Mobile movement control device

Abstract

To provide a mobile object operation control apparatus with high practicability.SOLUTION: A mobile object operation control apparatus 10 controls operation of a plurality of vehicles C as mobile objects in a region where there is a road 12 with opposing lanes that lie opposite each other and allow opposing passage of vehicles. The mobile object operation control apparatus 10 is configured such that stop positions 20, 22 corresponding to a request and a traveling route are set for each of the plurality of vehicles, and when a certain vehicle stops or is stopped at a certain stop position 22 in a condition that can interfere with passage of other vehicles on the opposing lane, a section including that stop position is set as an entry inhibited section for other vehicles. By setting the entry inhibited section also in a region where a road on opposing passage of vehicles is possible, such as a town, smooth operation of a plurality of vehicle can be effectively performed.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a mobile operation control device for controlling the operation of a mobile body.

Background Art

[0002] As a mobile operation control device (hereinafter sometimes simply referred to as a "control device") for controlling the operation of each of a plurality of mobile bodies, for example, there is a device as described in the following patent document, specifically, a device for controlling the operation of a plurality of ground support devices (a kind of mobile body) that perform support work for an aircraft on the ground. In that control device, the movement route and movement order of a plurality of ground support devices are determined, and a reservation area where other ground support devices cannot enter is set in front of each ground support device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The technology described in the above patent document is a technology premised on being able to arbitrarily determine the movement route of a mobile body in a wide area such as an airport, and in an area where a passage through which a mobile body can move is preset, such as in the middle of a city, it cannot be used to control the operation of each of a plurality of mobile bodies. If it is possible to effectively manage the operation of a plurality of mobile bodies in an area where the passage is determined, the practicality of the mobile operation control device is considered to be improved. The present invention has been made in view of such circumstances, and an object thereof is to provide a highly practical mobile operation control device.

Means for Solving the Problems

[0005] To solve the above problems, the present invention provides a mobile vehicle operation control device for controlling the operation of multiple mobile vehicles in an area where there is a road with opposing traffic lanes that allow for two-way traffic, and for each of the multiple mobile vehicles, it sets a stop position and a travel route according to the request, (a) When a moving object stops or is stopped at a certain stopping position in a manner that could potentially obstruct the passage of another moving object in the opposite lane, the section including that stopping position , whether to travel on the autopilot lane or the oncoming lane against other moving objects Even if Designated as a no-entry zone. (b) When a moving object is stopped but does not obstruct the passage of the opposing lane, an instruction will be given to allow the passage of the opposing lane not only to other moving objects traveling in the opposing lane, but also to following moving objects traveling in the current lane. It is configured in this way. [Effects of the Invention]

[0006] According to the mobile vehicle operation control device of the present invention, even in areas where two-way traffic is possible, such as in urban areas, it is possible to effectively control the smooth operation of multiple mobile vehicles by setting the above-mentioned no-entry zones. (Aspects of the Invention)

[0007] The "mobile objects" that the mobile object operation control device of the present invention (hereinafter sometimes simply referred to as the "control device") controls are not particularly limited as long as they are capable of moving in a passageway in a two-way manner. For example, various types of vehicles are targeted, such as trucks that transport goods from one specific place to another, buses that carry people around a city, and vehicles that stop at a predetermined point to perform some kind of work. Furthermore, it is not limited to vehicles, and may also include, for example, drones, robots, etc. The "mobile objects" may be manually driven by a driver or may be autonomously driven.

[0008] The control system can consist of, for example, a computer and a communication device capable of communicating with each mobile unit. For example, based on requests input from an external source each time, or pre-set requests, the computer sets when, where, and which route each mobile unit will stop and travel. In other words, the control system sets the operation plan for each mobile unit. The communication device should then be configured to transmit the stopping positions and travel routes of each mobile unit based on the operation plan. If the mobile units are driven by a driver, the stopping positions and travel routes should be made known to the driver within the mobile unit. If the mobile units are automatically driven, the mobile units should be configured to drive automatically according to those stopping positions and travel routes.

