Construction support system, construction support method, and arithmetic unit

Abstract

To provide a construction support system, a construction support method, and an arithmetic unit capable of reducing delay of construction work by controlling a direction of a first construction machine and preventing inefficient motion of a second construction machine.SOLUTION: A construction support system 100 of the present invention is provided with an automatically-driven first construction machine (dump truck 2), a second construction machine (backhoe 3) and an arithmetic unit 1. The arithmetic unit 1 includes a position setting section 11 setting a scheduled stop position of the first construction machine and a travel control section 12 making the first construction machine travel toward the scheduled stop position. The travel control section 12 controls the first construction machine such that difference between an azimuth angle of the first construction machine to stop at the scheduled stop position and a machine-to-machine azimuth of a first line segment connecting a center position of the first construction machine and a center position of the second construction machine is equal to a first threshold value or less.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a construction support system, a construction support method, and a computing device.

Background Art

[0002] In recent years, there has been active research and development on technologies related to construction work using construction machinery that performs autonomous driving. For example, a dump truck autonomously drives along a predetermined route within a construction site to transport earth and sand. An excavator (hydraulic excavator) can load earth and sand onto a dump truck that has arrived at the loading position. However, a dump truck that has arrived at the loading position does not always face the loading platform directly toward the excavator. When the loading platform of the dump truck is not facing the excavator directly, the excavator has to rotate its body, extend or retract its arm, move it laterally, or operate its caterpillar to move forward or backward. For this reason, conventionally, there has been a problem that the operation of the excavator becomes inefficient and the construction work is delayed. In addition, regarding the excavator, as the construction work progresses, the work location (such as the earth and sand storage area) changes successively, so it often happens that the loading platform of the dump truck does not face the excavator directly. Due to such circumstances, the above problem may become more serious.

[0003] Patent Document 1 discloses a construction system that autonomously drives a plurality of types of construction machinery that perform different operations, such as a dump truck, a bulldozer, and a vibratory roller. However, ultimately, the technology of Patent Document 1 only performs repetitive operations such as loading and unloading earth and sand at predetermined positions by each construction machinery and moving along predetermined routes. That is, Patent Document 1 does not raise any issues regarding the delay in construction work caused by the fact that a first construction machinery such as a dump truck and a second construction machinery such as an excavator are not facing each other directly.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] From such a perspective, an object of the present invention is to propose a construction support system, a construction support method, and an arithmetic device that can reduce delays in construction work by controlling the orientation of a first construction machine and preventing inefficient operation of a second construction machine.

Means for Solving the Problems

[0006] To solve the above problems, the present invention includes a first construction machine that performs automatic driving, a second construction machine, and an arithmetic device. The arithmetic device includes a position setting unit that sets a planned stop position of the first construction machine, and a travel control unit that causes the first construction machine to travel toward the planned stop position. The travel control unit controls the first construction machine so that a difference between an azimuth angle of the first construction machine that stops at the planned stop position and an inter-machine azimuth angle that is an azimuth angle of a first line segment connecting the center position of the first construction machine and the center position of the second construction machine is equal to or less than a first threshold value. Further, the present invention includes a step of setting a planned stop position of a first construction machine that performs automatic driving, and a step of controlling the first construction machine so that a difference between an azimuth angle of the first construction machine that stops at the planned stop position and an inter-machine azimuth angle that is an azimuth angle of a first line segment connecting the center position of the first construction machine and the center position of a second construction machine is equal to or less than a first threshold value when causing the first construction machine to travel toward the planned stop position. Further, the present invention includes a position setting unit that sets a planned stop position of a first construction machine that performs automatic driving, and a travel control unit that causes the first construction machine to travel toward the planned stop position. The travel control unit controls the first construction machine so that a difference between an azimuth angle of the first construction machine that stops at the planned stop position and an inter-machine azimuth angle that is an azimuth angle of a first line segment connecting the center position of the first construction machine and the center position of a second construction machine is equal to or less than a first threshold value. For example, when the first construction machine is a dump truck and the second construction machine is an excavator, if the planned stop position of the dump truck is set to a position reachable by the arm or bucket of the excavator, the loading operation can be performed promptly after the dump truck stops. Further, since the difference between the azimuth angle of the dump truck stopped at the planned stop position and the inter-machine azimuth angle becomes small (becomes equal to or less than the first threshold value), the loading platform of the dump truck stopped at the planned stop position can be made to face the excavator directly. Also, even if the working location of the excavator changes, since the planned stop position of the dump truck can be set each time, the loading platform of the dump truck stopped at the planned stop position can be made to face the excavator in accordance with the change in the working location. As a result, it is not necessary to cause the excavator to perform inefficient operations such as lateral movement or translational movement of the arm, and thus delay in the construction work can be reduced. Note that, due to the accuracy of the control of the automatic driving of the dump truck, the actual stop position of the dump truck may deviate from the planned stop position. In this case, if the excavator is inclined with respect to the loading platform of the dump truck, there is a risk of causing a decrease in the loading efficiency. However, according to the present invention, even if the stop position of the dump truck deviates from the planned stop position, since the azimuth angle of the dump truck is adjusted based on the inter-machine azimuth angle, the loading platform of the stopped dump truck comes to face the excavator directly. As a result, the excavator can load from the front with respect to the loading platform of the dump truck, so that a decrease in the loading efficiency can be avoided.

