Intra-site Automatic Driving System

Abstract

To provide an in-yard automatic operation system for transporting a load in a previously limited area by using a truck automatically operated in an unmanned manner.SOLUTION: In this in-yard automatic operation system, transportation of a load in a yard is performed by automatic operation using an unmanned self-propelled truck. Therefore, the need for a driver of a truck is eliminated, thus making it possible to reduce the number of workers. Further, in the in-yard automatic operation system, a worker at a site performs an input operation of a destination for the self-propelled truck and the like by himself / herself using a tablet terminal. Therefore, a central control room for the automatic operation system is not required, thus making it possible to reduce the number of persons, equipment, and space required for the central control room. This in-yard automatic operation system performs an automatic operation only on an automatic operation roadway on a private land or the like limited in advance and does not perform automatic operation on public roads. Therefore, completely unmanned automatic operation can be performed without being restricted by law.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an in-plant automatic driving system that automatically drives a freight vehicle such as a truck within a pre-defined area to move goods within the area.

Background Art

[0002] In recent years, research and development of automatic driving systems for automobiles and the like have been promoted in various fields for the purpose of countermeasures against aging, reduction of human burden, and improvement of road traffic safety. And, for example, as shown in the following [Patent Document 1], various inventions related to automatic driving systems are disclosed. In addition, research and development of a fully unmanned automatic driving system that travels on a pre-determined route such as a bus route are also underway. However, driving on public roads by a fully unmanned automatic driving system still requires time for practical application, mainly from the aspect of safety.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in a transportation base having a large number of warehouses, a huge factory having a vast site, an industrial plant, etc., it is often the case that materials and goods are transported between buildings within the site using a truck, and the loading and unloading of goods is performed using a forklift. However, in recent years, the working population in Japan has been on a decreasing trend, and in particular, the shortage of labor has become a problem in the transportation industry, and there is a demand for the improvement of efficiency, labor saving, and personnel reduction in transportation operations.

[0005] The present invention has been made in view of the above circumstances, and an object thereof is to provide an in-plant automatic driving system that transports goods within a pre-defined area using a freight vehicle that automatically drives without a driver.

Means for Solving the Problem

[0006] The present invention relates to (1) An automated driving lane 10 that is set to enable one-way automated driving within a pre-defined area A, and a self-propelled cargo vehicle A plurality of capable of loading goods and traveling on the automated driving lane 10 by automated driving 30a, 30b and, an operation terminal for inputting the destination on the automated driving lane 10 of the self-propelled cargo vehicle 30a, 30b into the operation program that manages the driving route of the self-propelled cargo vehicle 30a, 30b In an on-site automated driving system having the above, the operation terminal is a portable tablet terminal 20 , the operation program includes a collision prevention program, wherein the operation program Points on the automated driving lane 10 where the self-propelled cargo vehicles 30a and 30b stop are set as stop points Sn, and nodes Nn are set at least at points on the automated driving lane 10 before and after the stop point Sn, points where the automated driving lane 10 branches, and points where the automated driving lane 10 merges. Directed edges En are set between these nodes Nn, The collision prevention program sets the directed edge En where the self-propelled cargo vehicle 30a (30b) is located, the directed edge En connected to the rear of the directed edge En where the self-propelled cargo vehicle 30a (30b) is located, the directed edges En that make up the driving route of the self-propelled cargo vehicle 30a (30b), and the directed edges En that merge into the driving route as the occupied edges of the self-propelled cargo vehicle 30a (30b), and the occupied edges are not set in the driving routes of other self-propelled cargo vehicles 30b (30a) limits the setting of the driving route so that collisions between the self-propelled freight vehicles 30a and 30b do not occur, characterized in that The above problem is solved by providing an on-site automated driving system 100. ( 2 ) Further having standby points Stn as standby locations for the self-propelled cargo vehicles 30a and 30b on the automated driving lane 10, When the running program cannot set the driving routes for the self-driving freight vehicles 30a and 30b to their destinations and there is a waiting point Stn movable on the driving route, the waiting point Stn is set as an intermediate destination, and the self-driving freight vehicles 30a and 30b are automatically driven to the intermediate destination. The in-site automatic driving system 100 described in the above ([ 1 ) solves the above problems by providing the in-site automatic driving system 100. ([ 3 ) the tablet terminal 20 displays the automated driving lane 10 on a map and displays the positions and states of all the self-propelled freight vehicles 30a and 30b on the map display, characterized in that The The above problems are solved by providing the in-facility automated driving system 100 according to (1) or (2) above.

Advantages of the Invention

[0007] The in-site automatic driving system according to the present invention performs the transportation of goods within the site by automatic driving using driverless self-driving freight vehicles. Therefore, a driver for the freight vehicle is not required, and the number of workers can be reduced. Further, in the in-site automatic driving system according to the present invention, a field operator performs an input operation of a destination for the self-driving freight vehicle by himself / herself using a tablet terminal. Therefore, a central control room for the automatic driving system is not required, and the reduction of personnel, equipment, and space required therefor can be achieved. Note that the in-site automatic driving system according to the present invention performs automatic driving only on an automatic driving lane in a limited private area or the like in advance and does not perform automatic driving on a public road. Therefore, fully unmanned automatic driving is possible without being restricted by laws. In addition, the in-site automatic driving system according to the present invention having a collision prevention program sets an occupied side for each self-driving freight vehicle and does not set this occupied side on the driving routes of other self-driving freight vehicles, thereby preventing the intersection of the driving routes of each vehicle and avoiding collisions between self-driving freight vehicles with a simple algorithm. In addition, it is possible to avoid a deadlock in which all self-driving freight vehicles cannot move due to each other's driving routes. Furthermore, in a configuration where a waiting point Stn is provided on the automated driving lane, if other automated freight vehicles are not permitted to set the driving route to the final destination, the automated freight vehicle is moved to the waiting point Stn in the middle by automated driving if possible. This enables the automated freight vehicle to approach the final destination as closely as possible, thereby achieving efficient operation of the on-site automated driving system and shortening the waiting time of the automated freight vehicle.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0009] An embodiment of the on-site automated driving system 100 according to the present invention will be described with reference to the drawings. Note that the automated freight vehicle 30 of the on-site automated driving system 100 according to the present invention travels by fully automated driving without a driver during automated driving on the automated driving lane 10.

