Running system and running device

Abstract

Efficiently controls the timing of starting and stopping multiple traction devices. [Solution] A system 100 for running multiple running devices 20 on a predetermined circular route 10, wherein each running device has a proximity detection unit 27b that detects proximity to another running device ahead, and a control unit 21 that controls the starting and stopping of its own running device. When the control unit detects proximity to another running device ahead, it stops running and restarts after the proximity state is released. When a predetermined stopping point on the route is reached, it stops running and restarts after a first predetermined time has elapsed. If the running device is stopped due to detection of proximity to another running device ahead, and the stopping position is in a group formation section within a predetermined distance from the predetermined stopping point, it restarts after the proximity state with the other running device 20 is released and continues running without stopping at the predetermined stopping point.

Description

Technical Field

[0001] The present invention relates to a system for causing a plurality of self-driving capable traveling devices to travel along a predetermined path. The present invention also relates to the traveling device itself that is capable of self-driving.

Background Art

[0002] The applicant of the present application has previously proposed a motor-driven traveling device that travels on a pre-laid lane (Patent Document 1). The traveling device described in this Patent Document 1 is assumed to travel while contacting side walls provided on the left and right of the lane.

[0003] In addition, the applicant of the present application has proposed an algorithm in a system for causing a plurality of traveling devices to travel on a predetermined path, which can autonomously stop each traveling device dispersed in a plurality of parking areas (for example, charging areas) on the path (Patent Document 2). By installing this algorithm in each of the traveling devices, each traveling device can be appropriately stopped in the parking area without relying on control from an upper control station (control center).

[0004] Furthermore, the applicant of the present application has proposed an improved algorithm for shortening the time for dispersing and stopping each traveling device in a parking area on a predetermined path in a system for causing a plurality of traveling devices to travel on a predetermined path (Patent Document 3).

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0006] Incidentally, even if the running gears are designed in the same way, differences in running speed will occur due to factors such as tire wear and battery voltage. In particular, if the running gears are used continuously, these differences in running speed tend to gradually increase. As a result, if multiple running gears are continuously running in a closed loop, the differences in running speed of each gear will eventually cause the gears to line up in a dense row, following the slowest gear. When this happens, it becomes impossible to evenly distribute the running gears across the entire track, making it difficult to create an effect where the running gears are uniformly distributed throughout the space where the track is provided. Consequently, the lighting effects, for example, that utilize multiple running gears distributed throughout the space become unclear.

[0007] One possible solution to this problem is to install launch control mechanisms at one or more locations along the route and launch the vehicles at regular time intervals. In other words, these launch control mechanisms would temporarily stop the vehicles passing through them and sequentially launch each vehicle so that the intervals between vehicles remain constant. This would allow for a uniform distribution of vehicles along the route. However, in such constant-interval launch control, each vehicle must be treated as an independent entity, and each vehicle must be controlled to maintain a constant interval at all times. Therefore, as the number of vehicles increases, it becomes necessary to individually manage the timing of launching and stopping each vehicle, leading to increased control complexity. Furthermore, the constraint of maintaining equal intervals between all vehicles individually is too strict, making it difficult to flexibly arrange vehicles in specific sections of the route, thus reducing the overall system's flexibility. In addition, if all vehicles are always running at a constant interval, the vehicle arrangement patterns become monotonous, severely limiting the freedom of performance.

[0008] Furthermore, when the autonomous operation of the traction unit is to be sustained for a long period of time, it is necessary to provide multiple charging areas along the route, as shown in, for example, Patent Documents 1 and 2, and to stop the traction unit that reaches a charging area for a predetermined time to charge it little by little (it is not necessary to fully charge the traction unit at each charging area). If the traction unit is to be temporarily stopped on the charging area in this manner, even if the aforementioned starting control mechanism is provided to adjust the spacing between the traction units, there is a limit to the number of charging areas that can accommodate, so some traction units will stop before entering a charging area without being able to enter it. In particular, even if multiple charging areas are provided along the route, a considerable number of traction units will be blocked by the traction unit ahead that is stopped in a charging area and will stop in the gap between each charging area (i.e., an area where charging is not possible). When traction units stop in such gaps between charging areas, there is a problem that the charging efficiency of the traction unit as a whole system decreases.

[0009] Therefore, the primary objective of the present invention is to enable efficient control of the starting and stopping timings of multiple running devices. In addition, one of the secondary objectives of the present invention is to improve the charging efficiency along the path of multiple running devices.

[0010] A vehicle's driving system typically has two operating states: "performance state" and "maintenance state." In the maintenance state, the primary objective is to efficiently and quickly charge all driving devices. In the performance state, on the other hand, it is necessary to maintain the visual performance effect by continuously driving the vehicles while appropriately distributing them throughout the entire route, while simultaneously replenishing the batteries of each vehicle. The algorithms described in Patent Documents 2 and 3 are primarily aimed at efficient charging in the maintenance state. In contrast, the performance state presents a different challenge: balancing the placement of driving devices to maintain the performance effect with the continuation of driving through charging. The present invention primarily aims to solve the problems in the "performance state." [Means for solving the problem]

[0011] The inventors of this invention diligently studied means to solve the problems of the prior art described above, and as a result, found that by treating a predetermined number of running devices as a group and controlling the start and stop timing for each group, it is possible to efficiently control the running state of a large number of running devices traveling along a route. In addition, by charging the running devices in groups within a charging area, it is possible to suppress the situation in which running devices wait immediately before the charging area, which leads to an improvement in charging efficiency. Based on these findings, the inventors realized that the above problems could be solved and completed the present invention.

[0012] A first aspect of the present invention relates to a system for driving multiple running devices on a predetermined circular path. In the system according to the present invention, each running device has a proximity detection unit that detects when it is in close proximity to another running device ahead, and a control unit that controls the starting and stopping of its own running device based on a predetermined algorithm. The control unit controls the starting and stopping of its own running device according to the following conditions. (1) When the control unit detects that its own running gear is in close proximity to another running gear ahead, it stops its own running gear, and restarts its own running gear after the proximity condition with the other running gear is released. (2) When the control unit reaches a predetermined stopping point on the route, it stops its own running gear and restarts its own running gear after a first predetermined time has elapsed. In the embodiments described later, this state is referred to as the "leading running mode". To determine whether or not the running gear has reached a predetermined stopping point, for example, a method of estimating the current position based on position information obtained from checkpoints set up on the route, as described later, can be used. Other methods include setting predetermined markers at the stopping points, or determining whether or not the stopping point has been reached using a position information acquisition device mounted on the running gear. Known technologies such as GPS sensors, sensors that estimate their own position based on the strength of radio signals from wireless base stations within the facility, odometry sensors that measure the distance traveled based on the number of wheel rotations, inertial measurement units (IMUs), and self-position estimation systems using image recognition with cameras can be employed as position information acquisition devices. (3) When the control unit detects that its own running gear has come close to another running gear ahead and stops its own running gear, and the stopping position of its own running gear is within a group formation section at a predetermined distance from a predetermined stopping point, the control unit restarts its own running gear after the proximity state with the other running gear is released, and continues to travel without stopping at the predetermined stopping point. In the embodiments described later, this state is referred to as "rear-tail running mode".