[0007] Further, it is preferable that the arithmetic unit further includes a route setting unit that sets an approach travel route having the planned stop position as an end point for the first construction machine. According to such a configuration, even when the loading position changes as the construction work of the excavator progresses, an optimal travel route for the dump truck to stop at the loading position can be provided.

[0008] Also, when the length of the first line segment becomes equal to or less than a second threshold value, it is preferable that the route setting unit sets a restart start point on the approach travel route, and the travel control unit causes the first construction machine to travel to the restart start point. For example, as a result of controlling the dump truck so that its azimuth angle becomes substantially the same as the inter-machine azimuth angle, the dump truck may approach the backhoe excessively. However, in the case of the above configuration, the dump truck can be kept away from the backhoe without arbitrarily changing the set approach driving route. Therefore, contact between the dump truck and the backhoe can be avoided, and the processing load for setting the approach driving route can be reduced.

[0009] Further, it is preferable that the travel control unit makes the offset distance between the second line segment connecting the planned stop position and the center position of the second construction machine and the center position of the first construction machine equal to or less than a second threshold value based on the vehicle width of the first construction machine. In terms of the accuracy of controlling the automatic driving of the dump truck, the dump truck may stop such that its azimuth angle is somewhat different from the inter-machine azimuth angle. However, according to the above configuration, the vehicle width of the dump truck can allow loading from an oblique direction of the backhoe. Therefore, even if the backhoe is oblique with respect to the loading platform of the dump truck, a decrease in loading efficiency can be avoided.

[0010] Further, it is preferable that the first construction machine is a dump truck and the second construction machine is a backhoe. According to such a configuration, a delay in the loading operation can be reduced.

Advantages of the Invention

[0011] According to the present invention, by controlling the orientation of the first construction machine and preventing the second construction machine from performing inefficient operations, a delay in the construction work can be reduced.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Mode for Carrying Out the Invention

[0013] Hereinafter, the mode for carrying out the present invention will be described in detail with appropriate reference to the drawings. Each drawing is only schematically shown to the extent that the present invention can be sufficiently understood. Therefore, the present invention is not limited only to the illustrated examples. In each drawing, common components and similar components are denoted by the same reference numerals, and redundant descriptions thereof are omitted.

[0014] [Configuration] FIG. 1 is a schematic diagram of the construction support system of the present embodiment. The construction support system 100 includes an arithmetic unit 1, a dump truck 2, and an excavator 3. The arithmetic unit 1 is a computer used by the administrator in the integrated management room 10. The arithmetic unit 1 is communicably connected to a wireless communication device 14. The dump truck 2 is a construction machine that performs automatic driving. The dump truck 2 is equipped with an information terminal 20, a wireless communication device 21, and a GNSS (Global Navigation Satellite System) compass 22. The backhoe 3 is a construction machine that loads earth and sand. The backhoe 3 is equipped with an information terminal 30, a wireless communication device 31, and a GNSS compass 32.

