JP2004171287A - Vehicular automated travel system and vehicle capable of automated travel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress generation of irregularities on a road surface in a vehicular automated travel system and method. <P>SOLUTION: A management center system 12 is provided with a slip/wheel lock position detection part 72 for detecting a slip/wheel lock position (or timing) where wheels of vehicles 15 actually or potentially slip in given courses 7 and 9, a travel control part 73 for generating speed change information for causing speed control of one or a plurality of vehicles 15 in the detected slip/wheel lock position or the neighborhood to differ between opportunities to pass the slip/wheel lock position or the neighborhood or between the vehicles 15, and a radio transmission and reception part 71 for radio-transmitting the speed change information to the target vehicles 15. According to the speed change information, the vehicles 15 execute a speed control different from the speed control prescribed times before. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a technique for automatically driving one or a plurality of vehicles on a predetermined course.
[0002]
[Prior art]
In an automatic traveling system of a vehicle, a predetermined course is traveled a plurality of times by traveling of one or a plurality of vehicles, and the same rut is repeatedly formed, that is, each wheel of each vehicle passes the same line many times. Sometimes. Therefore, a linear groove may be formed on the road surface and may become large. When the groove becomes large, the wheel may skid due to the groove, and it becomes difficult to control the vehicle.
[0003]
As a technique for suppressing the generation of the groove, there is, for example, a device described in Japanese Utility Model Publication No. 7-45764. This invention has an unmanned vehicle that has a plurality of guide lines (that is, a plurality of runways) laid in parallel at intervals such that the trajectories of the wheels do not overlap during traveling of the unmanned vehicle, and switches the guide line through which current flows. Switches the traveling path on which the vehicle travels, so that the locus of the wheels does not concentrate on a certain line.
[0004]
[Patent Document 1]
No. 7-45764 (Description of Examples and FIG. 1).
[0005]
[Problems to be solved by the invention]
By the way, in an automatic traveling system of a vehicle, unevenness may be formed on a road surface, which may cause wheels to spin.
[0006]
For example, in this type of system, a predetermined course is automatically driven at a predetermined speed, and a point at which the vehicle accelerates or decelerates (hereinafter, referred to as an “acceleration / deceleration point”) is also predetermined in view of this. There is something. In that case, the vehicle accelerates or decelerates at the predetermined acceleration / deceleration point. When accelerating or decelerating, particularly when decelerating, a greater load is applied to the front or rear wheels (that is, traction is applied), thereby cutting the road surface. Therefore, when the vehicle is traveled a plurality of times, acceleration or deceleration is repeatedly performed at the same point, so that the road surface on the same point is repeatedly cut. Therefore, there is a possibility that an uneven road surface (a road surface on the spine of a fish, to be analogous) as shown in FIG. 1 may occur. When the unevenness occurs on the traveling path in this way, the wheels spin or lock when the vehicle passes through the unevenness, and it becomes difficult to control the traveling of the vehicle to the target state. In addition, the vehicle itself is adversely affected (for example, friction with a road surface due to idling may shorten the life of wheels).
[0007]
This cannot be prevented even by using the above-mentioned conventional technology devised for the purpose of suppressing the occurrence of grooves on the road surface. This is because the above-described device merely prepares a plurality of traveling paths in advance and selectively switches the traveling paths, and the acceleration / deceleration points are considered to be constant in each traveling path.
[0008]
Accordingly, an object of the present invention is to suppress the occurrence of unevenness on a road surface in an automatic traveling system and method for a vehicle.
[0009]
[Means for Solving the Problems]
In the description of this column, the numbers in parentheses illustrate the correspondence with the elements described in the attached drawings, but this is merely an example for explanation, and the technical scope of the present invention. Is not intended to be limited.
[0010]
In a system for automatically running one or a plurality of vehicles (15) on a predetermined course, a detecting means for detecting a wheel idling or a wheel lock location where a wheel spin or a wheel lock actually or possibly occurs on a predetermined course ( 72) and control for varying the speed control of one or more vehicles (15) at or near the detected idling / wheel lock location depending on the opportunity or vehicle (15) passing through or near the idling / wheel lock location. Changing means (73).
[0011]
In a preferred embodiment of the present invention, the detecting means (72) includes the following information (A) to (D):
(A) traveling result information indicating a traveling state when the one or more vehicles (15) actually travel on the predetermined course;
(B) terrain information representing the terrain of the predetermined course,
(C) road surface information indicating a road surface state on the predetermined course;
(D) travel control information applied to the one or more vehicles (15) to control the travel of the one or more vehicles (15);
The idling / wheel lock location is detected based on at least one of the following information.
