program shown in the flowchart of Fig. 3 in the control ECU 50, the suppression vibration determination unit is constituted by the unit that stores and executes S3 and S4, the traveling speed determination unit is constituted by the unit that stores and executes S5-7, and the control information creation unit 54 is constituted by the unit that stores and executes S8. The learning units 64a and the like of the control ECU 50 correspond to the learning-type traveling speed determination unit.

[0052] In the above embodiment, the management system is used in mining operations. However, the system can be used in various work sites other than mining operations.

[0053] In addition, the structures of the drive devices DL and DH, the braking devices BL and BH, and the steering devices TL and TH do not matter. Furthermore, the learning unit 64a is not essential, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art. [Explanation of symbols]

[0054] 14L, 14H: Mobile communication device 50: Control ECU 52: Control communication device 54: Control information creation unit 56: Work plan information storage unit 56a: Movement plan information storage unit 56b: Transport object information storage unit 58: Mobile information storage unit 60: Suppression vibration determination unit 62: Opposition estimation unit 64: Travel speed determination unit 64a: Learning unit Patentable invention

[0055] The following paragraphs set forth inventions which may be claimed. (1) A management system including a control device capable of communicating with each of a plurality of moving objects, the management system managing the plurality of moving objects, The control device, a suppression vibration determination unit that determines, for each of the plurality of moving bodies, a suppression vibration that is a vibration that should be suppressed preferentially, to be either a sprung vibration or an unsprung vibration, based on a transport object that is an object transported by each of the plurality of moving bodies; a travel speed determination unit that, when it is estimated that there is a possibility that each of the two or more moving bodies among the plurality of moving bodies will face each other at an intersection where planned travel routes, which are routes along which each of the two or more moving bodies is scheduled to travel, intersect with each other, determines the travel speed of each of the two or more moving bodies to a speed at which the suppression vibration determined by the suppression vibration determination unit for each of the two or more moving bodies can be suppressed; a control communication device that transmits control information including information representing the traveling speed determined by the traveling speed determination unit to each of the two or more moving bodies; A management system including

[0056] In principle, it is desirable to suppress both sprung and unsprung vibrations in a moving body. However, for example, when the road surface is not flat, sprung resonance or unsprung resonance may occur depending on the traveling speed of the moving body. Also, when it is estimated that two or more moving bodies may face each other at an intersection, it is necessary to speed up or slow down the traveling speed of at least one of the two or more moving bodies. In that case, the vertical vibration frequency of the moving body approaches the natural frequency of the sprung body or the natural frequency of the unsprung body, causing sprung resonance or unsprung resonance, which may cause large vibrations to be applied to the transported object or reduce the traveling stability of the moving body.

[0057] In contrast, in the present management system, for each of two or more moving bodies, whether the vibration to be preferentially suppressed is sprung vibration or unsprung vibration is determined based on the transported object.Then, the travel speed of each of the two or more moving bodies is determined so that the determined sprung vibration or unsprung vibration is suppressed, in other words, so that sprung resonance or unsprung resonance does not occur. The "vibration that should be suppressed preferentially" refers to the vibration that is more desirably suppressed when either the sprung vibration or the unsprung vibration is suppressed while the other is permitted.

[0058] (2) The management system described in (1), wherein the suppression vibration determination unit determines the suppression vibration for a moving body transporting the transported object to be sprung vibration when the transported object includes at least one of a person and a precision instrument.

[0059] By suppressing the sprung vibration, the vibration applied to the transported object can be suppressed, and the transported object can be protected.

[0060] (3) A management system as described in (1) or (2), wherein the suppression vibration determination unit determines the suppression vibration for a moving body transporting the transported object to be unsprung vibration when the transported object does not include a person or precision equipment.

[0061] By suppressing the unsprung vibration, the contact of the wheels with the road surface can be improved, and thus driving stability can be improved.

[0062] (4) A management system described in any one of items (1) to (3), wherein the driving speed determination unit determines the driving speed of each of the two or more moving bodies based on the unevenness of the road surface in an area including the intersection on the planned driving route of each of the two or more moving bodies so that the suppression vibration determined by the suppression vibration determination unit is suppressed.