[0010] Here, FIGS. 1 and 2 are schematic configuration diagrams of the on-site automatic driving system 100 according to the present invention. First, the on-site automatic driving system 100 according to the present invention includes an automatic driving lane 10 set to enable automatic driving within a pre-defined limited area A, a self-propelled cargo vehicle 30 (30a, 30b) capable of loading goods and traveling on the automatic driving lane 10 by automatic driving, an operation program for managing the driving route of the self-propelled cargo vehicle 30, and an operation terminal for an operator or the like to input the destination of the self-propelled cargo vehicle 30 into the operation program. In the present invention, as the operation terminal, a portable tablet terminal 20 is used instead of a fixed-type one installed in a central control room as in the prior art.

[0011] In addition, the automatic driving lane 10 is basically installed within the area A of private land of an enterprise or the like and is constructed in a one-way loop shape. In the text, the description of "front" or "ahead" means the front in the traveling direction of the automatic driving lane 10, and the description of "rear" or "behind" means the rear as viewed from the traveling direction of the automatic driving lane 10. And on the operation program, a stop point Sn where the self-propelled cargo vehicle 10 stops is set for the self-propelled cargo vehicle 10. In FIGS. 1 and 2, five points S1 to S5 are set as stop points. This stop point Sn is basically a point where the goods transported by the self-propelled cargo vehicle 30 are loaded and unloaded, corresponding to the loading and unloading ports in front of buildings 12a to 12e such as warehouses, material yards, and various factories. Also, on the operation program, node Nn is set at least at the point where the automatic driving lane 10 branches and the point where the automatic driving lane 10 merges. In the figure, the branching point between the route to the stop point S1 and the main route is set as node N1, the merging point from the stop point S1 is set as node N2, the branching point with the route to the stop point S2 is set as node N3, the merging point from the stop point S2 is set as node N4, the branching points with the routes to the stop points S3 and S4 are set as node N5, and the merging points from the stop points S3 and S4 are set as node N8. Regarding the node Nn and the waiting point Stn when there are multiple self-propelled cargo vehicles 30 shown in FIG. 2, it will be described in detail later.

[0012] In addition, as a method for the self-propelled freight vehicle 30 to identify these stop points Sn, nodes Nn, and waiting points Stn on the automated driving lane 10, for example, marks such as marks, beacons, and reflectors are installed on the road surface or in the vicinity of the automated driving lane 10 for identification, or position acquisition using GNSS (Global Navigation Satellite System), RTK-GNSS, map matching using LiDAR (light detection and ranging), or a combination of these methods and other well-known techniques can be used.

[0013] In addition, the tablet terminal 20 as an operation terminal is basically carried by a driver such as a forklift 32 that loads and unloads the cargo of the self-propelled freight vehicle 30, and the next destination is appropriately input according to the progress of the loading and unloading work or the completion of the work. Note that the communication between the tablet terminal 20 and the self-propelled freight vehicle 30 is performed directly or indirectly by well-known wireless technologies such as the Internet, intranet, WiFi (registered trademark), and Bluetooth (registered trademark).

[0014] Next, the operation of the on-site automated driving system 100 according to the present invention Basic will be described using one self-propelled freight vehicle 30 diagram First, the self-propelled freight vehicle 30 is moved from a parking place or the like onto the automated driving lane 10 by manual driving. Then, the self-propelled freight vehicle 30 is switched from manual driving to automated driving and the driver gets out of the vehicle. As a result, the on-site automated driving system 100 according to the present invention operates, and the self-propelled freight vehicle 30 recognizes its own position and transmits it to the operation program. Note that the state of the self-propelled freight vehicle 30 at this time is, for example, in the state of automated driving operation or stopped. Here, it is assumed that the self-propelled freight vehicle 30 is located at the node N8.

[0015] Next, for example, an operator riding on the forklift 32 uses the tablet terminal 20 to select and input a target stop point (here, the stop point S4) from among the stop points Sn. As a result, the operation program searches for and sets a driving route from the position (node N8) of the self-propelled freight vehicle 30 to the stop point S4. Note that, as described above, the entire automated driving lane 10 is one-way, and the operation program does not set a driving route that reverses on the automated driving lane 10. Therefore, in the above case, the operation program selects a driving route of node N8 → N1 → N2 → N3 → N4 → N5 → stop point S4. Then, this driving route is set as the driving route of the self-propelled freight vehicle 30 and transmitted to the self-propelled freight vehicle 30. As a result, the state of the self-propelled freight vehicle 30 becomes automated driving in operation and driving, and it automatically drives to the stop point S4, which is the destination, along the above-described driving route set by the operation program. Also, the operator rides on the forklift 32 or the like and drives parallel to or independently of the self-propelled freight vehicle 30 toward the stop point S4. Note that the self-propelled freight vehicle 30 is equipped with a well-known safety mechanism. For example, when an obstacle or the like exists on the automated driving lane 10 and hinders driving, or when a driving hazard is detected, it makes an emergency stop. The release of this emergency stop can be performed using well-known automated driving technologies such as manual or remote operation.

[0016] Also, the self-propelled freight vehicle 30 acquires its own position information during automated driving and transmits it to the operation program at any time. At this time, it is preferable to display a map of the automated driving lane 10 on the monitor of the tablet terminal 20 and display the position and state (automated driving in operation and driving, automated driving in operation and stopped, emergency stop, automated driving not in operation, etc.) of the self-propelled freight vehicle 30 on this map display. With this configuration, even if the operator does not drive parallel to the self-propelled freight vehicle 30, the operator can visually grasp the position and state of the self-propelled freight vehicle 30 on the tablet terminal 20.

[0017] Next, when the self-driving cargo vehicle 30 arrives at the stopping point S4 which is the destination, the state of the self-driving cargo vehicle 30 becomes "automatic driving in operation - stopped". Next, the operator performs the necessary loading and unloading operations of the goods between the building 12d and the self-driving cargo vehicle 30, for example, using a forklift 32. Then, when this loading and unloading operation is completed, the operator selects and inputs the next stopping point Sn which is the destination using the tablet terminal 20. Thereby, the operation program searches for and sets the driving route from the current position (stopping point S4) of the self-driving cargo vehicle 30 to the next stopping point Sn. Then, the set driving route is transmitted to the self-driving cargo vehicle 30. Thereby, the self-driving cargo vehicle 30 becomes "automatic driving in operation - driving", and performs automatic driving along the driving route set by the operation program, and drives towards the next destination. And by repeating these operations, the necessary goods transportation is carried out between the buildings 12a to 12e in the area A.

