Supervision device and supervision system

Abstract

Provided are a supervision device and a supervision system with which it is possible to ascertain road surface conditions in advance and to cause a conveying vehicle to travel in accordance with the road surface conditions. The supervision device for managing autonomous travel of a dump truck on a predetermined travel route is configured to: acquire, from the dump truck, a state quantity indicating the position and traveling state of the dump truck detected by a position measuring device and a detector mounted on the dump truck; estimate and store a maximum friction coefficient of the road surface at a position on the travel route where the state quantity was detected, on the basis of the acquired position and state quantity of the dump truck; and cause the dump truck to autonomously travel using the maximum acceleration and / or the maximum deceleration of the dump truck obtained from the stored maximum friction coefficient of the road surface.

Description

Control Device and Control System

[0001] The present invention relates to a control device and a control system for managing the autonomous driving of a transport vehicle.

[0002] A dump truck, which is one of the transport vehicles, performs an operation of transporting ore at a mine, for example. More specifically, the dump truck loads ore at a loading site, travels on a transport route, and discharges the ore at a discharge site. Then, it travels on the transport route and returns to the loading site again. The dump truck repeats such operations many times.

[0003] Patent Document 1 discloses a control device for managing the autonomous driving of a dump truck. The control device transmits a driving command related to autonomous driving to the dump truck. The control device mounted on the dump truck performs driving control according to the above-described driving command.

[0004] Japanese Patent Application Laid-Open No. 2020-157923

[0005] As an index representing the working efficiency of a transport vehicle, for example, the amount of transportation per unit time is used. According to this index, it is possible to increase the working efficiency of the transport vehicle without restricting the acceleration or deceleration of the transport vehicle. However, from the viewpoint of the driving safety of the transport vehicle, for example, if the road surface becomes slippery due to the influence of the weather, it is necessary to restrict the acceleration or deceleration of the transport vehicle. Therefore, it is desirable to grasp the road surface condition in advance and make the transport vehicle travel according to the road surface condition.

[0006] The present invention has been made in view of the above circumstances, and an object thereof is to provide a control device and a control system capable of grasping the road surface condition in advance and making the transport vehicle travel according to the road surface condition.

[0007] To achieve the above objective, a representative example of the present invention is a control device for managing autonomous driving of a transport vehicle along a predetermined route, which acquires state quantities indicating the position and driving state of the transport vehicle detected by a detector mounted on the transport vehicle, estimates and stores the maximum friction coefficient of the road surface at the location where the state quantities were detected along the route based on the acquired position and state quantities of the transport vehicle, and is configured to autonomously drive the transport vehicle using at least one of the maximum acceleration and maximum deceleration of the transport vehicle, which can be determined from the stored maximum friction coefficient of the road surface.

[0008] According to the present invention, road surface conditions can be understood in advance, and transport vehicles can be driven according to the road surface conditions.

[0009] This is a schematic diagram showing the configuration of the control system in the first embodiment of the present invention. This is a diagram showing specific examples of map information and driving routes in the first embodiment of the present invention. This is a side view showing the structure of a dump truck in the first embodiment of the present invention. This is a block diagram showing equipment mounted on a dump truck in the first embodiment of the present invention. This is a diagram showing the relationship between the slip ratio of the rear wheels and the friction force of the rear wheels in the first embodiment of the present invention. This is a diagram showing the relationship between the slip ratio of the rear wheels and the coefficient of friction of the road surface in the first embodiment of the present invention. This is a side view showing the parameters of a dump truck in one modified example of the present invention. This is a schematic diagram showing the configuration of the control system in another modified example of the present invention.

[0010] A first embodiment of the present invention will be described with reference to the drawings.

[0011] Figure 1 is a schematic diagram showing the configuration of the control system in this embodiment. Figure 2 is a diagram showing the map information M and the travel routes E1 to E3 and F1 to F3 in this embodiment. Figure 3 is a side view showing the structure of the dump truck in this embodiment. Figure 4 is a block diagram showing the equipment mounted on the dump truck in this embodiment.