[0012]
In a preferred embodiment of the present invention, the control changing means (73) includes the following items (A) to (C):
(A) a point or time at which the one or more vehicles (15) accelerate or decelerate;
(B) a point or time at which the transmission of the one or more vehicles (15) is downshifted or upshifted;
(C) the traveling speed of the one or more vehicles (15),
At least depends on the opportunity to pass at or near the idle / wheel lock location or the vehicle (15).
[0013]
In a preferred embodiment of the present invention, a management device (12) is provided at a location remote from the vehicle (15), and the management device (12) includes a detection means (72) and a detected idling / wheel. Generating means (73) for generating control change information for making the speed control of one or a plurality of vehicles (15) at or near the lock location different depending on the opportunity to pass the idling / wheel lock location or the vehicle (15); Wireless transmission means (71) for wirelessly transmitting the generated control change information to one or more vehicles (15). In this case, when passing one or more vehicles (15) that have wirelessly received the control change information, the vehicle (15) that has passed the predetermined number of times earlier based on the control change information when passing through the idling / wheel lock location or its vicinity. Speed control different from the speed control performed by (15) is performed.
[0014]
As a modified example of this, the management device (12) includes a detecting unit (12) and a wireless transmitting unit (71) that wirelessly transmits a detection result of the detecting unit (12) to one or more vehicles (15). The vehicle (15) includes a generating unit (73) for generating the control change information based on a detection result from the management device (12), and performs speed control based on the generated control change information. Running control means (55, 57) for performing the control. As another modification, the vehicle (15) may include all of the detection means (72) and the control change means (55) described above.
[0015]
Further, each means constituting the system of the present invention can be implemented by a computer, and a computer program for that can be installed or loaded into the computer through various media such as a disk storage, a semiconductor memory, and a communication network. .
[0016]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. Although the present invention can be applied to various uses, a case where the present invention is used for transporting luggage such as mined minerals at a construction site such as a mining site for minerals will be described below as an example.
[0017]
FIG. 2 shows an example of a mineral transport system to which the automatic vehicle traveling system according to one embodiment of the present invention is applied.
[0018]
In this system, a plurality of (for example, six) vehicles 15A to 15F of the same type or different types and a management center 11 for managing the vehicles 15A to 15F are prepared, and each of the vehicles 15A to 15F is Under management, transport the minerals mined in the vicinity of Site A 1 to Site B 3 through the first course 7 and to get the minerals from Site B 3 to Site A 1 through the second course 9. I'm going back.
[0019]
In the management center 11, a database 13 for storing various data and a computer system (hereinafter, management center system) 12 for managing each of the vehicles 15A to 15F are provided (the database 13 and the management). The center systems 12 may be installed in different buildings as long as they can communicate with each other.) The database 13 stores target travel control information (target travel control information will be described later in detail) including target course data representing the predetermined courses 7 and 9 by a large number of coordinates P1 to Pn. The center system 12 and each of the vehicles 15A to 15F can perform two-way communication with each other. The management center system 12 may or may not actually cause or cause wheel slippage or wheel lock of the vehicle 15 on the predetermined courses 7 and 9 based on the target driving control information and / or other predetermined information in the database 13. The idle / wheel lock location (or timing) is detected, and the speed control of each vehicle 15 at or near the detected idle / wheel lock location is controlled by an opportunity or vehicle passing through the idle / wheel lock location (or timing). The speed change information for making the speed change different is generated and wirelessly transmitted to the target vehicle 15. When the vehicle 15 wirelessly receives the speed change information from the management center system 12, the vehicle 15 controls traveling based on the speed change information. Accordingly, speed control at or near the idle / wheel lock location differs depending on the opportunity or vehicle at which the detected idle / wheel lock location or the vicinity thereof passes. Thus, the occurrence of irregularities on the road surface on the predetermined courses 7, 9 is suppressed.
[0020]
Hereinafter, the present embodiment will be described in detail with reference to FIG.
[0021]
FIG. 3 is a functional block diagram of the vehicle 15, the database 13, and the management center system 12.
[0022]
The vehicle 15 includes a traveling result detection unit 53, a wireless transmission / reception unit 51, a storage unit 52, a control unit 55, and a control target unit 57.
