Control system, control method, mobile body, and control device

Abstract

Provided are a control system whereby a mobile body can be appropriately controlled, a control method, a mobile body, and a control device. A control system (50) according to the present embodiment controls a mobile body that can travel by unmanned operation. The control system (50) comprises a mobile body control unit that control the mobile body so as to move the mobile body to a parking space serving as a destination of the mobile body. If a first mobile body and a second mobile body have the same parking space as a destination, the mobile body control unit stops the first mobile body at a first stop position in the parking space and stops the second mobile body at a second stop position in the parking space different from the first stop position.

Description

Control System, Control Method, Moving Body, and Control Device

[0001] The present disclosure relates to a control system, a control method, a moving body, and a control device.

[0002] Patent Document 1 discloses a control device that generates an automatic driving route for a plurality of autonomous vehicles on a fairway of a golf course. This control device generates a plurality of automatic driving routes in an automatic driving area. Further, the control device determines an inapplicable automatic driving route based on ground conditions, weather conditions, season, time zone, number of visitors, etc.

[0003] The control device excludes inapplicable automatic driving routes. The control device transmits the non-excluded automatic driving routes to the autonomous vehicle. The control device designates an automatic driving route so that the number of autonomous vehicles traveling on the automatic driving route becomes average.

[0004] Japanese Patent Application Laid-Open No. 2020-181560

[0005] By the way, during the manufacturing process of a moving body such as a vehicle, a technology for the moving body to drive itself has been developed. During such a manufacturing process, it is desirable to appropriately control the moving body.

[0006] The control system according to the present disclosure is a control system that controls a moving body capable of traveling in an unmanned manner, and includes a moving body control unit that controls to move the moving body to a parking space that is the destination of the moving body. When a first moving body and a second moving body have the same parking space as the destination, the moving body control unit stops the first moving body at a first stop position in the parking space and stops the second moving body at a second stop position different from the first stop position in the parking space.

[0007] The control method according to the present disclosure is a control method that controls a moving body capable of traveling in an unmanned manner, controls to move the moving body to a parking space that is the destination, and when a first moving body and a second moving body have the same parking space as the destination, stops the first moving body at a first stop position in the parking space and stops the second moving body at a second stop position different from the first stop position in the parking space.

[0008] The mobile body according to this disclosure is a mobile body that can be driven unmanned and is equipped with a control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, and when the destination is the same parking space as another mobile body, the mobile body stops at a second stopping position in the parking space that is different from the first stopping position where the other mobile body was stopped.

[0009] The control device according to this disclosure is a control device for controlling a mobile body that can be driven unmanned, and includes a mobile body control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, and when the first mobile body and the second mobile body have the same parking space as their destination, the mobile body control unit stops the first mobile body at a first stopping position in the parking space and stops the second mobile body at a second stopping position different from the first stopping position in the parking space.

[0010] The control system according to this disclosure is a control system for controlling a mobile body that can be driven unmanned, and includes a mobile body control unit that moves the mobile body to a destination along a route, wherein when the route to the destination of the first mobile body and the route to the destination of the second mobile body have a common portion, the first movement path of the first mobile body and the second movement path of the second mobile body are different in the common portion of the route.

[0011] The control method relating to this disclosure is a control method for controlling a mobile body that can be driven unmanned, wherein the control method controls the mobile body to move along a path to a destination, and when the path to the destination of the first mobile body and the path to the destination of the second mobile body have a common portion, the first movement path of the first mobile body and the second movement path of the second mobile body are different in the common portion of the path.

[0012] The mobile body according to this disclosure is a mobile body that can travel by unmanned operation and includes a control unit that controls the mobile body to move along a road to a destination, and when there is a common part of the road to the destination with another mobile body, the mobile body moves in the common part of the road along a road that is deviated from the road path from which the other mobile body has traveled.

[0013] The control device according to this disclosure is a control device for controlling a mobile body that can travel unmanned, and includes a mobile body control unit that moves the mobile body to a destination, wherein when the route to the destination of the first mobile body and the route to the destination of the second mobile body have a common portion, the first travel path of the first mobile body and the second travel path of the second mobile body are different in the common portion of the route.

[0014] The control system according to this disclosure is a control system for controlling a mobile body that can be driven unmanned, comprising: a route setting unit that sets a travel route for the mobile body to a destination; an instruction value generation unit that generates control instruction values ​​so that the mobile body moves along the travel route; and a mobile body control unit that controls the mobile body according to the control instruction values, wherein if the travel route of a first mobile body and the travel route of a second mobile body have a common portion, the instruction value generation unit generates the control instruction values ​​such that the control instruction values ​​for the first mobile body and the control instruction values ​​for the second mobile body in the common portion are different.

[0015] The control method relating to this disclosure is a control method for controlling a mobile body that can be driven unmanned, comprising: generating a travel path for the mobile body to a destination; generating control instruction values ​​so that the mobile body moves along the travel path; controlling the mobile body according to the control instruction values; and, if the travel path of a first mobile body and the travel path of a second mobile body have a common portion, generating control instruction values ​​such that the control instruction values ​​for the first mobile body and the control instruction values ​​for the second mobile body are different in the common portion.

[0016] The mobile body according to this disclosure is a mobile body that can be driven unmanned, and generates a travel path to the destination of the mobile body, generates control instruction values ​​so that the mobile body moves along the travel path, controls the mobile body according to the control instruction values, and if there is a common part of the travel path to the destination with another mobile body, generates a control instruction value in the common part of the travel path that is different from the control instruction values ​​of the other mobile body.

[0017] The control device according to this disclosure is a control device for controlling a mobile body that can be driven unmanned, comprising: a path generation unit that generates a travel path for the mobile body to a destination; an instruction value generation unit that generates control instruction values ​​so that the mobile body moves along the travel path; and a mobile body control unit that controls the mobile body according to the control instruction values, wherein if the travel path of a first mobile body and the travel path of a second mobile body have a common portion, the instruction value generation unit generates the control instruction values ​​such that the control instruction values ​​for the first mobile body and the control instruction values ​​for the second mobile body in the common portion are different.

[0018] The control system according to this disclosure is a control system for controlling a mobile body that can be driven unmanned, and includes a mobile body control unit that moves the mobile body to a destination, and when the first mobile body and the second mobile body are going to the same destination, the system stops the first mobile body in a first parking space at the destination and stops the second mobile body in a second parking space at the destination that is offset from the first parking space.

[0019] The control method relating to this disclosure is a control method for controlling a mobile body that can be driven autonomously, and controls the mobile body to move to a parking space that is a destination, and if the first mobile body and the second mobile body are going to the same destination, the first mobile body is stopped in a first parking space at the destination, and the second mobile body is stopped in a second parking space that is offset from the first parking space at the destination.

[0020] The mobile body according to this disclosure includes a control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, and when the destination of the mobile body is the same as that of another mobile body, it stops in a parking space at a different location from the parking space where the other mobile body was stopped.

[0021] The control device according to this disclosure is a control device for controlling a mobile body that can be driven unmanned, and includes a mobile body control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, and when the first mobile body and the second mobile body are at the same destination, the first mobile body is stopped in a first parking space at the destination, and the second mobile body is stopped in a second parking space that is offset from the first parking space at the destination.

[0022] According to this research, it is possible to provide a control system, control method, mobile body, and control device that can appropriately control a mobile body.

[0023] This is a schematic diagram showing the overall configuration of the vehicle manufacturing system. This is a schematic diagram showing a part of the vehicle manufacturing system. This is a block diagram showing the control system of the vehicle manufacturing system of Embodiment 1. This is a schematic diagram for explaining the parking space and stopping position. This is a flowchart showing the control method of Embodiment 1. This is a block diagram showing the control system of the vehicle manufacturing system of Embodiment 2. This is a schematic diagram for explaining the parking space. This is a flowchart showing the control method of Embodiment 2. This is a block diagram showing the control system of the vehicle manufacturing system of Embodiment 3. This is a schematic diagram for explaining the destination and the travel path. This is a flowchart showing the control method of Embodiment 3. This is a block diagram showing the control system of the vehicle manufacturing system of Embodiment 4. This is a schematic diagram for explaining the travel path to the destination and the travel trajectory of the vehicle when it actually moved. This is a flowchart showing the control method of Embodiment 4. This is a diagram for explaining vehicle driving control. This is a control block diagram for explaining driving control example 1. This is a flowchart for explaining driving control example 1. This is a control block diagram for explaining driving control example 2. This is a flowchart for explaining driving control example 2.

[0024] Embodiments of the present invention will be described below with reference to the drawings. However, the invention claimed is not limited to the following embodiments. Furthermore, not all of the configurations described in the embodiments are necessarily essential for solving the problem. For clarity of explanation, the following descriptions and drawings have been omitted and simplified as appropriate. In each drawing, the same elements are denoted by the same reference numerals, and redundant explanations have been omitted where necessary.

[0025] (Vehicle Manufacturing System) The vehicle manufacturing system 50 according to this embodiment will be described with reference to Figures 1 and 2. Figure 1 is a schematic diagram showing the configuration of the vehicle manufacturing system 50. Figure 2 is a schematic diagram showing two vehicles 100 in motion. Note that in Figure 1, an XY Cartesian coordinate system is shown for explanatory purposes.

[0026] The vehicle manufacturing system (also simply called the system) 50 is used in a vehicle manufacturing plant to manufacture vehicles 100. Alternatively, the vehicle manufacturing system 50 is also used at transport locations where transport processes such as transport to a yard or loading onto a ship are carried out. As shown in Figure 1, the vehicle manufacturing system 50 includes a server 200, a sensor 300, a process control device 400, and a robot 600. Multiple vehicles 100 are self-propelled vehicles that can move on their own during the manufacturing process. The vehicle manufacturing system 50 controls the multiple vehicles 100 to move in a convoy.

[0027] The sensor 300 is equipped with a communication device 330 that sends and receives data to and from the server 200. The server 200 is equipped with a communication device 230 that sends and receives data to and from the sensor 300. Furthermore, as shown in Figure 2, the communication device 230 has the function of sending and receiving data to and from the vehicle 100. The vehicle 100 is also equipped with a communication device 130 that receives data from the server 200. Each vehicle 100 is equipped with a communication device 130.

[0028] Communication devices 130, 230, and 330 may each be general-purpose devices such as network hubs or routers. Communication devices 130, 230, and 330 use general-purpose wireless communication such as Wi-Fi (registered trademark). Each of communication devices 130, 230, and 330 is configured with an address to identify the communication partner. The communication address is, for example, an IP (Internet Protocol) address.

[0029] Each vehicle 100 is a vehicle in its pre-completion state. As shown in Figure 1, the vehicle 100 travels along a predetermined track TR. As it travels along the track TR, the vehicle 100 is manufactured. Specifically, while the vehicle 100 is traveling along the track, a worker W or a robot 600 performs tasks such as assembling parts, operating switches, welding, and inspection. This completes the execution of each manufacturing process. The vehicle 100 is then manufactured when the tasks of each manufacturing process are performed in a predetermined order.

[0030] Multiple vehicles 100 travel in a convoy. Specifically, the vehicles 100 travel at a constant speed so that the distance between them remains constant at a predetermined distance. Furthermore, the speed of all multiple vehicles 100 is the same. The track TR has a straight-line region TR1 where the vehicles 100 travel in a straight line and a turning region TR2 where they turn. In the straight-line region TR1, the track TR is in a straight line.

