JP2019046013A - Traveling control method of automatic operation vehicle and traveling control device - Google Patents

Abstract

To secure smooth passing by avoiding interference between vehicles at an intersection place while suppressing influence of communication delay.SOLUTION: A traveling control device includes an integrated control server 60 for performing successive integration management by communication concerning arbitrary statuses in multiple unmanned traveling vehicles 70, 80 traveling along a prescribed traveling route. A following traveling control method is performed by the integrated control server 60. It is determined whether two or more vehicles enter at timing of merging interference when the vehicles are approaching an intersection place where traveling routes are mutually intersected. When merging entrance to an intersection place is determined, passing priority order is decided based on a predetermined discipline with respect to each one of the two or more vehicles to be an object of merging interference. An entrance instruction to be output to respective vehicles intending to enter an intersection place is sequentially indicated in accordance with determination of the passing priority order.SELECTED DRAWING: Figure 9

Description

  The present disclosure relates to a travel control method and a travel control apparatus for an autonomous driving vehicle in a scene in which two or more vehicles are approaching intersections where traveling routes cross each other.

  Conventionally, for example, the merging interference at the junction H67 between the manned vehicle H70-1 traveling in the mine and the unmanned vehicles H20-1 and H20-2 autonomously traveling along a predetermined traveling route H60 is avoided. Traffic control systems are known. This traffic control system installs an integrated control server H30, and constantly collects information on the unmanned vehicles H20-1 and H20-2 by wireless communication. The unmanned vehicles H20-1 and H20-2 set five types of avoidance operations according to the relative distance between the unmanned vehicles H20-1 and H20-2 according to the relative distance between the unmanned vehicles H70-1 and the merging vehicle H70-1. (See Patent Document 1).

International Publication 2015/151291 gazette

  However, in a scene where two or more vehicles are approaching an intersection with no traffic light, if the technology of the above-mentioned conventional system is applied to the passing of unmanned vehicles, there are as many as five types of avoidance operation patterns on unmanned vehicles. Becomes complicated. For this reason, latency (response delay including communication) occurs, and the influence of communication delay becomes high.

  The present disclosure has been made in view of the above problems, and has an object to secure smooth traffic by avoiding interference between vehicles at intersections while suppressing the influence of communication delay to a low level.

In order to achieve the above object, the present disclosure is provided with an integrated control server that sequentially integrates and manages arbitrary statuses of a plurality of automatically driven vehicles traveling along a prescribed traveling route, and Implement the travel control method.
When two or more vehicles are approaching a crossing point where the traveling routes cross each other, it is determined whether or not the entry is made at the timing at which the vehicles merge and interfere.
When it is determined that the merging point to the intersection is reached, the passing priority is determined based on the predetermined order for each of two or more vehicles to be subjected to the joining interference.
An entry instruction to be output to each vehicle scheduled to enter the intersection point is sequentially indicated according to the determination of the passage priority.

  As described above, by centrally managing the passage management at the intersection point by the integrated control server, it is possible to secure smooth passage by avoiding interference between vehicles at the intersection point while suppressing the influence of the communication delay.

It is travel environment explanatory drawing which shows an example of the travel environment in the unmanned conveyance system to which the traveling control method of Example 1, and the traveling control apparatus were applied. FIG. 2 is a view showing an example of a mobile transfer vehicle including an unmanned travel vehicle and a plurality of carts in the unmanned transfer system of the first embodiment. It is a control-system block diagram which shows the control-system structure of the unmanned conveyance system to which the traveling control method and traveling control apparatus of Example 1 were applied. FIG. 5 is a control block diagram showing the configuration of a recognition determination processor for automatic driving mounted on the tow vehicle according to the first embodiment. It is a schematic diagram which shows the internet environment of the unmanned carrier system to which the traveling control method and traveling control apparatus of Example 1 were applied. It is a top view which shows a specific example when unmanned traveling vehicle A and unmanned traveling vehicle B approach the same intersection in a comparative example. It is sequence effect | action explanatory drawing which shows the communication processing flow in the comparative example by the mutual communication of the unmanned traveling vehicle A and the unmanned traveling vehicle B in the intersection merging scene shown in FIG. 6 in a time series. FIG. 8 is a perspective view showing a specific example when the unmanned travel vehicle 70 and the unmanned travel vehicle 80 approach the same intersection in the first embodiment. It is sequence effect | action explanatory drawing which shows the communication processing flow in Example 1 by the intensive management processing which added the integrated control server in the intersection junction scene shown in FIG. 8 in a time series.

  BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a travel control method and a travel control apparatus for an autonomous driving vehicle according to the present disclosure will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
The traveling control method and the traveling control apparatus in the first embodiment use a transport moving vehicle of a type in which a plurality of bogies are towed by an unmanned traveling vehicle, and a completed vehicle lined off at a factory is a limited area from the factory to the wharf It applies to the unmanned conveyance system which conveys in. Hereinafter, the configuration of the first embodiment will be described as "running environment configuration of unmanned transfer system", "configuration of transfer moving vehicle", "control system configuration of unmanned transfer system", "configuration of recognition determination processor for automatic driving", "integration It divides into an Internet environment composition provided with a control server, and explains.

[Driving environment configuration of unmanned transfer system]
FIG. 1 shows an example of a traveling environment in an unmanned transfer system to which a traveling control method and a traveling control device according to a first embodiment are applied. Hereinafter, the travel environment configuration of the unmanned transfer system will be described based on FIG.

  In the unmanned transfer system, a transport moving vehicle (V101 to V105) of a type that pulls a plurality of bogies by a tow vehicle by unmanned automatic driving on a prescribed traveling route in a limited area is a completed vehicle to be transferred. It is a system that is mounted on a dolly and transported unmanned to the destination.

  The place where the object to be transported is placed is one completed car loading point (D101) in the factory area, and the place where the finished car to be conveyed is unloaded is the plurality of completed car unloading points in the wharf area (D102 to D105) Exists. In addition, each of the place which mounts conveyance object and the place which unloads object may be a case where it is multiple places.

  In addition, the traveling route is not a dedicated traveling route, but manned vehicles (O101 to O103) by the driver also travel in the same area, and the traffic of unmanned transport moving vehicles (V101 to V105) and manned vehicles (O101 to O103) In-route traffic signals (I101 to I104) to be controlled are installed at various places on the traveling route. The traveling route may be a dedicated traveling route of the unmanned transport moving vehicle (V101 to V105).

  One worker is each arranged at the position of the loading and unloading point (D101 to D105) on the traveling route for the purpose of carrying out the unloading operation of the finished vehicle and the starting operation to the next destination. Workers in the route W101 to W105). Outside the traveling route, one person is disposed in a control room provided indoors for the purpose of monitoring the status of each system (control room worker W106).

[Configuration of transport moving vehicle]
FIG. 2 is a view showing an example of a transport moving vehicle 5 configured by the unmanned travel vehicle 1 which is a tow vehicle in the unmanned transport system of the first embodiment and a plurality of bogies 2, 3, 4. Hereinafter, based on FIG. 2, the structure of the conveyance moving vehicle 5 is demonstrated.

  The conveyance mobile vehicle 5 has the unmanned travel vehicle 1 by an electric vehicle, and the trolley | bogies 2, 3, 4 (towed vehicle) connected with respect to the unmanned travel vehicle 1, as shown in FIG.

  The unmanned travel vehicle 1 is a vehicle that basically travels automatically by unmanned operation in the system operation state of the unmanned transfer system. However, it is an electric car which has a steering wheel, an accelerator pedal, and a brake pedal in the inside of unmanned travel vehicle 1, and a driver gets in and can perform automatic driving by manned and manned manual driving.

  The bogies 2, 3 and 4 are towed vehicles each having a loading platform on which a finished vehicle to be transported is placed. Hydraulic inertia couplers 12, 13, 14, three-way valves 22, 23, 24 and manual brakes 32, 33, 34 for parking brakes are set at the connection parts of the carriages 2, 3, 4 . These hydraulic systems are connected to the brakes 42, 43, 44 (for example, drum brakes) set on the respective wheels of the carriages 2, 3, 4.