[0018] Next, the operation of the in-facility automatic driving system 100 when there are multiple self-propelled freight vehicles 30 will be described. Note that the number of self-propelled freight vehicles 30 that automatically drive within area A is not particularly limited, and any number can be used. Also, the number of tablet terminals 20 may be one or a plurality. However, it is preferably not more than the number of self-propelled freight vehicles 30, and particularly preferably the number corresponding to the number of workers who perform loading and unloading operations using a forklift 32 or the like. At this time, it is preferable to display the positions and states of all the self-propelled freight vehicles 30 on the map display of the automatic driving lane 10 of the tablet terminal 20. Also, it is preferable to display the destination of each self-propelled freight vehicle 30. Further, the driving route of each self-propelled freight vehicle 30 and the occupied side described later may be displayed. With these configurations, the worker can visually grasp the positions and states of all the self-propelled freight vehicles 30, and can grasp the availability of the self-propelled freight vehicles 30 and the congestion state of the automatic driving lane 10, and efficiently operate the self-propelled freight vehicles 30. Note that when there are a plurality of tablet terminals 20 (operation terminals), basically, it is possible to input destinations for all the self-propelled freight vehicles 30 from all the tablet terminals 20. However, in this case, it is preferable to incorporate some restrictions so that destinations are not input from other workers to the self-propelled freight vehicle 30 in use. Further, the workers having the tablet terminals 20 may communicate with each other to perform more efficient operation of the self-propelled freight vehicles 30. Note that as a specific example of the operation method of the present invention when there are multiple self-propelled freight vehicles 30, one tablet terminal 20 and two self-propelled freight vehicles 30 are assigned to one worker, and while performing loading and unloading operations on one self-propelled freight vehicle 30, the other self-propelled freight vehicle 30 is moved to the next destination by automatic driving.

[0019] In addition, when there are multiple self-driving freight vehicles 30, the operation program of the on-site automatic driving system 100 has a collision prevention program that restricts the setting of driving routes so that the self-driving freight vehicles 30 do not collide with each other. Also, when there are multiple self-driving freight vehicles 30, in order to efficiently operate the self-driving freight vehicles 30, it is necessary to install nodes Nn in addition to branch points and merging points. Furthermore, when there are multiple self-driving freight vehicles 30, the operation program may provide standby points Stn on the automatic driving lane 10 in addition to the stop points Sn. Note that the standby points Stn are preferably set at points on the automatic driving lane 10 where the self-driving freight vehicles 30 may temporarily stop. Also, the collision prevention program sets directed edges En (E1 to E19 in FIG. 2) between these nodes Nn respectively.

[0020] Here, the installation of the nodes Nn and the arrangement of the stop points Sn and standby points Stn on the automatic driving lane 10 will be described with reference to FIG. 2. First, the collision prevention program according to the present invention sets an occupied edge for each self-driving freight vehicle 30, and does not set the driving routes of other self-driving freight vehicles 30 on this occupied edge, thereby preventing the intersection of the driving routes of each vehicle and avoiding collisions between the self-driving freight vehicles 30. And the directed edge En where the self-driving freight vehicle 30 exists and the directed edge En connected to the rear thereof are always set as the occupied edge of this self-driving freight vehicle 30.

[0021] Therefore, if there are stop points Sn and standby points Stn on the directed edge En (hereinafter also referred to as a branch edge) branching from a branch point, while the self-driving freight vehicle 30 is stopped at this stop point Sn and standby point Stn, other self-driving freight vehicles 30 cannot set a driving route to pass through the branch point, and the waiting time of the self-driving freight vehicle 30 becomes long. Also, in the collision prevention program according to the present invention, the directed edge En (hereinafter also referred to as a merging edge) merging at a merging point is frequently set as an occupied edge. For this reason, if stop points Sn and standby points Stn are arranged on the merging edge, a driving route to this stop point Sn and standby point Stn cannot be set until other self-driving freight vehicles 30 release the occupancy of this merging edge, and the waiting time of the self-driving freight vehicle 30 becomes long.

[0022] Therefore, to eliminate these waiting factors, as shown in FIG. 2, new nodes N9 and N10 are provided before and after the stop point S1, and the stop point S1 is positioned on the newly generated directed edge E10. Also, new nodes N11 and N12 are provided before and after the stop point S2, and the stop point S2 is positioned on the newly generated directed edge E13. Regarding the stop points S3 and S4, a node N13 is provided behind the stop point S3, and a new node N16 is provided in front of the stop point S4. Also, new nodes N6 and N7 are provided before and after the waiting point St3 located between the nodes N5 and N8, and the waiting point St3 is positioned on the newly generated directed edge E6.

[0023] As a result, when the self-propelled freight vehicle 30 is stopped at the stop point S1, the stop point S2, the stop point S3, and the waiting point St3, the occupied edges are the directed edges E10, E9, the directed edges E13, E12, the directed edges E16, E15, and the directed edges E6, E5, respectively, and the directed edges E8, E2, and E4 connected to the nodes N1, N3, and N5, which are branch points, are excluded from the above-mentioned occupied edges. This makes it easier to set the travel route of the self-propelled freight vehicle 30 and can shorten the waiting time of the self-propelled freight vehicle 30. Also, the merging edges connected to the merging points N2, N4, and N8 are the directed edges E1, E11, the directed edges E3, E14, and the directed edges E7, E19, and are excluded from the directed edges E10, E13, E18, and E6 where the stop point S1, the stop point S2, the stop point S4, and the waiting point St3 exist. This makes it easier to set the travel route of the self-propelled freight vehicle 30 and can shorten the waiting time of the self-propelled freight vehicle 30. Note that since the directed edges E8, E2, and E4 where the stop point S5 and the waiting points St1 and St2 are located do not correspond to either branch edges or merging edges, it is not necessary to install new nodes Nn.