[0013] As described above, each train unit autonomously decides whether to start or stop, primarily based on its proximity to the train unit in front and whether or not it has reached a stopping point. As a result, the train unit that first reaches the stopping point stops for a predetermined time as the "head" train unit, while the train units that stop behind it within the group formation section continue running as the "tail" train unit, skipping the stopping point. This allows one train unit in head mode and one or more tail mode train units that follow to naturally form a group, and enables group starting. This group-based control eliminates the need to manage each train unit individually and independently, thus avoiding increased control complexity even when the number of train units increases. Furthermore, since it is not necessary to maintain all train units at strictly equal intervals, it becomes possible to arrange train units more flexibly in specific sections of the route, improving the overall system flexibility. In addition, since the train unit arrangement patterns are not limited to monotonous equal-interval arrangements, the freedom of performance is also improved.

[0014] In the system according to the present invention, it is preferable that multiple charging areas are provided along the path. Furthermore, it is preferable that each of the running devices further has an area detection unit that detects whether it belongs to a charging area. When the control unit of a running device detects that it belongs to a charging area on the path using the area detection unit, it is preferable to stop its own running device and restart its own running device after a second predetermined time has elapsed. In this way, by applying the aforementioned group starting mechanism to the charging of running devices, it becomes possible to efficiently arrange running devices in groups within the charging area. Specifically, following the leading running device that has stopped near the end of the charging area, the running devices in the trailing mode are naturally positioned within the charging area. This makes it possible to suppress the occurrence of running devices being blocked by the running device ahead that has stopped in the charging area and stopping in the gap between charging areas. As a result, it becomes possible to stop more running devices within the charging area, and the charging efficiency of the running devices in the entire system can be improved.

[0015] In the system according to the present invention, it is preferable that the first predetermined time (the time for stopping the vehicle's own vehicle when it reaches a predetermined stopping point on the route) is longer than the second predetermined time (the time for stopping the vehicle's own vehicle when it detects that it is in a charging area). By stopping the vehicle's vehicle at the stopping point for a relatively long time in this way, a sufficiently wide gap can be ensured between groups. This prevents the next group from arriving at the charging area before the previous group has finished charging and left the charging area. As a result, it is possible to suppress congestion caused by vehicles forming queues in front of the charging area, and improve the overall charging efficiency of the system.

[0016] In the system according to the present invention, each charging area has a length that allows for the stopping of N (where N is an integer of 2 or more) vehicles. In this case, it is preferable that the group formation section also has a length that allows for the stopping of N vehicles. By matching the number of vehicles that can be accommodated in the charging area with the number of vehicles that can be accommodated in the group formation section, the number of vehicles included in a group can be optimized to match the number of vehicles that can be accommodated in the charging area. As a result, when a group enters a charging area, all vehicles belonging to that group can be accommodated within the charging area, and the space of the charging area can be used efficiently without waste.

[0017] In the system according to the present invention, a plurality of checkpoints may be provided along the route. In this case, it is preferable that each of the traveling devices further has a point reading unit that reads unique information from the checkpoint when passing through it. The checkpoints may be equipped with elements capable of providing predetermined information, such as NFC tags, two-dimensional codes such as QR codes (registered trademark), one-dimensional codes such as barcodes, or optical / sound signal transmitters. The point reading unit of the traveling device may employ elements for reading predetermined information from the checkpoint, such as an NFC reader, an image sensor, or an optical / sound signal receiver. The control unit of the traveling device identifies the absolute position of its traveling device on the route when passing through a checkpoint based on the checkpoint-specific information read by the point reading unit. The control unit also calculates the current estimated position of its traveling device on the route by performing a predetermined calculation, such as linear interpolation, based on this absolute position. Furthermore, the control unit determines, based on this estimated position, whether or not its traveling device has reached the predetermined stopping point on the route. By using checkpoints in this way, the vehicle's position along its path can be accurately determined, allowing for precise judgment of when to reach the stopping point.

[0018] A second aspect of the present invention relates to a traveling device itself capable of traveling along a predetermined circular path. The traveling device according to the present invention includes a proximity detection unit that detects proximity to another traveling device ahead, and a control unit that controls the starting and stopping of its own traveling device based on a predetermined algorithm. The control unit controls the starting and stopping of its own traveling device according to the following conditions. (1) When the control unit detects that its own running gear is in close proximity to another running gear ahead, it stops its own running gear, and restarts its own running gear after the proximity condition with the other running gear is released. (2) When the control unit reaches a predetermined stopping point on the route, it stops its own running gear and restarts its own running gear after a first predetermined time has elapsed. (3) When the control unit detects that its own traveling device has approached another traveling device ahead by the proximity detection unit and stops its own traveling device, and when the stop position of its own traveling device is within a group formation section within a predetermined distance from a predetermined stop point, after the proximity state with the other traveling device is released, its own traveling device is restarted and continues to travel without stopping at the predetermined stop point.

Advantages of the Invention

[0019] According to the present invention, the start and stop timings of a plurality of traveling devices can be efficiently controlled. Further, according to the present invention, the charging efficiency on the routes of a plurality of traveling devices can be improved.

Brief Description of the Drawings

[0020] [Figure 1] FIG. 1 is a perspective view showing how a traveling device travels on a predetermined route in the traveling system according to the present invention. [Figure 2] FIG. 2 is a top view showing the components of the traveling device. [Figure 3] FIG. 3 is a block diagram showing a control system centered on the control device. [Figure 4] FIG. 4 is a flowchart showing an example of an algorithm implemented in the traveling device. [Figure 5] FIG. 5 is an explanatory diagram schematically showing the operation of the traveling device on the route, where (a) shows the initial state and (b) shows the state during group formation. [Figure 6] FIG. 6 is an explanatory diagram schematically showing the operation of the traveling device on the route following FIG. 5, where (c) shows the state after group start and (d) shows the state during charging area stop.