  The three-way valves 22, 23, 24 in the system operation state (normal unmanned operation state) are controlled to connect the hydraulic inertia couplers 12, 13, 14 and the brakes 42, 43, 44 by a hydraulic system. Therefore, when the unmanned travel vehicle 1 decelerates during traveling, the deceleration inertia is converted to the hydraulic pressure by the hydraulic inertia couplers 22, 23, 24, and the braking brakes 42, 43, 44 generate the braking force according to the hydraulic pressure. By doing this, the carriages 2, 3 and 4 are decelerated.

  On the other hand, the three-way valves 22, 23, 24 in the system inactive state or in the manual traveling state are replaced with the hydraulic inertia couplers 12, 13, 14, and the parking brake manual pumps 32, 33, 34 and the brakes 42, 43, 44 Are controlled to be connected by a hydraulic system. Therefore, the hydraulic pressure is generated in the parking brake manual pump 32, 33, 34 by the lever operation, and the braking brakes 42, 43, 44 generate the braking force according to the hydraulic pressure. That is, it can be used as a manual parking brake that brings the carts 2, 3 and 4 into the braking / stopping state in the system inactive state or the manual traveling state.

[Control system configuration of unmanned transfer system]
FIG. 3 shows a control system configuration of an unmanned transfer system to which the traveling control method and the traveling control device of the first embodiment are applied. Hereinafter, based on FIG. 3, the control system configuration of the unmanned transfer system will be described.

  The unmanned travel vehicle 1 among the transport moving vehicles V101 to V105 includes an on-vehicle sensor M101, an automatic driving recognition determination processor M102, and an automatic driving control controller M104.

  The on-vehicle sensor M101 acquires vehicle position, vehicle movement amount, and vehicle surrounding environment as sensing data. The on-vehicle sensor M101 includes a GPS system 101a as a vehicle position detection unit that detects the position of each of the transfer mobile vehicles V101 to V105, and an on-vehicle camera 101b as an external sensor that captures an environment around the vehicle. In addition to this, a vehicle speed sensor 101c as own vehicle speed detection means, a yaw rate sensor 101d as yaw rate detection means, a rider / laser 101e as object detection means, etc. are mounted as an on-vehicle sensor M101 (see FIG. 4).

  The recognition determination processor for automatic driving M102 integrates various recognition determinations for traveling by automatic driving based on sensing data from the on-vehicle sensor M101 and the map / route data M103. The automatic driving recognition determination processor M102 also performs traveling control processing for determining the tire actual steering angle and the vehicle speed during linear traveling and cornering.

  The automatic driving control controller M104 calculates control command values for controlling "running, turning, stopping" of the vehicle based on the recognition determination result by the automatic driving recognition determination processor M102. Then, the calculated control command values are input to each vehicle ECU for controlling the steering M105, the accelerator M106, and the brake actuator M107, thereby realizing autonomous traveling to the destination.

  The destination and the traveling route follow the virtual traveling course recorded in the map / route data M103, but like AGV (Auto Guided Vehicle), physical such as a magnetic rail embedded on the ground It is also possible to follow a common driving route.

  In order to give instructions to the transport moving vehicles V101 to V105, an in-vehicle operation panel M108 for carrying an operation instruction in a manned state on the driver's seat is mounted in the vehicle compartment. Outside the vehicle, an outside control panel M109 for giving an operation command in an unmanned state is installed at each position of a finished vehicle unloading point (D101 to D105) on the traveling route. Then, when there is an operation input from the in-route workers W101 to W105 to the operation panel M109 outside the vehicle, the operation control controller M104 is notified via the sequencer M110 to control the autonomous traveling.

  A stop button is provided on the in-vehicle operation panel M108 and the out-of-vehicle operation panel M109 for the purpose of forcibly stopping the vehicle during autonomous traveling. When each stop button is pressed, the on-vehicle mechanical brake mechanism M111 is operated via the sequencer M110, and applies braking to the pedal of the brake actuator M107 by intervention.

  The mechanical brake mechanism M111 operates independently during autonomous traveling control and is operated prior to the autonomous traveling control command, and in addition to a stop command from the outside, a system failure of the vehicle, lane departure, etc. It shall be operated also based on the processing result of self judgment.

  A remote monitor / controller M113 of a control room is provided to perform wireless communication with an on-vehicle wireless module M112, communicate with a vehicle, and control autonomous traveling. The remote monitor / controller M113 remotely monitors the status of each transport moving vehicle V101 to V105, and individual stop commands based on status information and simultaneous stop commands assuming difficult operation due to earthquake etc. are the basic functions. It is equipped.

