Vehicle management system

Abstract

To provide a vehicle management system capable of shortening a time required for an exchange of unmanned vehicles at a loading position, and also capable of improving productivity.SOLUTION: A vehicle management system performs: calculating a deceleration start position arrival time of a first unmanned vehicle when receiving a travel permission request in a standby section of the first unmanned vehicle stopped in the standby section; calculating a loading section release position arrival time from the reception of a loading completion report by a second unmanned vehicle positioned in a loading section to an arrival to an outside of the loading section; calculating a starting time difference between the arrival of the second unmanned vehicle at the outside of the loading section and the succeeding arrival of the first unmanned vehicle at a deceleration start position based on the deceleration start position arrival time and the loading section release position arrival time; calculating a starting time of the first unmanned vehicle based on a reception time of the loading completion report and the starting time difference; and outputting a travel permission of the standby section with respect to the first unmanned vehicle after the starting time passes.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a vehicle management system.

Background Art

[0002] In open-pit mines and the like, a vehicle management system is used that includes a dump truck (i.e., an unmanned vehicle) that autonomously travels without an operator on board and a control station that communicates with the unmanned vehicle via a wireless communication line.

[0003] As a technology related to a vehicle management system, for example, the one described in Patent Document 1 is known. Patent Document 1 discloses a vehicle driving system that generates a driving route of a vehicle from an entrance point of a loading area to a loading point where a loading machine is located, and drives the vehicle along the generated driving route. In this system, there are: a driving route generation means that generates a driving route from the entrance point to the loading point via a standby point near the loading point based on the position information of the loading point and the position information of the entrance point; a first driving control means that drives the vehicle along the driving route from the entrance point to the standby point based on the information of the driving route generated by the driving route generation means; a standby means that makes the vehicle wait until it obtains permission from the loading machine at the standby point; a partial driving route generation means that, when an instruction to change the position of the loading point is given from the loading machine to the control device or / and the vehicle while the vehicle is waiting at the standby point or driving from the entrance point to the standby point, generates a partial driving route from the standby point to the loading point after the position change based on the position information of the loading point after the position change and the position information of the standby point on the driving route before the loading point moves; and a second driving control means that, when no instruction to change the position of the loading point is given from the loading machine to the control device or / and the vehicle while the vehicle is waiting at the standby point and while driving from the entrance point to the standby point, drives the vehicle along the driving route from the standby point to the loading point based on the information of the driving route generated by the driving route generation means, and when an instruction to change the position of the loading point is given while the vehicle is waiting at the standby point or driving from the entrance point to the standby point, drives the vehicle along the partial driving route from the standby point to the loading point after the position change based on the information of the partial driving route generated by the partial driving route generation means.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In the above prior art, on the driving route of the driverless vehicle, a waiting point such as a switchback point is set near the loading point as a point where the vehicle should wait until it obtains permission from the loading machine, and the driverless vehicle is continuously driven to this waiting point, that is, as close as possible to the loading machine without being stopped as much as possible, so as to improve production efficiency.

[0006] However, the waiting point needs to be set at a position with a margin from the loading point so that contact between driverless vehicles does not occur. In particular, in open-pit mines and the like, extra-large driverless vehicles are often operated, and considering the moving distance required for operation changes such as acceleration and deceleration of the driverless vehicle, the waiting point is set at a position a certain distance away from the loading point. Also, when not considering the departure timing of the driverless vehicle from the waiting point as in the above prior art, the time required for replacing the driverless vehicle at the loading point becomes long, and productivity decreases.

[0007] The present invention has been made in view of the above, and an object thereof is to provide a vehicle management system capable of shortening the time required for replacing a driverless vehicle at the loading position and improving productivity.

Means for Solving the Problem

[0008] This application includes multiple means for solving the above problems. For example, it includes a plurality of driverless vehicles including at least a first driverless vehicle and a second driverless vehicle capable of autonomous driving for transporting objects to be transported, a loading machine that performs a loading operation of loading the object to be transported onto each of the plurality of driverless vehicles, and a control station that wirelessly connects the loading machine and the plurality of driverless vehicles so as to be communicable with each other. A vehicle management system, which acquires vehicle body information including position information indicating the position and azimuth information indicating the orientation at the work site of the plurality of driverless vehicles, controls the autonomous driving of the plurality of driverless vehicles respectively based on the driving permission for the plurality of driverless vehicles, and among the plurality of driving sections that make up the driving route along which the plurality of driverless vehicles travel, outputs a driving permission request for requesting driving permission in a predetermined driving section for each of the plurality of driverless vehicles; a loading completion notification input device that outputs a notification indicating that the loading operation of loading the object to be transported onto the driverless vehicle stopped at the loading position preset in the driving route as the position where the loading operation of loading the object to be transported onto the driverless vehicle by the loading machine is completed in response to an input operation of the operator of the loading machine; a control and control device that sets the driving route along which the plurality of driverless vehicles travel based on map information including a work plan predetermined at the work site and information on the positions and speed limits of the plurality of driving routes, and outputs driving permission for a predetermined driving section of the driving route set for the plurality of driverless vehicles based on the driving permission request from the driverless vehicle control device. The control and control device sets a loading section, which is a driving section including the loading position and in which only one driverless vehicle can enter at a time, and a waiting section, which is a driving section adjacent to the loading section and in which the driverless vehicle heading towards the loading section waits. When receiving a driving permission request in the waiting section of the first driverless vehicle stopped in the waiting section, it calculates the deceleration start position arrival time, which is the time until reaching the deceleration start position where deceleration should start in order to stop before entering the loading section after the first driverless vehicle starts. It calculates the loading section release position arrival time, which is the time from when the second driverless vehicle located in the loading section receives the loading completion notification and starts until it reaches outside the loading section.Based on the deceleration start position arrival time and the loading section release position arrival time, calculate the departure time difference between the first driverless vehicle and the second driverless vehicle such that the second driverless vehicle reaches outside the loading section a predetermined margin time before the first driverless vehicle reaches the deceleration start position. Calculate the departure time of the first driverless vehicle based on the reception time of the loading completion notification for the second driverless vehicle and the departure time difference, and output a driving permission in the waiting section for the first driverless vehicle after the departure time has passed.

Effect of the Invention

[0009] According to the present invention, the time required for replacing the driverless vehicle at the loading position can be shortened, and productivity can be improved.

Brief Description of the Drawings

[0010]

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Best Mode for Carrying Out the Invention

[0011] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In this embodiment, a dump truck is shown as an example of a transport vehicle to be managed by the vehicle management system, and a hydraulic excavator is shown as an example of a loading machine, and the present invention is applicable to a vehicle management system that manages other transport vehicles and loading machines as well.

[0012] <First Embodiment> The first embodiment of the present invention will be described with reference to FIGS. 1 to 21.

[0013] FIG. 1 is a diagram showing the overall configuration of the vehicle management system according to this embodiment.

[0014] As shown in FIG. 1, the vehicle management system 100 is a system used at a work site such as an open-pit mine, and includes one or more loading machines 10 that perform excavation work and loading work, and one or more unmanned vehicles 20 (unmanned vehicle 20-1, unmanned vehicle 20-2) that transport objects to be transported such as earth and sand loaded from the loading machine 10, and a control station 30 that performs vehicle allocation management and traffic control of the unmanned vehicle 20. The loading machine 10, the unmanned vehicle 20, and the control station 30 are configured to be able to communicate with each other via a wireless communication line 40. Specifically, a plurality of wireless base stations 41 are installed in an open-pit mine or the like, and the loading machine 10, the unmanned vehicle 20, and the control station 30 communicate with each other via these wireless base stations 41.