Embodiments for Carrying Out the Invention

[0021] Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. The present invention is not limited to the embodiments described below, and also includes those appropriately modified by those skilled in the art within an obvious range from the following embodiments.

[0022] Figure 1 shows the running device 20 traveling along a predetermined path 10 (lane) in the running system 100 according to the present invention. The running device 20 obtains propulsion from the vehicle's drive mechanism and travels along the path 10. The path 10 has side walls on both the left and right sides of the running surface, and the body of the running device 20 moves while in contact with these side walls of the lane. As a result, the running device 20 moves forward, either in a straight line or by curving along the shape of the lane. The running device 20 is also equipped with a light-emitting mechanism. The running device 20 also has a dome-shaped cover 29 attached to the top of the vehicle body. Since this cover 29 is transparent or semi-transparent, when the light-emitting mechanism provided inside the cover 29 emits light, the light passes through the cover 29 and is visible from the outside.

[0023] Next, an example of the configuration of the running gear 20 will be described with reference to Figures 2 and 3. As shown in Figure 2, the running gear 20 comprises a control device 21 and two motors 22. Each motor 22 is electrically connected to the control device 21 via an electronic circuit board, etc., and is controlled by the control device 21. Each motor 22 is independently fitted with a drive wheel 23. Power is supplied from the battery 25 to drive each motor 22, causing the drive wheels 23 to rotate, and the running gear 20 obtains propulsion when these drive wheels 23 come into contact with the road surface of the path 10. In this embodiment, since the running gear 20 employs a rear-wheel drive system, each motor 22 is mounted at the rear of the chassis of the running gear 20. In the illustrated example, with reference to the direction of travel of the running gear 20, the first motor 22(R) rotates the first drive wheel 23(R) on the right side, and the second motor 22(L) rotates the second drive wheel 23(L) on the left side. Furthermore, the running gear 20 is not limited to a rear-wheel drive system; it may also be a front-wheel drive system.

[0024] Each motor 22 can be a known type. Specifically, each motor 22 includes a rotating part including a stator and a rotor, and an output shaft for outputting the rotational force obtained from this rotating part to the outside. Each drive wheel 23 can also be a known type. Specifically, each drive wheel 23 includes a metal or plastic wheel member and a high-friction rubber tire member attached to the outer circumference of this wheel member. Since the tire member is a consumable item, it can be removed from the wheel member and replaced as needed. In this embodiment, the wheel member of each drive wheel 23 is directly fixed to the output shaft of each motor 22. The wheel member and the output shaft may be fixed by the frictional force generated between them, or known fixing methods such as adhesive or welding may be used. However, the output shaft of the motor 22 and the wheel member of the wheel can also be linked by interposing intermediate parts such as gears or shafts.

[0025] Furthermore, as shown in Figure 2, the running gear 20 includes one or more driven wheels 24 that contact the road surface of the path 10, in addition to the drive wheels 23 fixed to each of the motors 22 described above. These driven wheels 24 are not connected to a drive source such as the motors 22, and are wheels that assist in the movement of the running gear 20. In this embodiment, the driven wheels 24 are arranged at two locations, left and right, at the front of the chassis of the running gear 20. The number of driven wheels 24 can be increased or decreased depending on the size of the running gear 20, etc.

[0026] The running device 20 is also equipped with a battery 25. The battery 25 may be a primary battery or a secondary battery. However, it is preferable to use a secondary battery for the battery 25 because repeated recharging is more efficient in terms of operation. In particular, in this embodiment, it is assumed that the running device 20 will be continuously operated by repeatedly and automatically recharging the battery 25. Power from the battery 25 is supplied to, for example, the control device 21, each motor 22, the sensor 27, and the light-emitting element 28. The remaining charge of the battery 25 may also be monitored by the processor 21a.

[0027] Furthermore, the running device 20 is equipped with a wireless power receiver 26 for charging the battery 25. The wireless power receiver 26 includes a power receiving coil and a circuit that supplies the power received by the power receiving coil to the battery 25. The power receiving coil can receive power from an external source via electromagnetic induction. For example, when the running device 20 stops in a charging area, power is supplied to the power receiving coil by electromagnetic induction from a power transmitting coil in a charger 40 (wireless power transmitter) installed in the charging area. The power received by this power receiving coil is supplied to the battery 25 via a rectifier circuit, and the battery 25 is charged wirelessly. In this way, the power receiving coil of the running device 20 can receive power wirelessly from an external device, enabling the battery 25 to be charged. When charging of the battery 25 begins, a signal is sent to the control device 21 (processor 21a). As a result, the charged / uncharged state of the battery 25 is monitored by the processor 21a.

[0028] Furthermore, as shown in Figure 2, the driving device 20 may be equipped with an NFC (Near Field Communication) sensor 27a as a sensor 27. For example, NFC tags are installed at predetermined locations along the route. When the NFC sensor 27a of the driving device 20 approaches an NFC tag on the route, it detects the wireless signal emitted from the NFC tag and transmits the detection information to the control device 21. As a result, the control device 21 can determine, based on the detection information from the NFC sensor 27a, that the driving device 20 is approaching or has reached a predetermined location on the route. As will be described later, the driving device 20 needs to have the function of being able to stop near the end of the charging area. For this reason, an NFC tag may be installed near the end of the charging area, and when the driving device 20 detects the presence of the NFC tag with the NFC sensor 27a, it may determine that it is near the end of the charging area and stop at the location where the NFC tag is installed.

[0029] However, the method by which the traveling device 20 stops near the end of the charging area is not limited to this. For example, the traveling device 20 may be equipped with a light-emitting unit and a light-receiving unit for reading markers drawn on the path. These light-emitting and light-receiving units are connected to the control device 21 and transmit detection information to the control device 21. Markers on the path reflect light of a specific wavelength, for example. Therefore, photoelectric sensors that can detect markers by emitting light of a specific wavelength onto the marker and receiving the reflected light may be used as the light-emitting and light-receiving units. For example, if fluorescent pigment is used as the marker, the light-emitting unit irradiates ultraviolet light (black light) onto the traveling surface of the path 10, and the light-receiving unit receives visible light emitted from the fluorescent pigment of the marker in response to the ultraviolet light. When the light-receiving unit receives visible light from the fluorescent pigment of the marker, it converts information such as the relative position of the marker with respect to the light-receiving unit into an electrical signal and transmits it to the control device 21. In addition, various known sensors such as sound sensors, RFID sensors, QR code (registered trademark) sensors, barcode sensors, IR marker sensors, image recognition sensors, UWB sensors, and magnetic / Hall sensors can be used as sensors to detect the charging area.