[0012] The control system of this embodiment includes, for example, a plurality of dump trucks 10 that transport ore (transported material) in a mine, and a control device 2 that can communicate with the plurality of dump trucks 10 via a communication device 1.

[0013] The control device 2 is composed of a computer having a processor and memory, and manages the autonomous driving of multiple dump trucks 10 along predetermined routes. Functionally, the control device 2 includes a map information storage unit 3, a dispatch management unit 4, a control control unit 5, a driving command setting unit 6, a road surface condition estimation unit 7, and a road surface condition storage unit 8.

[0014] The map information storage unit 3 of the control device 2 stores map information M, which includes, for example, the location information of loading areas A1 and A2 where the dump truck 10 loads ore, the location information of discharge area B where the dump truck 10 releases ore, the location information of transport path C which is connected between loading areas A1 and A2 and discharge area B and on which the dump truck 10 travels, and upper limit speed information for each location (for example, each section described later).

[0015] The control device 2 receives location information from each dump truck 10. The dispatch management unit 4 of the control device 2 sets the destination and travel route for each dump truck 10 based on the location information of each dump truck 10. When a dump truck 10 is at loading area A1, it sets the discharge area B as the destination and sets the travel routes E1 and E3 to discharge area B. When a dump truck 10 is at loading area A2, it sets the discharge area B as the destination and sets the travel routes E2 and E3 to discharge area B. When a dump truck 10 is at discharge area B, it sets, for example, loading area A1 as the destination and sets the travel routes F3 and F1 to loading area A1. When a dump truck 10 is at discharge area B, it sets, for example, loading area A2 as the destination and sets the travel routes F3 and F2 to loading area A2. Each travel route consists of multiple sections S divided by multiple nodes N.

[0016] The control unit 5 of the control device 2 performs control to prevent interference between multiple dump trucks 10 based on the position information of the multiple dump trucks 10. More specifically, the control unit 5 extracts the section in which each dump truck 10 is located and the section in front of it (a predetermined number of sections) based on the position of each dump truck 10. The control unit 5 sets the section in front of each dump truck 10 as a permitted section if it is not already set as a permitted section for other dump trucks, and sets it as a prohibited section if it is already set as a permitted section for other dump trucks.

[0017] The driving command setting unit 6 of the control device 2 transmits a driving command related to the direction of travel to the dump truck 10 in accordance with the driving route set by the dispatch management unit 4. The driving command setting unit 6 also transmits a driving command related to the speed of travel to the dump truck 10 in accordance with the permitted or prohibited driving sections set by the control control unit 5 and the upper speed limit information stored in the map information storage unit 3.

[0018] The dump truck 10 comprises a body frame 11, a plurality of rear wheels 12 mounted on the rear side of the body frame 11, a plurality of front wheels 13 mounted on the front side of the body frame 11, a wheel speed sensor 14A for detecting the peripheral speed (or rotational speed) of the rear wheels 12, and a wheel speed sensor 14B for detecting the peripheral speed (or rotational speed) of the front wheels 13.

[0019] The dump truck 10 includes a cargo bed 16 rotatably supported on the vehicle frame 11 via a support shaft 15, and a hoist cylinder 17 for rotating the cargo bed 16. The cargo bed 16 is capable of loading ore, and the amount of ore loaded is detected by a load sensor 18. The cargo bed 16 releases the ore by rotating around the support shaft 15.

[0020] The dump truck 10 includes an electric motor 19 that drives or brakes the rear wheels 12, a generator 21 driven by the engine 20 that generates electricity to supply to the electric motor 19, and an inverter 22 that detects and controls the driving torque or braking torque of the electric motor 19 by detecting and controlling the electricity supplied to the electric motor 19.