[0015] In the present embodiment, as a traffic control method of the control station 30, a control method (so-called travel permission section control method) is used in which a partial section (travel section) of the transport route 60 divided by nodes on the map data showing the transport route 60 is exclusively permitted to travel based on the positions of the respective driverless vehicles 20. In the travel permission section control method, for example, when a travel permission for the travel section in front of the own vehicle is requested, if the travel section in front for which the travel permission is requested has been permitted to travel for another driverless vehicle or is set as prohibited from entry, the own vehicle is not permitted to travel in the travel section in front. Therefore, the own vehicle stops, for example, at the end within the currently permitted section and waits until the travel permission for the travel section in front is given.

[0016] FIG. 2 is a view showing the appearance of a hydraulic excavator shown as an example of a loading machine. Note that the loading machine 10 is not limited to a hydraulic excavator and may be, for example, a wheel loader or the like.

[0017] As shown in FIG. 2, the hydraulic excavator (loading machine) 10 includes an articulated front device 10A configured by connecting a boom 191, an arm 192, and a bucket 193 that respectively rotate in the vertical direction, an upper swing body 10B, and a lower traveling body 10C. Further, a driver's cab 197 for an operator to board is disposed in the upper front of the upper swing body 10B.

[0018] The base end of the boom 191 of the front device 10A is rotatably supported by the front part of the upper swing body 10B, one end of the arm 192 is rotatably supported by an end portion (tip) different from the base end of the boom 191, and the bucket 193 is rotatably supported by the other end of the arm 192. The boom 191, the arm 192, the bucket 193, the upper swing body 10B, and the lower traveling body 10C are respectively driven by a boom cylinder 194, an arm cylinder 195, a bucket cylinder 196, and a swing motor (not shown) and left and right traveling motors. Hereinafter, the boom cylinder 194, the arm cylinder 195, the bucket cylinder 196, the swing motor, and the left and right traveling motors may be collectively referred to as a vehicle body drive device 180 (see FIG. 5 later).

[0019] Figure 3 is a view showing an overview of the driver's seat installed in the driver's cab.

[0020] As shown in Figure 3, the driver's seat 172 installed in the driver's cab 197 is provided with an operation lever 171 (right operation lever 171-1, left operation lever 171-2) for outputting an operation signal for operating hydraulic actuators 194 to 196 and the like. The operation lever 171 can be tilted forward, backward, left, and right, and includes a detection device (not shown) that electrically detects the tilt amount of the lever, that is, the lever operation amount, which is an operation signal, and outputs the lever operation amount detected by the detection device via electrical wiring. That is, operations of the hydraulic actuators 194 to 196 and the like are respectively assigned to the front-back direction or the left-right direction of the operation lever 171. Hereinafter, the operation lever 171 including the right operation lever 171-1 and the left operation lever 171-2 may be referred to as a vehicle body operation input device 171 (see FIG. 5 later).

[0021] Further, on the upper part of the operation lever 171 (for example, the right operation lever 171-1), a loading completion notification input device 170 is arranged as a switch that can be quickly and constantly operated, for example, by the right thumb while holding the operation lever 171.

[0022] The loading completion notification input device 170 outputs a loading completion notification indicating that the loading operation of loading the object to be transported onto the unmanned vehicle 20 stopped at a preset loading position on the travel route as a position for performing the loading operation of loading the object to be transported onto the unmanned vehicle 20 by the loading machine (hydraulic excavator 10) in response to the input operation of the operator of the loading machine.

[0023] Note that the loading completion notification input device 170 may be, for example, a switch arranged on the driver's seat 172 so that the operator can easily operate it, and does not necessarily have to be a switch arranged on the upper part of the operation lever 171. For example, as long as the operator can perform the input operation while performing normal operations such as loading, it may be other than a switch and does not have to be arranged on the upper part of the operation lever 171.

[0024] FIG. 4 is a side view schematically showing the appearance of a dump truck shown as an example of an unmanned vehicle (transport vehicle). In FIG. 4, only one of the pair of left and right configurations of the driven wheels, drive wheels, traveling motors, etc. is illustrated and labeled, and for the other, only the label is shown in parentheses in the figure and the illustration is omitted.

[0025] As shown in FIG. 4, the dump truck 20, which is an unmanned vehicle, is, for example, an electric drive dump truck, and includes a vehicle body frame 281 that extends in the front-rear direction to form a support structure, and is disposed on the upper part of the vehicle body frame 281 so as to extend in the front-rear direction. A loading platform (bed) 285 whose lower rear end is tiltably provided on the vehicle body frame 281 via a pin joint portion 285a, a pair of driven wheels (front wheels) 282L and 282R provided on the lower front side of the left and right of the vehicle body frame 281, and a pair of drive wheels (rear wheels) 283L and 283R provided on the lower rear side of the left and right of the vehicle body, a driver's cab 284 provided on the upper front side of the vehicle body frame 281, a fuel tank 289 provided below the vehicle body frame 281, an engine (not shown) disposed on the vehicle body frame 281 and driven by fuel supplied from the fuel tank 289, and a traveling motor 290L, 290R that drives wheels (drive wheels 283L, 283R) using electric power output from a generator connected to and driven by the engine. The traveling motors 290L and 290R are housed in the rotating shaft portions of the drive wheels 283L and 283R together with a speed reducer (not shown). The vehicle body frame 281 and the loading platform 285 are connected by a hoist cylinder 286, and the loading platform 285 is rotated about the pin joint portion 285a by the expansion and contraction of the hoist cylinder 286.

[0026] FIG. 5 is a functional block diagram showing a vehicle management system.

[0027] As shown in FIG. 5, the vehicle management system 100 includes a plurality of unmanned vehicles 20 capable of autonomous driving for transporting objects to be transported such as earth and sand, a loading machine 10 that performs a loading operation of loading the objects to be transported on each of the plurality of unmanned vehicles 20, and a control station 30 that controls and manages the loading machine 10 and the plurality of unmanned vehicles 20, which are wirelessly connected to be mutually communicable.

[0028] Each of the plurality of driverless vehicles 20 acquires vehicle body information including position information indicating the position of the driverless vehicle 20 at the work site and orientation information indicating the orientation, controls the autonomous driving of the driverless vehicle 20 based on the driving permission for the driverless vehicle 20, and outputs a driving permission request that requests driving permission in a predetermined driving section among the plurality of driving sections that form the driving route along which the driverless vehicle 20 travels. A driverless vehicle control device 200 is arranged.

[0029] The loading machine 10 is provided with a loading completion notification input device 170 that outputs a loading completion notification indicating that the loading operation of loading the object to be transported onto the driverless vehicle 20 has been completed to the driverless vehicle 20 stopped at the loading position preset in the driving route as the position for performing the loading operation of loading the object to be transported onto the driverless vehicle 20 by the loading machine 10, in response to an input operation by the operator of the loading machine 10.

[0030] The control station 30 sets the driving routes along which the plurality of driverless vehicles 20 travel based on the work plan predetermined at the work site and the map information including the positions and speed limits of the plurality of driving routes, and outputs driving permission for a predetermined driving section of the driving routes set for the plurality of driverless vehicles 20 based on the driving permission request from the driverless vehicle control device 200. A control device 310 is arranged.

[0031] In addition, in FIG. 5, one loading machine 10 and one driverless vehicle 20 are shown respectively, but even when there are two or more of each, they have the same configuration respectively.