[0031] The turning area TR2 is where the vehicle 100 changes direction. In the turning area TR2, the vehicle 100 makes a U-turn. In the turning area TR2, for example, the track TR is in the shape of a circular arc with a predetermined radius of curvature. In the turning area TR2, the track TR is a semicircle. The turning areas TR2 are provided at both ends of the straight-ahead area TR1. For example, if the vehicle 100 moves in the +X direction in the straight-ahead area TR1, it will reach the turning area TR2. When the vehicle 100 turns 180 degrees in the turning area TR2, it will move in the -X direction in the straight-ahead area TR1. Conversely, if the vehicle moves in the -X direction in the straight-ahead area TR1, it will reach the turning area TR2. When the vehicle 100 turns 180 degrees in the turning area TR2, it will move in the +X direction in the straight-ahead area TR1. In this way, the vehicles 100 are manufactured sequentially as they alternately pass through the straight-ahead area TR1 and the turning area TR2.

[0032] Sensor 300 is a camera that captures images of moving or stationary vehicles 100. Sensor 300 captures images of one or more vehicles 100. Sensor 300 is provided to detect distances between vehicles, etc. Based on the images captured by sensor 300, server 200 can detect the position of vehicles 100 within the factory. For example, it may be installed on the walls, pillars, ceilings, etc., of the factory and capture images of vehicles 100 from diagonally above. Sensor 300 captures images with a field of view that includes one or more vehicles 100 in a convoy. Sensor 300 may be set at the same height as the vehicles 100 and capture images of one or more vehicles 100 from the side.

[0033] The communication device 330 transmits the captured image taken by the sensor 300 to the server 200. The communication device 330 may transmit not only the captured image but also information obtained from the captured image to the server 200. In other words, the communication device 330 transmits the detection results detected by the sensor 300. The communication device 330 may be built into the sensor 300 or it may be a separate unit. Also, the communication device 330 may be shared by multiple sensors 300. In other words, if multiple sensors 300 are installed, one communication device 330 may transmit data to the server 200.

[0034] In this manner, when the sensor 300 captures an image of the vehicle 100, the communication device 330 transmits the captured image and other data to the server 200. The communication device 230 receives the captured image data from the sensor 300. The server 200 can estimate the distance between vehicles by performing predetermined image processing on the image captured by the sensor 300. For example, the server 200 calculates the distance between vehicles in a convoy of multiple vehicles 100. The number of vehicles in the convoy is not particularly limited; it can be two or more.

[0035] Furthermore, the sensor 300 is not limited to a camera. The sensor for detecting the distance between vehicles may be various types of sensors such as an RGB camera, a far-infrared camera, or a LiDAR. The sensor 300 is not limited to an optical sensor; it may also be a radar. Of course, two or more sensors 300 may be installed, and two or more types of sensors 300 may be used in combination. For example, the sensor 300 may include a LiDAR and a camera.

[0036] The communication device 330 transmits the detection result to the server 200. As described above, the detection result transmitted by the sensor 300 may be an captured image or information extracted from the image. For example, if the sensor 300 has an image processing function, the sensor 300 transmits information extracted by image processing to the server 200.

[0037] Furthermore, the sensor 300 may be mounted on the vehicle 100, as shown in Figure 2. For example, an on-board camera, LiDAR, or radar can be the sensor 300. If the sensor 300 is an on-board camera, the sensor 300 will capture an image of the vehicle 100 in front. If the sensor 300 is an on-board LiDAR, the sensor 300 will measure the distance to the vehicle 100 in front. The communication device 130 will transmit the image and measurement results to the server 200.

[0038] The server 200 controls the vehicle 100 so that it moves along the track TR. Furthermore, the server 200 controls multiple vehicles 100 so that they travel in a convoy. For example, the vehicles 100 travel in a single file along the track TR. The server 200 transmits control signals to each vehicle 100 via the communication device 230.

[0039] The process control device 400 manages the vehicle manufacturing process. The process control device 400 stores process information related to the manufacturing process of the vehicle 100. The process control device 400 may also store vehicle information (also called mobile information) related to the vehicle 100. The process control device 400 provides the process information and vehicle information to the server 200, etc. The process information and vehicle information will be described later. Although the process control device 400 is shown as a separate unit from the server 200, the process control device 400 and the server 200 may be physically the same device.

[0040] During the runway TR, the vehicle 100 may be stopped in a parking space PS. In this case, the process information may include the manufacturing process and the location of the parking space PS. For example, when the sensor 300 detects that the vehicle 100 is stopped in the parking space PS, the robot 600 or worker W performs the manufacturing process.

[0041] The server 200 is not limited to a single device and may be composed of a plurality of devices. For example, the server 200 may have a plurality of arithmetic processing units that perform distributed processing. Alternatively, the server 200 may have a storage device, a communication device, a display device, an interface device, or an input device, etc., separately from the device that performs arithmetic processing. Similarly, the process management device 400 is not limited to a single device and may be composed of a plurality of devices.

[0042] As shown in FIG. 1, the runway TR indicates the area where the vehicle 100 is scheduled to travel. For example, in the width direction of the vehicle 100, it has a size obtained by adding a margin to the full width of the vehicle 100. For example, the runway TR may be a virtual one registered on the facility map information. Alternatively, the line shown in the runway TR may be provided on the road surface. The runway TR may be defined by a wall surface or the like.

[0043] The vehicle 100 travels to the destination along the movement route MR within the runway TR. The movement route MR is set within the runway TR so that the vehicle 100 does not deviate from the runway TR. The movement route MR is set near the center in the width direction of the runway TR. The vehicle 100 passes over the movement route MR. The destination is the place where each manufacturing process is executed. In other words, the destination is set in the middle of the runway TR. Then, the vehicle 100 sequentially moves to a plurality of destinations set on the runway TR. The movement route MR is a line connecting the destinations (waypoints).

[0044] In FIG. 1, there is only one runway TR, but the runway TR may branch in the middle. Alternatively, two runways TR may merge. For example, some runways may be different for each vehicle type. Here, the vehicle 100 is a mobile body capable of autonomous driving. For example, the vehicle 100 may travel in a state where no driver is on board. Alternatively, at least a part of the route TR, an administrator or an operator may remotely control the vehicle 100 by wireless communication or the like. Note that the vehicle 100 is not limited to an automobile and may be a mobile body such as a running robot or a flying car. Therefore, the system 50 can also be called a control system that controls mobile bodies such as vehicles.

[0045] System 50 controls the movement paths of multiple vehicles 100 on the runway TR to vary. By doing so, damage and wear of the road surface can be suppressed. For example, when multiple vehicles 100 move along the same movement path, the contact positions of the tires with respect to the road surface become fixed. Furthermore, the braking positions and starting positions on the road surface become fixed. Only specific locations on the road surface will wear out. Specifically, on the road surface, the wear at locations corresponding to the tire width will increase. Or, the wear of the road surface at the starting position and braking position will increase.

[0046] For example, System 50 controls the vehicle 100 so as to shift the movement path MR in the left - right direction in plan view. That is, multiple vehicles 100 travel on the movement path MR shifted in the left - right direction. Or, System 50 controls multiple vehicles 100 so as to shift the angle of the movement path MR in plan view. By doing so, the contact locations of the tires on the road surface can be made uneven, so local wear and damage can be prevented.

[0047] Or, System 50 may control the vehicle 100 so as to shift the movement path MR in the front - rear direction. For example, the wear of the road surface is severe at the starting position and braking position of the vehicle 100. When multiple vehicles 100 brake at the same location, the wear of the road surface at the braking position will increase. Or, when multiple vehicles 100 start after stopping at the same location, the wear of the road surface at the starting position will increase.

[0048] Therefore, System 50 shifts the starting position and braking position on the movement path MR in the front - rear direction. For example, by shifting the position of the destination in the front - rear direction, the vehicle 100 stops at different positions. Thus, the stop positions and braking positions can be made uneven, so local wear and damage can be prevented.

[0049] In this way, the vehicle 100 travels on a road surface in good condition. Furthermore, the frequency of road surface maintenance can be reduced. Therefore, the vehicle 100 can be manufactured efficiently, thereby improving productivity. Note that the above-mentioned longitudinal and lateral directions are directions based on the orientation (direction of movement) of the vehicle 100.

[0050] Embodiment 1 Hereinafter, Embodiment 1 will be described with reference to Figure 3. Figure 3 is a block diagram showing the control system of System 50.

[0051] The server 200 includes a communication device 230, a process information acquisition unit 251, a vehicle information acquisition unit 252, a stop position determination unit 253, and a driving control unit 257. The server 200 functions as a mobile control device that controls the driving of multiple vehicles 100. In Figure 3, only one vehicle 100 and one sensor 300 are shown, but as shown in Figures 1 and 2, multiple vehicles 100 and sensors 300 are provided.

[0052] The communication device 230 includes a receiver 231 and a transmitter 232. The receiver 231 receives various signals and data from the sensor 300 and the vehicle 100. For example, the receiver 231 receives data indicating the detection result from the sensor 300. The data received from the sensor 300 may be image data or data extracted from image data.

[0053] The transmitter 232 transmits various signals and data to the sensor 300 and the vehicle 100. For example, the transmitter 232 transmits control instruction values ​​to the vehicle 100. Of course, the server 200 may also send and receive data other than those mentioned above. For communication between the receiver 231 and the transmitter 232, it is possible to use processing in accordance with general-purpose communication standards such as Wi-Fi (registered trademark).

[0054] Furthermore, the communication device 230 transmits and receives data with the communication device 430 of the process control device 400. This allows the server 200 to acquire process information and vehicle information.

[0055] Vehicle 100 includes a vehicle control unit 115, an actuator group 120, and a communication device 130. Sensor 300 is equipped with the communication device 130. Note that the server 200 is not limited to a single physical device, but may be distributed. For example, the database may be a separate storage device or cloud server located independently of the processor.

[0056] The communication device 130 of the vehicle 100 is a wireless terminal device for wireless communication with the server 200. The communication device 130 is configured with an IP (Internet Protocol) address, etc. When the communication device 130 of the vehicle 100 receives a control instruction value, the vehicle 100 moves according to the control instruction value. The actuator group 120 includes wheel motors for driving the wheels, steering motors for controlling the steering angle, brakes for stopping the vehicle, etc. The vehicle control unit 115 generates control signals to control the actuator group 120 according to the control instruction value. The vehicle control unit 115 may be composed of an ECU (Electronic Control Unit). This allows the vehicle 100 to move along the track TR.

[0057] In the following explanation, it is assumed that the server 200 performs image processing on the captured image acquired from the sensor 300, but the processing may be performed by a device other than the server 200. For example, the sensor 300 may perform part of the processing. Specifically, the sensor 300 may extract the features necessary for image processing and transmit those features to the server 200. Alternatively, a processor such as a GPU (Graphics Processing Unit) installed in the sensor 300 may recognize the blinking pattern and transmit the recognition result.

[0058] As described above, the sensor 300 transmits the captured images to the server 200. The captured images may be moving images or a series of still images. The communication device 230 of the server 200 receives the captured images. The server 200 acquires the frames and their capture times and records them in memory or elsewhere. The sensor 300 captures images at a frame rate of, for example, 30 fps or 60 fps. Based on the images captured by the sensor 300, the server 200 determines the current position of each vehicle 100. Alternatively, the server 200 may determine the current position of the vehicle 100 based on detection results from LiDAR or the like.

[0059] The process control device 400 includes a process information storage unit 401, a vehicle information storage unit 402, and a communication device 430. The communication device 430 transmits process information and vehicle information to the server 200.

[0060] The process information storage unit 401 is a database that stores the manufacturing process for each vehicle or each vehicle type. Specifically, the process information storage unit 401 records the manufacturing process and its sequence as a database for each vehicle type. Furthermore, the process information storage unit 401 stores the location or area where each manufacturing process is performed. In other words, in the process information, the work of the manufacturing process is assigned according to the location in the map information. The process information storage unit 401 stores the location (XY coordinates) in association with the manufacturing process. The process information storage unit 401 may also store parking spaces or stopping positions corresponding to the location where the manufacturing process is performed. The process information storage unit 401 may also record information such as the number of units to be manufactured or the planned number of units to be manufactured for each vehicle type.