[0015] The arithmetic unit 1, the information terminal 20, and the information terminal 30 each include hardware such as an input unit, an output unit, a control unit, and a storage unit. For example, when the control unit is composed of a CPU (Central Processing Unit), the information processing by a computer including the control unit is realized by program execution processing by the CPU. Further, the storage unit included in the computer stores various programs for realizing the functions of the computer according to instructions from the CPU. Thereby, cooperation between software and hardware is realized. The program can be provided by being recorded on a recording medium or via a network. The output unit may include the function of a display unit that performs screen display. Since the dump truck 2 performs automatic driving without a driver, it may not be equipped with a display unit. Further, when an operator rides on the backhoe 3, it is preferable to be equipped with a display unit. The arithmetic unit 1, the information terminal 20, and the information terminal 30 can exchange predetermined information wirelessly via the wireless communication devices 14, 21, 31. The GNSS compass 22 detects the position information and azimuth information of the dump truck 2. The information terminal 20 can transmit the position information and azimuth information of the dump truck 2 to the arithmetic unit 1 and the information terminal 30. The GNSS compass 32 detects the position information and azimuth information of the dump truck 2. The information terminal 30 can transmit the position information and azimuth information of the backhoe 3 to the arithmetic unit 1 and the information terminal 20.

[0016] [Functional Configuration of Arithmetic Unit 1] Figure 2 is a functional configuration diagram of the arithmetic unit. The arithmetic unit 1 includes a position setting unit 11, a travel control unit 12, and a route setting unit 13. The position setting unit 11 sets the planned stop position 15 of the dump truck 2. The information terminal 20 of the dump truck 2 receives a travel start command from the arithmetic unit 1 of the integrated management room 10. Then, the dump truck 2 starts automatic driving, travels along a predetermined route at the construction site, and then waits when it reaches the standby position for loading. The arithmetic unit 1 of the integrated management room 10 transmits a loading command to the information terminal 20 of the waiting dump truck 2. The loading command includes the planned stop position 15 set by the position setting unit 11. The planned stop position 15 is the position where the dump truck 2 is planned to stop in order to receive loading by the backhoe 3. The travel control unit 12 causes the dump truck 2 to travel toward the planned stop position 15. The route setting unit 13 sets an approach travel route for the dump truck 2 with the planned stop position 15 as the end point. For example, the arithmetic unit 1 can include the approach travel route in the loading command. Also, the standby position for loading can be set as the start point of the approach travel route. When the information terminal 20 receives the loading command from the arithmetic unit 1, the dump truck 2 travels along the approach travel route to the planned stop position 15 and approaches the backhoe 3.

[0017] [Travel of Dump Truck 2] FIG. 3 is an explanatory diagram when the dump truck travels toward the planned stop position 15. The arithmetic unit 1 receives in real time from the information terminal 20 the first center position 23 which is the position information of the dump truck 2. The arithmetic unit 1 receives in real time from the information terminal 20 the first azimuth angle θ D . The arithmetic unit 1 receives in real time from the information terminal 30 the second center position 33 which is the position information of the backhoe 3. The arithmetic unit 1 receives in real time from the information terminal 30 the second azimuth angle which is the azimuth information of the backhoe 3. Note that the second azimuth angle may be an angle indicating the direction of the vehicle body 34 of the backhoe 3 that can turn 360°, or an angle indicating the direction of the caterpillar 35 of the backhoe 3. The arithmetic unit 1 can set an arbitrary coordinate system for the construction site, and in this coordinate system, the first center position 23, the first azimuth angle θ D, the second center position 33, and the second azimuth angle can be defined. In FIG. 3, the first azimuth angle θ D and the reference azimuth of the second azimuth angle are unified to a predetermined azimuth (for example, 0 degrees for north).