[0032] (Loading machine 10) The loading machine 10 includes a vehicle body operation input device 171, a vehicle body drive device 180, a loading completion notification input device 170, and a wireless communication device 140.

[0033] The wireless communication device 140 is, for example, a radio for connecting to the wireless communication line 40. This wireless communication device 140 transmits and receives information to and from the driverless vehicle 20 or the control station 30 via the wireless communication line 40.

[0034] The vehicle body operation input device 171 is the operation levers 171-1 and 171-2, and is provided in the driver's seat 172.

[0035] The vehicle body drive device 180 includes the boom cylinder 194, the arm cylinder 195, the bucket cylinder 196, the slewing motor, and the left and right traveling motors, and is driven according to the operation signal from the vehicle body operation input device 171. Further, an inertial measurement unit (IMU) (not shown) is provided in the vehicle body drive device 180, and the attitude information of the vehicle body drive device 180 or the number of loading times obtained from the attitude information can be transmitted to the unmanned vehicle 20 and the control station 30 via the wireless communication device 140.

[0036] The loading completion notification input device 170 outputs a loading completion notification indicating that the loading operation of loading the object to be transported by the loading machine (hydraulic excavator 10) into the unmanned vehicle 20 has been completed to the unmanned vehicle 20 stopped at the loading position preset in the travel route as the position where the loading operation is performed, according to the input operation of the operator of the loading machine. The loading completion notification from the loading completion notification input device 170 is transmitted to the unmanned vehicle 20 and the control station 30 via the wireless communication device 140.

[0037] The operation of the entire loading machine 10 is controlled by a control device (not shown). The control device of the loading machine 10 is composed of, for example, a CPU (Central Processing Unit) that executes calculations, a ROM (Read Only Memory) as a secondary storage device that records a program for the calculations, and a RAM (Random Access Memory) as a temporary storage device that stores the progress of the calculations and temporary control variables, and is configured by a microcomputer that combines them, and controls the operation of the loading machine 10 by executing the stored program.

[0038] (Unmanned vehicle 20) The driverless vehicle 20 is equipped with a driverless vehicle control device 200, a driving device 210, a position and orientation sensor 220, a speed sensor 230, a payload sensor 270, a storage device 250, and a wireless communication device 240.

[0039] The driving device 210 drives the running of the driverless vehicle 20 based on the control signal of the driverless vehicle control device 200, and includes, for example, a steering motor for changing the steering angle of the driverless vehicle 20, driving motors 290L and 290R for running the driverless vehicle 20, and brakes.

[0040] The position and orientation sensor 220 is, for example, a GPS (Global Positioning System) device or a sensor using magnetism, measures the position and orientation of the host vehicle, and outputs the measured position and orientation to the driverless vehicle control device 200. Note that the position and orientation sensor 220 may be a combination of GPS and an inertial measurement unit (IMU), or may identify the position using radio waves from a base station installed on the ground.

[0041] The payload sensor 270 measures the weight of the load (i.e., the payload) loaded on the driverless vehicle 20, and may be a weight sensor provided at the seating portion of the vessel (loading platform) 285, or may estimate the weight based on the pressure of the hoist cylinder 286 that operates the vessel 285. This payload sensor 270 outputs the measured payload to the driverless vehicle control device 200.

[0042] The storage device 250 is a non-volatile storage medium capable of reading and writing information, and stores an OS (Operating System), various control programs, application programs, databases, etc. In addition, in the storage device 250, a storage area is formed as a map information storage unit 251 that stores map information including a work plan predetermined at the work site and information on the positions and speed limits of a plurality of driving routes.

[0043] The wireless communication device 240 is, for example, a radio for connecting to the wireless communication line 40. This wireless communication device 240 transmits and receives information to and from the loading machine 10 or the control station 30 via the wireless communication line 40.

[0044] The driverless vehicle control device 200 is composed of, for example, a CPU (Central Processing Unit) that executes operations, a ROM (Read Only Memory) as a secondary storage device that records programs for operations, and a RAM (Random Access Memory) as a temporary storage device that stores the progress of operations and temporary control variables. It is configured by a microcomputer that combines these, and controls the operation of the driverless vehicle 20 by executing the stored programs.

[0045] The driverless vehicle control device 200 has an autonomous driving control unit 201, a vehicle body information management unit 202, and a driving permission request unit 203. The vehicle body information management unit 202 manages the position and orientation information output from the position and orientation sensor 220 and the load amount information output from the load sensor 270, and transmits this information to the control station 30 via the wireless communication device 240. In addition, the vehicle body information management unit 202 outputs the position, orientation, and load amount information to the autonomous driving control unit 201. Further, when the vehicle body information management unit 202 receives information on the driving route and driving permission section for the own vehicle from the control unit 312 (described later) of the control station 30, it outputs the received information to the autonomous driving control unit 201.

[0046] Based on the position, orientation, load amount, driving route, and driving permission section information output from the vehicle body information management unit 202, the autonomous driving control unit 201 generates control signals such as acceleration / deceleration control signals and steering control signals for driving the driverless vehicle 20 while following the permitted route and without deviating from the driving permission section. Further, the autonomous driving control unit 201 outputs these generated control signals to the driving actuator 210.

[0047] (Control Station 30) The control station 30 includes a control device 310, a control storage device 350, and a wireless communication device 340.

[0048] The control storage device 350 is a non-volatile storage medium capable of reading and writing information, and stores an OS (Operating System), various control programs, application programs, databases, etc. In the control storage device 350, storage areas are respectively formed as a vehicle allocation management information storage unit 351, a control information storage unit 352, and a map information storage unit 353.

[0049] The wireless communication device 340 is, for example, a radio for connecting to the wireless communication line 40, and transmits and receives information to and from the loading machine 10 or the unmanned vehicle 20 via the wireless communication line 40.

[0050] The control device 310 is configured by, for example, a microcomputer combining a CPU (Central Processing Unit) that executes operations, a ROM (Read Only Memory) as a secondary storage device that records a program for the operations, and a RAM (Random Access Memory) as a temporary storage device that stores the progress of the operations and temporary control variables, and controls the operation of the control station 30 by executing the stored program.

[0051] The control device 310 has a vehicle allocation management unit 311, a control unit 312, and a relief vehicle departure time calculation unit 313.

[0052] The vehicle allocation management unit 311 sets a driving route to the destination of the unmanned vehicle 20. For example, when the unmanned vehicle 20 is at the loading position, the vehicle allocation management unit 311 sets a driving route to the dumping position. On the other hand, when the unmanned vehicle 20 is at the dumping position, the vehicle allocation management unit 311 sets a driving route to the loading position. Then, the driving route set by the vehicle allocation management unit 311 is stored in the vehicle allocation management information storage unit 351 in the form of a table, for example, as vehicle allocation management information.

[0053] FIG. 6 is a diagram showing an example of a table of vehicle allocation management information.

[0054] As shown in FIG. 6, in the vehicle allocation management information, for each vehicle ID that uniquely identifies the driverless vehicle 20, the travel routes set by the vehicle allocation management unit 311 are recorded as target routes respectively. The target route indicates a route from the loading position (node_LP) to the dumping position (node_DP), or from the dumping position (node_DP) to the loading position (node_LP).