[0061] Furthermore, the vehicle information storage unit 402 stores vehicle information related to the vehicle 100. The vehicle information storage unit 402 stores information such as the size of the vehicle 100 and necessary parts as vehicle information. The vehicle information includes the overall length, overall width, overall height, wheelbase, tread width, tire size, and vehicle weight of the vehicle 100. The vehicle information storage unit 402 may also store the ID of the vehicle 100 and the address of the communication device 130.

[0062] The vehicle information storage unit 402 may store information indicating the production status of the vehicle 100 as vehicle information. For example, the vehicle information storage unit 402 may store information indicating which process has been completed for each vehicle, or information indicating which manufacturing process the vehicle is heading towards. Alternatively, the vehicle information storage unit 402 may store information indicating which process area the vehicle 100 is currently traveling through. The process control device 400 then updates the vehicle information or process information according to the progress of the manufacturing status.

[0063] The driving control unit 257 generates driving control signals to, for example, steer, stop, pause, emergency stop, decelerate, accelerate, or start the vehicle 100. When the driving control unit 257 outputs a driving control signal to the transmitter 232, the transmitter 232 transmits the driving control signal to the vehicle 100. As a result, the vehicle 100 steers, stops, pauses, emergency stops, decelerates, accelerates, or starts. In other words, the vehicle control unit 115 controls the actuator group 120. The brakes, wheel motors, steering motors, etc. of the actuator group 120 operate so that the vehicle 100 can accelerate, decelerate, start, turn right, turn left, etc.

[0064] Assume the location of the sensor 300 within the facility is known. In this case, the server 200 can detect the location of each vehicle 100 based on the image captured by the sensor 300. The driving control unit 257 can control the driving speed, steering angle, etc., based on the location of the vehicle 100. Alternatively, the driving control unit 257 may control the driving speed and steering angle according to the driving order in the convoy.

[0065] The driving control unit 257 generates a driving control signal that indicates control instruction values ​​for steering angle and speed. The driving control unit 257 calculates the control instruction values ​​for each vehicle at predetermined time intervals. When the driving control unit 257 generates a driving control signal that indicates the control instruction value, the transmitter 232 transmits it to the corresponding vehicle 100. When the communication device 130 of the vehicle 100 receives the driving control signal, the vehicle control unit 115 controls the actuator group 120 so that the control instruction value is set. In this way, the vehicle 100 can move along the travel path MR within the track TR to its destination. The travel path MR may be a reference path as described later.

[0066] The driving control unit 257 functions as a moving control unit that controls the vehicle 100 to move to a parking space designated as the destination. Here, the parking space is a place where the vehicle 100 temporarily stops or parks. For example, the parking space may be registered in map information as a location in a manufacturing process where temporary stopping is required.

[0067] The driving control unit 257 controls the vehicle 100 to stop at the designated stopping position within the parking space. Furthermore, if two or more vehicles 100 are headed to the same parking space, the driving control unit 257 stops the first vehicle 100 at the first stopping position within the parking space, and stops the second vehicle 100 at a second stopping position different from the first stopping position within the parking space.

[0068] Figure 4 shows an example of a parking space and stopping position. Figure 4 is a schematic plan view showing a parking space PS and stopping position. The parking space PS is an area large enough to accommodate a vehicle 100. For example, in a plan view, the parking space PS is defined as a rectangle larger than the vehicle 100. In other words, the size of the parking space PS in the front-to-back direction is the total length of the vehicle 100 plus a margin. Similarly, the size of the parking space PS in the left-to-right direction is the total width of the vehicle 100 plus a margin.

[0069] For example, a parking space PS may be an area that is too small for two vehicles to park simultaneously. In other words, the size of the parking space PS in the front-to-back direction is greater than the overall length of the vehicle 100, but less than twice the overall length. The size of the parking space PS in the left-to-right direction is greater than the overall width of the vehicle 100, but less than twice the overall width. Therefore, two or more vehicles 100 cannot stop in the parking space PS at the same time.

[0070] For example, a parking space PS is a rectangle approximately 5m in the front-to-back direction and 2.5m in the left-to-right direction. A parking space PS may be a rectangular frame directly placed on the road surface, or it may be virtually set on map information. Part of the parking space PS may be defined by a wall. When the information for a parking space PS is virtually set on map information, the coordinates of the frame may be defined, or the size in the front-to-back and left-to-right directions may be defined from the center coordinates, etc.

[0071] Multiple stopping positions are set in the parking space PS. In Figure 4, three stopping positions are set in the parking space PS. In Figure 4, the three stopping positions are illustrated as stopping positions SP1, SP2, and SP3. At least one of the X and Y coordinates is different for stopping positions SP1, SP2, and SP3. Here, stopping positions SP1 to SP3 correspond to the center position of the vehicle 100. The three stopping positions SP1 to SP3 are used exclusively.

[0072] For example, a parking space PS is set as the destination for multiple vehicles 100. Each parking space PS is assigned to a specific manufacturing process. When a vehicle 100 moves to a parking space PS, a worker or other person performs this manufacturing process. Multiple vehicles 100 move to the parking space PS sequentially to perform the tasks of this manufacturing process. Therefore, multiple vehicles 100 move to a single parking space PS as their destination. For example, when the first vehicle 100 stops at a parking space PS, the manufacturing process is performed at that parking space PS. After the manufacturing process is completed, the vehicle 100 departs from the parking space. Then, the next vehicle 100 stops at the parking space PS. In this way, the manufacturing process for each vehicle 100 is performed sequentially within the parking space PS.

[0073] The driving control unit 257 controls vehicles 100 moving towards a single parking space PS as their destination, so that they stop at different stopping positions. The stopping position determination unit 253 determines the stopping position according to the vehicle 100. For example, the driving control unit 257 stops the first vehicle at stopping position SP1, the second vehicle 100 at stopping position SP2, and the third vehicle 100 at stopping position SP3.

[0074] Specifically, the first vehicle 100 stops at stopping position SP1. After the manufacturing process is complete, the first vehicle 100 departs from stopping position SP1. After the first vehicle 100 departs from parking space PS, the second vehicle 100 moves to stopping position SP2 and stops. After the manufacturing process is complete, the second vehicle 100 departs from stopping position SP2. After the second vehicle 100 departs from parking space PS, the third vehicle 100 moves to stopping position SP3 and stops. Similarly, the fourth to sixth vehicles may be stopped in the order of stopping positions SP1, SP, and SP3.

[0075] In Figure 4, the movement path of vehicle 100 when it moves to stopping position SP1 is denoted as movement path MR11. Similarly, the movement path of vehicle 100 when it moves to stopping position SP2 or stopping position SP3 is denoted as movement path MR12 or movement path MR13. Each of the movement paths MR11, MR12, and MR13 will be slightly different. Therefore, localized wear and damage to the road surface can be prevented. For example, the position of the tires will be different when vehicle 100 moves to stopping position SP1 compared to when vehicle 100 moves to stopping position SP2.

[0076] Stopping positions SP2 and SP3 are offset in the left-right direction (Y direction in Figure 4). Therefore, the tire contact position on the road surface differs between a vehicle 100 stopped at stopping position SP2 and a vehicle 100 stopped at stopping position SP3. This prevents wear on the road surface. It is preferable to change the stopping positions so that the tire contact position is offset by more than the tire width, for example. Therefore, it is preferable that the stopping positions are offset by more than the tire width in the left-right direction. The orientation (azimuth angle) of the vehicles stopped at stopping positions SP1, SP2, and SP3 may be different.

[0077] Furthermore, stopping position SP1 is shifted in the longitudinal direction (the X direction in Figure 4) from stopping positions SP2 and SP3. This allows for shifting the braking and starting positions. For example, road surface wear is greater at points where acceleration and deceleration occur, such as the braking and starting positions, than at points where the vehicle is moving at a constant speed. Therefore, by shifting the stopping position in the longitudinal direction, i.e., in the direction of vehicle movement, localized wear and damage can be suppressed.

[0078] Multiple stopping positions may be offset in at least one direction, either front-to-back or left-to-right. Furthermore, the number of stopping positions is not limited to three. There may be two, four, or more. In other words, multiple stopping positions may be set within a parking space PS. The server 200 periodically or randomly changes the stopping position from among the multiple stopping positions within the parking space. The server 200 selects one stopping position from among the multiple stopping positions for each vehicle 100.

[0079] Here, the stopping position determination unit 253 changes the stopping position within the parking space PS according to the vehicle 100. The stopping position determination unit 253 may change the stopping positions SP1, SP2, and SP3 periodically or randomly. For example, the stopping position determination unit 253 may repeatedly change the stopping positions in the order of stopping position SP1, stopping position SP2, and stopping position SP3. Alternatively, the stopping position determination unit 253 may use a random number or the like to set one stopping position from among multiple stopping positions. Furthermore, the stopping position determination unit 253 may change the stopping position for each vehicle or for groups of vehicles. For example, the stopping position determination unit 253 may determine the stopping position for five vehicles 100 as stopping position SP1, and then determine the stopping position for the next five vehicles 100 as stopping position SP2.

[0080] It is preferable to determine the stopping positions so that the number of vehicles stopping at each stopping position is equal. Of course, it is preferable that the number of vehicles 100 stopping at each stopping position is the same, but it does not have to be exactly the same.

[0081] Furthermore, the stopping position determination unit 253 may determine the stopping position based on at least one of the process information and the vehicle information. For example, the process information acquisition unit 251 acquires process information from the process information storage unit 401 of the process control device 400. Also, the vehicle information acquisition unit 252 acquires vehicle information from the vehicle information storage unit 402 of the process control device 400.

[0082] The process information includes information indicating the location of the manufacturing process. Therefore, the server 200 can set the next destination parking space based on the process information. For example, the server 200 determines the parking space at the location corresponding to the next manufacturing process for the vehicle 100. Then, the server 200 determines the route from the vehicle 100's current location to the parking space. The stopping position determination unit 253 may determine the stopping position in the parking space according to the manufacturing process preceding the manufacturing process corresponding to the destination. The stopping position determination unit 253 may also determine the stopping position in the parking space according to the manufacturing process following the manufacturing process corresponding to the destination.

[0083] Furthermore, the stopping position determination unit 253 may determine the stopping position based on vehicle information. For example, the stopping position determination unit 253 may determine the stopping position based on tire size and tread width. By referring to the tire size and tread width of the vehicle 100, the stopping position determination unit 253 can distribute the tire contact points on the road surface. The stopping position determination unit 253 determines the stopping position so that the tire contact points on the road surface are staggered.

[0084] The stopping position determination unit 253 may obtain an index indicating the load on the road surface based on vehicle information. The stopping position determination unit 253 calculates the load on the road surface based on the vehicle weight and tire size. The stopping position determination unit 253 can estimate the load on the road surface by accumulating the load for each vehicle 100. The stopping position determination unit 253 may use coefficients that increase the load at the starting position and braking position. The stopping position determination unit 253 determines the stopping position so that the load on the road surface is distributed.

[0085] Multiple XY coordinates for stopping positions may be pre-set for a single parking space. In this case, when the parking space determination unit 254 selects a stopping position, it reads the XY coordinates of the selected stopping position. The driving control unit 257 stops the vehicle 100 at the read XY coordinates. Alternatively, a positional deviation amount may be set for a single reference stopping position. In other words, the stopping position determination unit 253 can change the XY coordinates of the stopping position by adding or subtracting a value corresponding to the positional deviation amount to the XY coordinates of the reference stopping position. The stopping position determination unit 253 can change the positional deviation amount periodically or randomly.