[0024] Also, in the collision prevention program of the present invention, as described above, the directed edge En where the automated guided vehicle 30 is located and the directed edge En connected to the rear thereof always become the occupied edges of the automated guided vehicle 30. Therefore, if the stop point Sn or the waiting point Stn is arranged side by side on the same directed edge En or adjacent directed edges En, while the automated guided vehicle 30 is stopped at the previous stop point Sn (waiting point Stn), other automated guided vehicles 30 cannot enter the rear stop point Sn (waiting point Stn). For this reason, for example, new nodes N14 and N15 are provided between the stop points S3 and S4, and a new directed edge E17 is provided between the directed edge E16 where the stop point S3 is located and the directed edge E18 where the stop point S4 is located. In this configuration, the occupied edges of the automated guided vehicle 30 stopped at the stop point S4 are the directed edges E18 and E17, and the directed edge E16 where the stop point S3 exists is removed from this occupied edge. Therefore, even when another automated guided vehicle 30 is stopped at the stop point S4, it is possible to enter and stop the automated guided vehicle 30 at the stop point S3, and it is possible to achieve efficient operation of the in-facility automatic driving system 100 and shorten the waiting time of the automated guided vehicle 30.

[0025] In addition, in FIG. 2, the stop point S5 is set on the main route. However, when there are multiple automated guided vehicles 30, unless it is unavoidable, the stop point Sn is not set on the main route, and it is preferable to branch the route and appropriately provide nodes Nn as in the stop points S1 and S2. In this configuration, the period during which the occupied edges of the automated guided vehicle 30 block the main route can be shortened, and more efficient operation can be performed.

[0026] Next, the operation of the in-facility automatic driving system 100, the operation program, and the collision prevention program when there are multiple automated guided vehicles 30 and the automatic driving lane 10 has a waiting point Stn will be described with reference to the flowcharts of FIGS. 2 and 3. Here, the description will be made using an example of two automated guided vehicles 30, namely the first automated guided vehicle 30a and the second automated guided vehicle 30b.

[0027] First, for example, manually drive the first self-propelled freight vehicle 30a and the second self-propelled freight vehicle 30b from the parking location onto the automated driving lane 10. Then, switch the first self-propelled freight vehicle 30a and the second self-propelled freight vehicle 30b from manual driving to automated driving, and the driver gets out of the vehicle. Thereby, the on-site automated driving system 100 according to the present invention operates (step S100).

[0028] When the on-site automated driving system 100 operates, the first self-propelled freight vehicle 30a and the second self-propelled freight vehicle 30b respectively acquire their own positions and transmit them to the operation program (step S102). Here, assume that the first self-propelled freight vehicle 30a is located at the stop point S5 and the second self-propelled freight vehicle 30b is located at the stop point S1. At this time, since no destinations are set for the first self-propelled freight vehicle 30a and the second self-propelled freight vehicle 30b, both vehicles are in a state of automated driving operation and stopped.

[0029] Next, the collision prevention program acquires the position information of the received first self-propelled freight vehicle 30a and the second self-propelled freight vehicle 30b, and sets the directed edge En where the self-propelled freight vehicles 30a and 30b are located and the directed edge En connected to the rear of this directed edge En as the occupied edges of the respective self-propelled freight vehicles 30a and 30b. Specifically, the directed edge E10 where the second self-propelled freight vehicle 30b is located and the directed edge E9 connected to the rear of this directed edge E10 are set as the occupied edges of the second self-propelled freight vehicle 30b. Also, the directed edge E8 where the first self-propelled freight vehicle 30a is located and the two directed edges E7 and E19 connected to the rear of this directed edge E8 are set as the occupied edges of the first self-propelled freight vehicle 30a (step S104). The other directed edges En are in an empty state.

[0030] Here, an operator uses the tablet terminal 20 to input the stop point S4 as the destination of the first self-propelled freight vehicle 30a (step S106). Thereby, the operation program searches for a driving route and selects a driving route of node N1 → N2 → N3 → N4 → N5 → N13 → N14 → N15 → stop point S4 (step S108).

[0031] Next, the collision prevention program extracts the directed edges E1, E2, E3, E4, E15, E16, E17, E18 that constitute the selected driving route. Further, the collision prevention program extracts the directed edge En of the merging edge that merges into this driving route. Here, since the nodes N2 and N4 are merging points, the merging edges E11 and E14 that merge into these nodes N2 and N4 are extracted. Then, these extracted directed edges E1, E11, E2, E3, E14, E4, E15, E16, E17, E18 are set as the occupancy request edges of this driving route (step S110).

[0032] Next, the collision prevention program determines whether all of these occupancy request edges (directed edges E1, E11, E2, E3, E14, E4, E15, E16, E17, E18) are in an empty state (step S120). Here, since the occupancy edges of the second automated guided vehicle 30b are the directed edges E10 and E9, in the case where all of the above occupancy request edges are in an empty state (step S120: Yes). In this case, the collision prevention program permits the operation program to set this driving route. As a result, the operation program sets and transmits the above driving route as the driving route of the first automated guided vehicle 30a (step S122). Further, the collision prevention program sets the occupancy edges E8, E7, E19 of the first automated guided vehicle 30a when it stops and the above occupancy request edges as the occupancy edges of the first automated guided vehicle 30a. As a result, the occupancy edges of the first automated guided vehicle 30a become the directed edges E8, E7, E19, E1, E11, E2, E3, E14, E4, E15, E16, E17, E18 (step S124). Then, the state of the first automated guided vehicle 30a becomes automatic driving operation and traveling, and it automatically drives along the set driving route to the stop point S4 which is the destination (step S126).

[0033] Furthermore, the position information of the self-driving cargo vehicles 30a and 30b is updated at any time. For example, when the first self-driving cargo vehicle 30a passes through the node N1, the directed edges E7 and E19 at the end of the occupied edges of the first self-driving cargo vehicle 30a are excluded from the occupied edges of the first self-driving cargo vehicle 30a and become empty. In this way, the self-driving cargo vehicles 30a and 30b automatically drive along the driving route, and every time they pass through the node Nn, the directed edge En at the end is excluded from the occupied edges and becomes empty, and the occupied edges of the self-driving cargo vehicles 30a and 30b during driving gradually decrease.