[0055] Regarding the map information that can be set in advance as a travel route, such as the transport route between work areas where loading work or dumping work is performed, among the target routes, it is stored in the map information storage unit 353 in a form that matches the shape of the transport route in advance. On the other hand, regarding the map information that cannot be set in advance as a travel route, such as the travel section including work points such as the loading position, standby position, and dumping position, it is generated by the traffic control unit 312 when the loading position or dumping position, which is a work point, is specified, and is stored in the map information storage unit 353. Note that only one piece of map information may be generated by the traffic control unit 312, or a plurality of pieces may be generated. When a plurality of pieces are generated, the vehicle allocation management unit 311 selects one of the plurality of pieces of map information when setting the travel route for the driverless vehicle 20.

[0056] In addition, when the vehicle allocation management unit 311 sets a travel route for the driverless vehicle 20, if there is existing generated map information for the destination work area, it sets the travel route between work areas and the travel route within the work area simultaneously. On the other hand, if there is no existing generated map information for the destination work area, the vehicle allocation management unit 311 first sets the travel route to the entrance point of the destination work area, and may set the travel route within the work area when work points such as the loading position, standby position, and dumping position in the work area are specified.

[0057] Based on the traffic control information stored in the control information storage unit 352 (hereinafter simply referred to as "control information"), the control unit 312 sets each of the plurality of driving sections set in the driving route of the driverless vehicle 20 as a driving permitted section to which driving permission is given only for any one of the plurality of driverless vehicles 20. That is, for the plurality of driving sections, only one driverless vehicle 20 is given driving permission for each driving section, and driving permission for a plurality of driverless vehicles 20 is not given for one driving section.

[0058] FIG. 7 is a diagram showing an example of a table of control information stored in the control information storage unit.

[0059] In the control information, a node ID is associated with a "driving permitted vehicle" indicating the driverless vehicle to which driving permission is given for the driving section (the driving section to the next node on the route) indicated by each node ID. The control unit 312 sets a forward section where driving is permitted as a driving permitted section for the driverless vehicle 20 according to the position of the driverless vehicle 20. The driverless vehicle 20 travels according to the nodes of the set section.

[0060] In the present embodiment, a driving permitted section control method is adopted. Therefore, when a driving section in front of the driving permitted section already set for a certain driverless vehicle 20-1 is set as a driving permitted section for another driverless vehicle 20-2, the control unit 312 does not give driving permission for the forward driving section to the driverless vehicle 20-1. In this case, the driverless vehicle 20-1 stops so as not to exceed the end node of the currently permitted driving permitted section and waits until the forward section is permitted to drive.

[0061] In addition, the control unit 312 generates map information based on the work location designated in the work area and stores the generated map information in the map information storage unit 353.

[0062] FIG. 8 is a diagram showing an example of a driving route set in a work area where loading work is performed.

[0063] As shown in FIG. 8, when a loading point (LP: node_LP) is specified, the control unit 312 generates a travel route 60 within the work area. The travel route 60 is formed by a plurality of travel sections including travel sections S1, S2, and S3.

[0064] The loading point (node_LP) is specified by the control unit 312 based on, for example, the position information of the loading machine 10. Further, depending on the positional relationship with the loading point, when another unmanned vehicle 20-1 is located at the loading point, a standby position (node_RP) where the subsequent unmanned vehicle 20-2 waits is specified by the control unit 312. In the present embodiment, the case where the loading position and the standby position are set as switching positions for switching the forward or backward movement of the unmanned vehicle 20 is illustrated.

[0065] When the control unit 312 specifies the loading point (node_LP) and the standby position (node_RP), the control unit 312 generates map information for the unmanned vehicle 20 to travel based on nodes (not shown) set at the entrance and exit of the work area, the standby position (node_RP), and the loading point (node_LP).

[0066] In the travel route 60 shown in FIG. 8, the travel section S1 including the standby position is a standby section S1 where the unmanned vehicle 20-2 heading for the loading point waits, and includes the standby position RP set as the turning position. Further, the travel sections S2 and S3 are, respectively, a loading section from the standby section to the loading point and an exit section for the unmanned vehicle 20-1 to exit from the loading point, and include the loading position LP set as the turning position between the loading section S2 and the exit section S3. That is, the loading section S2 and the exit section S3 overlap at the loading position, and the granting of travel permission is considered as a whole. That is, only one vehicle can enter the travel sections S2 and S3 at the same time. Therefore, when not particularly distinguished, the loading section S2 is considered to include the exit section S3.

[0067] Regarding the method of generating map information, various methods can be considered. For example, within the range where the generation of the driving route is permitted in the work area, an appropriate route is searched from among the candidates formed by combinations of straight lines and arcs, which are partial elements of the driving route, based on indicators such as the shortest route length.

[0068] Also, in the work area where the earth-moving operation is performed, the control unit 312 similarly generates map information based on the designated earth-moving position. In that case, the earth-moving position may be designated by an operator of a bulldozer or the like working in the work area, or by an operator performing remote operation at the control station 30.

[0069] When the replacement vehicle departure time calculation unit 313 receives a driving permission request for the standby section S2 from the driverless vehicle 20-2 stopped and waiting at the standby position in the standby section S1, it outputs a driving permission for the standby section S1 to the driverless vehicle 20-2 according to the following procedure.

[0070] First, the replacement vehicle departure time calculation unit 313 calculates the deceleration start position arrival time, which is the time until it reaches the deceleration start position where deceleration should start in order for the driverless vehicle 20-2 (the first driverless vehicle) to stop before entering the loading section S2 after starting from the standby position.

[0071] Also, it calculates the loading section release position arrival time, which is the time from when it receives a loading completion notification for the driverless vehicle 20-1 (the second driverless vehicle) located in the loading section S2 until the driverless vehicle 20-1 reaches outside the exit section S3 after starting from the loading position.

[0072] Subsequently, based on the deceleration start position arrival time and the loading section release position arrival time, it calculates the departure time difference between the driverless vehicle 20-1 and the driverless vehicle 20-2 such that the driverless vehicle 20-1 reaches outside the exit section S3 a predetermined margin time before the driverless vehicle 20-2 reaches the deceleration start position.

[0073] Then, based on the reception time of the loading completion notification for the driverless vehicle 20-1 and the departure time difference, the departure time of the driverless vehicle 20-2 is calculated, and after this departure time has passed, a driving permission for the waiting section S1 for the driverless vehicle 20-2 (here, it can be said to include the departure permission from the waiting position) is output.

[0074] Note that the subsequent driverless vehicle 20-2 also issues a driving permission request for the loading section S2 simultaneously with the driving permission request for the waiting section S1. When the preceding driverless vehicle 20-1 reaches outside the exit section S3, a driving permission for the loading section S2 of the driverless vehicle 20-2 (here, it can be said to include the entry permission from the waiting section S1 to the loading section S2) is output.

[0075] Hereinafter, the details of the processing by the traffic control device 310 will be described in detail.

[0076] FIG. 9 is a flowchart showing the processing content of the driving permission departure process in the traffic control device.

[0077] In FIG. 9, when the traffic control device 310 receives a driving permission request for the waiting section S1 from the driverless vehicle 20-2 stopped at the waiting position in the waiting section S1 (step S1001), it determines whether there is a driverless vehicle 20-1 preceding in the loading section S2 (step S1002). If the determination result is NO, that is, if there is no driverless vehicle 20-1 preceding in the loading section, a driving permission for the waiting section S1 is transmitted to the driverless vehicle 20-2 (step S1007), and the process ends.