[0018] The position setting unit 11 can set the planned stop position 15 of the dump truck 2 based on, for example, mechanical information such as the shape and posture of the backhoe 3 and environmental information of the loading (such as the slope of the work site and the presence of obstacles). In the case of FIG. 3, after the backhoe 3 scoops up the earth and sand 16 into the bucket 36, it turns the vehicle body 34 by 90° and directs the arm 37 in the loading direction. Then, the backhoe 3 extends the arm 37 to the loading platform 24 of the approaching dump truck 2 and loads the earth and sand in the bucket 36. The arithmetic unit 1 may set the planned stop position 15 so as to conform to such a basic loading operation of the backhoe 3.

[0019] The arithmetic unit 1 can define the first line segment 17 connecting the second center position 33 of the backhoe 3 and the first center position 23 of the dump truck 2 in the coordinate system. Also, the arithmetic unit 1 can define the direction from the second center position 33 to the first center position 23, that is, the azimuth angle of the first line segment 17 as the inter-machine azimuth angle θ I in the coordinate system. The reference azimuth of the inter-machine azimuth angle θ I is the same as the first azimuth angle θ D . While the dump truck 2 is traveling toward the planned stop position 15, the first center position 23 changes moment by moment, and the second center position 33 does not change. Therefore, the first azimuth angle θ D and the inter-machine azimuth angle θ I change moment by moment.

[0020] The travel control unit 12 controls the first azimuth angle θ of the dump truck 2 that stops at the planned stop position 15 D and the inter-machine azimuth angle θ, which is the azimuth angle of the first line segment 17 connecting the first center position 23 of the dump truck 2 and the second center position 33 of the backhoe 3 IControl the dump truck 2 so that the difference from [something] is equal to or less than the first threshold value. The first threshold value is a minute amount and is determined based on, for example, the width of the loading platform 24 of the dump truck 2 or the width of the bucket 36 of the backhoe 3, and it is preferable to make the loading from the backhoe 3 straight with respect to the dump truck 2. The arithmetic unit 1 calculates the azimuth angle θ between the machines I and transmits it to the dump truck 2. When the dump truck 2 automatically travels so as to align the first center position 23 with the planned stop position 15, the azimuth angle θ between the machines I is made to match the first azimuth angle θ D detected by the GNSS azimuth meter 22. FIG. 4 is an explanatory diagram when the dump truck stops at the planned stop position. As shown in FIG. 4, when the dump truck 2 stops so that the first center position 23 coincides with the planned stop position 15, the first azimuth angle θ D and the azimuth angle θ between the machines I match.

[0021] According to the present embodiment, if the planned stop position is set to a position where the arm 37 or the bucket 36 of the backhoe 3 can reach, the loading operation can be performed promptly after the dump truck 2 stops. Further, since the difference between the first azimuth angle θ D of the dump truck 2 stopped at the planned stop position 15 and the azimuth angle θ between the machines I becomes small (equal to or less than the first threshold value), the loading platform 24 of the dump truck 2 stopped at the planned stop position 15 can be made to face the backhoe 3. Also, as the construction work progresses, the position of the earth and sand 16 to be loaded changes, that is, the working location of the backhoe 3 changes. Even if there is such a change in the working location, the planned stop position 15 of the dump truck 2 can be set each time. Therefore, in accordance with the change in the working location, the loading platform 24 of the dump truck 2 stopped at the planned stop position 15 can be made to face the backhoe 3. As a result, it is not necessary to cause the backhoe 3 to perform inefficient operations such as lateral movement or translational movement of the arm 37, and thus the delay of the construction work can be reduced.