[0086] Vehicle 100 may obtain information about the vehicle ahead from the server 200 or sensor 300. Alternatively, vehicle 100 may obtain information from the vehicle ahead through inter-vehicle communication.

[0087] Figure 5 is a flowchart showing the control method according to Embodiment 1. First, the driving control unit 257 sets a parking space to be the destination according to the manufacturing process (S11). The stopping position determination unit determines the stopping position within the parking space (S12). The driving control unit 257 controls the vehicle to stop at the stopping position within the parking space (S13).

[0088] For example, vehicle 100 stops at a different position than other vehicles destined for the same parking space. This can reduce road surface wear and damage, thereby improving productivity. As described above, the stopping position determination unit 253 may change the stopping position within the parking space periodically or randomly.

[0089] In the above description, the server 200 is primarily described as controlling the vehicle 100, but other devices may also perform this function. The vehicle 100 and the server 200 may cooperate to perform the above control. In other words, the server 200 and the vehicle 100 may cooperate to function as a control unit that changes the vehicle's stopping position.

[0090] Alternatively, vehicle 100 may perform some of the processing performed by server 200. In this case, vehicle 100 only needs to obtain information about the stopping position and destination of the preceding vehicle 100, or vehicle 100 may perform all of the processing to change the vehicle's stopping position. In this case, vehicle 100 may randomly determine the stopping position in the parking space. Alternatively, vehicle 100 may obtain information about the stopping position where the preceding vehicle stopped and information about the destination. Vehicle 100 stops at a stopping position different from the stopping position of the preceding vehicle 100, which has the same parking space as the preceding vehicle 100 as its destination.

[0091] Embodiment 2 The system according to Embodiment 2 will be described with reference to Figures 6 and 7. Figure 6 is a block diagram showing the control system of the system 50. In this embodiment, the server 200 changes the position of the parking space PS for vehicles 100 with the same destination. For example, in Figure 7, two parking spaces PS21 and PS22 are set. Details that are common to Embodiment 1 will be omitted as appropriate. The parking space, similar to that in Embodiment 1, is sized to accommodate one vehicle 100. Details that are similar to those in Embodiment 1 will be omitted as appropriate.

[0092] As shown in Figure 6, the server 200 has a parking space determination unit 254 instead of a stopping position determination unit 253. When two or more vehicles 100 are headed to the same manufacturing process, the parking space determination unit 254 determines different parking spaces. For vehicles 100 having the same manufacturing process, the parking space positions corresponding to the locations where the manufacturing process is performed are shifted.

[0093] For example, if the destination of the first vehicle 100 and the destination of the second vehicle 100 are the same, the parking space for the first vehicle 100 is designated as the first parking space PS21, and the parking space for the second vehicle 100 is designated as parking space PS22. Parking spaces PS21 and PS2 are offset in the left-right direction (X direction) and the front-rear direction (Y direction). This prevents localized wear and damage to the road surface, thereby enabling high productivity.

[0094] For example, the driving control unit 257 stops the first vehicle 100 in the first parking space PS21 and stops the second vehicle 100 in the second parking space PS22. In an XY plan view, the vehicle 100 stops at a position where its center coincides with the center of each parking space. Specifically, the first vehicle 100 stops in parking space PS21. The first vehicle 100 departs from parking space PS21 after the manufacturing process is completed. After the first vehicle 100 departs from parking space PS21, the second vehicle 100 moves to parking space PS22 and stops.

[0095] The movement path MR21 from vehicle 100 to the first parking space PS21 and the movement path MR21 from vehicle 100 to the second parking space PS22 are offset. Therefore, localized wear and damage to the road surface can be prevented. Thus, the same effects as in Embodiment 1 can be obtained. For example, when vehicle 100 moves from the same point to the first parking space PS21 and when vehicle 100 moves to the parking space PS22, the position of the tires will be offset. Here, it is preferable that the first parking space PS21 and the second parking space PS22 are offset by more than the tire size.

[0096] The first parking space PS21 and the second parking space PS22 only need to be offset in at least one direction: left-right (X direction) and front-rear (Y direction). By offsetting the parking spaces in the left-right direction, the tire contact positions can be unevenly distributed. By offsetting the parking spaces in the front-rear direction, brake positions and acceleration / deceleration positions can be unevenly distributed. The amount of offset of the parking spaces may be set according to vehicle information such as tire size, tread width, and wheelbase. In other words, the parking space determination unit 254 only needs to determine the position of the parking spaces according to at least one of the vehicle information and process information.

[0097] Here, it is preferable that parking spaces set for the same destination, i.e., the same manufacturing process, overlap in at least part. In other words, it is preferable that the amount of offset when setting the parking spaces be less than the size of the vehicle 100. That is, the first parking space and the second parking space overlap.

[0098] Server 200 may randomly change the position (XY coordinates) of the parking spaces. For example, Server 200 may randomly assign a displacement amount to the parking spaces. Alternatively, it may randomly select one parking space from among several parking spaces.

[0099] The server 200 may periodically change the position (XY coordinates) of the parking spaces. The server 200 may alternately switch between two parking spaces PS21 and PS22. The server 200 may also assign a positional shift amount to the XY coordinates of the parking spaces according to a certain rule. Of course, the number of changeable parking spaces is not limited to two, but may be three or more. When using multiple parking spaces, it is preferable to ensure that the number of vehicles parked in each parking space is equal.

[0100] Multiple parking spaces may have their XY coordinates pre-set for a single destination. In this case, when the parking space determination unit 254 selects a parking space, it reads the XY coordinates of the selected parking space. The driving control unit 257 stops the vehicle 100 at the read XY coordinates. Alternatively, a positional shift amount may be set for a single reference parking space. In other words, the XY coordinates of a parking space can be changed by adding or subtracting a value corresponding to the positional shift amount to the XY coordinates of the reference parking space. The positional shift amount can then be changed periodically or randomly.

[0101] Figure 8 is a flowchart showing the control method according to Embodiment 2. First, the server 200 sets the destination of the vehicle 100 according to the manufacturing process (S21). The vehicle 100 stops in the parking space at the destination (S22). The driving control unit 257 controls the vehicle 100 to move to the parking space at the destination and stop it in the parking space. If two vehicles 100 have the same destination, the driving control unit 257 shifts the position of the parking spaces.

[0102] Specifically, the first vehicle 100 is stopped in the first parking space at the destination, and then the second vehicle 100 is stopped in the second parking space, which is located slightly away from the first parking space. Thus, the first vehicle 100 and the second vehicle, which have the same destination, are parked in different locations. Therefore, similar to Embodiment 1, the first vehicle 100 and the second vehicle 100 stop at different stopping positions. This makes it possible to stagger the movement paths of the vehicles 100 that are moving sequentially to the same destination, thereby preventing localized wear and tear on the road surface.

[0103] In the above description, the server 200 primarily controls the vehicle 100, but other devices may also perform this function. The vehicle 100 and the server 200 may cooperate to perform the above control. In other words, the server 200 and the vehicle 100 may cooperate to function as a control unit that changes the vehicle's parking space.

[0104] Alternatively, vehicle 100 may perform some of the processing of server 200. In this case, vehicle 100 only needs to obtain information about the parking space and destination of the previous vehicle 100, or vehicle 100 may perform all of the processing to change the vehicle's parking space. In this case, vehicle 100 may randomly determine the parking space. Alternatively, vehicle 100 may obtain information about the parking space where the previous vehicle stopped and information about the destination. Vehicle 100 stops in a parking space different from the parking space of the previous vehicle 100, which has the same destination as the previous vehicle 100.

[0105] Embodiment 3 The system according to Embodiment 3 will be described using Figures 9 and 10. Figure 9 is a block diagram showing the control system of the system 50. Figure 10 is a schematic top view showing the travel path to the destination. In Figure 10, three travel paths MR31, MR32, and MR33 from the departure point BP to the destination DP are shown. Here, the track TR is in a straight line.

[0106] As shown in Figure 9, the server 200 has a route setting unit 255 instead of a stop position determination unit 253 or a parking space determination unit 254. The route setting unit 255 sets the travel route to the destination. For example, the route setting unit 255 selects one of the pre-set travel routes MR31 to MR33. Each of the travel routes MR31 to MR33 is set so that the vehicle 100 does not extend beyond the track TR.

[0107] Travel paths MR31 to MR33 are each offset in the left-right direction (Y direction) of vehicle 100. For example, travel path MR31 is a straight line connecting the departure point BP and the destination DP. Travel path MR32 is offset to the right of travel path MR31. Travel path MR33 is offset to the right of travel path MR31. Therefore, vehicle 100 moves with different steering angles. By doing so, the contact points of the tires can be shifted, which prevents localized wear of the road surface. Vehicle 100 stops at destination DP. However, vehicle 100 does not have to stop at destination DP. In other words, vehicle 100 may simply pass through destination DP.

[0108] Furthermore, the travel paths MR31 to MR33 may include information regarding acceleration positions, deceleration positions, or stopping positions. For example, each of the travel paths MR31 to MR33 may include information indicating XY coordinates such as brake position, starting position, and stopping position. The server 200 may set the travel path so as to change the acceleration position, deceleration position, or stopping position in the longitudinal direction of the vehicle 100. For example, even when multiple vehicles 100 travel in a straight line as shown in the travel path MR31, the server 200 can shift at least one of the acceleration position, deceleration position, and stopping position. This makes it possible to unevenly distribute the brake position and starting position in the longitudinal direction. By varying the acceleration position, deceleration position, stopping position, etc. in the longitudinal direction, the server 200 can prevent localized wear of the road surface.

[0109] Server 200 may change its travel path periodically or randomly. When changing the travel path randomly, it may randomly select a travel path from a set of pre-configured travel paths. Alternatively, a random deviation amount may be applied to a reference travel path.

[0110] If the server 200 needs to periodically change its travel path, it can simply switch between a number of pre-configured travel paths in sequence. Alternatively, the server 200 may regularly apply a deviation amount to a reference travel path.

[0111] In the above explanation, we described an example where multiple vehicles 100 have the same destination DP, but the destinations of the multiple vehicles 100 may be different. For example, if a portion of the route TR to the destination DP is common to multiple vehicles 100, the destination DP and departure point BP may be different.

[0112] Specifically, if the routes of two or more vehicles 100 have a common section, the server 200 should change the travel route in the common section of the routes. In other words, if the route of the first vehicle 100 to its destination and the route of the second vehicle 100 to its destination have a common section, the first travel route of the first vehicle 100 and the second travel route of the second vehicle 100 should be different in the common section of the routes.

[0113] Figure 11 is a flowchart showing a control method according to an embodiment. First, the server 200 sets a travel path to the destination (S31). The travel control unit 257 performs travel control so that the vehicle 100 moves along the travel path (S32). Here, if the travel path to the destination of the first vehicle and the travel path to the destination of the second vehicle have a common part, the first travel path of the first vehicle and the second travel path of the second vehicle are different in the common part of the travel path. This prevents localized wear of the road surface.

[0114] In the above description, the server 200 is primarily responsible for controlling the vehicle 100, but other devices may also perform this function. The vehicle 100 and the server 200 may cooperate to perform the above control. In other words, the server 200 and the vehicle 100 may cooperate to function as a control unit that changes the vehicle's movement path.