  Further, the wireless module M112 mounted on the vehicle also performs wireless communication regarding start / stop commands at intersections with other traffic signals M114 (I101 to I104) installed on a course such as an intersection as other wireless devices. Furthermore, in-route workers W101 to W105 each possess a remote controller M115 (remote control device), and when an abnormality occurs in the vicinity of the worker, a forced stop command is given by wireless communication to the on-board wireless module M112. Can send.

  A GPS system is built in this remote controller M115, and workers W101 to W105 in the route are always carried during operation, so that the remote monitor / controller M113 in the control room can communicate in the route by wireless communication. It is a mechanism to know at which position in the area the workers W101 to W105 are located.

  Finally, the speaker / turning light M116 installed outside the vehicle is controlled visually based on vehicle status and vehicle operation (temporary stop, restart, left turn, obstacle stop, destination stop, abnormal stop, etc.) Aurally call out to the surrounding area.

[Configuration of a recognition determination processor for automatic driving]
FIG. 4 shows the configuration of a recognition determination processor for automatic driving M102 mounted on the unmanned travel vehicle 1 according to the first embodiment. The configuration of the automatic driving recognition determination processor M102 will be described below based on FIG.

  The automatic driving recognition determination processor M102 includes a CPU, a ROM, a RAM, and the like, and as shown in FIG. 4, a travel route generation unit 102a, a lane white line detection unit 102b, a travel lane detection unit 102c, and other vehicle detection. And a unit 102d. A situation determination unit 102e, a departure threshold setting unit 102f, a departure threshold determination unit 102g, a speed profile generation unit 102h, and a tire actual steering angle profile generation unit 102i are provided.

  The traveling route generation unit 102a inputs the vehicle position information from the GPS system 101a and the road information from the map / route data M103. Then, when the planned travel route from the departure point to the destination is determined, the travel route is generated so that the center position of the road (travel lane) and the vehicle center line in the vehicle longitudinal direction coincide with each other.

  The lane white line detection unit 102b inputs image information of the surroundings of the vehicle from the on-vehicle camera 101b. Then, lane white lines are detected by image processing.

  The traveling lane detection unit 102c inputs image information of the surroundings of the vehicle from the on-vehicle camera 101b. Then, the traveling lane of the vehicle is detected by image processing.

  The other vehicle detection unit 102d inputs image information of the surroundings of the vehicle from the on-vehicle camera 101b and object presence information of the surroundings of the vehicle from the rider / laser 101e. Then, the presence of the object in the area recognized as the object by the image processing detects the other vehicle.

  The situation determination unit 102e includes: travel route information from the travel route generation unit 102a; vehicle speed information from the vehicle speed sensor 101c; yaw rate information from the yaw rate sensor 101d; lane white line information from the lane white line detection unit 102b; The travel lane information from the detection unit 102c is input. In other words, motion state quantities relating to the speed and attitude of the vehicle are obtained from the vehicle speed information and the yaw rate information. In addition, the relative positional relationship between the vehicle and the left and right white lines in the travel lane is quantitatively grasped by the lane white line information and the travel lane information. Then, the traveling condition of the own vehicle is determined based on the relative positional relationship between the exercise state quantity and the left and right white lines.

  The departure threshold setting unit 102f inputs the traveling situation information of the vehicle from the situation judging unit 102e. Then, a deviation threshold in the road width direction of the vehicle from the traveling route is set based on the traveling condition of the vehicle.

  The departure threshold determination unit 102g inputs the traveling lane information from the traveling lane detection unit 102c, the other vehicle information from the other vehicle detection unit 102d, and the departure threshold information from the departure threshold setting unit 102f. Then, it is determined whether the amount of deviation of the host vehicle in the road width direction from the traveling route is equal to or greater than the deviation threshold value. When the determination result is that the amount of departure 逸 脱 the threshold for departure, a command to correct the tire actual steering angle is output to the controller M104 for automatic driving, and the rudder is returned to the proper position and posture of the traveling route. Perform corner control.