[0034] Then, when the first self-driving cargo vehicle 30a arrives at the stop point S4, which is the destination, it becomes in the state of automatic driving operation and parking (step S128), and the necessary loading and unloading operations of the goods between the building 12d are carried out. Then, it waits for the input of the next destination by the tablet terminal 20 (step S140). Also, when the in-plant automatic driving system 100 for the first self-driving cargo vehicle 30a is turned off by switching the first self-driving cargo vehicle 30a to manual driving or the like (step S140: Yes), the first self-driving cargo vehicle 30a becomes in the state of non-operation of automatic driving, and the automatic driving control for the first self-driving cargo vehicle 30a ends (step S142).

[0035] Also, when the first self-driving cargo vehicle 30a is running on the directed edge E8, it is assumed that, for example, the stop point S2 is input as the destination for the second self-driving cargo vehicle 30b that is in the state of automatic driving operation and parking at the stop point S1 (step S106). Thereby, the operation program searches for the driving route and selects the driving route of node N10 → N2 → N3 → N11 → stop point S2 (step S108).

[0036] Next, the collision prevention program extracts the directed edges E11, E2, E12, E13 that make up the selected driving route and the merging edge E1 to this driving route, and uses these as occupancy request edges (step S110). Next, the collision prevention program determines whether all of the above occupancy request edges (directed edges E11, E1, E2, E12, E13) are in an empty state (step S120). Here, since the occupancy edges of the first self-driving freight vehicle 30a during travel for the directed edge E8 are the directed edges E7, E19, E8, E1, E2, E11, E3, E4, E14, E15, E16, E17, E18, among the occupancy request edges, the directed edges E11 and E2 are the occupancy edges of the first self-driving freight vehicle 30a, and not all of the occupancy request edges are in an empty state (step S120: No). In this case, the collision prevention program does not permit the setting of this driving route for the operation program.

[0037] Here, in this example, when the setting of the driving route is not permitted, a configuration of waiting until all of the occupancy request edges become empty, and a configuration of automatically driving the self-driving freight vehicle 30 to the waiting point Stn when there is a movable waiting point Stn in the middle will be described. However, without providing such a configuration, a simple error may occur assuming that the input destination overlaps with the driving route of another self-driving freight vehicle 30, and the input of this destination may be rejected.

[0038] And when the setting of the driving route is not permitted in step S120, the operation program checks whether there is a waiting point Stn in the driving route of the selected second self-driving freight vehicle 30b (step S200). Note that in a configuration where no waiting point Stn is provided on the automated driving lane 10, steps S200 to S240 described later are not provided, and directly from step S120, the process proceeds to step S242 below, and waits until there is a change in the occupancy edges of another self-driving freight vehicle 30.

[0039] And in step S200, if there is no waiting point Stn on this driving route (step S200: No), the process proceeds to step S242, and the vehicle waits until another self-driving cargo vehicle 30 (the first self-driving cargo vehicle 30a) moves and a change occurs in the occupied side. Then, when another self-driving cargo vehicle 30 (the first self-driving cargo vehicle 30a) moves and a change occurs in the occupied side (step S242: Yes), the process proceeds to step S120, and again, it is determined whether all of the occupied request sides up to the stop point S2 are in an empty state. If all are in an empty state, the operations after step S122 are performed to automatically drive the second self-driving cargo vehicle 30b to the stop point S2, which is the destination.

[0040] Also, in step S200, if there is a waiting point Stn on the selected driving route (step S200: Yes), the operation program determines whether there are multiple waiting points Stn on this driving route (step S230). If there is only one waiting point Stn (step S230: No), that waiting point Stn (here, the waiting point St1) is set as the intermediate destination (step S201). If there are multiple waiting points Stn (step S230: Yes), the waiting point Stn closest to the input destination is selected (step S232), and that waiting point Stn is set as the intermediate destination (step S201).

[0041] Next, the operation program selects the driving route (node N10 → N2 → waiting point St1) to the set intermediate destination (waiting point St1) (step S202). Next, the collision prevention program extracts and sets the occupied request sides of the selected driving route to the waiting point St1. Here, the occupied request sides are the directed sides E11, E1, and E2 (step S204).

[0042] Next, the collision prevention program determines whether all of these occupancy request edges (directed edges E11, E1, E2) are in an empty state (step S206). Here, the occupancy edges of the first automated guided vehicle 30a traveling on the directed edge E8 are the directed edges E7, E19, E8, E1, E2, E11, E3, E4, E14, E15, E16, E17, E18 as described above. Therefore, among the above occupancy request edges, the directed edges E11 and E2 still correspond to the occupancy edges of the first automated guided vehicle 30a and are not all in an empty state (step S206: No). In this case, the collision prevention program does not permit the running program to set the travel route to this waiting point St1.

[0043] In this case, the running program checks whether there is another waiting point Stn that is not set as an intermediate destination (step S234). Then, if there is another waiting point Stn that is not set as an intermediate destination (step S234: Yes), the waiting point Stn that is closest to the destination among these is selected next (step S236), and this waiting point Stn is set as the intermediate destination (step S201). Then, steps S202 to S206 are performed to determine whether the travel route to the set intermediate destination can be set.

[0044] Also, in step S234, if there is no other waiting point Stn that is not set as an intermediate destination (step S234: No), the process proceeds to step S240, and the vehicle waits until there is a change in the occupancy edges of the other automated guided vehicles 30.

[0045] And, in step S240, when there is a change in the occupied side of another automated guided vehicle 30 (step S240: Yes), the process proceeds to step S120, and again, it is determined whether all of the occupied request sides (directed edges E11, E2, E1, E12, E13) up to the stop point S2, which is the final destination, are in an empty state. Here, for example, when the first automated guided vehicle 30a passes through the node N4 and the occupied sides of the first automated guided vehicle 30a become E3, E4, E14, E15, E16, E17, E18, all of the occupied request sides (directed edges E11, E2, E1, E12, E13) from the stop point S1 to the stop point S2 of the second automated guided vehicle 30b become in an empty state (step S120: Yes). In this case, the collision prevention program permits the operation program to set this driving route.