[0115] Alternatively, vehicle 100 may perform some of the processing of server 200. In this case, vehicle 100 only needs to obtain information about the travel route and destination of the previous vehicle 100, or vehicle 100 may perform all of the processing to change the vehicle's travel route. In this case, vehicle 100 may randomly determine the travel route. Alternatively, vehicle 100 may obtain information about the travel route, destination, and road of the previous vehicle. Vehicle 100 travels along a different travel route from the travel route of vehicle 100 that shares the same road.

[0116] Embodiment 4 The system according to Embodiment 4 will be described using Figures 12 and 13. Figure 12 is a block diagram showing the control system of the system 50. Figure 13 is a schematic top view showing the travel route MR41 from the departure point BP to the destination DP. In this embodiment, the control instruction values ​​are different for vehicles 100 that have the same travel route MR41 to the destination DP.

[0117] The server 200 has a command value generation unit 256 in addition to the route setting unit 255 of Embodiment 3. The route setting unit 255 sets the travel route MR41 to the destination DP. The command value generation unit 256 generates control command values ​​to move along the travel route MR41 to the destination DP. When the communication device 230 transmits the control command values ​​to the vehicle 100, the vehicle control unit 115 controls the actuator group 120 according to the control command values. As a result, the wheel motors, steering motors, brakes, etc. of the vehicle 100 operate. The vehicle 100 can then travel along the travel route MR41 to the destination DP.

[0118] Furthermore, the instruction value generation unit 256 generates different control instruction values ​​for vehicles 100 that share the same travel path MR41 to the destination DP. These control instruction values ​​become target values ​​for steering angle, acceleration, deceleration, speed, etc. Vehicle 100 travels in such a way that its steering angle, acceleration, deceleration, speed, etc., meet the control instruction values.

[0119] For example, suppose the same movement path MR41 is set for two vehicles 100. By generating different control instruction values, the movement trajectories of the two vehicles 100 will be shifted. For example, in Figure 13, the first vehicle 100 moves along movement trajectory MT1, and the second vehicle 100 moves along movement trajectory MT2. Here, movement trajectories MT1 and MT2 are lines projected onto the XY plane (horizontal plane) from the actual movement trajectory of the center position of the vehicle 100.

[0120] Movement trajectories MT1 and MT2 are offset in the lateral position of vehicle 100. In other words, the instruction value generation unit 256 generates control instruction values ​​for multiple vehicles 100 so that the control instruction values ​​for steering angles vary. As a result, the movement trajectories of multiple vehicles 100 are offset in the lateral direction. The variation in control instruction values ​​can be set based on vehicle information such as tire size and tread width.

[0121] In this way, the contact points of the tires on the road surface can be unevenly distributed, thereby suppressing localized wear and other damage. For example, the instruction value generation unit 256 generates control instruction values ​​so that the steering angles differ between two vehicles 100. Because the control instruction values ​​for the steering angles are different, the position of the vehicles 100 in the left-right direction and the angle of travel can be unevenly distributed. Therefore, localized wear and damage can be prevented.

[0122] Of course, the control instruction values ​​may differ not only for steering angle, but also for acceleration or deceleration. For example, the acceleration position, deceleration position, braking position, and stopping position may differ along the travel path. The instruction value generation unit 256 may change the control instruction values ​​such as the position and strength of braking. The instruction value generation unit 256 may also change the acceleration position and acceleration. Furthermore, the control instruction values ​​related to speed may differ. For example, the target speed may be set to be different in at least a part of the travel path.

[0123] The control instruction values ​​may be values ​​indicating steering angle, speed, acceleration, etc. The communication device 230 transmits the control instruction values ​​to the vehicle 100 at regular time intervals. For example, it transmits them at time intervals of 10 msec. The position of the vehicle 100 is detected by sensors 300 such as cameras. Therefore, the instruction value generation unit 256 generates control instruction values ​​according to the position of the vehicle 100. The instruction value generation unit 256 may change control parameters, etc. For example, the instruction value generation unit 256 may change coefficients, correction values, etc. Alternatively, the server 200 may change the time interval for generating control instruction values ​​and the time interval for transmitting them. The vehicle 100 may stop at the destination DP, but it does not have to stop.

[0124] The instruction value generation unit 256 may change the control instruction value periodically or randomly. For example, it may randomly vary the steering angle. For example, it may have multiple sets of control instruction values ​​and randomly select one set from among them. Alternatively, it may switch the control instruction value periodically.

[0125] The instruction value generation unit 256 may generate control instruction values ​​based on at least one of the motion information and the process information. For example, control instruction values ​​may be generated according to the size of the vehicle indicated in the vehicle information. It is preferable that the movement trajectory is shifted in the left-right direction by an amount greater than or equal to the tire size, depending on the tire size and tread width.

[0126] In the above explanation, it was stated that the travel route MR41 to the destination DP of multiple vehicles 100 is the same, but parts of the travel route MR41 to the destination of multiple vehicles 100 may be different. For example, if parts of the travel route MR41 are common to multiple vehicles 100, the destination DP may be different.

[0127] Specifically, if the travel paths MR41 of two or more vehicles 100 have a common section, the server 200 should change the control instruction value in the common section of the travel paths MR41. In other words, if the travel path to the destination of the first vehicle and the travel path to the destination of the second vehicle have a common section, the control instruction value of the first vehicle and the control instruction value of the second vehicle should be different in the common section of the travel paths.

[0128] Figure 14 is a flowchart showing a control method according to an embodiment. First, the server 200 sets a travel path to the destination (S41). The instruction value generation unit 256 generates control instruction values ​​to move along the travel path (S42). The vehicle 100 travels using the control instruction values ​​(S43). Here, if the first travel path to the destination of the first vehicle and the second travel path to the destination of the second vehicle have a common part, the control instruction values ​​of the first vehicle and the control instruction values ​​of the second vehicle are different in the common part of the travel paths. This prevents localized wear of the road surface, etc.

[0129] In the above description, the server 200 is primarily described as controlling the vehicle 100, but other devices may also perform this function. The vehicle 100 and the server 200 may cooperate to perform the above control. In other words, the server 200 and the vehicle 100 may cooperate to function as a control unit that changes the control instruction values ​​of the vehicle 100.

[0130] Alternatively, vehicle 100 may perform some of the processing of server 200. In this case, vehicle 100 only needs to acquire information about the movement path and control instruction values ​​of the preceding vehicle 100, or vehicle 100 may perform all of the processing to change the vehicle's control instruction values. In this case, vehicle 100 may randomly determine the control instruction values. Alternatively, vehicle 100 may acquire information about the control instruction values, movement path, and road of the preceding vehicle. Vehicle 100 travels using different control instruction values ​​than the preceding vehicle 100, while maintaining the same movement path as the preceding vehicle 100.

[0131] According to the configurations of embodiments 1 to 4 described above, localized wear and damage to the road surface can be prevented. Furthermore, two or more of embodiments 1 to 4 can be used in combination. For example, the server 200 may change the stopping position in the parking space for each vehicle 100, as well as change the movement path and control instruction values. Moreover, the system 50 may be controlled to switch between embodiments 1 to 4. For example, multiple vehicles 100 may move to the first stopping position via different movement paths and stop, and then other multiple vehicles 100 may move to the second stopping position via different movement paths and stop.

[0132] The following describes an example of driving control for controlling the movement of vehicle 100 in the system.

[0133] <A. Driving Control Example 1> Figure 15 is a conceptual diagram showing the configuration of the system 50 in Driving Control Example 1. The system 50 comprises a plurality of vehicles 100 as mobile bodies, a server 200, and one or more sensors 300.

[0134] Furthermore, if the moving object is not a vehicle, the terms "vehicle" and "car" in this disclosure may be replaced with "moving object" as appropriate, and the term "driving" may be replaced with "moving" as appropriate.

[0135] Vehicle 100 is configured to operate autonomously. "Autonomous operation" means operation without the operation of a passenger. Operation refers to operations related to at least one of the following: "going," "turning," or "stopping" of vehicle 100. Autonomous operation is achieved by automatic or manual remote control using a device located outside vehicle 100, or by autonomous control of vehicle 100. Vehicle 100 operating autonomously may have passengers on board who do not perform operation. Passengers who do not perform operation include, for example, people simply sitting in the seats of vehicle 100, or people performing tasks other than operation, such as assembly, inspection, or operating switches, while on board vehicle 100. Operation by a passenger is sometimes called "manned operation."

[0136] In this specification, "remote control" includes "fully remote control," in which all operations of the vehicle 100 are completely determined from outside the vehicle 100, and "partial remote control," in which some operations of the vehicle 100 are determined from outside the vehicle 100. Furthermore, "autonomous control" includes "fully autonomous control," in which the vehicle 100 autonomously controls its own operations without receiving any information from external devices, and "partial autonomous control," in which the vehicle 100 autonomously controls its own operations using information received from external devices.

[0137] In this embodiment, the system 50 is used in a factory FC where the vehicle 100 is manufactured. The reference coordinate system of the factory FC is the global coordinate system GC. That is, any position within the factory FC is represented by X, Y, and Z coordinates in the global coordinate system GC. The factory FC comprises a first location PL1 and a second location PL2. The first location PL1 and the second location PL2 are connected by a track TR on which the vehicle 100 can travel. Multiple sensors 300 are installed in the factory FC along the track TR. The position of each sensor 300 in the factory FC is pre-adjusted. The vehicle 100 moves from the first location PL1 to the second location PL2 via the track TR by unmanned operation.

[0138] Figure 16 is a block diagram showing the configuration of the system 50. The vehicle 100 includes a vehicle control device 110 for controlling various parts of the vehicle 100, an actuator group 120 including one or more actuators driven under the control of the vehicle control device 110, and a communication device 130 for communicating wirelessly with an external device such as a server 200. The actuator group 120 includes actuators for a drive system to accelerate the vehicle 100, actuators for a steering system to change the direction of travel of the vehicle 100, and actuators for a braking system to decelerate the vehicle 100.

[0139] The vehicle control device 110 is composed of a computer comprising a processor 111, a memory 112, an input / output interface 113, and an internal bus 114. The processor 111, the memory 112, and the input / output interface 113 are connected via the internal bus 114 to enable bidirectional communication. The input / output interface 113 is connected to an actuator group 120 and a communication device 130. The processor 111 implements various functions, including those of a vehicle control unit 115, by executing PG1 stored in the memory 112.

[0140] The vehicle control unit 115 drives the vehicle 100 by controlling the actuator group 120. The vehicle control unit 115 can drive the vehicle 100 by controlling the actuator group 120 using the driving control signal received from the server 200. The driving control signal is a control signal for driving the vehicle 100. In this embodiment, the driving control signal includes the acceleration and steering angle of the vehicle 100 as parameters. In other embodiments, the driving control signal may include the speed of the vehicle 100 as a parameter instead of, or in addition to, the acceleration of the vehicle 100.

[0141] The server 200 is composed of a computer comprising a processor 201, memory 202, an input / output interface 203, and an internal bus 204. The processor 201, memory 202, and input / output interface 203 are connected via the internal bus 204 to enable bidirectional communication. A communication device 230 for communicating with various devices outside the server 200 is connected to the input / output interface 203. The communication device 230 can communicate with the vehicle 100 via wireless communication and can communicate with each sensor 300 via wired or wireless communication. The processor 201 implements various functions, including those of a remote control unit 210, by executing PG2 stored in memory 202.

[0142] The remote control unit 210 acquires detection results from the sensors, generates a driving control signal to control the actuator group 120 of the vehicle 100 using the detection results, and transmits the driving control signal to the vehicle 100, thereby driving the vehicle 100 by remote control. In addition to the driving control signal, the remote control unit 210 may also generate and output control signals to control various auxiliary equipment and actuators that operate various devices such as wipers, power windows, and lamps, which are provided on the vehicle 100. In other words, the remote control unit 210 may operate these various devices and auxiliary equipment by remote control.