[0030] Furthermore, in this embodiment, a plurality of checkpoints 50 are provided on the path 10, for example, as shown in Figures 5 and 6. These checkpoints 50 function as reference points for the traveling device 20 to recognize its absolute position on the path 10. Preferably, the plurality of checkpoints 50 are arranged at equal intervals along the path 10. However, they do not necessarily have to be at equal intervals, and the intervals may be adjusted as appropriate according to the characteristics of the path 10. Each checkpoint 50 is equipped with, for example, an NFC tag. This NFC tag transmits a wireless signal containing ID information unique to each checkpoint 50.

[0031] The traveling device 20 is equipped with an NFC sensor 27a (NFC reader) as one of its sensors 27, as described above. This NFC sensor 27a functions as a point reader for reading ID information transmitted from an NFC tag when passing through a checkpoint 50 on the route 10. The ID information of the checkpoint 50 read by the NFC sensor 27a is transmitted to the control device 21 (processor 21a). The memory 21b of the traveling device 20 stores in advance the ID information of each checkpoint 50 and the location information (e.g., coordinate values) of that checkpoint 50 on the route 10 in association with each other. When the NFC sensor 27a reads the ID information from the checkpoint 50, the processor 21a refers to the memory 21b based on this ID information and obtains the location information of the checkpoint 50. As a result, the traveling device 20 can accurately determine its absolute position on the route 10 when passing through a checkpoint 50.

[0032] Furthermore, after passing checkpoint 50, processor 21a calculates the current estimated position of the traveling device 20 based on the absolute position identified at checkpoint 50. Specifically, the current estimated position is calculated by linear interpolation between the position of the last checkpoint 50 passed by the traveling device 20 (for example, checkpoint α) and the position of the next checkpoint 50 to be passed (for example, checkpoint β). For example, the position coordinates of a certain checkpoint α and the position coordinates of checkpoint β are stored in memory 21b, and the distance between these checkpoints is also known. Processor 21a measures the distance traveled or the travel time after passing checkpoint α, and calculates the current estimated position between checkpoint α and checkpoint β based on the ratio of this measured value to the distance between checkpoints or the time required to travel. The distance traveled can be measured by known means such as the rotational speed of the motor 22 or an encoder. The travel time can be obtained by measuring the elapsed time since passing checkpoint 50.

[0033] Furthermore, stop points are set at arbitrary positions between the checkpoints 50 along the route. The positions of the stop points on the route 10 can be arbitrarily set by the system administrator. For example, the position of a stop point can be set as a coordinate value and stored in memory 21b. When the processor 21a determines that the estimated position calculated as described above has reached the position of a pre-set stop point, it controls the vehicle to stop. The control of starting and stopping the vehicle 20 using these stop points will be explained in detail with reference to Figures 4 and 5 described later. Also, when the vehicle 20 passes the next checkpoint 50, it determines the absolute position again and updates the calculation basis for the estimated position. In this way, by sequentially passing through multiple checkpoints 50, the vehicle 20 can continuously and accurately determine its own position.

[0034] It should be noted that checkpoint 50 is not limited to NFC tags. Elements similar to those near the end of the charging area described above can be provided at checkpoint 50. For example, optically readable codes such as QR codes (registered trademark) or barcodes may be placed on the path 10 as checkpoint 50, and an image sensor may be mounted on the traveling device 20 to read these codes. It is also possible to use infrared markers or magnetic markers as checkpoint 50, in which case the traveling device 20 should be equipped with a corresponding infrared sensor or magnetic sensor. In addition, sound signals or optical signals can be used as means of transmitting information from checkpoint 50, and the traveling device 20 should be equipped with a receiver capable of receiving these signals. Thus, the combination of checkpoint 50 and point reading unit can be appropriately selected from various known technologies.

[0035] Furthermore, the sensor 27 of the running gear 20 further includes a proximity sensor 27b, as shown in Figure 2. This proximity sensor 27b is attached to the front end of the body of the running gear 20. The proximity sensor 27b detects when its own running gear 20 approaches a running gear 20 in front of it to a distance less than a predetermined distance. A known type of proximity sensor 27b can be used. For example, an infrared sensor, millimeter-wave radar, or ultrasonic sensor can be used as the proximity sensor 27b. These sensors can measure the distance to another running gear 20 if one exists in front of their own running gear 20. Specifically, an infrared sensor transmits infrared light and measures the reflected light. A millimeter-wave radar transmits radio waves and measures the reflected waves. An ultrasonic sensor transmits sound waves and measures the reflected sound. When such a remote measurement sensor is used as a proximity sensor 27b and it is detected that the distance to the vehicle ahead of

[0036] Furthermore, the traveling device 20 may further include one or more light-emitting elements 28, as shown in Figure 2. The multiple light-emitting elements 28 are electrically connected to a control device 21 via an electronic circuit board or the like, and are controlled by this control device 21. Also, since the cover 29 of the traveling device 20 is transparent or semi-transparent, when the light-emitting elements 28 emit light, the light passes through the cover 29 and is visible from the outside. For the cover 29, for example, known polycarbonate material or silicone material can be used. Furthermore, the cover 29 may be made of a half-mirror. A half-mirror transmits light from the inside to the outside and reflects light from the outside to the inside. In this case, for example, a half-mirror film can be attached to the inner surface of the cover 29 made of a silicone material.

[0037] Figure 3 is a block diagram showing a control system centered on the control device 21. In the example shown in Figure 3, the control device 21 includes a processor 21a, a memory 21b, a wireless module 21c, a drive control circuit 21d, a sensor control circuit 21e, and a light emission control circuit 21f. An example of the processor 21a is a known CPU or other control circuit. The processor 21a performs predetermined arithmetic processing according to predetermined algorithms (programs) and data stored in the memory 21b, and executes various control processing while writing the calculation results to the workspace of the memory 21b. The memory 21b is composed of volatile memory such as RAM (Random Access Memory) or non-volatile memory such as flash memory, and is used for the arithmetic processing by the processor 21a described above. In this embodiment, the processor 21a reads the program stored in the memory 21b and performs processing to drive each motor 22 and to make each light-emitting element 28 emit light according to this program.