[0009] A manner in which a vehicle stops or remains stopped in a manner that could potentially obstruct the passage of other moving objects in the oncoming lane (hereinafter sometimes referred to as a "passage obstruction stopping manner") means, for example, a stopping manner in which the passage of other moving objects could be obstructed in both the lane in which the vehicle is traveling (hereinafter sometimes referred to as the "own lane"; if the moving object is a vehicle, this means the own lane) and the oncoming lane, which is a lane traveling in the opposite direction to the own lane (if the moving object is a vehicle, this means the oncoming lane). Furthermore, the mere fact that a moving object is stopped does not mean that it obstructs the passage of other vehicles in the oncoming lane. For example, stopping beyond the oncoming lane (crossing the oncoming lane), stopping requires an action that causes the vehicle to protrude into the oncoming lane, starting from a stopped state involves crossing or protruding into the oncoming lane, or involves operations such as loading or unloading objects from a moving object in the own lane by crossing or protruding into the oncoming lane. These are also included in the passage obstruction stopping manner. Specifically, for example, in cases where loading and unloading of goods takes place in a yard facing a passageway, any situation in which a moving object enters or exits that yard and extends into an oncoming traffic lane is also included in the category of actions that obstruct passage.

[0010] Generally, when multiple moving objects enter an intersection or similar location simultaneously, one moving object may obstruct the passage of other moving objects. Such obstruction is based on the passage itself. The obstruction stopping mechanism in this invention is not of that nature, but rather an obstruction based on a requested stopping position, in other words, an obstruction based on the operation plan of each moving object determined by the control system.

[0011] According to this control system, setting "no-entry zones" enables the smooth operation of multiple moving objects. For example, if another moving object attempts to enter a no-entry zone, it should be instructed to wait before reaching that zone. Furthermore, the no-entry zone setting can be lifted when there is no longer any possibility of obstruction to the passage of other moving objects by a moving object that is about to stop or has stopped. In other words, the control system can flexibly set no-entry zones according to the operation plan.

[0012] Incidentally, even if one moving object is stopped, if it does not obstruct the passage of other moving objects in the oncoming lane, they may be allowed to pass. In other words, the control system may instruct other moving objects to allow them to pass in the oncoming lane. More specifically, for example, a following moving object traveling in its own lane may cross into the oncoming lane and pass the stopped moving object. [Brief explanation of the drawing]

[0013] [Figure 1] This diagram shows how vehicles travel in a city with roads that allow for two-way traffic. [Figure 2] This diagram illustrates whether a vehicle is stopped and whether it obstructs the passage of other vehicles in the oncoming lane. [Figure 3] This is another diagram illustrating whether a vehicle is stopped and whether it obstructs the passage of other vehicles in the oncoming lane. [Figure 4] This diagram shows a no-entry zone that is set up to obstruct the passage of other vehicles in the oncoming lane. [Figure 5] This is a functional block diagram that schematically shows the functional configuration of the control system. [Modes for carrying out the invention]

[0014] Hereinafter, a mobile vehicle operation control device, which is an embodiment of the present invention, will be described in detail with reference to the drawings as an embodiment for carrying out the present invention. In addition to the embodiments described below, the present invention can be carried out in various forms by making various changes and improvements based on the knowledge of those skilled in the art, starting with the embodiments described in the section [Embodiments of the Invention] above. [Examples]

[0015] [A] Areas under control and vehicles subject to control As shown in Figure 1, the mobile traffic control device (hereinafter sometimes referred to as "this control device") 10 of this embodiment controls the entire city, where roads 12 exist as pathways, as its control area, and controls the operation of multiple vehicles C as multiple mobile objects moving within that area. Incidentally, the control device 10 is installed in a control building 14 located in the center of the city. Each road 12 is a paved road with one lane in each direction, allowing for two-way traffic with opposing lanes. Only a part of the city is shown in Figure 1. Note that "vehicle C" is a general term, and in Figure 1, they are numbered C1, C2, etc. to distinguish them individually. Furthermore, in the following explanation, arbitrary subscripts will be added as necessary.