[0021] The dump truck 10 is equipped with a steering device 23 that detects and controls the steering angle of the front wheels 13. Although not shown in detail, the steering device 23 consists of, for example, a steering angle sensor that detects the steering angle of the front wheels 13, a hydraulic cylinder that varies the steering angle of the front wheels 13, a control valve that controls the flow of pressurized oil from the hydraulic pump to the hydraulic cylinder, a shaft that operates the control valve, and an electric motor that rotates the shaft.

[0022] The dump truck 10 is equipped with a position measuring device 24 (detector) that measures the position and orientation of the vehicle, and an acceleration sensor (not shown) that detects the acceleration of the vehicle. The position measuring device 24 measures the position and orientation of the vehicle, for example, based on signals from multiple satellites.

[0023] The dump truck 10 is equipped with a control device 26 that can communicate with the control device 2 via a communication device 25. The control device 26, although not shown in detail, includes a processor that executes processing according to a program and a memory for storing programs and data.

[0024] The control device 26 controls the steering angle of the front wheels 13 via the steering device 23 in accordance with the driving command related to the direction of travel from the control device 2. More specifically, the control device 26 calculates the target steering angle based on the driving path set by the control device 2 and the position and orientation measured by the position measuring device 24. Then, it controls the steering device 23 so that the steering angle of the front wheels 13 becomes the target steering angle.

[0025] The control device 26 controls the drive torque or braking torque of the electric motor 19 via the inverter 22 in accordance with the driving command related to the driving speed from the control device 2. More specifically, the control device 26 treats the peripheral speed of the front wheels 13 detected by the wheel speed sensor 14B as the speed of the dump truck 10. Then, it calculates the target drive torque when the aforementioned speed is less than the target speed, and calculates the target braking torque when the aforementioned speed is greater than the target speed. Then, it controls the inverter 22 so that the drive torque of the electric motor 19 becomes the target drive torque, or the braking torque of the electric motor 19 becomes the target braking torque.

[0026] By the way, from the standpoint of driving safety for the dump truck 10, if the road surface becomes slippery due to weather conditions, for example, it is necessary to limit the acceleration or deceleration of the dump truck 10.

[0027] In this embodiment, the control device 26 of the dump truck 10 transmits not only the position measured by the position measuring device 24, but also state quantities indicating the driving state detected by the detector 27 (specifically, the peripheral speed of the rear wheels 12 detected by the wheel speed sensor 14A, the peripheral speed of the front wheels 13 detected by the wheel speed sensor 14B, the load capacity of the cargo bed 16 detected by the load capacity sensor 18, the acceleration detected by the acceleration sensor, and the drive torque or braking torque of the electric motor 19 detected by the inverter 22) to the control device 2. The road surface condition estimation unit 7 of the control device 2 acquires the aforementioned position information and state quantity information, and based on them, estimates the maximum friction coefficient of the road surface at the position (section S) where the state quantity is detected within the driving path E1, E2, E3, F1, F2, or F3. The maximum friction coefficient of the road surface will be explained using Figures 5 and 6.

[0028] Figure 5 shows the relationship between the slip ratio ω of the rear wheel 12 and the frictional force F of the rear wheel 12 in this embodiment, and illustrates the case where the load Wr of the rear wheel 12 is constant.

[0029] As shown in equation (1) below, the slip ratio ω of the rear wheel 12 can be calculated using the peripheral speed Vf of the front wheel 13 (corresponding to the speed V of the dump truck 10 as described above) and the peripheral speed Vr of the rear wheel 12. The frictional force F of the rear wheel 12 can be calculated based on the driving torque or braking torque of the electric motor 19.

[0030]

[0031] As shown in Figure 5, when the slip ratio ω of the rear wheel 12 is less than or equal to a predetermined value ω1, the frictional force F of the rear wheel 12 is proportional to the slip ratio ω of the rear wheel 12. When the slip ratio ω of the rear wheel 12 is greater than or equal to a predetermined value ω2 (for example, about 0.2), the frictional force F of the rear wheel 12 reaches its maximum value (maximum frictional force) Fmax.