[0046] Accordingly, the operation program sets and transmits the above driving route as the driving route of the second automated guided vehicle 30b (step S122). Also, the collision prevention program adds the above occupied request sides (directed edges E11, E2, E1, E12, E13) up to the stop point S2 to the occupied sides E9, E10 of the second automated guided vehicle 30b, and sets the occupied sides of the second automated guided vehicle 30b as directed edges E9, E10, E11, E1, E2, E12, E13 (step S124). Then, the second automated guided vehicle 30b starts automatic driving and running, and automatically drives to the stop point S2 along the set driving route (step S126). Incidentally, in this case, the driving route of the standby point St1, which is the intermediate destination, can also be permitted at the same time, but the stop point S2, which is the final destination, is prioritized, and the setting of the intermediate destination is cancelled.

[0047] And when the second automated guided vehicle 30b arrives at the stop point S2, it stops during automatic driving operation (step S128), and the necessary loading and unloading work between the building 12b is performed. Then, it waits for the input of the next destination by the tablet terminal 20 (step S140). Also, when the in-plant automatic driving system 100 for the second automated guided vehicle 30b is turned off (step S140: Yes), the automatic driving control for the second automated guided vehicle 30b ends (step S142).

[0048] Also, assume that while the first self-propelled freight vehicle 30a is traveling along the directed edge E4, an input is made via the tablet terminal 20 to set the stop point S3 as the destination for the second self-propelled freight vehicle 30b that is in a stopped state at the stop point S1 (step S106). As a result, the operation program selects a travel route of node N10 → N2 → N3 → N4 → N5 → N13 → stop point S3 from the stop point S1 to the stop point S3 (step S108). Next, the collision prevention program sets the occupancy request edges (directed edges E11, E1, E2, E3, E4, E14, E15, E16) of the selected travel route (step S110).

[0049] Next, the collision prevention program determines whether or not all of these occupancy request edges (directed edges E11, E1, E2, E3, E4, E14, E15, E16) are in an empty state (step S120). Here, since the occupied edges of the first self-propelled freight vehicle 30a traveling along the directed edge E4 are the directed edges E3, E4, E14, E15, E16, E17, E18, among the above occupancy request edges, the directed edges E3, E4, E14, E15, E16 correspond to the occupied edges of the first self-propelled freight vehicle 30a and are not all in an empty state (step S120: No). Therefore, the collision prevention program does not permit the operation program to set this travel route and proceeds to step S200. Then, in step S200, the operation program checks whether or not there is a waiting point Stn in this travel route.

[0050] Here, there are standby points St1 and St2 during this driving route (step S200: Yes). Next, the operation program checks whether there are multiple standby points Stn during the driving route (step S230). Here, there are multiple standby points St1 and St2 during the above driving route (step S230: Yes). Therefore, the operation program selects the standby point St2 closest to the destination (stop point S3) (step S232) and sets this as the intermediate destination (step S201). Next, the operation program selects the driving route (node N10 → N2 → N3 → N4 → standby point St2) to the standby point St2 which is the intermediate destination (step S202). Next, the collision prevention program extracts and sets the occupied request edges (directed edges E11, E2, E1, E3, E4, E14) of the driving route to the selected standby point St2 (step S204).

[0051] Next, the collision prevention program determines whether all of the set occupied request edges to the standby point St2 are in an empty state (step S206). Here, since the occupied edges of the first self-driving freight vehicle 30a during travel for the directed edge E4 are the directed edges E3, E4, E14, E15, E16, E17, E18 as described above, among the occupied request edges to the standby point St2, the directed edges E3, E4, E14 correspond to the occupied edges of the first self-driving freight vehicle 30a and are not all in an empty state (step S206: No). Therefore, the collision prevention program does not permit the setting to the second self-driving freight vehicle 30b for this driving route.

[0052] Next, the operation program checks whether there are other standby points Stn that are not set as intermediate destinations (step S234). Here, there is still a standby point St1 that is not set as an intermediate destination during the driving route to the final destination (step S234: Yes). In this case, the operation program selects the standby point St1 (step S236) and sets this as the intermediate destination (step S201). Incidentally, when there are multiple other standby points Stn that are not set as intermediate destinations, the standby points Stn on the side closer to the final destination are selected in order. Next, the operation program selects the driving route (node N10 → N2 → standby point St1) to the standby point St1 which is the intermediate destination (step S202).

[0053] Next, the collision prevention program extracts and sets the occupancy request edges (directed edges E11, E1, E2) of the travel route to the selected waiting point St1 (step S204). Next, the collision prevention program determines whether all of the occupancy request edges to the set waiting point St1 are in an empty state (step S206). Here, since the occupancy edges of the first automated guided vehicle 30a traveling on the directed edge E4 are the directed edges E3, E4, E14, E15, E16, E17, E18 as described above, all of the occupancy request edges (directed edges E11, E1, E2) to the waiting point St1 are in an empty state (step S206: Yes), and the waiting point St1 is recognized as a movable waiting point. Therefore, the collision prevention program permits the setting of this travel route to the operation program.

[0054] Accordingly, the operation program sets and transmits the travel route to this intermediate destination (waiting point St1) as the travel route of the second automated guided vehicle 30b (step S210). Further, the collision prevention program adds the occupancy request edges (directed edges E11, E1, E2) to the occupancy edges E9, E10 of the second automated guided vehicle 30b, and sets the occupancy edges of the second automated guided vehicle 30b as the directed edges E9, E10, E11, E1, E2 (step S212). Then, the state of the second automated guided vehicle 30b becomes automatic driving in operation and traveling, and it automatically drives along the set travel route to the waiting point St1 as the intermediate destination (step S214). When the second automated guided vehicle 30b arrives at the waiting point St1 as the intermediate destination (step S218), the second automated guided vehicle 30b stops and becomes automatic driving in operation and stopped. Then, it shifts to step S108, and the travel route (N3 → N4 → N5 → N13 → stop point S3) from the waiting point St1 to the final destination, the stop point S3, is selected. Next, the collision prevention program sets the occupancy request edges (directed edges E3, E4, E14, E15, E16) of the selected travel route (step S110). Then, in step S120, it is determined whether all of these occupancy request edges (directed edges E3, E4, E14, E15, E16) are in an empty state.