[0038] In this embodiment, the travel devices 20 basically control their starting and stopping autonomously based on a predetermined algorithm. However, in situations such as maintenance or emergencies, it may be desirable to be able to control the operation of the travel devices 20 from the outside. For this reason, the travel devices 20 may be equipped with a wireless module 21c, as shown in Figure 3. The wireless module 21c transmits and receives wireless signals with a base station (see Figures 5 and 6) installed near the route 10. The base station transmits, for example, a stop signal to stop the travel device 20 and a start signal to start the travel device 20. These wireless signals transmitted from the base station are intended for all of the multiple travel devices 20 traveling along the route 10, and the same instruction is transmitted to all travel devices 20. In other words, the base station does not individually transmit wireless signals to each travel device 20 and individually control the stopping, starting, etc., of each travel device 20 by using those wireless signals. The wireless signals do not contain information to identify the travel device 20 that is the target of control by that signal. Each vehicle 20 stops immediately upon receiving a stop signal from the base station while in motion. Furthermore, each vehicle 20 begins moving upon receiving a start signal from the base station while stopped. The radio waves transmitted by the base station may conform to known wireless standards such as 2.4GHz, 5GHz, or Sub1GHz. Each vehicle 20 can also transmit predetermined wireless signals to the base station via the wireless module 21c, such as information on the remaining battery level 25 or signals indicating an abnormality. Thus, in this embodiment, the vehicle 20 basically operates autonomously, but can also be controlled collectively by wireless signals from the base station as needed. This allows for flexible operation through autonomous control under normal conditions, while ensuring that all vehicle 20 are reliably stopped during maintenance or emergencies.

[0039] The drive control circuit 21d is a circuit that supplies power from the battery 25 to each motor 22 so that the motors 22(R,L) are driven under predetermined rotational conditions (rotational speed, rotational direction, etc.) based on control commands from the processor 21a. Furthermore, the forward and reverse movement of the travel device 20 can be switched by switching the rotational direction of each motor 22. The drive control circuit 21d can also independently control the first motor 22(R) and the second motor 22(R).

[0040] The sensor control circuit 21e is a circuit that, based on control commands from the processor 21a, supplies power from the battery 25 to the sensor 27 to control its on / off state, and transmits information (electrical signals) obtained by the proximity sensor 27b to the processor 21a. For example, the processor 21a generates a control command to stop the motor 22 based on the position information of a marker on the path 10 detected by the sensor and outputs it to the drive control circuit 21d. Also, for example, when the proximity sensor 27b detects that the vehicle is close to the vehicle ahead,

[0041] The light emission control circuit 21f is a circuit that supplies power from the battery 25 to each light-emitting element 28 so that each light-emitting element 28 emits light under predetermined light emission conditions (light color, brightness, etc.) based on control commands from the processor 21a. This light emission control circuit 21f can control each light-emitting element 28 independently.

[0042] Next, with reference to Figures 4 to 6, we will explain the algorithms by which multiple traveling devices 20, traveling along the path 10, independently make decisions about starting and stopping. Figure 4 is a flowchart showing the overall structure of the algorithm executed by the control device 21 (processor 21a) of each traveling device 20. This algorithm is implemented as a program stored in memory 21b, and each traveling device 20 operates independently according to this algorithm. Figures 5 and 6 are schematic diagrams illustrating the operation of multiple traveling devices 20 along the path 10 in chronological order.

[0043] As shown in Figure 5(a), multiple vehicles 20 are arranged on a closed-loop path 10. In this example, 12 vehicles 20 (numbered 1 through 12) travel along the path 10. Multiple charging areas are provided on the path 10, and in the illustrated example, two locations, charging area A and charging area B, are shown. Each charging area is equipped with multiple chargers 40 for wirelessly charging the batteries 25 of the vehicles 20. In this example, there are three chargers, so each charging area can accommodate three vehicles 20 simultaneously. A stopping point is also set at one location on the path 10. In the example shown in Figures 5 and 6, the stopping point is set between two checkpoints 50 and at a certain distance (e.g., 10 m or more) from the first charging area A. Furthermore, a group formation section is set from each stopping point towards the rear in the direction of travel. This group formation section is a section within a predetermined distance from the stopping point and functions as a section for multiple vehicles 20 to form a group, as will be described later. In this example, a maximum of three traveling devices 20 can be accommodated in the group formation section, which is the same number as the number of devices that can be accommodated in the charging area. In addition, multiple checkpoints 50 are arranged at equal intervals along the path 10, and each traveling device 20 can recognize its absolute position by passing through these checkpoints 50.

[0044] In this embodiment, each running device 20 operates in one of three main running modes according to the algorithm shown in Figure 4. The first running mode is the "normal running mode," in which the running device 20 basically travels along the path 10 in this mode. The second running mode is the "head running mode," in which the running device 20 that first reaches the stopping point transitions to this mode. The third running mode is the "tail running mode," in which the running device 20 that stops following the leading running device 20 in the group formation section after the stopping point transitions to this mode. Furthermore, if a running device 20 is located within a charging area, stopping control for charging is performed independently of these running modes. The operation of the running device 20 in each running mode will be described in detail below.

[0045] First, let's explain the normal driving mode. The normal driving mode is the basic operation of the driving device 20. In the normal driving mode, the driving device 20 constantly determines whether or not it has reached a stopping point (step S1-1), whether or not it is close to the vehicle in front (step S1-3), and whether or not it is within a charging area (step S1-8). Note that the order of these decisions shown in Figure 4 is just one example, and the order of these decisions can be changed.

[0046] As shown in Figure 4, each running device 20 basically travels along the path 10 in normal running mode (step S1-1). In normal running mode, the running device 20 moves forward along the path 10 by driving the motor 22. This normal running mode continues until the running device 20 reaches a stopping point and switches to "leading running mode", or approaches another running device 20 ahead and stops in the group formation section and switches to "rear running mode".

[0047] When the running gear 20 is running in normal running mode, it first determines whether or not it has reached the stopping point based on the position estimation from the aforementioned checkpoint 50 (step S1-2). If it determines that the running gear 20 has reached the stopping point (Yes in step S1-2), the running gear 20 switches to leading mode (step S2-1). Details of leading mode will be described later. On the other hand, if it determines that the running gear 20 has not reached the stopping point (No in step S1-2), it proceeds to the next step S1-3.