[0032] The frictional force F of the rear wheel 12 is proportional to the load Wr of the rear wheel 12 (more specifically, the load acting perpendicular to the road surface). The load Wr of the rear wheel 12 can be calculated based on the load capacity of the cargo bed 16. By dividing the frictional force F of the rear wheel 12 in Figure 5 by the load Wr of the rear wheel 12 to convert it to the friction coefficient μ of the road surface, Figure 6 is obtained. Figure 6 is a diagram showing the relationship between the slip ratio ω of the rear wheel 12 and the friction coefficient μ of the road surface in this embodiment.

[0033] As shown in Figure 6, when the slip ratio ω of the rear wheel 12 is less than or equal to a predetermined value ω1, the friction coefficient μ of the road surface is proportional to the slip ratio ω of the rear wheel 12. When the slip ratio ω of the rear wheel 12 is greater than or equal to a predetermined value ω2, the friction coefficient μ of the road surface reaches its maximum value (maximum friction coefficient) μmax.

[0034] The road surface condition estimation unit 7 of the control device 2 calculates the slip ratio ω of the rear wheel 12 based on the peripheral speed of the rear wheel 12 detected by the wheel speed sensor 14A and the peripheral speed of the front wheel 13 detected by the wheel speed sensor 14B. It also calculates the friction force F of the rear wheel 12 based on the drive torque or braking torque of the electric motor 19 detected by the inverter 22, calculates the load Wr of the rear wheel 12 based on the load of the cargo bed 16 detected by the load sensor 18 and the acceleration detected by the acceleration sensor, and calculates the friction coefficient μ of the road surface by dividing the friction force F of the rear wheel 12 by the load Wr of the rear wheel 12.

[0035] The road surface condition estimation unit 7 of the control device 2 sets the road surface friction coefficient μ calculated as described above as the maximum friction coefficient μmax when the slip ratio ω of the rear wheel 12 is greater than or equal to a predetermined value ω2. On the other hand, when the slip ratio ω of the rear wheel 12 is less than or equal to a predetermined value ω1, it calculates a proportional gain (μ / ω), which is the ratio of the road surface friction coefficient μ to the slip ratio ω of the rear wheel 12. Then, for example, using a calculation table that shows the relationship between the proportional gain (μ / ω) and the maximum friction coefficient μmax, it calculates the maximum friction coefficient μmax from the proportional gain (μ / ω) calculated as described above. Alternatively, the road surface condition estimation unit 7 may calculate the maximum friction coefficient μmax by acquiring multiple data sets consisting of combinations of the slip ratio ω of the rear wheel 12 and the road surface friction coefficient μ at the same location or section, and creating a characteristic line showing the relationship between the slip ratio ω of the rear wheel 12 and the road surface friction coefficient μ based on these data.

[0036] The road surface condition memory unit 8 of the control device 2 stores the maximum friction coefficient μmax of the road surface estimated by the road surface condition estimation unit 7, in association with the position measured by the position measuring device 24 or the section containing that position.

[0037] The driving command setting unit 6 of the control device 2 calculates and sets at least one of the maximum acceleration and maximum deceleration of the dump truck 10 based on the maximum friction coefficient μmax of the road surface stored in the road surface condition memory unit 8, and transmits a driving command corresponding to that to the dump truck 10. For example, if the driving command setting unit 6 newly estimates and stores the maximum friction coefficient of the road surface within the driving route E1, E2, E3, F1, F2, or F3, it generates and outputs a driving command to each of the multiple dump trucks 10, for example, the dump truck 10 that is scheduled to travel in the position (section S) within the driving route E1, E2, E3, F1, F2, or F3 where the maximum friction coefficient was estimated (i.e., the following vehicle), or all the dump trucks 10 that the control device 2 controls, to drive autonomously using at least one of the maximum acceleration and maximum deceleration based on the maximum friction coefficient.