[0023]
The traveling result detection unit 53 detects a function related to the traveling result of the vehicle 15, for example, a function of detecting a current position (for example, receiving a GPS signal and determining a latitude, a longitude, and an altitude of a point where the own vehicle is currently located). A GPS device for detecting), a function for detecting the current time or a time length after starting a predetermined point, a yaw (direction in a horizontal direction, for example, direction) and / or a pitch (tilt in a vertical direction, in other words, In this case, a function for detecting a gradient of a road surface (for example, a device for detecting the inclination using a gyroscope) is provided. The traveling result detection unit 53 also has a function of detecting the weight (load amount) of a load such as minerals loaded on the vehicle, and a function of detecting wheel slip and / or wheel lock (for example, (A function of detecting the rotation speed of the wheel using a sensor) and a function of detecting the current traveling speed. The load amount is detected, for example, at a predetermined timing (for example, at least one of a time when the load is unloaded and a time when the load is loaded). In addition, the traveling result detection unit 53 includes a photographing device (for example, a digital still camera or a digital video camera) installed so as to be able to photograph a road surface ahead in the traveling direction, and has a predetermined point (for example, At a target point or at or near an entrance of a target travel area to be described later), a still image or a moving image of a road surface ahead in the traveling direction may be acquired and stored in the storage unit 52. In addition, the traveling result detection unit 53 determines the distance traveled (specifically, for example, the total distance traveled so far, or the distance from the position detected at the first time to the position detected at the second time). It may have a function of detecting the distance traveled.
[0024]
The wireless transmission / reception unit 51 wirelessly receives target travel area information (or target travel control information) described later from the management center system 12 and stores the target travel area information in a storage unit 52 such as a memory, or the traveling state detected by the traveling result detection unit 53. (E.g., current position (e.g., latitude, longitude and altitude), speed, yaw and / or pitch, presence / absence of tire slip and / or wheel lock, mileage, still or moving image, and loading capacity) 12 for wireless transmission.
[0025]
The control unit 55 acquires the target traveling area information (or the target traveling control information) received by the wireless transmitting / receiving unit 51 from the management center system 12 and stored in the storage unit 52, and acquires the acquired target traveling area information (or the target traveling Based on the control information, the computer is a computer (for example, a computer for performing PID control) for controlling the control target unit 57 with a predetermined algorithm so as to perform a travel that matches the target travel control information as much as possible. Here, the control target unit 57 is a plurality of devices controlled by the control unit 55, and includes, for example, a brake solenoid, a choke solenoid, a steering actuator, a brake actuator, a throttle actuator, an accelerator, a brake, a steering, a transmission, and the like. At least one of them.
[0026]
The following data is registered in the database 13.
[0027]
(1) Target travel control information
The target travel control information is information relating to travel contents to be targeted by each of the vehicles 15A to 15F, such as in which position, in which direction (orientation) each vehicle should travel at what speed, and the like. is there. Specifically, for example, the target travel control information includes data of a target course to be traveled and a target indicating a direction to be advanced at each of a plurality of points on the target course (hereinafter, referred to as “target points”). The yaw data and data indicating the target speed when passing through each target point are included. The data of the target course is represented by a number of coordinates (for example, latitude, longitude, altitude, and pitch) P1 to Pn respectively indicating a number of target points on the target course. (X), longitude (Y), altitude (Z), pitch (α), target yaw (θ), and target speed (v) corresponding to the coordinates P1 to Pn, respectively. _o ) Is the recorded table. Note that the target course data has another data configuration, for example, (a) vector data, and (b) a number of coordinates P1 to Pn further divided into two or more groups (for example, the management center system 12 for each group). From the target course data), and (c) polygon data created based on the width of the target course.
[0028]
The target travel control information may be information manually input by a human, or information obtained as a result of a human driving at least one vehicle and running at least once on a predetermined course. (If a plurality of runs have been performed, for example, the information may be an average of a plurality of run result information).
[0029]
(2) Terrain information
The terrain information is information representing the terrain of a predetermined area including the target course. For example, a number of arbitrary points in a predetermined area may be three-dimensional map data represented by latitude, longitude, and altitude, or a part of target travel control information, for example, each of a number of points. The corresponding latitude, longitude, altitude, and pitch data may be substituted.