[0022] [Comparative Example] The above was an explanation of the case where the dump truck 2 is controlled in terms of its orientation using the azimuth angle θ between machines when the dump truck 2 stops at the planned stop position 15. Here, a case will be described where the orientation of the dump truck 2 is controlled using the second azimuth angle of the backhoe 3 instead of the azimuth angle θ between machines. When the dump truck 2 automatically travels so that the first center position 23 coincides with the planned stop position 15, the first azimuth angle θ I detected by the GNSS azimuth meter 22 is adjusted to match the second azimuth angle detected by the GNSS azimuth meter 32. When the dump truck 2 can accurately stop so that the first center position 23 coincides with the planned stop position 15, the first azimuth angle θ I and the second azimuth angle match, and the loading platform 24 of the dump truck 2 can be made to face the backhoe 3 directly. However, due to the accuracy of the control of the automatic driving of the dump truck 2, the actual stop position of the dump truck 2 may deviate from the planned stop position 15. D When the dump truck 2 accurately stops so that the first center position 23 coincides with the planned stop position 15, the first azimuth angle θ D and the second azimuth angle match, and the loading platform 24 of the dump truck 2 can be made to face the backhoe 3 directly. However, due to the accuracy of the control of the automatic driving of the dump truck 2, the actual stop position of the dump truck 2 may deviate from the planned stop position 15.

[0023] FIG. 5 is an explanatory diagram of a comparative example when the dump truck stops deviated from the planned stop position. As shown in FIG. 5, even if the dump truck 2 stops so that the first azimuth angle θ D and the second azimuth angle θ of the backhoe 3 B match, the first center position 23 of the stopped dump truck 2 may deviate from the planned stop position 15. FIG. 6 is an explanatory diagram of loading for a dump truck that has stopped deviated from the planned stop position according to the comparative example. When the dump truck 2 stops deviated from the planned stop position 15, the backhoe 3 needs to turn the vehicle body 34 so that the bucket 36 and the arm 37, which were directed toward the planned stop position 15, are directed toward the first center position 23. The turned backhoe 3 will perform loading from an oblique direction with respect to the loading platform 24 of the dump truck 2, making the loading difficult (in FIG. 6, it becomes difficult to load earth and sand in the right-front region of the loading platform 24). For this reason, the loading efficiency decreases. FIG. 7 is an explanatory diagram of loading for a dump truck that has stopped deviated from the planned stop position according to the present embodiment. According to the present embodiment, the first azimuth angle θ of the dump truck 2 Dis the azimuth angle θ between machines I is adjusted based on this. Therefore, even if the dump truck 2 stops deviated from the planned stop position 15, the loading platform 24 of the dump truck 2 can be made to face the backhoe 3. As a result, when the backhoe 3 turns the vehicle body 34 so that the bucket 36 and the arm 37 face the first center position 23, loading can be performed from the front with respect to the loading platform 24 of the dump truck 2, and a decrease in loading efficiency can be avoided (in FIG. 7, it is also easy to load earth and sand in the right front area of the loading platform 24).

[0024] [Approaching travel route] FIG. 8 is an explanatory diagram of the case where the dump truck makes an approaching travel. (a) is at the start of travel, (b) is at the planned quasi-stop position, and (c) is at the turning travel. As shown in FIG. 8(a), the route setting unit 13 can set an approaching travel route 40 for the dump truck 2 waiting for loading. The end point of the approaching travel route 40 is the planned stop position 15. The start point of the approaching travel route 40 is the standby position for loading, which is the first center position 23 of the dump truck 2 waiting. The dump truck 2 automatically travels along the approaching travel route 40 and approaches the backhoe 3. By the automatic travel, the dump truck 2 gradually faces the backhoe 3. Here, as shown in FIG. 8(b), the dump truck 2 stops at the planned quasi-stop position 41 (the first center position 23 and the planned quasi-stop position 41 are made to coincide). The planned quasi-stop position 41 is a position slightly farther from the planned stop position 15 with respect to the backhoe 3, and is a convenient position for facilitating the control to make the first azimuth angle θ D and the azimuth angle θ between machines I coincide. The planned quasi-stop position 41 may or may not be on the approaching travel route 40. Also, the arrival of the dump truck 2 at the planned quasi-stop position 41 may be the start condition for the travel control unit 12 to calculate the azimuth angle θ between machines I . As shown in FIG. 8(c), the dump truck 2 that has stopped at the planned quasi-stop position 41 makes a turning travel and makes the first azimuth angle θ D and the azimuth angle θ between machines I coincide. The dump truck 2 has the first azimuth angle θ Dand the azimuth angle θ between the machines I When they match, the turning travel is stopped. When the turning travel is stopped, it is preferable that the first center position 23 of the dump truck 2 coincides with the planned stop position 15, but they do not have to coincide exactly. The quasi-planned stop position 41 is preferably a position where the first center position 23 and the planned stop position 15 can be made to coincide when the turning travel is stopped. By setting the approach travel route 40, the approach of the dump truck 2 to the backhoe 3 can be optimized. Even when the loading position changes as the construction work of the backhoe 3 progresses, an optimal travel route for the dump truck 2 to stop at the loading position can be provided.