[0038] To explain in more detail, the driving command setting unit 6 of the control device 2 reads the maximum friction coefficient μmax of the road surface in the section where the dump truck 10 is located or in the section ahead of it from the road surface condition memory unit 8. Then, it calculates the load on the rear wheels 12 based on the load on the dump truck 10's cargo bed 16, and calculates the maximum friction force Fmax of the rear wheels 12 by multiplying the load on the rear wheels 12 by the maximum friction coefficient μmax of the road surface. Then, based on the maximum friction coefficient μmax and the maximum friction force Fmax of the rear wheels 12, it calculates and sets at least one of the maximum acceleration and maximum deceleration of the dump truck 10, and sends a driving command to the dump truck 10 that performs acceleration and deceleration control with these maximum acceleration and maximum deceleration as upper and lower limits, respectively. A specific example will be explained.

[0039] For example, if the maximum speed of the dump truck 10 increases when it moves from one section to another, the driving command setting unit 6 calculates the maximum frictional force Fmax of the rear wheels 12 using the maximum friction coefficient μmax of the road surface in the other section, and calculates and sets the maximum acceleration of the dump truck 10 based on this. This maximum acceleration is a value such that even if the acceleration is increased beyond this point, only the slip ratio ω of the rear wheels 12 increases, and the frictional force F (corresponding to the driving force) of the rear wheels 12 does not increase. Based on the aforementioned maximum acceleration of the dump truck 10 (specifically, so that the acceleration of the dump truck 10 is less than or equal to the maximum acceleration), the driving command setting unit 6 sets the acceleration pattern (speed pattern) in the other section and transmits a driving command corresponding to it to the dump truck 10.

[0040] Alternatively, for example, if the maximum speed decreases when the dump truck 10 moves from one section to another, the driving command setting unit 6 calculates the maximum friction force Fmax of the rear wheels 12 using the maximum friction coefficient μmax of the road surface in the first section, and calculates and sets the maximum deceleration of the dump truck 10 based on this. This maximum deceleration is a value such that even if the deceleration is increased beyond this point, only the slip ratio ω of the rear wheels 12 increases, and the friction force F (corresponding to braking force) of the rear wheels 12 does not increase. Based on the aforementioned maximum deceleration of the dump truck 10 (specifically, so that the deceleration of the dump truck 10 is less than or equal to the maximum deceleration), the driving command setting unit 6 sets a deceleration pattern (speed pattern) in the first section and transmits a driving command corresponding to it to the dump truck 10.

[0041] According to the embodiment described above, road conditions can be grasped in advance or in a timely manner, and the dump truck 10 can be driven according to the road conditions. As a result, it is possible to improve work efficiency while ensuring the driving safety of the dump truck 10.

[0042] A second embodiment of the present invention will now be described. In this embodiment, parts equivalent to those in the first embodiment are denoted by the same reference numerals, and their descriptions are omitted as appropriate.

[0043] In this embodiment, the travel command setting unit 6 of the control device 2 calculates and sets the maximum deceleration a of the dump truck 10 based on the maximum friction coefficient μmax of the road surface stored in the road surface condition storage unit 8, similar to the first embodiment. Then, based on the speed V before the start of deceleration of the dump truck 10 and the maximum deceleration a, a deceleration pattern for stopping the dump truck 10 is set, and a travel command according thereto is transmitted to the dump truck 10. A specific example thereof will be described.

[0044] For example, when stopping the dump truck 10 at the end of the travel permission section (in other words, the start of the travel prohibition section), the travel command setting unit 6 calculates the stopping distance D based on the speed V before the start of deceleration of the dump truck 10 and the maximum deceleration a (see the following formula (2)). Then, starting from a position that is the stopping distance D ahead of the end of the travel permission section, the deceleration of the dump truck 10 is started, and a travel command for setting the deceleration of the dump truck 10 to the maximum deceleration a is transmitted.