[0143] Sensor 300 is a sensor located outside the vehicle 100. In this embodiment, sensor 300 is a sensor that detects the vehicle 100 from outside the vehicle 100. Sensor 300 is equipped with a communication device (not shown) and can communicate with other devices such as server 200 via wired or wireless communication.

[0144] Specifically, the sensor 300 is comprised of a camera. The camera, acting as the sensor 300, captures an image including the vehicle 100 and outputs the captured image as the detection result.

[0145] Figure 17 is a flowchart showing the processing procedure for vehicle 100's driving control in an example of driving control. In the processing procedure shown in Figure 17, the processor 201 of the server 200 functions as a remote control unit 210 by executing program PG2. The processor 111 of the vehicle 100 functions as a vehicle control unit 115 by executing program PG1.

[0146] In step S110, the processor 201 of the server 200 acquires vehicle position information of the vehicle 100 using the detection result output from the sensor 300. The vehicle position information is the position information that forms the basis for generating the driving control signal. In this embodiment, the vehicle position information includes the position and orientation of the vehicle 100 in the global coordinate system GC of the factory FC. Specifically, in step S110, the processor 201 acquires vehicle position information using the captured image acquired from the camera, which is the sensor 300.

[0147] In detail, in step S110, the processor 201 detects the outline of the vehicle 100 from the captured image, calculates the coordinates of the vehicle 100's positioning point in the coordinate system of the captured image, i.e., the local coordinate system, and obtains the position of the vehicle 100 by converting the calculated coordinates to coordinates in the global coordinate system GC. The outline of the vehicle 100 included in the captured image can be detected, for example, by inputting the captured image into a detection model DM that utilizes artificial intelligence. The detection model DM is prepared, for example, within or outside the system 50 and stored in the memory 202 of the server 200. Examples of the detection model DM include a trained machine learning model that has been trained to implement either semantic segmentation or instance segmentation. As this machine learning model, for example, a convolutional neural network (hereinafter referred to as CNN) trained by supervised learning using a training dataset can be used. The training dataset includes, for example, multiple training images containing the vehicle 100, and labels indicating whether each region in the training images represents the vehicle 100 or a region other than the vehicle 100. During CNN training, it is preferable that the CNN parameters are updated using backpropagation to reduce the error between the output result of the detection model DM and the labels. The processor 201 can also obtain the orientation of the vehicle 100 by, for example, using the optical flow method to estimate the direction of the vehicle 100's movement vector calculated from the positional changes of the vehicle 100's feature points between frames of the captured images.

[0148] In step S120, the processor 201 of the server 200 determines the next target location to which the vehicle 100 should go. In this embodiment, the target location is represented by X, Y, and Z coordinates in the global coordinate system GC. The memory 202 of the server 200 pre-stores a reference route RR, which is the route that the vehicle 100 should travel. The route is represented by a node indicating the starting point, nodes indicating waypoints, a node indicating the destination, and links connecting each node. The processor 201 uses the vehicle position information and the reference route RR to determine the next target location to which the vehicle 100 should go. The processor 201 determines the target location on the reference route RR beyond the current location of the vehicle 100.

[0149] In step S130, the processor 201 of the server 200 generates a driving control signal to drive the vehicle 100 toward the determined target position. The processor 201 calculates the vehicle's speed from the change in the vehicle's position and compares the calculated speed with the target speed. Overall, the processor 201 determines the acceleration so that the vehicle 100 accelerates if the speed is lower than the target speed, and determines the acceleration so that the vehicle 100 decelerates if the speed is higher than the target speed. Furthermore, if the vehicle 100 is located on the reference path RR, the processor 201 determines the steering angle and acceleration so that the vehicle 100 does not deviate from the reference path RR, and if the vehicle 100 is not located on the reference path RR, in other words, if the vehicle 100 has deviated from the reference path RR, the processor 201 determines the steering angle and acceleration so that the vehicle 100 returns to the reference path RR.

[0150] In step S140, the processor 201 of the server 200 transmits the generated driving control signal to the vehicle 100. The processor 201 repeats the process of acquiring the position of the vehicle 100, determining the target position, generating the driving control signal, and transmitting the driving control signal at predetermined intervals.

[0151] In step S150, the processor 111 of the vehicle 100 receives a driving control signal transmitted from the server 200. In step S160, the processor 111 of the vehicle 100 controls the actuator group 120 using the received driving control signal, thereby driving the vehicle 100 at the acceleration and steering angle indicated in the driving control signal. The processor 111 repeats the reception of the driving control signal and the control of the actuator group 120 at predetermined intervals. According to the system 50 in this example, the vehicle 100 can be driven by remote control, and the vehicle 100 can be moved without using transport equipment such as cranes or conveyors.

[0152] <B: Driving Control Example 2> Figure 18 is an explanatory diagram showing the schematic configuration of system 50v in driving control example 2. In this example, system 50v differs from driving control example 1 in that it does not have a server 200. Also, in this configuration, vehicle 100v can be driven by autonomous control of vehicle 100v. The other configurations are the same as above unless otherwise specified.

[0153] In this example, the processor 111v of the vehicle control device 110v functions as a vehicle control unit 115v by executing the program PG1 stored in memory 112v. The vehicle control unit 115v acquires the output results from the sensors, generates a driving control signal using the output results, and outputs the generated driving control signal to operate the actuator group 120, thereby enabling the vehicle 100v to be driven autonomously. In this example, in addition to the program PG1, the detection model DM and the reference path RR are pre-stored in memory 112v.

[0154] Figure 19 is a flowchart showing the processing procedure for controlling the vehicle 100V's movement in Example 2. In the processing procedure shown in Figure 19, the vehicle 100V's processor 111V functions as a vehicle control unit 115V by executing the program PG1.

[0155] In step S210, the processor 111v of the vehicle control device 110v acquires vehicle position information using the detection result output from the camera, which is the sensor 300. In step S220, the processor 111v determines the target position to which the vehicle 100v should next go. In step S230, the processor 111v generates a driving control signal to drive the vehicle 100v toward the determined target position. In step S240, the processor 111v controls the actuator group 120 using the generated driving control signal to drive the vehicle 100v according to the parameters expressed in the driving control signal. The processor 111v repeats the acquisition of vehicle position information, determination of the target position, generation of the driving control signal, and control of the actuators at a predetermined cycle. According to the system 50v in this example, the vehicle 100v can be driven by autonomous control of the vehicle 100v without remote control of the vehicle 100v by the server 200.

[0156] YY: Other driving control examples (YY1) In the above example, sensor 300 is a camera. In contrast, sensor 300 does not have to be a camera; for example, it may be LiDAR (Light Detection And Ranging). In this case, the detection result output by sensor 300 may be 3D point cloud data representing the vehicle 100. In this case, the server 200 and the vehicle 100 may acquire vehicle position information by template matching using the 3D point cloud data as the detection result and pre-prepared reference point cloud data.

[0157] (YY2) In the driving control example 1, the server 200 performs the processing from acquiring vehicle position information to generating a driving control signal. In contrast, the vehicle 100 may perform at least a part of the processing from acquiring vehicle position information to generating a driving control signal. For example, it may be in the following forms (1) to (3).

[0158] (1) The server 200 may acquire vehicle location information, determine the next target location that the vehicle 100 should head to, and generate a route from the vehicle 100's current location, as shown in the acquired vehicle location information, to the target location. The server 200 may generate a route to the target location between the current location and the destination, or it may generate a route to the destination. The server 200 may transmit the generated route to the vehicle 100. The vehicle 100 may generate a driving control signal so that the vehicle 100 travels along the route received from the server 200, and may use the generated driving control signal to control the actuator group 120.

[0159] (2) The server 200 may acquire vehicle location information and transmit the acquired vehicle location information to the vehicle 100. The vehicle 100 may determine the next target location to which the vehicle 100 should go, generate a route from the vehicle 100's current location shown in the received vehicle location information to the target location, generate a driving control signal so that the vehicle 100 travels along the generated route, and control the actuator group 120 using the generated driving control signal.

[0160] (3) In the embodiments of (1) and (2) above, the vehicle 100 is equipped with internal sensors, and the detection results output from the internal sensors may be used in at least one of the generation of a route and the generation of a driving control signal. The internal sensors are sensors mounted on the vehicle 100. The internal sensors may include, for example, sensors that detect the motion state of the vehicle 100, sensors that detect the operating state of each part of the vehicle 100, and sensors that detect the environment around the vehicle 100. Specifically, the internal sensors may include, for example, cameras, LiDAR, millimeter-wave radar, ultrasonic sensors, GPS sensors, acceleration sensors, gyro sensors, etc. For example, in the embodiment of (1) above, the server 200 may acquire the detection results of the internal sensors and reflect the detection results of the internal sensors in the route when generating a route. In the embodiment of (1) above, the vehicle 100 may acquire the detection results of the internal sensors and reflect the detection results of the internal sensors in the driving control signal when generating a driving control signal. In the embodiment of (2) above, the vehicle 100 may acquire the detection results of the internal sensors and reflect the detection results of the internal sensors in the route when generating a route. In the embodiment described in (2) above, the vehicle 100 may acquire the detection result of the internal sensor and reflect the detection result of the internal sensor in the driving control signal when generating the driving control signal.

[0161] (YY3) In the driving control example 2, the vehicle 100v is equipped with an internal sensor, and the detection result output from the internal sensor may be used in at least one of the generation of the route and the generation of the driving control signal. For example, the vehicle 100v may acquire the detection result from the internal sensor and reflect the detection result from the internal sensor in the route when generating the route. The vehicle 100v may acquire the detection result from the internal sensor and reflect the detection result from the internal sensor in the driving control signal when generating the driving control signal.

[0162] (YY4) In the driving control example 2, the vehicle 100v acquires vehicle position information using the detection result of the sensor 300. Alternatively, the vehicle 100v may be equipped with an internal sensor, which may acquire vehicle position information using the detection result of the internal sensor, determine the next target location to which the vehicle 100v should go, generate a route from the vehicle 100v's current location to the target location as shown in the acquired vehicle position information, generate a driving control signal for driving along the generated route, and control the actuator group 120 using the generated driving control signal. In this case, the vehicle 100v can drive without using the detection result of the sensor 300 at all. The vehicle 100v may also acquire the target arrival time and congestion information from outside the vehicle 100v and reflect the target arrival time and congestion information in at least one of the route and the driving control signal. Furthermore, all the functional configurations of the system 50v may be provided in the vehicle 100v. That is, the processing realized by the system 50v in this disclosure may be realized by the vehicle 100v alone. For example, the leading vehicle 100V may transmit a control instruction value to the following vehicle 100.

[0163] (YY5) In the driving control example 1, the server 200 automatically generates a driving control signal to be transmitted to the vehicle 100. Alternatively, the server 200 may generate a driving control signal to be transmitted to the vehicle 100 in accordance with the operation of an external operator located outside the vehicle 100. For example, an external operator may operate a control device that includes a display for displaying captured images output from the sensor 300, a steering wheel for remotely controlling the vehicle 100, an accelerator pedal, a brake pedal, and a communication device for communicating with the server 200 via wired or wireless communication, and the server 200 may generate a driving control signal in accordance with the operation applied to the control device.