[0030]
(3) Travel result information
The traveling result information is information received from each of the vehicles 15A to 15F, and is information indicating a traveling state of each of the vehicles 15A to 15F at each point. For example, the traveling result information corresponding to each of the vehicles 15A to 15F includes position information (for example, latitude (X), longitude (Y), altitude (Z), and pitch (α)) of the vehicle and the position information. The information includes yaw (θ) at the indicated position, presence or absence of slip and / or wheel lock, loading capacity, still image or moving image, time, and traveling speed (further information on detected traveling distance is included. May be). This running good result information is created and transmitted by the control unit 55 of the vehicle 15 based on the detection content of the running result detecting unit 53 at least when the position detected by the running result detecting unit 53 changes. .
[0031]
(4) Vehicle loading capacity information
The vehicle loading amount information is one data (or data manually input to an operator) included in the traveling result information wirelessly received from each of the vehicles 15A to 15F, and indicates the loading amount of each of the vehicles 15A to 15F. This is the information shown.
[0032]
The above information (1) to (4) is stored in the database 13. The database 13 may also store other information, for example, vehicle information on each of the vehicles 15A to 15F (for example, vehicle type, weight, operation information, and the like).
[0033]
The management center system 12 includes a wireless transmission / reception unit 71, a traveling control unit 73, and an idling / wheel lock location detection unit 72. Hereinafter, first, the wireless transmission / reception unit 71 and the travel control unit 73 will be described to explain the basic mechanism of the automatic travel control of the vehicle 15 in this embodiment, and thereafter, the idling / wheel lock location detection unit 72 will be described. The gist of the present embodiment will be described, for example.
[0034]
The wireless transmission / reception unit 71 wirelessly transmits target traveling area information (or target traveling control information itself) described later obtained from the target traveling control information in the database 13 to each of the vehicles 15A to 15F, or each of the vehicles 15A to 15F. And wirelessly receives travel result information from the database 13 and registers it in the database 13.
[0035]
The traveling control unit 73 is a computer for controlling traveling of each of the vehicles 15A to 15F. The travel control unit 73 extracts the target travel control information from the database 13 and wirelessly transmits the target travel control information to the target vehicle 15 via the wireless transmission / reception unit 71. The target travel control information transmitted at this time may be data corresponding to all the target points P1 to Pn on the predetermined courses 7 and 9 (that is, all of the target travel control information registered in the database 13). In addition, information corresponding to one or more target points included in an area where the vehicle 15 intends to enter in the future (hereinafter referred to as a target travel area) which is a part of the predetermined course 7 or 9 (hereinafter referred to as “target travel area information”). "). In the latter case, for example, each time the current position information in the travel result information transmitted from the vehicle 15 and registered in the database 13 is updated (or the current position information is changed from the first position information, Each time the vehicle 15 is updated to the second position information (in other words, each time the vehicle 15 travels a fixed distance), the target travel area is determined based on the updated position information. Then, the traveling control unit 73 acquires information (hereinafter, target traveling area information) corresponding to the determined target traveling area from the target traveling control information, and transmits the information to the vehicle 15. Thereby, the vehicle 15 receives the target traveling area information, and the control unit 55 of the vehicle 15 controls the traveling of the vehicle 15 by controlling the control target unit 77 based on the target traveling area information, and for example, Each time the position information detected by the traveling result detection section 53 changes, traveling result information including the information is wirelessly transmitted to the management center system 12. Note that the distance from the current position of the vehicle 15 to the target traveling area (specifically, for example, the distance to the entrance point of the target traveling area) and the range of the target traveling area (in other words, the length of the target traveling area) May be determined in advance, or the travel control unit 73 may appropriately change (or adjust) according to a predetermined element (for example, a change in the traveling speed of the vehicle 15).
[0036]
The above is the basic mechanism of the vehicle running control in this embodiment. Note that the traveling control method is not limited to this, and it is also possible to employ various other means. For example, the target travel control information includes control amount information for controlling the control target unit 57 to travel at a target speed corresponding to each target point, and the management center system 12 includes the control amount information. May be transmitted to the vehicle 15, and the control unit 55 of the vehicle 15 may control the control target unit 57 based on the control amount information in the target travel area information.
[0037]
Now, the gist of the present embodiment will be described below.
[0038]
The idling / wheel lock location detecting unit 72 determines whether or not the idling / wheel lock location (or timing) in which the idling or the wheel lock of the vehicle 15 actually occurs or may occur in the predetermined courses 7 and 9 by a predetermined method. ) (Specifically, software, hardware, or a combination thereof). Here, the place where "slip or wheel lock is likely to occur" is, for example, a place where the depression is shallow and the slip or wheel lock does not necessarily occur, or acceleration or deceleration one or more times. It is a point where traction is applied and the road surface is likely to be cut more than usual. The idling / wheel lock location detecting unit 72 detects the idling / wheel lock location by at least one of the following methods (A) to (D), for example.