[0048] Next, the vehicle 20 determines whether it has detected, using the proximity sensor 27b, that it is approaching another vehicle 20 ahead (step S1-3). If it detects that it is approaching the vehicle 20 ahead (Yes in step S1-3), the vehicle 20 stops itself to avoid a collision (step S1-4). At this time, the vehicle 20 stops while maintaining a predetermined distance from the vehicle 20 ahead. On the other hand, if it determines that it is not approaching the vehicle 20 ahead (No in step S1-3), the process proceeds to step S1-8.

[0049] The traveling device 20, which stopped in step S1-4, then determines whether its stopping position is within the group formation interval (step S1-5). This determination is made based on the position estimation by the checkpoint 50 described above. If the stopping position of the traveling device 20 is within the group formation interval at a predetermined distance from the stopping point (Yes in step S1-5), the traveling device 20 switches to the tail-travel mode (step S3-1). Details of the tail-travel mode will be described later. On the other hand, if the stopping position of the traveling device 20 is not within the group formation interval (No in step S1-5), the process proceeds to the next step S1-6.

[0050] If a traveling device 20 is determined to be outside the group formation section in step S1-5, it waits at its stopping position until the proximity condition with the traveling device 20 in front is released (step S1-6). When the traveling device 20 detects that the proximity condition with the traveling device 20 in front has been released by the proximity sensor 27b (Yes in step S1-6), it starts moving again and continues in normal driving mode (proceeding to step S1-8 via step S1-7). On the other hand, if the proximity condition with the traveling device 20 in front is not released (No in step S1-6), the traveling device 20 continues to stop in place.

[0051] Furthermore, if a running device 20 is determined not to be in close proximity to the running device 20 ahead in step S1-3, the area detection unit determines whether or not its own running device 20 is located within the charging area (step S1-8). If it is determined that the running device 20 is located within the charging area (Yes in step S1-8), it further determines whether or not its own running device 20 is in leading-vehicle mode (step S1-9). If it is in leading-vehicle mode, it starts control to move to the end of the charging area (step S4-1). The operation within the charging area will be described later. On the other hand, if the running device 20 is not located within the charging area (No in step S1-8), the running device 20 continues in normal driving mode (returning to step S1-1).

[0052] Next, the leading mode will be explained. As shown in Figure 4, when a running device 20 traveling in normal mode reaches a stopping point (Yes in step S1-2), the running device 20 switches to leading mode (step S2-1). The running device 20 that has switched to leading mode stops itself at the stopping point (step S2-2). At this time, the running device 20 stores a flag in memory 21b indicating that it is in leading mode. This flag is retained until the running device 20 returns to normal mode via trailing mode, as will be described later.

[0053] The stopping point can be set at any position on the path 10, and its position is stored in memory 21b in the form of coordinate values ​​or the like. In the example shown in Figures 5 and 6, the stopping point is set between two checkpoints 50 and at a certain distance (e.g., 10 m or more) from the first charging area A. The traveling device 20 determines whether its estimated position has reached the stopping point based on the position estimation by the aforementioned checkpoints 50. The stopping point functions as a reference point for controlling the spacing between groups.

[0054] The leading-running-mode running device 20, which has stopped at the stopping point, remains stopped in place until a first predetermined time T1 has elapsed (step S2-2). This first predetermined time T1 is set as the time required to appropriately ensure the spacing between groups, which will be described later. Once the first predetermined time T1 has elapsed, the running device 20 restarts (referred to here as "group restart") (step S2-3). This group restart causes the leading-running-mode running device 20 to depart from the stopping point and resume running along the path 10. At this time, the leading-running-mode flag remains active, and the running device 20 continues to run in the leading-running-mode state. Subsequently, the running device 20 performs the processing from the determination of whether or not it has reached the stopping point (step S1-2) onward.

[0055] Next, the rear-travel mode will be described. As mentioned above, if a traveling device 20 traveling in normal travel mode stops in close proximity to another traveling device 20 ahead (step S1-4), and the stopping position is within the group formation section (Yes in step S1-5), then the traveling device 20 transitions to the rear-travel mode (step S3-1). The traveling device 20 that has transitioned to the rear-travel mode stores a flag in memory 21b indicating that it is in the rear-travel mode.

[0056] The group formation section is set as a section that extends a predetermined distance backward in the direction of travel from the stopping point. The starting and ending positions of this group formation section are stored in memory 21b in the form of coordinate values ​​or the like. The running device 20 determines whether its stopping position is within the group formation section based on the position estimation by the checkpoint 50 described above. The length of the group formation section is an important parameter that determines the maximum number of running devices 20 that can be included in one group. In this embodiment, the length of the group formation section is set to a length that can accommodate a maximum of three running devices 20. As a result, a group is formed consisting of a total of three running devices 20, including one leading running device 20 that stops at the stopping point and a maximum of two trailing running devices 20 that stop within the group formation section.

[0057] The vehicle 20 that has switched to the rear-travel mode remains stopped until the proximity condition with the vehicle 20 in front is released (step S3-2). When the vehicle 20 detects that the proximity condition with the vehicle 20 in front has been released by the proximity sensor 27b (Yes in step S3-2), it restarts (here referred to as "group start") (step S3-3). This group start causes the vehicle 20 in rear-travel mode to start moving and resume traveling along the path 10. At this time, the rear-travel mode flag is retained, and the vehicle 20 continues to travel in the rear-travel mode state. After the group start, the vehicle 20 in rear-travel mode continues to travel without stopping even when it reaches the stopping point (step S3-4). This is an important characteristic of the rear-travel mode. In other words, the vehicle 20 in rear-travel mode skips and passes the stopping point. After passing the stopping point, the vehicle 20 returns to the normal travel mode (step S3-5). At this point, the flag for the rear-running mode is cleared. The running device 20 then continues to operate in normal running mode.

[0058] Furthermore, even if the running gear 20 is in leading mode, if it stops in close proximity to another running gear 20 ahead during group starting, and the stopping position is within another group formation section, the running gear 20 will switch to trailing mode. In this case, the flag for leading mode is cleared, and the flag for trailing mode is newly set. After that, as described above, the running gear 20 will return to normal mode after passing the stopping point.

[0059] Referring to Figure 5(b), the process of group formation will be explained. After some time has passed since the state in Figure 5(a), the first running device 20, which was traveling along the path 10, is the first to reach the stopping point. This first running device 20 switches to leading mode and stops at the stopping point for a first predetermined time T1. While the first running device 20 is stopped at the stopping point, the second and third running devices 20, which were traveling behind it, stop in close proximity to the first running device 20 within the group formation section behind the stopping point. At this time, both the second and third running devices 20 recognize that their stopping positions are within the group formation section and switch to trailing mode. As a result, a group is formed consisting of the first running device 20 in leading mode and the second and third running devices 20 in trailing mode.