[0016] Vehicle C includes vehicles of various uses and sizes, such as cargo transport vehicles and passenger vehicles, but all operate autonomously based on instructions from the control unit 10. In other words, in this city, all vehicles C operate autonomously, not by human drivers. Each vehicle C is equipped with a camera and GPS function, which are used to understand the surrounding environment and its own position. The autonomous driving methods used in each vehicle C follow general technology, and a detailed explanation is omitted here.

[0017] The control device 10 creates an operation plan for each vehicle C, which will be described in detail later. The operation plan includes when each vehicle 12 should travel on the road 12 in what route and where it should stop (a subordinate concept of "stop"), that is, the driving route (a subordinate concept of "moving route") and the stop position (a subordinate concept of "stop position"). Based on the created operation plan, the control device 10 issues instructions to each vehicle C. Each vehicle C performs automatic driving based on the instructions from the control device 10 according to the operation plan. In addition, each vehicle C transmits to the control device 10 at any time its own position information obtained by the GPS function, information on whether it is running and its speed and direction when running. The control device 10 grasps the driving state (a concept including "stopping state") of each vehicle based on this information.

[0018] [B] Driving Rules of Vehicles In this town, in principle, any vehicle C is required to drive within the left lane of the road 12, and the maximum driving speed is also set. In principle, overtaking a vehicle C in the preceding lane is prohibited, and when the preceding vehicle C stops, it should stop behind that vehicle C.

[0019] There are intersections 16 and crosswalks 18 in the town. Signals are installed for the crosswalks 18. According to the signals, vehicle C stops in front of the crosswalk 18 and is allowed to cross the crosswalk 18. Signals are also installed at the intersections 16. According to the signals, vehicle C stops and is made to go straight, turn right or left. For example, when a vehicle going straight and a vehicle turning right enter the intersection 16 from opposite directions at the same time, the vehicle going straight has priority. Since the driving of vehicle C at these crosswalks 18 and intersections 16 follows general traffic rules, detailed description here is omitted. Incidentally, when each vehicle C approaches an intersection 16 or a crosswalk 18, it receives information to that effect from the control device 10 and confirms it based on the information obtained from the camera it has.

[0020] In specific locations within the city, bus stops 20 are designated as stopping points. Vehicles C, such as route buses (vehicles C1 and C2 in Figure 1), travel along designated routes and pick up and drop off passengers at bus stops 20. More specifically, such vehicles C travel along designated routes and stop at bus stops 20 along the way. At bus stop 20, as shown in Figure 2(a), vehicle Ca pulls over to the shoulder of the road 12 and stops. At the location of bus stop 20, other vehicles C are permitted to pass in the oncoming lane. That is, as shown by the solid line in Figure 2(a), oncoming vehicle Cb is permitted to continue straight in the oncoming lane. On the other hand, following vehicle Cc, as an exception to the above principle, is permitted, based on information from the control device 10, to cross into the oncoming lane and overtake the stopped vehicle Ca, as shown by the dashed line, as long as it does not interfere with the oncoming vehicle.

[0021] On the other hand, for vehicles C such as trucks (vehicles C3, C4, and C5 in Figure 1), numerous loading and unloading yards 22 are provided in the city as stopping positions (parking spots) facing the road 12. Vehicles C enter the loading and unloading yards 22 from the road 12 to load and unload cargo. More specifically, as shown in Figure 2(b), for example, vehicles stop in loading and unloading yards 22 located beside their own lane, that is, on the left side of the road 12. Figure 2(b) shows vehicle Cd reversing into and stopping in the loading and unloading yard 22 on the side of its own lane. Also, as shown in Figure 2(c), for example, vehicles cross the oncoming lane and stop in loading and unloading yards 22 located beside the oncoming lane, that is, on the right side of the road 12. Figure 2(c) shows vehicle Ce moving forward into and stopping in the loading and unloading yard 22 on the oncoming lane side.