[0045]

[0046] Also in the present embodiment described above, similar to the first embodiment, the road surface condition can be grasped in advance, and the dump truck 10 can be made to travel according to the road surface condition.

[0047] A third embodiment of the present invention will be described. In this embodiment, parts equivalent to those in the first and second embodiments are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

[0048] In this embodiment, the travel command setting unit 6 of the control device 2 calculates and sets the maximum deceleration a of the dump truck 10 based on the maximum friction coefficient μmax of the road surface stored in the road surface condition storage unit 8, similar to the first and second embodiments. Then, using the relationship between the stopping distance D and the speed V shown in the above formula (2), the upper limit speed Vlim corresponding to a predetermined stopping distance Dlim (in other words, the upper limit speed Vlim for stopping within the predetermined stopping distance Dlim) is calculated. Then, the smaller one of the upper limit speed Vlim calculated as described above and the upper limit speed stored in the map information storage unit 3 is selected and set, and a travel command according thereto is transmitted to the dump truck 10.

[0049] In this embodiment described above, as in the first and second embodiments, the road surface conditions can be determined in advance, and the dump truck 10 can be driven according to the road surface conditions.

[0050] In the second and third embodiments, the driving command setting unit 6 of the control device 2 was described using the above equation (2) as an example, but it is not limited to this. The maximum deceleration a of the dump truck 10 can be expressed using the total weight Wb of the dump truck 10, the load Wr of the rear wheels 12, and the maximum friction coefficient μmax of the road surface. Therefore, the following equation (3) can be derived from the above equation (2). The load Wr of the rear wheels 12 of the dump truck 10 during braking decreases by the amount of load transfer ΔWr associated with braking compared to the load Wr0 of the rear wheels 12 when stationary. Therefore, the load Wr of the rear wheels 12 can be expressed by the following equation (4). In the equation, g is the acceleration due to gravity, Lf is the distance between the center of gravity G of the dump truck 10 and the center of the front wheel 13 in a direction parallel to the road surface, Lr is the distance between the center of gravity G of the dump truck 10 and the center of the rear wheel 12 in a direction parallel to the road surface, and Lh is the distance between the center of gravity G of the dump truck 10 and the road surface in a direction perpendicular to the road surface (see Figure 7). By substituting equation (4) into equation (3), the following equation (5) is derived. The driving command setting unit 6 of the control device 2 may use equation (5) instead of equation (2) for its calculations.

[0051]

[0052]

[0053]

[0054] In the first embodiment, the driving command setting unit 6 of the control device 2 is described as setting a speed pattern for the dump truck 10 in a section including the position where the maximum friction coefficient is estimated, based on at least one of the maximum acceleration and maximum deceleration of the dump truck 10. In the second embodiment, the driving command setting unit 6 of the control device 2 is described as setting a deceleration pattern to stop the dump truck 10 in a section including the position where the maximum friction coefficient is estimated, based on the speed of the dump truck 10 before deceleration begins and the maximum deceleration. In the third embodiment, the driving command setting unit 6 of the control device 2 is described as setting an upper limit speed for the dump truck 10 in a section including the position where the maximum friction coefficient is estimated, based on the maximum deceleration and a predetermined stopping distance. However, any combination of these may be used.

[0055] Furthermore, in the first to third embodiments, the dump truck 10 was described using the example of a case where it is equipped with a load sensor 18 and an acceleration sensor, but it is not limited to this. The dump truck 10 may be equipped with a plurality of sensors that detect the state quantities of a plurality of suspensions (for example, the hydraulic pressure of the hydraulic equipment constituting the suspension) located between the vehicle frame 11 and the front and rear wheels 13 and 12. That is, the road surface condition estimation unit 7 of the control device 2 may calculate the load Wr of the rear wheel 12 based on the plurality of suspension state quantities detected by the plurality of sensors.