[0039]
(A) Detection is performed based on traveling result information indicating a traveling state when the vehicle 15 actually travels on the predetermined courses 7 and 9.
[0040]
Specifically, for example, the idling / wheel lock location detecting unit 72 checks whether or not there is traveling result information in the database 13 that includes information indicating that a wheel has slipped or that a wheel has been locked. , The point (or timing) at which the slip or the wheel lock occurs is specified from the position information (or time information) in the traveling result information. The point (or time) specified here is a place (or time) where the wheel actually idles or the wheel lock occurs.
[0041]
In addition, for example, the idling / wheel lock location detecting unit 72 checks whether or not there is a point where acceleration or deceleration has been performed a predetermined number of times from the traveling result information in the database 13. As a result, if such a point is detected, that point is a place (or time) where "idle or wheel lock may occur".
[0042]
(B) Detection is performed based on terrain information indicating the terrain of the predetermined courses 7 and 9 (or target course data in the target traveling control information).
[0043]
More specifically, the idling / wheel lock location detecting section 72 determines, based on the terrain information in the database 13 (or the target course data in the target travel control information), that a swelling spot or a gradient is equal to or more than a predetermined value on a predetermined course. In other words, a point that changes is specified. In other words, a point at which a speed change (for example, acceleration or deceleration, a change in transmission) is likely to occur (specifically, position information thereat) is specified. The specified point is, in this embodiment, a place where “slip or wheel lock may occur”.
[0044]
(C) Detection is performed based on road surface information indicating a road surface state on the predetermined course.
[0045]
Specifically, for example, the travel result information includes a value detected by the gyroscope in the travel result detection unit 53, and the idling / wheel lock location detection unit 72 outputs the travel result information at each point in the database 13. Then, the fluctuation of the detection value of the gyroscope is checked, in other words, the road surface condition is checked. As a result, if the detected value fluctuates beyond a certain range, the idling / wheel lock location detecting unit 72 determines whether or not the fluctuation has occurred at one or more points or times (i.e., one or more position information or Time information) is specified from the traveling result information. The specified point or time is considered to be where or when a relatively large swing is detected during the passage.
[0046]
Further, for example, the idling / wheel lock location detecting unit 72 analyzes the above-described still image or moving image included in the traveling result information, and has irregularities on the predetermined courses 7 and 9 based on the analysis result. (Or display the still image or the moving image on a predetermined display screen and let a human identify the presence or absence of unevenness). When the idling / wheel lock location detecting unit 72 determines that there is unevenness (or when a location having unevenness is input to a human by a pointing device or the like), the idling / wheel lock location detecting unit 72 analyzes the image analysis result and the traveling result information. Based on the information, the position information (or time information when passing through the point) of the point having the unevenness is specified.
[0047]
The point specified by the method exemplified above is, in this embodiment, a place (or timing) at which “slip or wheel lock may occur”.
[0048]
(D) Detection is performed based on the target travel control information.
[0049]
Specifically, for example, based on the target traveling control information, the idling / wheel lock location detecting unit 72 determines the location or timing (for example, the target speed at the target point ahead and the target If there is a difference equal to or greater than a certain value when comparing the target speed with the target speed at the point, the target point in front or the timing of passing through the target point is specified. The specified location (or timing) is, in this embodiment, a location (or timing) at which "idling or wheel lock may occur".
[0050]
In the method as exemplified above, the idling / wheel lock location detection unit 72 detects the idling / wheel lock location as needed, periodically, or at a predetermined timing.
[0051]
If the idling / wheel lock location detection unit 72 detects the idling / wheel lock location, the traveling control unit 73 performs speed control of the vehicle 15 at or near the detected idling / wheel lock location (or timing). / Generate speed change information for making a difference (for example, regularly or randomly) depending on a vehicle or an opportunity to pass at or near a wheel lock location, and transmit it to the vehicle 15 by radio. Here, “near the idling / wheel lock location” means one or more predetermined locations within a certain distance from the idling / wheel lock location (or timing, hereinafter simply referred to as “idle / lock location”). It is a point (or within a certain time from that time), for example, a point (or a time within a certain time) that is a predetermined distance before the idling / wheel lock place along the traveling direction. The traveling control unit 73 (or the idling / wheel lock location detecting unit 72) is based on the detected position information (or time information) of the idling / wheel lock location and the target course data or the terrain information in the target traveling control information. Thus, the vicinity of the idling / wheel lock location can be specified.