[0060] When the first predetermined time T1 has elapsed, the first running gear 20 in leading mode performs a group start and departs from the stopping point. This departure of the first running gear 20 releases the proximity condition between the first running gear 20 and the second running gear 20. As a result, the second running gear 20 performs a group start and then departs. Similarly, the departure of the second running gear 20 releases the proximity condition between the second running gear 20 and the third running gear 20, and the third running gear 20 also performs a group start. In this way, the running gears 20 constituting the group start sequentially.

[0061] Figure 6(c) shows the state after more time has passed since the state in Figure 5(b). In Figure 6(c), the first group (running units 1, 2, and 3 20) has completed group departure from the stopping point and is traveling along the path 10. At this point, the next group is forming near the stopping point. Specifically, running unit 4 20 has reached the stopping point and transitioned to leading mode, while running units 5 and 6 20 are stopped in trailing mode within the group formation section behind it. In this way, multiple groups are formed sequentially at the stopping point with time differences, and each group performs group departure, allowing the running units 20 along the path 10 to be distributed at appropriate intervals.

[0062] This group starting mechanism ensures sufficient spacing between groups by stopping at a designated stopping point for a predetermined time T1. The number of vehicles belonging to a group is determined by the length of the group formation section. In this embodiment, the group formation section is configured to accommodate a maximum of three vehicles 20, which matches the number of vehicles that can be accommodated in the charging area. This makes it possible to accommodate all vehicles 20 belonging to a group within the charging area when that group enters it.

[0063] Next, we will explain the operation in the charging area. As mentioned above, when a running device 20 is running in normal driving mode, if the area detection unit detects that its running device 20 is located within the charging area (Yes in step S1-8), it determines whether or not its running device 20 is in lead driving mode (step S1-9). Here, "lead driving mode" refers to the state in which the vehicle transitioned to lead driving mode at the aforementioned stopping point and that flag is maintained. In other words, a running device 20 that transitioned to lead driving mode at the stopping point, continued driving after a group start, and then entered the charging area will have a Yes in step S1-9.

[0064] If the running device 20 is located within the charging area and is in leading-running mode, the running device 20 starts control to move to the end of the charging area (step S4-1). The running device 20 continues to run until it reaches the end of the charging area. The end of the charging area may be recognized, for example, by reading an NFC tag installed near the end of the charging area with the NFC sensor 27a. Alternatively, the running device 20 may measure the distance or time traveled since entering the charging area and determine that it has reached the end when the measured value reaches a value corresponding to the total length of the charging area. The running device 20 that has reached the end of the charging area stops at that position (step S4-2).

[0065] The leading vehicle 20, which has stopped at the end of the charging area, remains stopped in place until a second predetermined time T2 has elapsed, and the battery 25 is charged (step S4-2). The second predetermined time T2 is set to be shorter than the first predetermined time T1 (T1 > T2). Once the second predetermined time T2 has elapsed, the vehicle 20 restarts (step S4-3), leaves the charging area, and resumes driving along the path 10. The second predetermined time T2 can be adjusted as appropriate. The second predetermined time T2 does not need to be the time required for the battery mounted on the vehicle 20 to be fully charged. Even if the battery of the vehicle 20 is not fully charged, the driving range of the vehicle 20 can be extended by temporarily stopping the vehicle 20 in the charging area.

[0066] On the other hand, if a running device 20 is located within the charging area but is not in leading mode, it does not perform control to move to the end of the charging area and operates in normal mode. In other words, the running device 20 stops in close proximity to the running device 20 in front of it within the charging area (step S1-4), and restarts when the proximity to the running device 20 in front is released (step S1-7), and this operation is repeated. As a result, the running device 20 that has returned from trailing mode to normal mode naturally stops behind the running device 20 in leading mode within the charging area, and battery charging begins.

[0067] Referring to Figure 6(d), the arrangement of the running gears 20 in the charging area will be explained. After further time has passed since the state shown in Figure 6(c), the running gears 20 that formed a group at the stopping point will sequentially reach the charging area. Figure 6(d) shows running gears 1, 2, and 3 stopped in charging area A. Of these, running gear 1 20 is the one that switched to leading mode at the stopping point and entered charging area A while maintaining that flag. Therefore, running gear 1 20 moves to the end of charging area A and stops, and charges the battery 25 for a second predetermined time T2. Running gears 2 and 3 20 are running gears that switched to trailing mode at the stopping point and then returned to normal mode and entered charging area A. These running gears 20 sequentially stop behind running gear 1 20 in charging area A and each performs its own charging.

[0068] In the example shown in Figure 6(d), charging area B is provided after charging area A, with a certain gap in between. A group of traction units 20 that have stopped in charging area A for a second predetermined time T2 to charge then enter charging area B and stop again in charging area B for a second predetermined time T2 to charge. By providing multiple charging areas, the time that a group of traction units 20 spend in a single charging area is shortened, while ensuring that the batteries of each traction unit 20 are sufficiently charged.

[0069] In this way, the group formed at the stopping point can enter the charging area while maintaining its cohesiveness and can be charged within the charging area. In this embodiment, the maximum number of vehicles 20 constituting the group (3 vehicles) and the number of vehicles that can be accommodated in the charging area (3 vehicles) are set to match. This allows all vehicles 20 belonging to one group to be efficiently accommodated in one charging area. As a result, situations in which vehicles 20 stop in gaps between charging areas (areas where charging is not possible) can be suppressed, and the overall charging efficiency of the system can be improved. Furthermore, by setting the first predetermined time T1 to be longer than the second predetermined time T2, sufficient spacing between groups can be ensured, preventing congestion from occurring when the next group reaches the charging area before the previous group leaves the charging area.

[0070] As explained above with reference to Figures 4 to 6, according to the algorithm of this embodiment, each travel device 20 can autonomously decide to start and stop, form a group at the stopping point, and start as a group. This group starting mechanism eliminates the need to individually manage each travel device 20, and prevents increased control complexity even when the number of travel devices 20 increases. Furthermore, by controlling the travel devices 20 in groups, the arrangement of the travel devices 20 on the path 10 can be flexibly adjusted, improving the freedom of the performance. In addition, by having the groups enter the charging area, the space of the charging area can be used efficiently, improving the overall charging efficiency of the system.