[0164] (YY6) In each of the above driving control examples, the vehicle 100 only needs to have a configuration that allows it to move by unmanned operation, and may be in the form of a platform having the configuration described below. Specifically, in order for the vehicle 100 to perform the three functions of "driving," "turning," and "stopping" by unmanned operation, it is sufficient to have at least a vehicle control device 110 and an actuator group 120. When the vehicle 100 acquires information from the outside for unmanned operation, the vehicle 100 may further have a communication device 130. That is, the vehicle 100 that can move by unmanned operation does not need to have at least some of the interior parts such as the driver's seat and dashboard attached, at least some of the exterior parts such as the bumper and fender attached, and does not need to have a body shell attached. In this case, the remaining parts such as the body shell may be attached to the vehicle 100 before it is shipped from the factory FC, or the remaining parts such as the body shell may be attached to the vehicle 100 after it has been shipped from the factory FC, while the remaining parts such as the body shell are not attached to the vehicle 100. Each part may be attached from any direction, such as the top, bottom, front, rear, right, or left side of the vehicle 100, and they may be attached from the same direction or from different directions. The positioning of the platform can also be determined in the same way as the vehicle 100 in the first embodiment.

[0165] (YY7) Vehicle 100 may be manufactured by combining multiple modules. A module means a unit composed of multiple parts grouped together according to the part or function of the vehicle 100. For example, the platform of vehicle 100 may be manufactured by combining a front module that constitutes the front part of the platform, a central module that constitutes the central part of the platform, and a rear module that constitutes the rear part of the platform. The number of modules that constitute the platform is not limited to three, but may be two or fewer, or four or more. In addition to, or instead of, the parts that constitute the platform, parts that constitute parts of the vehicle 100 that are different from the platform may be modularized. Furthermore, various modules may include any exterior parts such as bumpers and grilles, or any interior parts such as seats and consoles. Moreover, not limited to vehicle 100, any type of mobile body may be manufactured by combining multiple modules. Such modules may be manufactured, for example, by joining multiple parts by welding or fasteners, or by integrally molding at least a part of the parts that constitute the module as a single part by casting. A molding technique for integrally molding a single component, especially a relatively large component, is also called gigacast or megacast. For example, the front module, central module, and rear module mentioned above may be manufactured using gigacast.

[0166] (YY8) Transporting a vehicle 100 using its unmanned operation is also called "self-propelled transport." The configuration for realizing self-propelled transport is also called a "vehicle remote control autonomous driving transport system." Furthermore, a production method that uses self-propelled transport to produce vehicles 100 is also called "self-propelled production." In self-propelled production, for example, at a factory fuel cell (FC) that manufactures vehicles 100, at least a portion of the transport of vehicles 100 is realized by self-propelled transport.

[0167] (YY9) In each of the above driving control examples, some or all of the functions and processes implemented in software may be implemented in hardware. Also, some or all of the functions and processes implemented in hardware may be implemented in software. As hardware for implementing the various functions in each of the above embodiments, various circuits such as integrated circuits and discrete circuits may be used.

[0168] In the above driving control examples 1 and 2, the driving control shown in Figures 1 to 14 can also be applied. By varying the stopping position, parking space, travel path, control instruction value, and at least one of these, localized wear of the road surface can be suppressed.

[0169] Furthermore, some or all of the processing in the aforementioned sensor 300, vehicle 100, server 200, sensor 300, robot 600, etc., can be implemented as a computer program. Such programs can be stored and supplied to a computer using various types of non-temporary computer-readable media. Non-temporary computer-readable media include various types of tangible recording media. Examples of non-temporary computer-readable media include magnetic recording media (e.g., flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (e.g., magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, CD-R / Ws, and semiconductor memory (e.g., mask ROMs, PROMs (Programmable ROMs), EPROMs (Erasable PROMs), flash ROMs, RAMs (Random Access Memory)). Programs may also be supplied to a computer using various types of temporary computer-readable media. Examples of temporary computer-readable media include electrical signals, optical signals, and electromagnetic waves. Temporary computer-readable media can supply programs to a computer via wired communication channels such as electric wires and optical fibers, or via wireless communication channels.

[0170] It should be noted that the present invention is not limited to the embodiments described above, and can be modified as appropriate without departing from the spirit of the invention.

[0171] Some or all of the above embodiments may also be described as follows, but are not limited to the following: (Note 1) A control system for controlling a mobile body that can be driven unmanned, comprising a mobile body control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, wherein when a first mobile body and a second mobile body have the same parking space as their destination, the mobile body control unit stops the first mobile body at a first stopping position in the parking space and stops the second mobile body at a second stopping position different from the first stopping position in the parking space. (Note 2) The control system according to Note 1, wherein the mobile body control unit changes the stopping position in the parking space periodically or randomly. (Note 3) The control system according to Note 1 or 2, further comprising: a process information acquisition unit that acquires process information relating to a process at the position of the mobile body; a mobile body information acquisition unit that acquires mobile body information relating to the mobile body; and a stopping position determination unit that determines the stopping position in the parking space based on at least one of the mobile body information and the process information. (Note 4) The control system according to Note 3, wherein after the first moving body departs from the parking space, the second moving body moves to the second stopping position in the parking space and stops. (Note 5) The control system according to Note 3 or 4, wherein the first stopping position and the second stopping position are offset in the front-rear direction with respect to the direction of travel of the moving body. (Note 6) The control system according to any one of Notes 3 to 5, wherein the first stopping position and the second stopping position are offset in the left-right direction with respect to the direction of travel of the moving body. (Note 7) A control method for controlling a moving body that can be driven unmanned, wherein the control method involves controlling the moving body to move to a parking space that is a destination, and when the first moving body and the second moving body have the same parking space as their destination, the control method involves stopping the first moving body at the first stopping position in the parking space and stopping the second moving body at a second stopping position different from the first stopping position in the parking space.(Note 8) A mobile body capable of driving without a driver, comprising a control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, and when the destination is the same parking space as another mobile body, the mobile body stops at a second stopping position in the parking space that is different from the first stopping position where the other mobile body was stopped. (Note 9) A control device for controlling a mobile body capable of driving without a driver, comprising a mobile body control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, and when the first mobile body and the second mobile body have the same parking space as their destination, the mobile body control unit stops the first mobile body at a first stopping position in the parking space and stops the second mobile body at a second stopping position that is different from the first stopping position in the parking space. (Note 10) A control system for controlling a mobile body that can be driven unmanned, comprising a mobile body control unit that moves the mobile body to a destination along a route, wherein, when the route to the destination of the first mobile body and the route to the destination of the second mobile body have a common portion, the first movement path of the first mobile body and the second movement path of the second mobile body are different in the common portion of the route. (Note 11) The control system according to Note 10, wherein the mobile body control unit changes the movement path of the mobile body periodically or randomly. (Note 12) The control system according to Note 10 or 11, further comprising: a process information acquisition unit that acquires process information relating to a process at the position of the mobile body; a mobile body information acquisition unit that acquires mobile body information relating to the mobile body; and a movement path setting unit that sets the movement path based on at least one of the mobile body information and the process information. (Note 13) The control system according to Note 12, wherein the first movement path and the second movement path are offset in the left-right direction with respect to the direction of travel of the mobile body. (Note 14) The control system according to Note 12 or 13, wherein the stopping position in the first movement path and the stopping position in the second movement path are offset in the front-rear direction with respect to the direction of travel of the moving body.(Note 15) The control system according to any one of Notes 12 to 14, wherein the deceleration position in the first movement path and the deceleration position in the second movement path are offset in the longitudinal direction with respect to the direction of travel of the moving body. (Note 16) The control system according to any one of Notes 12 to 15, wherein the acceleration position in the first movement path and the acceleration position in the second movement path are offset in the longitudinal direction with respect to the direction of travel of the moving body. (Note 17) The control system according to any one of Notes 10 to 16, wherein the destination of the first moving body and the destination of the second moving body are the same. (Note 18) A control method for controlling a moving body that can be driven unmanned, wherein the moving body is controlled to move along a track to a destination, and if the track to the destination of the first moving body and the track to the destination of the second moving body have a common part, the first movement path of the first moving body and the second movement path of the second moving body are different in the common part of the track. (Note 19) A mobile body capable of driving without a driver, comprising a control unit that controls the mobile body to move along a route to a destination, wherein, when there is a common portion of the route to the destination with another mobile body, the mobile body moves in the common portion of the route on a route that is deviated from the route taken by the other mobile body. (Note 20) A control device for controlling a mobile body capable of driving without a driver, comprising a mobile body control unit that moves the mobile body to a destination, wherein, when the route to the destination of the first mobile body and the route to the destination of the second mobile body have a common portion, the control device ensures that in the common portion of the route, the first route of the first mobile body and the second route of the second mobile body are different.(Note 21) A control system for controlling a mobile body that can be driven unmanned, comprising: a route setting unit for setting a route for the mobile body to a destination; an instruction value generation unit for generating control instruction values ​​so that the mobile body moves along the route; and a mobile body control unit for controlling the mobile body according to the control instruction values, wherein, if the route for a first mobile body and the route for a second mobile body have a common portion, the instruction value generation unit generates the control instruction values ​​such that the control instruction values ​​for the first mobile body and the control instruction values ​​for the second mobile body are different in the common portion. (Note 22) The control system according to Note 21, wherein the instruction value generation unit periodically or randomly changes the control instruction values. (Note 23) The control system according to Note 21 or 22, further comprising: a process information acquisition unit for acquiring process information relating to a process at the position of the mobile body; and a mobile body information acquisition unit for acquiring mobile body information relating to the mobile body, wherein the instruction value generation unit generates the control instruction values ​​based on at least one of the mobile body information and the process information. (Note 24) The control system according to Note 23 for changing the control instruction value for the steering angle of the moving body. (Note 25) The control system according to Note 23 or 24 for changing the control instruction value for acceleration or deceleration of the moving body. (Note 26) The control system according to any one of Notes 23 to 25 for changing the control instruction value for the speed of the moving body. (Note 27) A control method for controlling a moving body that can be driven unmanned, comprising: generating a travel path for the moving body to a destination; generating control instruction values ​​so that the moving body moves along the travel path; controlling the moving body according to the control instruction values; and, if the travel path of the first moving body and the travel path of the second moving body have a common part, generating the control instruction values ​​such that the control instruction value for the first moving body and the control instruction value for the second moving body are different in the common part.(Note 28) A mobile body capable of driving without a driver, comprising: generating a travel path for the mobile body to a destination; generating control instruction values ​​so that the mobile body moves along the travel path; controlling the mobile body according to the control instruction values; and, if there is a common portion in the travel path to the destination with another mobile body, generating a control instruction value in the common portion of the travel path that is different from the control instruction value of the other mobile body. (Note 29) A control device for controlling a mobile body capable of driving without a driver, comprising: a path generation unit for generating a travel path for the mobile body to a destination; an instruction value generation unit for generating control instruction values ​​so that the mobile body moves along the travel path; and a mobile body control unit for controlling the mobile body according to the control instruction values, wherein, if the travel path of a first mobile body and the travel path of a second mobile body have a common portion, the instruction value generation unit generates the control instruction values ​​such that the control instruction value of the first mobile body and the control instruction value of the second mobile body are different in the common portion. (Note 30) A control system for controlling a mobile body that can be driven unmanned, comprising a mobile body control unit for moving the mobile body to a destination, wherein, when the first mobile body and the second mobile body are going to the same destination, the control system stops the first mobile body in a first parking space at the destination and stops the second mobile body in a second parking space offset from the first parking space at the destination. (Note 31) The control system according to Note 30, wherein the mobile body control unit changes the parking spaces periodically or randomly. (Note 32) The control system according to Note 30 or 31, further comprising: a process information acquisition unit for acquiring process information relating to a process at the position of the mobile body; a mobile body information acquisition unit for acquiring mobile body information relating to the mobile body; and a parking space determination unit for determining the parking space based on at least one of the mobile body information and the process information. (Note 33) The control system according to Note 32, wherein after the first mobile body departs from the parking space, the second mobile body moves to the parking space and stops. (Note 34) The control system according to Note 32 or 33, wherein the first parking space and the second parking space are offset in the front-rear direction with respect to the direction of travel of the moving body.(Note 35) The control system according to any one of Notes 32 to 34, wherein the first parking space and the second parking space are offset in the left-right direction with respect to the direction of travel of the moving body. (Note 36) A control method for controlling a moving body that can be driven unmanned, comprising: controlling the moving body to move to a parking space that is a destination; if the first and second moving bodies are going to the same destination, stopping the first moving body in a first parking space at the destination, and stopping the second moving body in a second parking space offset from the first parking space at the destination. (Note 37) A moving body that can be driven unmanned, comprising a control unit that controls the moving body to move to a parking space that is a destination of the moving body, and if the moving body is going to the same destination as another moving body, stopping in a parking space at a different position from the parking space where the other moving body was stopped. (Note 38) A control device for controlling a mobile body that can be driven unmanned, comprising a mobile body control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, wherein, when the first mobile body and the second mobile body are going to the same destination, the control device stops the first mobile body in a first parking space at the destination and stops the second mobile body in a second parking space that is offset from the first parking space at the destination.