[0052]
The traveling control unit 73 generates speed change information such as at least one of the following (A) to (C), for example.
[0053]
(A) Create speed change information for making the point or time at which the vehicle 15 accelerates or decelerates different depending on the opportunity of passing through the idle / wheel lock location or its vicinity or the vehicle 15.
[0054]
Specifically, for example, the traveling control unit 73 accelerates or decelerates (or accelerates or decelerates) the vehicle 15 traveling (or traveling) when the point or time detected as the idling / wheel lock location is the first time. In the case of the first acceleration / deceleration point or timing, the second acceleration / deceleration point or timing at which the same or another vehicle 15 traveling at the second time accelerates or decelerates is referred to as a first acceleration / deceleration point. Alternatively, the speed is changed to a point or time that does not overlap with the time, speed change information indicating the second acceleration / deceleration point or time is generated, and the information is transmitted together with the target travel area information. When the vehicle 15 travels based on the target travel area information, the vehicle 15 changes the point or timing of acceleration or deceleration based on only the target travel area information based on the speed change information. Thereby, since the points or timings at which traction of a certain value or more is applied do not overlap with the normal traveling, the occurrence of unevenness can be suppressed. The traveling control unit 73 changes the content of the generated speed change information so that the point or time at which the vehicle accelerates or decelerates varies based on a predetermined rule or randomly. In addition, the result of the acceleration / deceleration point or timing variation may be such that the speed change information can be generated so that all the points or the timings do not overlap each other, or the speed change information can be generated so that they overlap only within a predetermined number of times. It can also be generated. In addition, the acceleration or deceleration point or timing is a predetermined acceleration or deceleration region or timing (for example, as illustrated in FIG. 4, it is possible to start acceleration or deceleration determined from the viewpoint of preventing a decrease in productivity or the like). (Area E1 or time).
[0055]
(B) Create speed change information for changing the point or time at which the transmission is shifted down or up, depending on the opportunity of passing through or near the idling / wheel lock location or the vehicle 15.
[0056]
This can be created, for example, in such a manner that the acceleration / deceleration points are dispersed as described above. That is, the travel control unit 73 shifts down or shifts up (or shifts down or shifts up) the vehicle 15 that runs (or has run) when the point or time detected as the idling / wheel lock location is the first time. In the case of the first shift change point or timing (upshifted), the second shift change point or timing at which the same or another vehicle 15 traveling at the second time shifts is changed to the first shift change point. Alternatively, the speed is changed to a point or time that does not overlap with the time, speed change information indicating the second shift change point or time is generated, and the information is transmitted together with the target travel area information.
[0057]
(C) Speed change information for making the traveling speed of the vehicle 15 different depending on the opportunity to pass the idle / wheel lock location or the vicinity thereof or the vehicle 15.
[0058]
For example, the traveling control unit 73 creates speed change information for making the traveling speed different by a predetermined method other than the above-described acceleration or deceleration or shift change.
[0059]
The traveling control unit 73 creates speed change information as in the above examples (A) to (C). The speed change information is created based on, for example, position information (or time information) relating to the detected idling / wheel lock location and its vicinity, and target travel control information. Further, the speed change information includes, for example, position / time information indicating a start position or a start time of the speed change, and travel control information during a period from the start to the end of the speed change (for example, the target speed at each point during the period). Or at least one of the information indicating the control amount of the control target unit 57). Note that “from the start of the speed change to the end thereof” may be, for example, a period from the first constant-speed traveling end point to the second constant-speed traveling start point (or during this period). The speed change amount may be changed if any), or may be from the start of the speed change to the change of the speed change amount.
[0060]
When the speed change information as described in (A) to (C) is created, the traveling control unit 73 transmits the information of the target traveling area including the idling / wheel lock location or the vicinity thereof when transmitting the information. Speed change information and a vehicle speed change command for instructing a change of the vehicle speed are wirelessly transmitted to the vehicle 15. In that case, if the control unit 55 of the vehicle 15 receives the vehicle speed change command, the control unit 55 recognizes that it is necessary to change the speed at or near the idle / wheel lock location in the target travel area, and When passing through the idle / wheel lock location or its vicinity, the contents of the target traveling area information are ignored, and the idle / wheel lock location or its vicinity is determined a predetermined number of times before based on the detected current position information and the speed change information. The control target unit 57 is controlled so as to pass at a speed different from the speed of the same or another vehicle that has passed through the vehicle (for example, a speed change (for example, acceleration, deceleration, , Shift up, shift down). As a result, for example, as shown in FIG. 5, the positions C1, C2, and C3 of the speed change points (the deceleration start points in FIG. 5) differ at or near the idling / wheel lock location.