[0071] In the embodiment described above, an example was given in which one stopping point is provided on the route 10, but the number of stopping points is not limited to this. For example, multiple stopping points may be provided on the route 10, and groups may be formed at each stopping point. When multiple stopping points are provided, the distribution of the traveling devices 20 on the route 10 can be controlled more precisely by appropriately adjusting the position of each stopping point and the setting of the first predetermined time T1 at each stopping point. In addition, the length of the group formation section provided in relation to each stopping point can also be set independently. This makes it possible to form groups of different numbers of vehicles at each stopping point.

[0072] Furthermore, in the embodiment described above, an example was given in which the length of the group formation interval was matched with the number of vehicles that can be accommodated in the charging area. However, these relationships do not necessarily have to match. For example, the group formation interval may be set to be shorter than the number of vehicles that can be accommodated in the charging area, and the number of vehicles 20 included in one group may be less than the number of vehicles that can be accommodated in the charging area. In this case, it becomes possible to accommodate multiple groups in one charging area.

[0073] Furthermore, although the above-described embodiment explained an example in which an NFC tag was used as the checkpoint 50, the means by which the traveling device 20 recognizes its own position are not limited to this. For example, the traveling device 20 may be equipped with a GPS sensor, and stopping points and group formation sections may be determined based on the position information obtained by GPS. Alternatively, guide lines may be provided along the side walls of the path 10, and the traveling device 20 may recognize its own position based on signals from these guide lines. In addition, the traveling device 20 may be equipped with a camera, and its position may be recognized by image recognition of markers placed on the path 10.

[0074] Furthermore, although the above-described embodiment describes a system for both performance and charging purposes, the scope of application of the present invention is not limited thereto. For example, the present invention can also be applied to a system that aims to distribute the traveling devices 20 along the path 10 at appropriate intervals simply for performance purposes, without providing a charging area. In this case, only the group starting mechanism at the stopping point needs to be implemented. The group starting mechanism of the present invention can also be applied when it is necessary to stop the traveling devices 20 in a specific section for purposes other than charging. For example, calibration areas for calibrating sensors mounted on the traveling devices 20 and maintenance areas for performing maintenance on the traveling devices 20 can be provided on the path 10, and the traveling devices 20 can be efficiently arranged in groups in these areas.

[0075] In this specification, embodiments of the present invention have been described with reference to the drawings in order to express the content of the present invention. However, the present invention is not limited to the above embodiments, and includes modifications and improvements that are obvious to those skilled in the art based on the matters described in this specification. [Explanation of Symbols]

[0076] 10... Route 20... Running gear 21...Control device 21a...Processor 21b...Memory 21c...Wireless module 21d…Drive control circuit 21e…Sensor control circuit 21f...Light emission control circuit 22...Motor 23...Drive wheels 24...Driven wheels 25...Battery 26...Wireless receiver 27...Sensor 27a...NFC sensor 27b…Proximity sensor 28…Light-emitting element 29...Cover 40...Charger (charging area) 50...Checkpoint 100...Driving System

Claims

1. A system for running multiple running devices on a predetermined circular route, Each of the aforementioned traveling devices is: A proximity detection unit that detects when it is close to another vehicle ahead, It has a control unit that controls the starting and stopping of its own traction device based on a predetermined algorithm, The control unit, If the proximity detection unit detects that its own vehicle is approaching another vehicle ahead, it will stop its own vehicle. When a predetermined stopping point on the aforementioned route is reached, the vehicle's running gear is stopped, and after a first predetermined time has elapsed, the vehicle's running gear is restarted. If the proximity detection unit detects that its own vehicle is approaching another vehicle ahead and stops its own vehicle, it performs a determination process to determine whether the stopping position of its own vehicle is within a group formation section at a predetermined distance from the predetermined stopping point. If the determination process determines that the stopping position of the vehicle's vehicle is not within the group formation section, the vehicle shall restart its vehicle after the proximity condition with the vehicle ahead is released, and shall stop its vehicle when it reaches the predetermined stopping point. If the determination process determines that the stopping position of the vehicle's vehicle is within the group formation section, the vehicle restarts its vehicle after the proximity condition with the vehicle ahead is released, and continues to travel without stopping at the predetermined stopping point. system.

2. Multiple charging areas are provided along the aforementioned path. Each of the aforementioned traveling devices further includes an area detection unit that detects whether it belongs to the charging area, The control unit of the aforementioned traction device, upon detecting by the area detection unit that it is located within the charging area on the path, stops its own traction device and restarts its own traction device after a second predetermined time has elapsed. The system according to claim 1.

3. The first predetermined time is longer than the second predetermined time. The system according to claim 2.

4. Each charging area has a length that allows for the stopping of N units (where N is an integer of 2 or more) of the aforementioned traveling devices. The group formation section also has a length that allows N units of the aforementioned traveling device to be stopped. The system according to claim 2.

5. Multiple checkpoints are provided along the aforementioned route. Each of the aforementioned traveling devices further includes a point reading unit that reads unique information from the checkpoint when passing through the checkpoint, The control unit of the aforementioned traveling device is Based on the checkpoint-specific information read by the point reading unit, the absolute position of the vehicle's own vehicle on the path at the time of passing the checkpoint is determined. Based on the aforementioned absolute position, the estimated position of the current vehicle on the aforementioned path is calculated. Based on the estimated position, it is determined whether the vehicle's own vehicle has reached the predetermined stopping point on the route. The system according to claim 1.

6. A running device capable of traveling along a predetermined circular path, A proximity detection unit that detects when it is close to another vehicle ahead, It has a control unit that controls the starting and stopping of its own traction device based on a predetermined algorithm, The control unit, If the proximity detection unit detects that its own vehicle is approaching another vehicle ahead, it will stop its own vehicle. When the vehicle reaches a predetermined stopping point along the aforementioned route, it will stop its own running gear, and after a predetermined time has elapsed, it will restart its own running gear. If the proximity detection unit detects that its own vehicle is approaching another vehicle ahead and stops its own vehicle, it performs a determination process to determine whether the stopping position of its own vehicle is within a group formation section at a predetermined distance from the predetermined stopping point. If the determination process determines that the stopping position of the vehicle's vehicle is not within the group formation section, the vehicle shall restart its vehicle after the proximity condition with the vehicle ahead is released, and shall stop its vehicle when it reaches the predetermined stopping point. If the determination process determines that the stopping position of the vehicle's vehicle is within the group formation section, the vehicle restarts its vehicle after the proximity condition with the vehicle ahead is released, and continues to travel without stopping at the predetermined stopping point. Running gear.

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