[0078] Also, when the determination result in step S1002 is YES, that is, when there is an unmanned vehicle 20-1 preceding the loading section S2, the replacement vehicle departure time calculation unit 313 performs a loading section release time estimation process for estimating the loading section release time when the preceding unmanned vehicle 20-1 reaches outside the departure section S3 and the loading section S2 is released (step S1003), and performs a deceleration start position arrival time estimation process for estimating the deceleration start position arrival time, which is the time until the unmanned vehicle 20-2 reaches the deceleration start position where it should start decelerating before entering the loading section S2 after starting from the standby position (step S1004), and performs a departure time determination process for determining the departure time of the unmanned vehicle 20-2 based on the reception time of the loading completion notification for the unmanned vehicle 20-1 and the departure time difference (step S1005).

[0079] Subsequently, the traffic control device 310 determines whether the departure time calculated in step S1005 has passed (step S1006). If the determination result is NO, the process of step S1006 is repeated until the determination result becomes YES, that is, until the departure time is exceeded. Also, when the determination result in step S1006 is YES, that is, when the departure time is exceeded, the traffic control device 310 transmits permission to travel in the standby section S1 to the unmanned vehicle 20-2 (step S1007) and ends the process.

[0080] FIG. 10 is a flowchart showing the processing contents of the loading section release time estimation process. Also, FIG. 11 is a diagram for explaining the processing principle of the loading section release time estimation process.

[0081] As shown in FIGS. 10 and 11, in the loading section release time estimation process, the loading section release position Xrel is calculated (step S1201), positions x at intervals of Δx up to the loading section release position Xrel are generated (step S1202), the speed vk at each position xk is calculated (step S1203), the travel time is calculated from the average speed for each interval between the divided positions xk (step S1204), and the arrival time Trel at the loading section release position, that is, the loading section release time, is calculated (step S1205), and the process ends.

[0082] Incidentally, assuming that the acceleration (constant) is α, the LP start-up delay time is TLPdel, the driving permission release margin is Lrel, and the speed limit is vlim(x), each numerical value is calculated as follows. · Loading section release position: xrel = d + Lrel · Position for each distance Δx: kΔx (k = 0, …, N, N = ceiling(xrel / Δx)) · Speed at each xk: vk = min(√(2αxk), vlim(xk)) · Time to reach xrel: Trel = TLPdel + Σ(2Δx / (vk + v(k + 1))) (k = 0, …, N - 1)

[0083] Figure 12 is a flowchart showing the processing details of the deceleration start position arrival time estimation process. Also, Figure 13 is a diagram explaining the processing principle of the deceleration start position arrival time estimation process.

[0084] As shown in Figures 12 and 13, in the deceleration start position arrival time estimation process, the deceleration start position xdec is calculated (step S1401), positions xk (k = 1, …, N) at intervals of Δx up to the deceleration start position xdec are generated (step S1402), the speed vk at each position xk is calculated (step S1403), the travel time is calculated from the average speed for each interval between the divided positions xk (step S1404), the deceleration start position arrival time Tdec is calculated (step S1405), and the process ends.

[0085] Incidentally, assuming that the acceleration (constant) is α, the RP start-up delay time is TRPdel, the speed at the entry to the loading section is v0, the deceleration (constant) is β, the stop margin is Lmargin, and the speed limit is vlim(x), each numerical value is calculated as follows. · Deceleration start position: xdec = df - (v0^2 / 2β + Lmargin) · Position for each distance Δx: kΔx (k = 0, …, N, N = ceiling(xrel / Δx)) · Speed at each xk: vk = min(√(2axk), vlim(xk)) · Time to reach xdec: Tdec = TRPdel + Σ(2Δx / (vk + v(k + 1))) (k = 0, …, N - 1)

[0086] FIG. 14 is a flowchart showing the processing contents of the departure time determination process. FIGS. 15 to 17 are diagrams for explaining the processing principle of the departure time determination process.

[0087] As shown in FIGS. 14 to 17, in the departure time determination process, a departure time difference is calculated (step S1501), and it is determined whether the departure time difference is greater than 0 (zero) (step S1502).

[0088] If the determination result in step S1502 is YES, that is, if the departure time difference is positive, it is determined whether the preceding driverless vehicle has departed (step S1503). If the determination result is NO, the process of step S1503 is repeated until the preceding driverless vehicle departs, that is, until the determination result becomes YES. If the determination result in step S1503 is YES, the optimal departure time is determined based on the departure time (step S1504), and the process ends.

[0089] If the determination result in step S1502 is NO, that is, if the departure time difference is negative, it is determined whether a loading operation has been performed on the preceding driverless vehicle a predetermined number of times (step S1505). If the determination result is NO, the process of step S1505 is repeated until the determination result becomes YES. If the determination result in step S1505 is YES, that is, if the loading operation has been performed a predetermined number of times, the departure time of the preceding driverless vehicle is estimated (step S1506), the optimal departure time is determined based on the estimated departure time (step S1504), and the process ends.

[0090] When the starting time difference is positive, as shown in Fig. 15, assuming the leading vehicle starting time is t0, the loading section release time is Trel, the deceleration start time is Tdec, the starting time difference is Tdiff, the loading section release time is tA = t0 + Trel, and the deceleration start time is tB = t0 + Tdiff + Tdec, from the condition tA < tB that the starting time difference should satisfy, t0 + Trel < tB = t0 + Tdiff + Tdec holds, and Tdiff > Trel - Tdec is derived. Here, when the margin time Tm is defined, the starting time difference Tdiff = Trel - Tdec + Tm is obtained. When the starting time difference is negative, as shown in Fig. 16, by using the estimated time t01 for the leading vehicle starting time, the starting time difference Tdiff = Trel - Tdec + Tm can be obtained.

[0091] Also, as shown in Fig. 17, the starting time estimated when the starting time difference is negative can be obtained by calculating the number of loading times based on the vehicle classes (each capacity is stored in advance) of the hydraulic excavator (loading machine 10) and the dump truck (unmanned vehicle 20). Specifically, the required number of loading times N_L = ceiling(truck loading capacity / shovel bucket capacity) is obtained, and by defining the final loading start time (the completion time of the (N_L - 1)-th loading) and the predicted time for the loading completion notification (the time from the final loading start time to the loading completion notification time), the estimated time t01 for the loading completion notification = final loading start time + predicted time for the loading completion notification is calculated. The predicted time for the loading completion notification is learned based on the data of the actual final loading start time and the loading completion notification time, and the preset initial value is updated with the moving average value of the actual values. Note that the predicted time for the loading completion notification may be learned independently for each combination of the operator and the vehicle class of the hydraulic excavator.

[0092] The effects in the present embodiment configured as above will be described while comparing with the prior art.

[0093] Fig. 20 is a diagram showing the state of vehicle management in the prior art shown as a comparative example, and Fig. 21 is a diagram showing the changes in the position and speed of the unmanned vehicle.

[0094] As shown in FIGS. 20 and 21, in the prior art, when the leading driverless vehicle in the loading section S2 and the following driverless vehicle stopped at the waiting position in the waiting section S1 start simultaneously (state a), before the leading driverless vehicle reaches outside the exit section S3 (that is, before the following driverless vehicle obtains the driving permission for the loading section S2), the following driverless vehicle reaches the boundary between the waiting section S1 and the loading section S2. Therefore, the following driverless vehicle needs to temporarily stop in the waiting section S1 until it obtains the driving permission for the loading section S2 (state b). Then, when the leading driverless vehicle reaches outside the exit section S3, the following driverless vehicle obtains the driving permission for the loading section S2 (state c), enters from the waiting section S1 while accelerating towards the loading section S2 (state d), and immediately decelerates to arrive at the loading position (state e). That is, in the prior art, the average speed decreases due to the increased frequency of acceleration and deceleration of the following driverless vehicle, resulting in a decrease in work efficiency. In addition, the time required for the replacement of the driverless vehicle at the loading position becomes longer, leading to a decrease in productivity.