[0022] In the case shown in Figure 2(b), when transitioning from forward to reverse, vehicle Cd will veer into the oncoming lane. Similarly, in the case shown in Figure 2(c), vehicle Ce will cross the oncoming lane. In both cases, vehicle C will stop at the stopping position in a position that obstructs the passage of other vehicles C not only in its own lane but also in the oncoming lane.

[0023] Next, let's consider the case where vehicle C, which is parked in the loading / unloading yard 22, returns to road 12. For example, when vehicle Cd, which is parked in reverse as shown in Figure 2(b), returns to road 12, it moves forward to enter road 12 as shown in Figure 3(a). More specifically, as shown by the solid line, it may return to road 12 by moving to the left, and as shown by the dashed line, it may return to road 12 by moving to the right. Also, for example, when vehicle Ce, which is parked in forward position as shown in Figure 2(c), returns to road 12, it moves backward to enter road 12 as shown in Figure 3(b). More specifically, as shown by the solid line, it may return to road 12 by moving to the left, and as shown by the dashed line, it may return to road 12 by moving to the right. If we consider the lane in which the vehicle travels after returning to road 12 as the vehicle's own lane, then in the case shown with a solid line in Figure 3(a), the passage of other vehicles C in the oncoming lane is not obstructed. However, in the case shown with a dashed line in Figure 3(a) and a solid line in Figure 3(b), the passage of other vehicles C in the oncoming lane is obstructed as well as the passage of the vehicle's own lane.

[0024] The stopping at the loading / unloading yard 22 and the departure from the loading / unloading yard 22 described above are just examples, and when stopping or departing, there is a possibility that other vehicles C may also obstruct the passage of other vehicles C in the oncoming lane. In other words, the manner in which a vehicle C stops at a certain stopping position may obstruct the passage of other vehicles C in the oncoming lane (hereinafter sometimes referred to as a "passage obstruction stopping manner"). Therefore, in this town, when a vehicle C is in a passage obstruction stopping manner, specifically, as shown in Figure 4(a), when vehicle Cd is about to stop at the loading / unloading yard 22, or as shown in Figure 4(b), when vehicle Ce is about to depart from the loading / unloading yard 22, the section including the loading / unloading yard 22, or more precisely, a certain distance before and after the loading / unloading yard 22, is set as a no-entry zone for other vehicles C, prohibiting other vehicles C from entering either their own lane or the oncoming lane.

[0025] When a no-entry zone is set, as shown in Figure 4, both vehicles C traveling in their own lane and vehicles C traveling in the oncoming lane are made to wait before that zone. Although not shown in the illustration, the no-entry zone is lifted when vehicles Cd and Ce, which are about to stop at the loading / unloading yard 22, stop and begin loading or unloading, or when vehicles Cd and Ce, which were stopped at the loading / unloading yard 22, depart and leave the set no-entry zone. In other words, it is lifted when there is no longer any possibility of obstruction to other vehicles C by vehicles Cd and Ce, which are about to stop or were stopped at the loading / unloading yard 22.

[0026] [C] Functions of the control system As shown in Figure 5, the control system 10 is composed of a computer 30 as its main component and includes a communication device 32 that enables communication with each vehicle C. As shown in Figure 5, the computer 30 has multiple functional units that operate by program execution, specifically a vehicle status recognition unit 34, an operation management unit 36, a driving management unit 38, and an instruction issuance unit 40.

[0027] The vehicle status monitoring unit 34, based on the information sent from each vehicle C, determines the current status of each vehicle C, specifically its current position, orientation, whether it is moving or stationary, and, if moving, its speed.