[0061]
In addition, as shown in FIG. 5, for example, as shown in FIG. 5, the speed change information changes the speed change points so that the speed change degree becomes different from the target speed at a predetermined point after the speed change. (For example, the degree of the speed change (for example, the acceleration amount or the deceleration amount) may be increased as the speed change point is farther from the predetermined target point). Further, the speed change information may include information indicating a control amount of the control target unit 57.
[0062]
6 and 7 show an example of the flow of the traveling control according to this embodiment. Specifically, FIG. 6 shows an operation flow of the management center system 12, and FIG. 7 shows an operation flow of the vehicle 15.
[0063]
As shown in FIG. 6, the idling information detection unit 72 and the traveling control unit 73 of the management center system 12 transmit target traveling control information, traveling result information, time information, and loading capacity information (and, Weight information and / or terrain information) are read (step S1). Then, the idle / wheel lock location detecting section 72 detects the presence / absence of the idle / wheel lock location in the predetermined courses 7 and 9 based on the target travel control information and / or travel result information and the like in the manner described above. (S2).
[0064]
The travel control unit 73 determines the target travel area for the target vehicle 15 based on the target travel control information and the vehicle position information in the latest travel result information, and the detection result of the idling / wheel lock location detection unit 72. Then, it is determined whether or not there is an idling / wheel lock place in the target traveling area (S3). As a result, if there is no idling / wheel lock place (N in S3), the traveling control unit 73 outputs, from the target traveling control information, information corresponding to the determined target traveling area, that is, only the target traveling area information. Wireless transmission is performed to the target vehicle 15 (S4). On the other hand, as a result of S3, if there is an idling / wheel lock place (Y in S3), the traveling control unit 73 generates speed change information as exemplified in detail above, and generates the speed change information in addition to the target traveling area information. The speed change information and the vehicle speed change command are wirelessly transmitted to the target vehicle 15 (S5).
[0065]
As shown in FIG. 7, the control unit 55 of the vehicle 15 wirelessly receives information from the management center system 12 (S6). If the information does not include a vehicle speed change command or the like (N in S7), the control unit 55 receives the information. The control target unit 57 is controlled based on the target travel area information (S8). On the other hand, if the received information includes a vehicle speed change command or the like (Y in S7), the control target unit 7 is normally controlled based on the target travel area information (N in S9, S10), and the travel result detection unit When the current position detected by 53 becomes the position indicated by the speed change information (Y in S9), the content of the target travel area information is ignored, and the control target unit 57 is controlled based on the speed change information to perform travel control. Perform (S11).
[0066]
The above is the description of the present embodiment.
[0067]
In this embodiment, the management center system 12 stores the target traveling control information, detects the idling / wheel lock location, and generates speed change information based on the detected idling / wheel lock location. Not all of these have to be performed by the management center system 12.
[0068]
For example, the management center system 12 detects the idling / wheel lock location, wirelessly transmits the detection result to the target vehicle 15, and the control unit 55 of the vehicle 15 detects the idling / wheel lock location wirelessly received. Based on the detection result, speed change information may be calculated in the same manner as the above-described travel control unit 73, and the control target unit 57 may be controlled based on the speed change information.
[0069]
Further, for example, a storage device (not shown) capable of storing target travel control information (and terrain information) is mounted on the vehicle 15, and the vehicle 15 detects the idling / wheel lock location and creates speed change information. May be. Specifically, the control unit 55 of the vehicle 15 detects the idling / wheel lock location based on the target traveling control information (and / or terrain information) and / or past traveling result information, and the detected location is detected. The speed change point or time (that is, speed change information) is determined based on the position information of the idling / wheel lock place, and the speed is changed at that point or time.
[0070]
Further, for example, the target travel control information (or terrain information) includes information indicating an acceleration / deceleration area where deceleration or acceleration is required in the target courses 7 and 9 (for example, position information of an entrance and an exit of the area). May be. In that case, the running of the vehicle 15 is controlled by the following operation, for example.