[0095] FIG. 18 is a diagram showing the state of vehicle management in the present embodiment, and FIG. 19 is a diagram showing the changes in the position and speed of the driverless vehicle.

[0096] As shown in FIGS. 18 and 19, in this embodiment, when the preceding driverless vehicle departs from the loading position in the loading section S2 and the subsequent driverless vehicle maintains a stop at the standby position in the standby section S1 (state a), in response to a travel permission request for the standby section from the subsequent driverless vehicle, a travel permission for the standby section S1 is issued with a time difference from the departure of the preceding driverless vehicle, and the subsequent driverless vehicle departs (state b). At this time, the time difference between the departure of the preceding driverless vehicle and the departure of the subsequent driverless vehicle is optimally set by the vehicle management system in this embodiment. The preceding driverless vehicle reaches outside the exit section S3 before the subsequent driverless vehicle reaches the deceleration start position while traveling in the standby section S1. That is, in other words, the subsequent driverless vehicle obtains a travel permission for the loading section S2 before reaching the deceleration start position while traveling in the standby section S1 (state c). As a result, the subsequent driverless vehicle can enter the loading section S2 at the maximum speed (speed limit) without decelerating in the standby section S1 and arrive at the loading position in a shorter time from the release of the travel permission for the loading section S2 (states d and e). Therefore, the time required for the replacement of the driverless vehicle at the loading position can be shortened, and productivity can be improved.

[0097] <Second Embodiment> The second embodiment of the present invention will be described with reference to FIGS. 22 and 23. However, in this embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

[0098] This embodiment shows a case where an optimal travel speed (speed limit) is applied such that the travel time in the loading section is the shortest (minimum) for the subsequent driverless vehicle.

[0099] FIG. 22 is a flowchart showing the processing content of the travel permission departure process in the control device of this embodiment. FIG. 23 is a diagram for explaining the calculation principle of the optimal travel speed in this embodiment.

[0100] In FIG. 22, when the control device 310 receives a travel permission request for the standby section S1 from the driverless vehicle 20-2 stopped at the standby position in the standby section S1 (step S1001), it determines whether there is a driverless vehicle 20-1 preceding the loading section S2 (step S1002). If the determination result is NO, that is, if there is no driverless vehicle 20-1 preceding the loading section, it transmits a travel permission for the standby section S1 to the driverless vehicle 20-2 (step S1007) and ends the process.

[0101] If the determination result in step S1002 is YES, that is, if there is a driverless vehicle 20-1 preceding the loading section S2, the replacement vehicle departure time calculation unit 313 performs an optimal travel speed determination process to determine the optimal travel speed (optimal driving speed) of the subsequent driverless vehicle 20-2 based on the distance (length) of the loading section S2 (step S1901), performs a loading section opening time estimation process to estimate the loading section opening time when the preceding driverless vehicle 20-1 reaches outside the exit section S3 and the loading section S2 is released (step S1003), and performs a deceleration start position arrival time estimation process to estimate the deceleration start position arrival time, which is the time until the driverless vehicle 20-2 reaches the deceleration start position where it should start decelerating before entering the loading section S2 after starting from the standby position (step S1004), and performs a departure time determination process to determine the departure time of the driverless vehicle 20-2 based on the reception time of the loading completion notification for the driverless vehicle 20-1 and the departure time difference (step S1005).

[0102] Subsequently, the control device 310 determines whether the departure time calculated in step S1005 has passed (step S1006). If the determination result is NO, it repeats the process of step S1006 until the determination result becomes YES, that is, until it exceeds the departure time. If the determination result in step S1006 is YES, that is, if it has exceeded the departure time, it applies the optimal travel speed as the speed limit for the target driverless vehicle 20 (step S1902), transmits a travel permission for the standby section S1 to the driverless vehicle 20-2 (step S1007), and ends the process.

[0103] As shown in FIG. 23, there is a trade-off relationship between the traveling speed v (speed limit) of the subsequent driverless vehicle 20-2 and the traveling time T from the deceleration start position to the loading position LP, which is the stop position, for the driverless vehicle 20-2 traveling in the loading section S2. This is because the greater the traveling speed v of the driverless vehicle 20-2, the greater the deceleration start distance Lstop (the distance from the deceleration start position to the loading position LP), and the traveling distance required for the driverless vehicle 20-2 to decelerate and stop increases. On the other hand, as shown in FIG. 23, there exists a traveling speed (optimal traveling speed) of the driverless vehicle at which the traveling time T becomes minimal.

[0104] Here, assuming that the intrusion speed from the standby section S1 to the loading section S2 of the subsequent driverless vehicle 20-2 is v0, the deceleration rate between the deceleration start position and the loading position is β, the stop margin is Lmargin, and the distance (length) of the loading section S1 is LS2, the optimal traveling speed is obtained as follows. · Distance from the deceleration start position to the loading position (deceleration start distance): L(v0) L(v0)=v0^2 / 2β+Lmargin+LS2 · Traveling time at the deceleration start distance: T(v0) T(v0)=L(v0) / v0+v0 / 2β=v0 / β+(Lmargin+LS2) / v0 · Optimal traveling speed: v01 v01=√β(Lmargin+LS2) (from the inflection point of T(v0)) · Shortest traveling time: v01 T(v01)=2√((Lmargin+LS2) / β)

[0105] Other configurations are the same as those in the first embodiment.

[0106] In the present embodiment configured as described above, the same effects as those in the first embodiment can be obtained.

[0107] Further, by applying the optimal traveling speed as the speed limit, the time required for the replacement of the driverless vehicle at the loading position can be further shortened, and productivity can be improved.

[0108] <Modification of the Second Embodiment> A modification of the second embodiment of the present invention will be described with reference to FIG. 24. However, in this modification, the same components as those in the second embodiment are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

[0109] This embodiment shows a case where an optimal driving speed (limiting speed) is applied such that the fuel consumption in the loading section of the subsequent unmanned vehicle is minimized (minimal).

[0110] FIG. 24 is a diagram for explaining the calculation principle of the optimal driving speed in this modification.

[0111] As shown in FIG. 24, there is a trade-off relationship between the driving speed v (limiting speed) of the subsequent unmanned vehicle 20-2 and the fuel consumption F until the unmanned vehicle 20-2 traveling in the loading section S2 reaches the loading position LP, which is the stop position from the deceleration start position. This is because although the higher the driving speed v of the unmanned vehicle 20-2, the shorter the driving time, the fuel efficiency deteriorates, and although the lower the driving speed v, the better the fuel efficiency, the driving time of the unmanned vehicle 20-2 increases. On the other hand, as shown in FIG. 24, there exists a driving speed (optimal driving speed) of the unmanned vehicle at which the fuel consumption F is minimized. In this modification, this optimal driving speed is applied as the limiting speed of the subsequent unmanned vehicle 20-2.

[0112] Other configurations are the same as those in the second embodiment.

[0113] Even in this modification configured as described above, the same effects as those in the second embodiment can be obtained.

[0114] In addition, by applying the optimal driving speed as the limiting speed, the fuel efficiency can be improved.