[0056] Alternatively, the dump truck 10 does not need to be equipped with a load sensor 18 and an acceleration sensor, or the multiple sensors described above. That is, the road surface condition estimation unit 7 of the control device 2 may estimate that the load on the cargo bed 16 is a predetermined value when the destination of the dump truck 10 is a discharge site, and estimate that the load on the cargo bed 16 is zero when the destination of the dump truck 10 is a loading site.

[0057] Furthermore, while the first to third embodiments have described the case where the control device 2 has a road surface condition estimation unit 7 as an example, the invention is not limited to this. For example, as shown in the modified example in Figure 8, the control device 26 of the dump truck 10 may have a road surface condition estimation unit, that is, it may estimate the maximum friction coefficient of the road surface at the location where the state quantity is detected within the travel path based on the position and state quantity of the dump truck 10 detected by the position measuring device 24 and the detector 27, and transmit the estimated maximum friction coefficient of the road surface to the control device 2. The road surface condition storage unit 8 of the control device 2 stores the maximum friction coefficient of the road surface estimated by the control device 26. The travel command setting unit 6 of the control device 2 sets at least one of the maximum acceleration and maximum deceleration of the dump truck 10, which can be obtained from the maximum friction coefficient of the road surface stored in the road surface condition storage unit 8, and transmits a travel command corresponding thereto to the dump truck 10 (details are the same as in any of the first to third embodiments). The same effects as in the above embodiments can be obtained in such modified examples as well.

[0058] Furthermore, in the first to third embodiments, the dump truck 10 was described as having only the function of autonomous driving in response to driving commands from the control device 2, but it is not limited to this. In addition to the functions described above, the dump truck 10 may also have the function of being driven by the operator, and one of the functions may be selectable.

[0059] Furthermore, although the first to third embodiments were described using the example of a dump truck as the transport vehicle, the invention is not limited to this, and other transport vehicles other than dump trucks may also be used.

[0060] 2 Control device 10 Dump truck 24 Position measuring device (detector) 26 Control device 27 Detector

Claims

1. A control device for managing autonomous driving of a transport vehicle along a predetermined route, characterized in that it acquires state quantities indicating the position and driving state of the transport vehicle detected by a detector mounted on the transport vehicle, estimates and stores the maximum friction coefficient of the road surface at the location where the state quantities were detected along the route based on the acquired position and state quantities of the transport vehicle, and causes the transport vehicle to drive autonomously using at least one of the maximum acceleration and maximum deceleration of the transport vehicle, which can be determined from the stored maximum friction coefficient of the road surface.

2. A control device according to claim 1, characterized in that it is configured to set a speed pattern for the transport vehicle in a section including the position where the maximum friction coefficient is estimated, based on at least one of the maximum acceleration and maximum deceleration of the transport vehicle.

3. A control device according to claim 1, characterized in that it is configured to set a deceleration pattern for stopping the transport vehicle in a section including the position where the maximum friction coefficient is estimated, based on the speed of the transport vehicle before deceleration begins and the maximum deceleration.

4. A control device according to claim 1, characterized in that it is configured to set an upper limit speed for the transport vehicle in a section including the position where the maximum friction coefficient is estimated, based on the maximum deceleration of the transport vehicle and a predetermined stopping distance.

5. A control system comprising a transport vehicle and a control device for managing autonomous driving of the transport vehicle along a predetermined driving path, wherein the transport vehicle comprises a detector for detecting the position and driving state of the transport vehicle, and a control device for estimating the maximum friction coefficient of the road surface at the position where the state quantity is detected along the driving path based on the position and state quantity of the transport vehicle detected by the detector, and the control device stores the maximum friction coefficient of the road surface estimated by the control device, and causes the transport vehicle to drive autonomously using at least one of the maximum acceleration and maximum deceleration of the transport vehicle obtained from the stored maximum friction coefficient of the road surface.

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