[0055] At this time, when the first automated freight vehicle 30a is located on the directed edge E18, the occupied edges of the first automated freight vehicle 30a are the directed edges E17 and E18, and all the occupied request edges (directed edges E3, E4, E14, E15, E16) from the standby point St1 to the stop point S3, which is the final destination of the second automated freight vehicle 30b, are in an empty state (step S120: Yes). Therefore, the collision prevention program permits the setting of the driving route to the final destination of the second automated freight vehicle 30b for the operation program. Then, the operations from step S122 to step S126 are performed, and the second automated freight vehicle 30b automatically drives along the set driving route to the stop point S3, which is the final destination. Then, at the stop point S3, the necessary loading and unloading operations between the building 12d are performed, and it waits for the input of the next destination or the end of the automatic driving control (step S218, step S140, step S142).

[0056] Also, when the second automated freight vehicle 30b arrives at the standby point St1, which is an intermediate destination, and the first automated freight vehicle 30a is traveling on the directed edge E16 when shifting to step S120, the occupied edges of the first automated freight vehicle 30a are the directed edges E15, E16, E17, and E18. Among the occupied request edges to the final destination (stop point S3) of the second automated freight vehicle 30b, the directed edges E15 and E16 are not in an empty state (step S120: No). In this case, the collision prevention program does not permit the setting of the driving route from this standby point St1 to the stop point S3.

[0057] In this case, the running program checks whether there is a waiting point Stn on the driving route from the selected waiting point St1 to the stopping point S3 (step S200). Here, there is a waiting point St2 on the driving route from the waiting point St1 to the stopping point S3 (step S200: Yes). Also, there are not multiple waiting points Stn on the driving route from the waiting point St1 to the stopping point S3 (step S230: No). In this case, the running program sets this waiting point St2 as the intermediate destination (step S201). Next, the running program searches for the driving route from the waiting point St1 to the waiting point St2 and selects the driving route of node N3→N4→waiting point St2 (step S202). Next, the collision prevention program extracts and sets the occupancy request edges (directed edges E3, E14, E4) of this driving route from the waiting point St1 to the waiting point St2 (step S204).

[0058] Next, the collision prevention program determines whether all of these occupancy request edges (directed edges E3, E14, E4) are in an empty state (step S206). Here, since the occupancy edges of the first self-driving freight vehicle 30a running on the directed edge E16 are the directed edges E15, E16, E17, E18 as described above, all of the occupancy request edges from the waiting point St1 to the waiting point St2 are in an empty state (step S206: Yes), and the waiting point St2 is recognized as a movable waiting point. Therefore, the collision prevention program permits the running program to set this driving route.

[0059] As a result, steps S210 and S212 are performed, the driving route of the second self-driving freight vehicle 30b is set, and the occupancy edges of the second self-driving freight vehicle 30b become the directed edges E11, E1, E2, E3, E4, E14. Then, the second self-driving freight vehicle 30b starts automatic driving and runs automatically along the set driving route to the waiting point St2 as the intermediate destination (step S214).

[0060] When the second self-driving freight vehicle 30b arrives at the waiting point St2 as an intermediate destination (step S218), the second self-driving freight vehicle 30b becomes parked during automatic driving operation and shifts to step S108. Then, a driving route (N5 → N13 → stop point S3) from the waiting point St2 to the stop point S3, which is the final destination, is selected. Next, the collision prevention program sets the occupancy request edges (directed edges E15, E16) of the selected driving route (step S110). Then, in step S120, it is determined whether all of these occupancy request edges (directed edges E15, E16) are in an empty state.

[0061] When all of the occupancy request edges (directed edges E15, E16) are in an empty state (step S120: Yes), steps S122 to S128 are performed, and the second self-driving freight vehicle 30b arrives at the stop point S3, which is the final destination, by automatic driving. Also, when not all of the above occupancy request edges (directed edges E15, E16) are in an empty state (step S120: No), it shifts to step S200 and determines the presence or absence of a waiting point Stn in the driving route. At this time, since there is no waiting point Stn between the waiting point St2 and the stop point S3 (step S200: No), the second self-driving freight vehicle 30b changes to the occupied edge of another self-driving freight vehicle 30 and waits until the setting of the driving route (node N5 → N13 → stop point S3) from the waiting point St2 to the stop point S3, which is the final destination, is permitted (step S242).

[0062] When the driving route to the stop point S3 is permitted in step S120, steps S122 to S126 are performed, and the second self-driving freight vehicle 30b travels by automatic driving and arrives at the stop point S3, which is the final destination (step S128). Then, the necessary loading and unloading work of the goods is performed between the building 12c and the second self-driving freight vehicle 30b, and it waits for the input of the next destination or the end of the automatic driving control (step S140, step S142).

[0063] In the configuration having the above standby point Stn, when the setting of the driving route to the final destination is not permitted, it is determined whether it is possible to perform autonomous driving to an intermediate standby point Stn. If possible, that standby point Stn is set as an intermediate destination and the self-propelled freight vehicle 30 is moved. As a result, the self-propelled freight vehicle 30 can be brought closer to the final destination, and efficient operation of the in-facility autonomous driving system 100 and shortening of the standby time of the self-propelled freight vehicle 30 can be achieved.

[0064] Next, a configuration for parking a plurality of (for example, two) self-propelled freight vehicles 30 in one building 12 (here, building 12a) will be described. In this case, as shown in FIG. 4, the stop point S1 is divided and set into two, S1a and S1b, corresponding to the number of self-propelled freight vehicles 30 to be parked. Nodes N9a and N10a are provided between these stop points S1a and S1b in the same way as normal stop points Sn and standby points Stn. As a result, the directed edge E10 is divided into three, E10a, E10b, and E10c, and a directed edge E10b is provided between nodes N9a and N10a. Note that the length of the directed edge E10b is set to a sufficient distance such that there is no risk of contact even if self-propelled freight vehicles 30 are parked at both stop points S1a and S1b. As a result, the stop points S1a and S1b function in the same way as the other stop points S1 to S5, and it becomes possible to park a plurality of self-propelled freight vehicles 30 in one building 12. On the map display by the tablet terminal 20, the stop points S1a and S1b may be displayed individually, or may be displayed together as the stop point S1. In this case, it is preferable that the operation program preferentially assigns the forward stop point S1a as the destination, and automatically assigns the destination to the rear stop point S1b when a self-propelled freight vehicle 30 is parked at the stop point S1a.