[0115] In this modified example, the optimal driving speed is calculated based on the relationship between the driving speed and the fuel consumption. However, it is not limited to this. For example, a weighted sum of the driving time function T(v0) with respect to the speed v0 and the fuel consumption function F(v0) may be used as an evaluation function, and the optimal driving speed that minimizes (minimizes) them may be calculated. Alternatively, the configuration may be such that the optimal engine speed that minimizes the fuel consumption is calculated.

[0116] <Third Embodiment> The third embodiment of the present invention will be described with reference to FIG. 25. However, in this embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

[0117] This embodiment shows a case where the loading section release time is updated according to the driving state such as the position and speed of a preceding driverless vehicle, and the departure time difference Tdiff is updated according to the updated loading section release time.

[0118] FIG. 25 is a flowchart showing the processing content of the driving permission departure process in the traffic control device of this embodiment.

[0119] In FIG. 25, when the traffic control device 310 receives a driving permission request for the standby section S1 from the driverless vehicle 20-2 stopped at the standby position in the standby section S1 (step S1001), it determines whether there is a driverless vehicle 20-1 preceding the loading section S2 (step S1002). If the determination result is NO, that is, if there is no driverless vehicle 20-1 preceding the loading section, the driving permission for the standby section S1 is transmitted to the driverless vehicle 20-2 (step S1007), and the process ends.

[0120] Also, when the determination result in step S1002 is YES, that is, when there is an unmanned vehicle 20-1 preceding the loading section S2, a loading section opening time estimation process is performed to estimate the loading section opening time at which the preceding unmanned vehicle 20-1 reaches outside the exit section S3 and the loading section S2 is opened (step S1003). A deceleration start position arrival time estimation process is performed to estimate the deceleration start position arrival time, which is the time until the unmanned vehicle 20-2 reaches the deceleration start position where it should start decelerating before entering the loading section S2 after starting from the standby position (step S1004). A departure time determination process is performed to determine the departure time of the unmanned vehicle 20-2 based on the reception time of the loading completion notification for the unmanned vehicle 20-1 and the departure time difference (step S1005).

[0121] Subsequently, the control device 310 determines whether the departure time calculated in step S1005 has passed (step S1006). If the determination result is NO, the loading section opening time Trel is updated based on the position and speed of the preceding vehicle. If the departure time difference Tdiff calculated according to the updated loading section opening time Trel is smaller than the previous updated departure time seat Tdiff, the optimal departure time is updated with the calculated value based on the departure time difference Tdiff (step S2001), and the process returns to the process of step S1006.

[0122] Also, when the determination result in step S1006 is YES, that is, when the departure time is exceeded, the optimal driving speed is applied as the speed limit for the target unmanned vehicle 20 (step S1902). The driving permission for the standby section S1 is transmitted to the unmanned vehicle 20-2 (step S1007), and the process ends.

[0123] Other configurations are the same as those in the first embodiment.

[0124] In the present embodiment configured as described above, the same effects as those in the first embodiment can be obtained.

[0125] Further, by updating so that the optimal start time becomes optimal, the time required for replacing the driverless vehicle at the loading position can be further shortened, and productivity can be improved.

[0126] <Fourth Embodiment> The fourth embodiment of the present invention will be described with reference to FIGS. 26 and 27. However, in this embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

[0127] This embodiment shows a case where a travel permission (start permission) in the standby section of a subsequent driverless vehicle is given based on the position in the loading section of a preceding driverless vehicle.

[0128] FIG. 26 is a diagram for explaining the processing principle of travel permission output in this embodiment.

[0129] As shown in FIG. 26, since the subsequent driverless vehicle 20-2 in the standby section S1 starts after a "start time difference" from when the preceding driverless vehicle 20-1 in the loading section S2 starts, the position (target arrival position) that the preceding driverless vehicle 20-1 reaches during the "start time difference" can be specified. Then, if the subsequent driverless vehicle 20-2 is started (in other words, if a travel permission is given) triggered by the arrival of the preceding driverless vehicle 20-1 at the target arrival position, the same operation as in the first embodiment can be realized. That is, in this embodiment, the same operation as in the first embodiment is realized by using the position of the preceding driverless vehicle as a trigger instead of time (time).

[0130] Here, assuming that the acceleration of the preceding driverless vehicle 20-1 is αL and the maximum speed is vmax, the target arrival position is calculated as follows according to the start time difference Tdiff = Trel - Tdec + Tm.

[0131] That is, in FIG. 26, (1) when Tdiff ≦ vmax / αL, the target arrival position is αL × Tdiff^2. Also, (2) when Tdiff > vmax / αL, the target arrival position is vmax × Tdiff - vmax^2 / 2αL.

[0132] FIG. 27 is a diagram showing the state of vehicle management according to the present embodiment.

[0133] As shown in FIG. 27, in the present embodiment, when the preceding driverless vehicle starts from the loading position in the loading section S2 and the subsequent driverless vehicle maintains a stop at the standby position in the standby section S1 (state a), when the preceding driverless vehicle reaches the target arrival position in the exit section S3, the subsequent driverless vehicle is given permission to travel in the standby section S1 and the subsequent driverless vehicle starts (state b). At this time, the time difference between the start of the preceding driverless vehicle and the start of the subsequent driverless vehicle is set to be optimal by the vehicle management system as in the first embodiment, and the preceding driverless vehicle reaches outside the exit section S3 before the subsequent driverless vehicle reaches the deceleration start position while traveling in the standby section S1. That is, in other words, the subsequent driverless vehicle obtains permission to travel in the loading section S2 before reaching the deceleration start position while traveling in the standby section S1 (state c). As a result, the subsequent driverless vehicle can enter the loading section S2 at the maximum speed (speed limit) without decelerating in the standby section S1 and arrive at the loading position in a shorter time from the release of the permission to travel in the loading section S2 (states d and e). Therefore, the time required for the replacement of the driverless vehicle at the loading position can be shortened, and the productivity can be improved.

[0134] Other configurations are the same as those in the first embodiment.

[0135] In the present embodiment configured as described above, the same effects as those in the first embodiment can be obtained.

[0136] <Fifth Embodiment> The fifth embodiment of the present invention will be described with reference to FIG. 28. However, in the present embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

[0137] This embodiment shows a case where the loading position and the standby position are set as stop-and-pass positions where the driverless vehicle 20 enters from one side and exits to the other, rather than switching positions for the forward or backward movement of the driverless vehicle 20.

[0138] FIG. 28 is a diagram showing an example of a travel route in this embodiment.

[0139] As shown in FIG. 28, in the travel route 60, the travel section S0 is a standby section S0 where the driverless vehicle 20-2 heading for the loading position waits, and a standby position (QP: Queuing Point) set as a stop-and-pass position is arranged at the terminal end. Also, the travel section S1 is a run-up section S1 where the subsequent driverless vehicle 20-2 that has started from the standby position QP in the standby section S0 travels when entering the loading and exit sections S2 and S3. Further, the travel sections S2 and S3 are loading and exit sections S2 and S3 that combine the characteristics of both the loading section S2 and the exit section S3 in the first embodiment, and include a loading position (LP: Loading Point) set as a stop-and-pass position. The loading and exit sections S2 and S3 are considered as a single unit regarding the granting of travel permission, and only one vehicle can enter at a time.

[0140] In this embodiment configured as described above, by treating the run-up section S1 and the loading and exit sections S2 and S3 in the same way as the loading section S2 and the exit section S3 in the first embodiment, the same operations as in the first embodiment can be performed.

[0141] Other configurations are the same as those in the first embodiment.