[0025] [Retry travel] FIG. 9 is an explanatory diagram when the dump truck travels in a retry manner, where (a) is when the retry start point is set, and (b) is when the retry start point is reached. For example, the first azimuth angle θ of the dump truck 2 D becomes substantially the same as the azimuth angle θ between the machines I As a result of the arithmetic unit 1 controlling the dump truck 2 so that they are substantially the same, as shown in FIG. 9(a), the dump truck 2 may approach the backhoe 3 excessively. "The case of approaching excessively" means the case where the length of the first line segment 17 (see FIG. 3) is equal to or less than the second threshold value. The second threshold value can be appropriately set from, for example, the dimensions of the dump truck 2 and the dimensions of the backhoe 3. When the dump truck 2 approaches the backhoe 3 excessively, as shown in FIG. 9(a), the route setting unit 13 sets a retry start point 42 on the approach travel route 40, and the travel control unit 12 can cause the dump truck 2 to travel to the retry start point 42. As a result, as shown in FIG. 9(b), the dump truck 2 travels and stops so that the first center position 23 and the retry start point 42 coincide. When traveling to the retry start point 42, the travel control unit 12 preferably controls so that the difference between the first azimuth angle θ D and the azimuth angle θ between the machines I does not exceed a predetermined threshold value. The dump truck 2 that has returned to the retry start point 42 travels in the same manner as in the case of FIG. 8 and stops at the planned stop position 15. By re-running the dump truck 2, the dump truck 2 can be moved away from the backhoe 3 without arbitrarily changing the set approach route 40. Therefore, contact between the dump truck 2 and the backhoe 3 can be avoided, and the processing load for setting the approach route 40 can be reduced.

[0026] [Exception handling] Regarding the accuracy of the control of the automatic driving of the dump truck 2, the first azimuth angle θ of the dump truck 2 D may be slightly different from the inter-machine azimuth angle θ I when the dump truck 2 stops. That is, the difference between the first azimuth angle θ D and the inter-machine azimuth angle θ I may exceed the first threshold value. In this case, the travel control unit 12 sets the offset distance D (see Fig. 7) between the second line segment 18 connecting the planned stop position 15 and the second center position 33 of the backhoe 3 and the first center position 23 of the dump truck 2 to be equal to or less than a second threshold value based on the vehicle width of the dump truck 2. The larger the vehicle width of the dump truck 2, the larger the vehicle width of the loading platform 24, and the second threshold value can be set to a larger value. Also, the larger the lateral width (the vehicle width of the dump truck 2) of the bucket 36 of the backhoe 3, the more preferably the second threshold value is set to a smaller value. By using the second threshold value, the travel control unit 12 can allow the vehicle width of the dump truck 2 to perform loading from an oblique direction from the backhoe 3. For this reason, even if the first azimuth angle θ D is different from the inter-machine azimuth angle θ I and the backhoe 3 is oblique to the loading platform 24 of the dump truck 2, a decrease in loading efficiency can be avoided. Also, the first azimuth angle θ D and the inter-machine azimuth angle θ I are made to match, and the dump truck 2 approaches the backhoe 3 too closely, reducing the chance of the dump truck 2 re-running (see Figs. 8 and 9). Therefore, a decrease in loading efficiency can be avoided.