[0065] As described above, the in-facility automatic driving system 100 according to the present invention performs the transportation of goods within the site by automatic driving using the driverless self-propelled cargo vehicle 30. For this reason, a driver for the cargo vehicle is no longer required, and the labor reduction of the workers can be achieved. Note that the self-propelled cargo vehicle 30 of the in-facility automatic driving system 100 according to the present invention performs automatic driving only on the automatic driving lane 10 in a pre-limited private land or the like, and does not perform automatic driving on public roads. For this reason, fully driverless automatic driving is possible without being restricted by laws.

[0066] In addition, in the in-facility automatic driving system 100 according to the present invention, on-site workers such as the driver of the forklift 32 perform the input operation of the destination for the self-propelled cargo vehicle 30 by themselves using the tablet terminal 20. For this reason, a central control room for the automatic driving system is no longer required, and the personnel, equipment, and space required therefor can be reduced. As a result, it becomes possible for one worker to perform the work of transporting goods within the site, which conventionally required at least two workers.

[0067] In addition, the in-facility automatic driving system 100 according to the present invention displays the automatic driving lane 10 on the monitor of the tablet terminal 20 used as an operation terminal as a map, and displays the position and state of the self-propelled cargo vehicle 30 on this map display. Thereby, an operator having the tablet terminal 20 can visually grasp the position and state of the self-propelled cargo vehicle 30. In particular, when there are a plurality of self-propelled cargo vehicles 30, an operator having the tablet terminal 20 can visually grasp the positions and states of all the self-propelled cargo vehicles 30, and can efficiently operate the self-propelled cargo vehicles 30.

[0068] In addition, the in-facility automatic driving system 100 according to the present invention having a collision prevention program sets an occupied side for the self-propelled freight vehicle 30 and does not set this occupied side in the driving routes of other self-propelled freight vehicles 30, thereby preventing the intersection of the driving routes of each vehicle and avoiding collisions between the self-propelled freight vehicles 30 with a simple algorithm. In addition, it is possible to avoid a deadlock in which all the self-propelled freight vehicles 30 are unable to move due to each other's driving routes. Furthermore, by setting appropriate nodes Nn, the waiting time of the self-propelled freight vehicle 30 can be shortened.

[0069] Furthermore, in a configuration where there are a plurality of self-propelled freight vehicles 30 and a waiting point Stn is provided on the automatic driving lane 10, when the setting of the driving route to the final destination is not permitted by other self-propelled freight vehicles 30, if possible, the self-propelled freight vehicle 30 is automatically moved to the waiting point Stn in the middle by automatic driving. Thereby, the self-propelled freight vehicle 30 can be brought as close as possible to the final destination, and efficient operation of the in-facility automatic driving system 100 and shortening of the waiting time of the self-propelled freight vehicle 30 can be achieved.

[0070] In addition, in this example, the in-facility automatic driving system 100 according to the present invention has been described using the relatively simple automatic driving lane 10 shown in FIGS. 1 and 2. However, the operation program and collision prevention program of the present invention are applicable to a complex automatic driving lane 10 having a large number of branches, detours, shortcuts, etc., as long as the automatic driving lane 10 is constructed in a one-way loop shape.

[0071] In addition, the operations, procedures, operation methods, etc. of the in-facility automatic driving system 100 shown in this example are not limited to the above examples, and the present invention can be implemented with modifications without departing from the gist of the present invention. In addition, the operation program, collision prevention program, and flowchart shown in FIG. 3 of the in-facility automatic driving system 100 shown in this example are examples, and the data acquisition method, data processing method, step order, determination criteria, algorithm, etc. of each step are not limited to the above examples. In addition, necessary steps can be inserted as appropriate, and modifications can be made without departing from the gist of the present invention.

Explanation of Symbols

[0072] 10 Automated Driving Lane 20 Tablet Terminal 30, 30a, 30b Self-Propelled Freight Vehicle 100 In-facility Automated Driving System Area A E1~E19 Directed Edge S1~S5 Stop Point St1~St3 Waiting Point N1~N16 Node

Claims

1. A one-way automatic driving lane set to enable automatic driving within a pre-defined area, A plurality of self-propelled freight vehicles capable of loading goods and traveling on the automatic driving lane by automatic driving, An operation program for managing the driving routes of the self-propelled freight vehicles, In an in-facility automatic driving system having an operation terminal for inputting the destinations of the self-propelled freight vehicles on the automatic driving lane into the operation program, The operation terminal is a portable tablet terminal, and the operation program includes a collision prevention program, The operation program sets the point where the self-propelled freight vehicle stops on the automatic driving lane as a stop point Sn, and sets nodes Nn at least at points on the automatic driving lane before and after the stop point Sn, points where the automatic driving lane branches, and points where the automatic driving lane merges. At the same time, the sections between these nodes Nn are set as directed edges En respectively, The collision prevention program sets the directed edge where the self-propelled freight vehicle is located, the directed edge connected to the rear of the directed edge where the self-propelled freight vehicle is located, the directed edges constituting the driving route of the self-propelled freight vehicle, and the directed edges merging into the driving route as the occupied edges of the self-propelled freight vehicle, and restricts the setting of the driving route so that collisions between the self-propelled freight vehicles do not occur by not setting the occupied edges on the driving routes of other self-propelled freight vehicles. The in-facility automatic driving system is characterized by this.

2. It further has a standby point Stn as a standby location for the self-propelled freight vehicle on the automatic driving lane, When the operation program cannot set the driving route to the destination of the self-propelled freight vehicle and there is a movable standby point Stn on the driving route, the operation program sets the standby point Stn as an intermediate destination and automatically drives the self-propelled freight vehicle to the intermediate destination. The in-facility automatic driving system according to Claim 1 is characterized by this.

3. The tablet terminal displays the automatic driving lane on a map and displays the positions and states of all the self-propelled freight vehicles on the map display. The in-facility automatic driving system according to Claim 1 or Claim 2 is characterized by this.

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