[0172] Some or all of the elements (e.g., structure and function) described in Appendices 2 to 6 that are subordinate to Appendice 1 may also be subordinate to Appendices 7, 8, and 9 in the same way as those described in Appendices 2 to 6. Some or all of the elements (e.g., structure and function) described in Appendices 11 to 17 that are subordinate to Appendice 10 may also be subordinate to Appendices 18, 19, and 20 in the same way as those described in Appendices 11 to 17. Some or all of the elements (e.g., structure and function) described in Appendices 22 to 26 that are subordinate to Appendice 21 may also be subordinate to Appendices 27, 28, and 29 in the same way as those described in Appendices 22 to 26. Some or all of the elements (e.g., configuration and function) described in Appendices 31 to 35 that are dependent on Appendice 30 may also be dependent on Appendices 36, 37, and 38 in the same way as those described in Appendices 31 to 35. Furthermore, an appendice that is dependent on one or more appendices may be made dependent on other appendices as appropriate. Some or all of the elements described in any appendice may be applied to various hardware, software, recording means, systems, and methods for recording software.

[0173] This application claims priority based on Japanese Patent Application No. 2025-018848, filed on 7 February 2025, and incorporates all of its disclosures herein.

[0174] 100 Vehicle 115 Vehicle control unit 120 Actuator group 130 Communication device 200 Server 230 Communication device 231 Receiver 232 Transmitter 251 Process information acquisition unit 252 Vehicle information acquisition unit 253 Stop position determination unit 254 Parking space determination unit 255 Route setting unit 256 Instruction value generation unit 257 Driving control unit 300 Sensor 330 Communication device 400 Process management device 401 Process information storage unit 402 Vehicle information storage unit 430 Communication device

Claims

1. A control system for controlling a mobile body capable of driving autonomously, comprising a mobile body control unit that controls the mobile body to move to a parking space which is the destination of the mobile body, wherein when a first mobile body and a second mobile body have the same parking space as their destination, the mobile body control unit stops the first mobile body at a first stopping position in the parking space and stops the second mobile body at a second stopping position different from the first stopping position in the parking space.

2. The control system according to claim 1, wherein the mobile control unit periodically or randomly changes the stopping position within the parking space.

3. The control system according to claim 1 or 2, further comprising: a process information acquisition unit that acquires process information relating to a process at the position of the moving body; a moving body information acquisition unit that acquires moving body information relating to the moving body; and a stopping position determination unit that determines a stopping position in the parking space based on at least one of the moving body information and the process information.

4. The control system according to claim 3, wherein after the first moving body departs from the parking space, the second moving body moves to the second stopping position of the parking space and stops.

5. The control system according to claim 3 or 4, wherein the first stop position and the second stop position are offset in the front-rear direction with respect to the direction of travel of the moving body.

6. The control system according to any one of claims 3 to 5, wherein the first stop position and the second stop position are offset in the left-right direction with respect to the direction of travel of the moving body.

7. A control method for controlling a mobile body capable of driving without a driver, comprising: controlling the mobile body to move to a parking space designated as a destination; and, when a first mobile body and a second mobile body have the same parking space as their destination, stopping the first mobile body at a first stopping position in the parking space, and stopping the second mobile body at a second stopping position different from the first stopping position in the parking space.

8. A mobile body capable of driving without a driver, comprising a control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, and which, when the destination is the same parking space as another mobile body, stops at a second stopping position in the parking space that is different from the first stopping position where the other mobile body was stopped.

9. A control device for controlling a mobile body that can be driven unmanned, comprising a mobile body control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, wherein when a first mobile body and a second mobile body have the same parking space as their destination, the mobile body control unit stops the first mobile body at a first stopping position in the parking space, and stops the second mobile body at a second stopping position different from the first stopping position in the parking space.

10. A control system for controlling a mobile body capable of driving autonomously, comprising a mobile body control unit for moving the mobile body to a destination along a route, wherein, when the route to the destination of a first mobile body and the route to the destination of a second mobile body have a common portion, the first travel path of the first mobile body and the second travel path of the second mobile body are different in the common portion of the route.

11. The control system according to claim 10, wherein the mobile body control unit periodically or randomly changes the movement path of the mobile body.

12. The control system according to claim 10 or 11, further comprising: a process information acquisition unit that acquires process information relating to a process at the position of the moving body; a moving body information acquisition unit that acquires moving body information relating to the moving body; and a moving path setting unit that sets a moving path based on at least one of the moving body information and the process information.

13. The control system according to claim 12, wherein the first movement path and the second movement path are offset in the left-right direction with respect to the direction of travel of the moving body.

14. The control system according to claim 12 or 13, wherein the stopping position in the first movement path and the stopping position in the second movement path are offset in the front-rear direction with respect to the direction of travel of the moving body.

15. The control system according to any one of claims 12 to 14, wherein the deceleration position in the first movement path and the deceleration position in the second movement path are offset in the longitudinal direction with respect to the direction of travel of the moving body.

16. The control system according to any one of claims 12 to 15, wherein, in the forward and backward direction with respect to the direction of travel of the moving body, the acceleration position in the first movement path and the acceleration position in the second movement path are offset.

17. The control system according to any one of claims 10 to 16, wherein the destination of the first mobile body and the destination of the second mobile body are the same.

18. A control method for controlling a mobile body capable of driving without a driver, wherein the control method involves controlling the mobile body to move along a path to a destination, and if the path to the destination of the first mobile body and the path to the destination of the second mobile body have a common portion, the first movement path of the first mobile body and the second movement path of the second mobile body are different in the common portion of the path.

19. A mobile body capable of driving without a driver, comprising a control unit that controls the mobile body to move along a path to a destination, wherein, when there is a common section of the path to the destination shared with another mobile body, the mobile body moves along a path that is deviated from the path taken by the other mobile body in the common section of the path.

20. A control device for controlling a mobile body capable of driving without a driver, comprising a mobile body control unit for moving the mobile body to a destination, wherein, when the route of the first mobile body to the destination and the route of the second mobile body to the destination have a common portion, the first travel path of the first mobile body and the second travel path of the second mobile body are different in the common portion of the route.

21. A control system for controlling a mobile body capable of autonomous driving, comprising: a route setting unit for setting a travel route for the mobile body to a destination; an instruction value generation unit for generating control instruction values ​​so that the mobile body moves along the travel route; and a mobile body control unit for controlling the mobile body according to the control instruction values, wherein, when the travel route of a first mobile body and the travel route of a second mobile body have a common portion, the instruction value generation unit generates the control instruction values ​​such that the control instruction values ​​for the first mobile body and the control instruction values ​​for the second mobile body are different in the common portion.

22. The control system according to claim 21, wherein the instruction value generation unit periodically or randomly changes the control instruction value.

23. The control system according to claim 21 or 22, further comprising: a process information acquisition unit that acquires process information relating to a process at the position of the moving body; and a moving body information acquisition unit that acquires moving body information relating to the moving body, wherein the instruction value generation unit generates the control instruction value based on at least one of the moving body information and the process information.

24. The control system according to claim 23, which changes the control instruction value for the steering angle of the moving body.

25. The control system according to claim 23 or 24, which changes the control instruction value for acceleration or deceleration of the moving body.

26. The control system according to any one of claims 23 to 25, which changes the control instruction value for the speed of the moving body.

27. A control method for controlling a mobile body capable of autonomous driving, comprising: generating a travel path for the mobile body to a destination; generating control instruction values ​​so that the mobile body moves along the travel path; controlling the mobile body according to the control instruction values; and, if the travel path of a first mobile body and the travel path of a second mobile body have a common portion, generating the control instruction values ​​such that the control instruction values ​​for the first mobile body and the control instruction values ​​for the second mobile body are different in the common portion.

28. A mobile body capable of autonomous driving, which generates a travel path to the destination of the mobile body, generates control instruction values ​​so that the mobile body moves along the travel path, controls the mobile body according to the control instruction values, and, if there is a common portion of the travel path to the destination with another mobile body, generates control instruction values ​​in the common portion of the travel path that are different from the control instruction values ​​of the other mobile body.

29. A control device for controlling a mobile body capable of driving without a driver, comprising: a path generation unit that generates a travel path for the mobile body to a destination; an instruction value generation unit that generates control instruction values ​​so that the mobile body moves along the travel path; and a mobile body control unit that controls the mobile body according to the control instruction values, wherein, when the travel path of a first mobile body and the travel path of a second mobile body have a common portion, the instruction value generation unit generates the control instruction values ​​such that the control instruction values ​​for the first mobile body and the control instruction values ​​for the second mobile body in the common portion are different.

30. A control system for controlling a mobile body capable of driving autonomously, comprising a mobile body control unit for moving the mobile body to a destination, wherein, when the first mobile body and the second mobile body are heading to the same destination, the control system stops the first mobile body in a first parking space at the destination and stops the second mobile body in a second parking space at the destination that is offset from the first parking space.

31. The control system according to claim 30, wherein the mobile unit control unit periodically or randomly changes the parking space.

32. The control system according to claim 30 or 31, further comprising: a process information acquisition unit that acquires process information relating to a process at the position of the moving body; a moving body information acquisition unit that acquires moving body information relating to the moving body; and a parking space determination unit that determines a parking space based on at least one of the moving body information and the process information.

33. The control system according to claim 32, wherein after the first moving body departs from the parking space, the second moving body moves into the parking space and stops.

34. The control system according to claim 32 or 33, wherein the first parking space and the second parking space are offset in the front-rear direction with respect to the direction of travel of the moving body.

35. The control system according to any one of claims 32 to 34, wherein the first parking space and the second parking space are offset in the left-right direction with respect to the direction of travel of the moving body.

36. A control method for controlling a mobile vehicle capable of driving without a driver, comprising: controlling the mobile vehicle to move to a parking space that is a destination; and, if the first mobile vehicle and the second mobile vehicle are headed to the same destination, stopping the first mobile vehicle in a first parking space at the destination, and stopping the second mobile vehicle in a second parking space at the destination that is offset from the first parking space.

37. A mobile body capable of driving without a driver, comprising a control unit that controls the mobile body to move to a parking space that is the mobile body's destination, and which stops in a parking space at a different location from the parking space where the other mobile body was stopped if the destination is the same as that of another mobile body.

38. A control device for controlling a mobile body capable of driving without a driver, comprising a mobile body control unit that controls the mobile body to move to a parking space that is the destination of the mobile body, wherein, when the first mobile body and the second mobile body are headed to the same destination, the control device stops the first mobile body in a first parking space at the destination and stops the second mobile body in a second parking space that is offset from the first parking space at the destination.

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