[0027] [Processing] Figure 10 is a sequence diagram of the construction support method of this embodiment. The processing of the construction support method of this embodiment proceeds as follows. Note that the arithmetic unit 1 has the first center position 23 and the first azimuth angle θ D and receives them in real time from the dump truck 2 (or the information terminal 20). Also, the arithmetic unit 1 receives the second center position 33 and the second azimuth angle from the backhoe 3 (or the information terminal 30) in real time. First, the arithmetic unit 1 receives an arrival signal from the dump truck 2 (step S1). The arrival signal is a signal indicating that the dump truck 2 has arrived at the standby position for loading. Also, the arithmetic unit 1 receives a preparation completion signal from the backhoe 3 (step S2). The preparation completion signal is a signal indicating that the backhoe 3 has completed the preparation for starting the loading operation. Next, the route setting unit 13 of the arithmetic unit 1 sets an approach travel route 40 (step S3). The set approach travel route 40 includes an end point that is the planned stop position 15 and a start point that is the standby position for loading. Next, the arithmetic unit 1 transmits the approach travel route 40 and the backhoe position coordinates (the second center position 33) to the dump truck 2 (step S4).

[0028] When the dump truck 2 receives the approach travel route 40 and the backhoe position coordinates from the arithmetic unit 1, it starts approaching along the approach travel route 40 (step S5). Next, the dump truck 2 stops at the planned stop position 41 (step S6). Next, the dump truck 2 transmits an arrival signal to the arithmetic unit 1 (step S7). The arrival signal is a signal indicating that the dump truck 2 has arrived at the planned stop position 41. Next, the travel control unit 12 of the arithmetic unit 1 calculates the inter-machine azimuth angle θ I (step S8). Next, the arithmetic unit 1 transmits the inter-machine azimuth angle θ I to the dump truck 2 (step S9).

[0029] The dump truck 2 has the inter-machine azimuth angle θ IWhen receiving it from the arithmetic unit 1, it starts the turning travel (Fig. 8(c)) (step S5). As a result of the turning travel, when the dump truck 2 approaches the backhoe 3 too closely (Yes in step S11), the dump truck 2 travels toward the restart point 42 set by the route setting unit 13 of the arithmetic unit 1 (step S12). After step 12, it returns to step S5, and the processes already described are executed.

[0030] As a result of the turning travel, when the dump truck 2 does not approach the backhoe 3 too closely (Yes in step S11), the inter-machine azimuth angle θ I and the first azimuth angle θ D and the difference |θ I - θ D | is greater than or equal to the first threshold value (No in step S13), it returns to step S8, and the processes already described are executed. On the other hand, when the difference |θ I - θ D | is less than the first threshold value (Yes in step S13), the dump truck 2 stops at the planned stop position 15 (step S14).

[0031] Next, the dump truck 2 transmits an arrival signal to the arithmetic unit 1 (step S7). The arrival signal is a signal indicating that the dump truck 2 has arrived at the planned stop position 15. Next, the arithmetic unit 1 gives an instruction to start loading to the backhoe 3 and transmits the inter-machine azimuth angle θ I to the backhoe 3 (step S16). Next, the backhoe 3 starts the loading process and loads the earth and sand onto the loading platform 24 of the dump truck 2 that has stopped at the planned stop position 15. The processing of the construction support method is completed as above. When the working location of the backhoe 3 changes, this processing is executed again.

[0032] [Relationship with claims] The dump truck 2 is a specific example of the "first construction machine" in the claims. The backhoe 3 is a specific example of the "second construction machine" in the claims.

[0033] [Modification example] (a): The dump truck 2 is not limited to the type that performs driverless automatic driving, and may be a manned operation type. The manned operation type may be a direct operation type or a remote operation type. (b): The construction machine that performs automatic driving is not limited to the dump truck 2. Further, the present invention can also be applied when there are a plurality of construction machines that perform automatic driving along a determined route. (c): The backhoe 3 may be of a type on which an operator rides, or may be a remote operation type on which an operator does not ride. (d): In the present invention, the construction machine that performs automatic driving is not limited to a dump truck. Further, the construction machine that works in cooperation with the construction machine that performs automatic driving is not limited to a backhoe. The work handled in the present invention is not limited to the work of loading earth and sand, and may be any work using a construction machine.