[0028] The operations management unit 36 ​​has an operations planning unit 42, which creates operations plans for each vehicle C. Specifically, for example, if vehicle C is a vehicle like the bus described above, it determines, based on a pre-set timetable, which stop 20 vehicle C will depart from at what time, which route it will take, and which stop 20 it will arrive at at what time. Also, for example, if vehicle C is a vehicle like the truck described above, it determines, based on a request from a contractor to transport goods, which loading / unloading yard 22 vehicle C will pick up the goods at what time, which route it will take, and which loading / unloading yard 22 it will deliver the goods at at what time. Based on the operations plans for each vehicle C created by the operations planning unit 42 and the status of each vehicle C as determined by the vehicle status monitoring unit 34, the operations management unit 36 ​​manages the operation of each vehicle, including the progress toward the operations plan.

[0029] The driving management unit 38 manages the driving of each vehicle C on the road 12 based on the status of each vehicle C as determined by the vehicle status recognition unit 34. For example, as explained earlier, if a vehicle C is stopped at a bus stop 20, it allows a following vehicle C to overtake the stopped vehicle C, as long as it does not obstruct the passage of a third vehicle C.

[0030] Furthermore, the driving management unit 38 has a no-entry zone setting unit 44. As explained earlier, in the loading / unloading yard 22, if a vehicle C is about to stop, or is stopped and about to depart, it may obstruct the passage of other vehicles C in the oncoming lane. Taking this into consideration, the no-entry zone setting unit 44 sets a no-entry zone for other vehicles C if a vehicle C is stopped or stopped in a state that may obstruct the passage of other vehicles C in the oncoming lane. The driving management unit 38 also manages the driving of each vehicle C on the road 12 based on the set no-entry zone. The no-entry zone setting unit 44 then removes the set no-entry zone when the above possibility no longer exists.

[0031] The instruction issuing unit 40 issues instructions to each vehicle C regarding starting, stopping, turning left or right, and speed when driving, based on the operation management by the operation management unit 36 ​​and the driving management by the driving management unit 38.

[0032] According to this control device 10, by setting the above-mentioned no-entry zone, it becomes possible to effectively deal not only with obstructions to vehicle C traffic caused by the road 12 itself, such as simultaneous entry into intersection 16, but also with obstructions to traffic based on the user's own established operation plan. In other words, in areas where roads with two-way traffic exist, such as in urban areas, it becomes possible to effectively operate multiple vehicles in accordance with their operation plans. [Explanation of Symbols]

[0033] 10: Mobile vehicle control system 12: Road (passageway) 14: Control building 16: Intersection 18: Pedestrian crossing 20: Bus stop 22: Inbound / outbound yard 30: Computer 32: Communication equipment 34: Vehicle status monitoring unit 36: Operation management unit 38: Driving management unit 40: Instruction and dispatch unit 42: Operation plan creation unit 44: No-entry zone setting unit C, C1, C2, ..., Ca, Cb, ...: Vehicle (mobile vehicle)

Claims

1. A mobile vehicle operation control device for controlling the operation of multiple mobile vehicles in an area where there is a passage that allows two-way traffic with opposing lanes, A mobile vehicle operation control device configured to set a stop position and travel route for each of multiple mobile vehicles according to the request, and to set the section including the stop position as a no-entry zone for other mobile vehicles traveling on either the own lane or the oncoming lane when a mobile vehicle stops or is stopped at a certain stop position in a manner that may obstruct the passage of other mobile vehicles on the oncoming lane, and to give instructions to allow passage on the oncoming lane not only to other mobile vehicles traveling on the oncoming lane but also to following mobile vehicles traveling on the own lane.

2. The mobile vehicle operation control device according to claim 1, configured to release the setting of the no-entry zone when the possibility of obstruction by a mobile vehicle that is about to stop or has stopped has ceased.

3. The mobile vehicle operation control device according to claim 1, which is configured to give instructions to another mobile vehicle to wait before entering the no-entry zone when that mobile vehicle attempts to enter the no-entry zone.

4. A mobile vehicle operation control device according to any one of claims 1 to 3, wherein each of the multiple mobile vehicles is a vehicle that operates autonomously.

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