[0071]
For example, as shown in FIG. 8, the control unit 55 of the vehicle 15 detects whether the vehicle 15 has entered or exited the acceleration / deceleration area from the target traveling control information and the vehicle position information indicated by the latest traveling result information. (S101). As a result, if it is not detected that the vehicle has entered or entered the acceleration / deceleration area (N in S102), the control unit 55 controls to travel at the target speed in the target travel area information from the management center system 12. . On the other hand, if it is detected that the vehicle has entered or entered the acceleration / deceleration area (Y in S102), the control unit 55 detects a past speed change point or time (or its pattern) from the traveling result information of the own vehicle. Then, based on the detected speed change point or time (or its pattern), the speed change point or time before or after a predetermined number of times in an acceleration / deceleration area (abstractly, a predetermined area) is regularly or randomly determined. A different speed change point or time is determined, and a speed change (for example, acceleration or deceleration) is performed at the determined speed change point ignoring the target traveling control information (S103). The determination of the speed change point or time may be made based on the content of the past speed change point or time (or its pattern) of another vehicle received from the management center system 12, for example.
[0072]
By the way, the contents of the preceding paragraph are also applicable to the traveling control unit 73. That is, the traveling control unit 73 detects whether or not the vehicle 15 has entered or entered the acceleration / deceleration area from the latest traveling result information of the target vehicle 15, and if detected, a vehicle speed change command, The speed change point or time can be wirelessly transmitted to the vehicle 15.
[0073]
As described above, some preferred embodiments of the present invention have been described, but these are merely examples for describing the present invention, and are not intended to limit the scope of the present invention to only these embodiments. The present invention can be implemented in other various forms.
[Brief description of the drawings]
FIG. 1 is a diagram for explaining a problem in a conventional automatic traveling system.
FIG. 2 is an overall view of a system according to an embodiment of the present invention.
FIG. 3 is a functional block diagram of a management center system 12 and a vehicle 15;
FIG. 4 is a diagram showing an example of an acceleration / deceleration area.
FIG. 5 is a diagram illustrating an example of a state of speed control when a speed change point is changed.
FIG. 6 is a flowchart of an operation of a traveling control unit 73 of the management center system 12.
FIG. 7 is a flowchart of an operation of a control unit 55 of the vehicle 15;
FIG. 8 is a flowchart of an operation of the control unit 55 of the vehicle 15 when determining speed change information based on information on an acceleration / deceleration area.
[Explanation of symbols]
7 Goal course
9 Goal course
12 Management center system
13 Database
15 vehicles
53 Running result detector
55 control unit
57 Control target part
72 Idling / wheel lock location detector
73 Travel control unit

Claims (4)

In a system for automatically driving one or a plurality of vehicles (15) on a predetermined course,
Detecting means (72) for detecting an idle / wheel lock location where wheel idle or wheel lock in the predetermined course has actually occurred or is likely to occur;
Control change means (1) for changing the speed control of one or a plurality of vehicles (15) at or near the detected idle / wheel lock location depending on the opportunity of passing through the idle / wheel lock location or its vicinity or the vehicle (15). 73). The detecting means (72) includes the following information (A) to (D):
(A) traveling result information indicating a traveling state when the one or more vehicles (15) actually travel on the predetermined course;
(B) terrain information representing the terrain of the predetermined course,
(C) road surface information indicating a road surface state on the predetermined course;
(D) travel control information applied to the one or more vehicles (15) to control the travel of the one or more vehicles (15);
Detecting the idle / wheel lock location based on at least one of the following information:
The vehicle automatic traveling system according to claim 1. The control change means (73) includes the following items (A) to (C):
(A) a point or time at which the one or more vehicles (15) accelerate or decelerate;
(B) a point or time at which the transmission of the one or more vehicles (15) is downshifted or upshifted;
(C) the traveling speed of the one or more vehicles (15),
At least one of the following is dependent on the opportunity or vehicle (15) to pass at or near the idle / wheel lock location:
The vehicle automatic traveling system according to claim 1. A management device (12) installed at a location remote from the vehicle (15);
The management device (12)
Said detecting means (72);
The control change information for making the speed control of the one or more vehicles (15) at or near the detected idling / wheel lock location different depending on the opportunity of passing the idling / wheel lock location or the vehicle (15). Generating means (73) for generating;
Wireless transmission means (71) for wirelessly transmitting the generated control change information to the one or more vehicles (15).
The vehicle automatic traveling system according to claim 1.

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