[0034] (e): It is also possible to realize a technology in which various technologies described in the present embodiment are appropriately combined. (f): The software described in the present embodiment can be realized as hardware, and the hardware can also be realized as software. (g): In addition, the components of the present invention can be appropriately changed without departing from the spirit of the present invention.

Explanation of Reference Numerals

[0035] 100 Construction Support System 1 Computing Device 2 Dump Truck 3 Backhoe 10 Integrated Management Room 11 Position Setting Unit 12 Travel Control Unit 13 Route Setting Unit 14, 21, 31 Wireless Communication Device 15 Scheduled Stop Position 16 Earth and Sand 17 First Line Segment 18 Second Line Segment 20, 30 Information Terminal 22, 32 GNSS Azimuth Meter 23 First Central Position 24 Loading platform 33 Second center position 34 Vehicle body 35 Caterpillar 36 Bucket 37 Arm 40 Approach travel route 41 Planned quasi-stop position 42 Retry start point θ D First azimuth angle θ B Second azimuth angle θ I Inter-machine azimuth angle

Claims

1. A construction support system comprising an automatically driving dump truck, an excavator, and an arithmetic unit, wherein the arithmetic unit includes a position setting unit that sets a planned stop position of the dump truck, and a travel control unit that causes the dump truck to travel toward the planned stop position, wherein the arithmetic unit receives in real time from the dump truck the central position and azimuth angle of the dump truck, and receives in real time from the excavator the central position of the excavator, wherein the travel control unit controls the dump truck such that a difference between the azimuth angle of the dump truck that stops at the planned stop position and the inter-machine azimuth angle, which is the azimuth angle of a first line segment connecting the central position of the dump truck and the central position of the excavator, is equal to or less than a first threshold value that is a minute amount, wherein the arithmetic unit further includes a route setting unit that sets an approach travel route having the planned stop position as an end point for the dump truck, wherein when the length of the first line segment becomes equal to or less than a second threshold value, the route setting unit sets a restart start point on the approach travel route, and the travel control unit causes the dump truck to travel to the restart start point.

2. The construction support system according to claim 1, wherein the travel control unit makes an offset distance between a second line segment connecting the planned stop position and the central position of the excavator and the central position of the dump truck equal to or less than a third threshold value based on the vehicle width of the dump truck.

3. A first step of receiving in real time from the dump truck the central position and azimuth angle of the automatically driving dump truck; a second step of receiving in real time from the excavator the central position of the excavator; a third step of setting the planned stop position of the dump truck; a fourth step of setting for the dump truck an approach travel route having the planned stop position as an end point; and a fifth step of, when causing the dump truck to travel toward the planned stop position, controlling the dump truck such that a difference between the azimuth angle of the dump truck that stops at the planned stop position and the inter-machine azimuth angle, which is the azimuth angle of a first line segment connecting the central position of the dump truck and the central position of the excavator, is equal to or less than a first threshold value that is a minute amount, setting a restart start point on the approach travel route when the length of the first line segment becomes equal to or less than a second threshold value, and causing the dump truck to travel to the restart start point.

4. A position setting unit that sets a planned stop position of an automatically driving dump truck, and a travel control unit that causes the dump truck to travel toward the planned stop position, receives the center position and azimuth angle of the dump truck in real time from the dump truck, and receives the center position of the backhoe in real time from the backhoe, the travel control unit controls the dump truck so that a difference between the azimuth angle of the dump truck that stops at the planned stop position and the inter-machine azimuth angle, which is the azimuth angle of a first line segment connecting the center position of the dump truck and the center position of the backhoe, is equal to or less than a first threshold value that is a minute amount, the dump truck further includes a route setting unit that sets an approach travel route having the planned stop position as an end point, when the length of the first line segment becomes equal to or less than a second threshold value, the route setting unit sets a restart start point on the approach travel route, the travel control unit is an arithmetic device that causes the dump truck to travel to the restart start point.

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