[0142] In this embodiment configured as described above, the same effects as in the first embodiment can also be obtained.

[0143] In the working area where the loading operation shown in Fig. 28 is performed, the path from the entrance position to the loading position LP and the path from the loading path LP to the exit position may be considered separately, the driving sections S2 and S3 may be generated independently, and the loading position LP may be set at the overlapping position of the driving section S2 and the driving section S3.

[0144] <Appendix> Note that the present invention is not limited to the above-described embodiments, and various modifications and combinations within the scope not departing from the gist thereof are included. Further, the present invention is not limited to the one including all the configurations described in the above embodiments, and those in which a part of the configuration is deleted are also included. Further, each of the above configurations, functions, etc. may be realized by designing a part or all of them, for example, by an integrated circuit. Further, each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function.

Explanation of Reference Numerals

[0145] 10…Loading machine (hydraulic excavator), 10A…Front device, 10B…Upper slewing body, 10C…Lower traveling body, 20…Unmanned vehicle (dump truck), 30…Control station, 40…Wireless communication line, 41…Wireless base station, 60…Travel route (transport route), 100…Vehicle management system, 140…Wireless communication device, 170…Loading completion notification input device, 171…Vehicle body operation input device (operation lever), 172…Driver's seat, 180…Vehicle body drive device, 191…Boom, 192…Arm, 193…Bucket, 194…Boom cylinder, 195…Arm cylinder, 196…Bucket cylinder, 197…Driver's cab, 200…Unmanned vehicle control device, 201…Autonomous driving control unit, 202…Vehicle body information management unit, 203…Travel permission request unit, 210…Travel drive device, 220…Position and orientation sensor, 230…Speed sensor, 240…Wireless communication device, 250…Memory device, 251…Map information memory unit, 270…Loading sensor, 281…Vehicle body frame, 282L, 282R…Idler wheels, 283L, 283R…Drive wheels, 284…Driver's cab, 285…Loading platform (vessel), 285a…Pin joint, 286…Hoist cylinder, 289…Fuel tank, 290L, 290R…Travel motors, 310…Control control device, 311…Vehicle allocation management unit, 312…Control unit, 313…Relief vehicle departure time calculation unit, 340…Wireless communication device, 350…Control memory device, 351…Vehicle allocation management information memory unit, 352…Control information memory unit, 353…Map information memory unit

Claims

1. A vehicle management system in which a plurality of driverless vehicles including at least a first driverless vehicle and a second driverless vehicle capable of autonomous driving for transporting an object to be transported, a loading machine that performs a loading operation of loading the object to be transported on each of the plurality of driverless vehicles, and a control station that controls the loading machine and the plurality of driverless vehicles are wirelessly connected to be communicable with each other, acquires vehicle body information including position information indicating the position and orientation information indicating the orientation of the plurality of driverless vehicles at the work site, controls the autonomous driving of the plurality of driverless vehicles respectively based on the driving permission for the plurality of driverless vehicles, and outputs a driving permission request for requesting driving permission in a predetermined driving section for each of the plurality of driverless vehicles among a plurality of driving sections forming a driving route on which the plurality of driverless vehicles travel; a driverless vehicle control device, a loading completion notification input device that outputs a notification indicating that the loading operation of loading the object to be transported onto the driverless vehicle stopped at a loading position preset in the driving route as a position where the loading operation of loading the object to be transported onto the driverless vehicle by the loading machine is completed, in response to an input operation of an operator of the loading machine; sets a driving route on which the plurality of driverless vehicles travel based on map information including a work plan predetermined at the work site and information on the positions and speed limits of a plurality of driving routes, and outputs driving permission for a predetermined driving section of the driving route set for the plurality of driverless vehicles based on a driving permission request from the driverless vehicle control device, and a control control device; the control control device, a loading section which is a driving section including the loading position and in which only one driverless vehicle can enter at a time, and a standby section which is a driving section adjacent to the loading section and in which a driverless vehicle heading for the loading section waits, are set, when receiving a driving permission request in the standby section of the first driverless vehicle stopped in the standby section, calculates a deceleration start position arrival time which is the time until reaching a deceleration start position at which deceleration should start in order to stop before entering the loading section after the first driverless vehicle starts, calculates a loading section release position arrival time which is the time from receiving the loading completion notification for the second driverless vehicle located in the loading section until the second driverless vehicle reaches outside the loading section after starting, Based on the deceleration start position arrival time and the loading section release position arrival time, calculate the departure time difference between the first driverless vehicle and the second driverless vehicle such that the second driverless vehicle reaches outside the loading section a predetermined margin time before the first driverless vehicle reaches the deceleration start position. Calculate the departure time of the first driverless vehicle based on the reception time of the loading completion notification for the second driverless vehicle and the departure time difference. A vehicle management system characterized by outputting a driving permission in the waiting section for the first driverless vehicle after passing the departure time.

2. In the vehicle management system according to Claim 1, the plurality of driverless vehicles each have the driverless vehicle control device, the loading machine has the loading completion notification input device, the control station has the control control device, characterized in that it is a vehicle management system.

3. In the vehicle management system according to Claim 1, the control control device, Based on the loading amount of the object to be transported loaded into the second driverless vehicle in one loading operation of the loading machine and the planned loading amount of the second driverless vehicle, calculate the number of loading operations required until the loading operation for the second driverless vehicle is completed. When the departure time difference is negative, estimate the reception time of the loading completion notification based on the number of loading operations and the start time of the loading operation. Calculate the departure time of the first driverless vehicle based on the estimated reception time of the loading completion notification and the departure time difference. A vehicle management system characterized by outputting a driving permission in the waiting section for the first driverless vehicle after passing the departure time.

4. In the vehicle management system according to Claim 3, the control control device estimates the reception time of the loading completion notification based on the time difference between the pre-learned loading time and the reception time of the loading completion notification, characterized in that it is a vehicle management system.

5. In the vehicle management system according to Claim 1, the control control device sets the entry speed of the first driverless vehicle into the loading section, characterized in that it is a vehicle management system.

6. In the vehicle management system according to Claim 5, the control control device sets the entry speed of the first driverless vehicle into the loading section based on the distance of the loading section, characterized in that it is a vehicle management system.

7. In the vehicle management system according to Claim 5, The vehicle management system is characterized in that the control control device sets the entry speed of the first driverless vehicle into the loading section so that the running time of the loading section is the shortest.

8. In the vehicle management system according to Claim 1, the control control device sets a loading section, which is a driving section including the loading position and only one driverless vehicle can enter at the same time, and a standby section, which is a driving section adjacent to the loading section and where driverless vehicles heading for the loading section wait. When receiving a running permission request in the standby section of the first driverless vehicle stopped in the standby section, calculate the deceleration start position arrival time, which is the time until reaching the deceleration start position where deceleration should start to stop before entering the loading section after the first driverless vehicle starts. Calculate the loading section release position arrival time, which is the time from receiving the loading completion notice for the second driverless vehicle located in the loading section until the second driverless vehicle reaches outside the loading section after starting. Based on the deceleration start position arrival time and the loading section release position arrival time, calculate the start time difference between the first driverless vehicle and the second driverless vehicle such that the second driverless vehicle reaches outside the loading section a predetermined margin time earlier than the first driverless vehicle reaches the deceleration start position. Calculate the target arrival position that the second driverless vehicle reaches during the start time difference. The vehicle management system is characterized in that when the second driverless vehicle reaches the target arrival position, it outputs a running permission in the standby section for the first driverless vehicle.

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