[0063] The area of ​​the planned travel route that includes an intersection refers to a portion of the planned travel route that includes the intersection and its surroundings. In other words, it refers to an area in which the moving bodies are estimated to travel at the determined travel speeds of two or more moving bodies when the travel speeds of the two or more moving bodies are determined so that the two or more moving bodies do not face each other at the intersection.

[0064] (5) A management system described in any one of (1) to (4), wherein the travel speed determination unit determines the travel speed of each of the two or more moving bodies so as to avoid each of the two or more moving bodies from colliding with each other at the intersection.

[0065] (6) A management system described in any one of (1) to (5), wherein the control device includes a work plan information memory unit that stores work plan information including information regarding the planned driving route for each of the two or more moving bodies, information regarding the condition of the road surface of each of the planned driving routes, and information regarding the transported object for each of the two or more moving bodies.

[0066] The information on the planned travel route, the information on the road surface condition, and the information on the transported object are often stored in association with the identification information of the moving body.

[0067] (7) A management system described in any one of (1) to (6), wherein the control device includes an opposing estimation unit that estimates whether or not there is a possibility that the two or more moving bodies will oppose each other at the intersection based on the planned driving route of each of the two or more moving bodies, the current position of each of the two or more moving bodies, and the current driving speed of each of the two or more moving bodies.

[0068] (8) The management system described in any one of (1) to (7), wherein the travel speed determination unit learns based on information representing the past travel speed of each of the multiple moving bodies, information relating to past vertical vibrations and attitude changes of each of the multiple moving bodies, information relating to the condition of each road surface on the planned travel path of each of the multiple moving bodies, and information representing the transported object of each of the multiple moving bodies, and obtains an optimal solution for the travel speed at which the suppression vibration of each of the multiple moving bodies determined by the suppression vibration determination unit is suppressed.

[0069] (9) A travel speed control device for controlling the travel speeds of a plurality of moving objects, comprising: A travel speed control device including a travel speed determination unit that, when it is estimated that two or more moving bodies among the multiple moving bodies may face each other at an intersection where planned travel paths, which are paths along which the two or more moving bodies are planned to travel, intersect with each other, determines the travel speed of each of the two or more moving bodies based on a transported object, which is an object transported by each of the two or more moving bodies, to be either sprung vibration or unsprung vibration, as a suppressed vibration that should be suppressed preferentially, and determines the determined suppressed vibration to a speed at which it can be suppressed.

[0070] The traveling speed control device described in this section may employ any of the technical features described in (1) to (8).

Claims

1. A management system including a control device capable of communicating with each of a plurality of moving objects, the management system managing the plurality of moving objects, The control device, a suppression vibration determination unit that determines, for each of the plurality of moving bodies, a suppression vibration that is a vibration that should be suppressed preferentially, to be either a sprung vibration or an unsprung vibration, based on a transport object that is an object transported by each of the plurality of moving bodies; a travel speed determination unit that, when it is estimated that there is a possibility that each of the two or more moving bodies among the plurality of moving bodies will face each other at an intersection where planned travel routes, which are routes along which each of the two or more moving bodies is scheduled to travel, intersect with each other, determines the travel speed of each of the two or more moving bodies to a speed at which the suppression vibration determined by the suppression vibration determination unit for each of the two or more moving bodies can be suppressed; a control communication device that transmits control information including information representing the traveling speed determined by the traveling speed determination unit to each of the two or more moving bodies; A management system including

2. The management system of claim 1 , wherein the suppression vibration determination unit determines the suppression vibration for a moving body transporting the transported object to be sprung vibration when the transported object includes at least one of a person and a precision instrument.

3. 3. The management system described in claim 1 or 2, wherein the travel speed determination unit determines the travel speed of each of the two or more moving bodies based on the unevenness of the road surface in an area including the intersection on the planned travel route of each of the two or more moving bodies so that the suppression vibration determined by the suppression vibration determination unit is suppressed.

4. The management system described in any one of claims 1 to 3, wherein the traveling speed determination unit includes a learning type traveling speed determination unit that learns based on information representing the past traveling speed of each of the multiple moving bodies, information relating to the past vertical vibration and attitude changes of each of the multiple moving bodies, information relating to the condition of each road surface on the planned traveling path of each of the multiple moving bodies, and information representing the transported object of each of the multiple moving bodies, and obtains an optimal solution of the traveling speed at which the suppression vibration of each of the multiple moving bodies determined by the suppression vibration determination unit is suppressed.

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