  The speed profile generation unit 102 h inputs the traveling situation information of the vehicle from the situation determination unit 102 e. Then, based on the speed profile characteristics and the traveling position of the vehicle on the traveling route, the target vehicle speed of the vehicle is determined, and a command for obtaining the target vehicle speed is output to the automatic driving control controller M104. The drive / brake control is performed so that the vehicle speed becomes the target vehicle speed.

  The tire actual steering angle profile generation unit 102i inputs traveling condition information of the vehicle from the condition determination unit 102e. Then, based on the tire actual steering angle profile characteristics and the traveling position of the vehicle on the traveling route, the target steering angle of the vehicle is determined, and a command for obtaining the target steering angle is output to the automatic driving controller M104. The steering angle control is performed so that the tire actual steering angle of the vehicle becomes the target steering angle.

[Internet environment configuration with integrated control server]
FIG. 5 is a schematic view of the Internet environment 50 of the unmanned transfer system to which the traveling control method and the traveling control device of the first embodiment are applied. Hereinafter, based on FIG. 5, the Internet environment configuration provided with the integrated control server 60 will be described. In addition, in FIG. 5, the case where the unmanned traveling vehicle integratedly managed by the integrated control server 60 using the internet environment 50 is two unmanned traveling vehicles 70, 80 is shown as an example.

  In the Internet environment 50, as shown in FIG. 5, the remote monitor / controller M113 installed in the control room and the wireless modules M112 and M112 mounted on the unmanned traveling vehicles 70 and 80, respectively, It is connected via wireless communication.

  Here, the VPN network 51 (VPN: abbreviation for “Virtual Private Network”) is an extension of the private network across the Internet environment 50 which is originally a public network. The wireless communication via the VPN network 51 depends on the communication infrastructure environment and the priority contents required of the system, but for example, 3G for cost priority and 5G for communication speed and quality priority There is an option.

  The remote monitor / controller M113 installed in the control room has an M2M terminal 60M and an integrated control server 60. The monitor terminal 90 is also included in the remote monitor / controller M 113 installed in the control room, and can monitor the state of system operation on the monitor screen via the Internet environment 50.

  The M2M terminal 60M is a terminal for wireless communication between the M2M terminal 70M and the M2M terminal 80M included in the VPN network 51. "M2M" is an abbreviation of "Machine to Machine".

  The integrated control server 60 is connected to the M2M terminal 60M, and has an integrated management function of sequentially and arbitrarily managing, by communication, arbitrary statuses of two unmanned travel vehicles 70, 80 traveling along a prescribed traveling route. The status of the two unmanned traveling vehicles 70, 80 includes the vehicle position information of each of the unmanned traveling vehicles 70, 80, and the like.

  The wireless module M112 mounted on the unmanned vehicle 70 includes an M2M terminal 70M, an Ethernet hub 70H, and an operation controller 70P. "Ethernet" is a registered trademark.

  The wireless module M112 mounted on the unmanned vehicle 80 includes an M2M terminal 80M, an Ethernet hub 80H, and an operation controller 80P.

  Here, the Ethernet hubs 70H and 80H are also referred to as Ethernet switching hubs, and are a type of hub that is a relay device of the network.

  That is, the two unmanned traveling vehicles 60 and 70 are connected to the operation controllers 60P and 70P on the vehicle side via the M2M terminals 60M and 70M and the Ethernet hubs 60H and 70H, respectively, similarly to the integrated control server 60. . Therefore, in accordance with the command from the integrated control server 60, each of the unmanned traveling vehicles 60 and 70 can be controlled. In addition, these systems are executed after securing appropriate Internet security so that they can not hijack control from other threats despite being wireless communication by connecting using the VPN network 51. Not to mention.

  As shown in FIG. 5, the integrated control server 60 includes a merging interference determination unit 60a, a passing priority determination unit 60b, and an entry instruction instructing unit 60c.

  When two or more unmanned traveling vehicles are approaching a crossing point (a place where traveling routes cross each other such as a double-sided road or an intersection, etc.), the junction interference determination unit 60a is at a timing at which the vehicles merge and interfere with each other. Determine if it will be the entry of

  Here, when the unmanned traveling vehicle approaches to the intersection, the unmanned traveling vehicle 70, 80 approaches the VPN network 51 when the unmanned traveling vehicle approaches the position where the distance to the intersection is a predetermined distance. It is received by the integrated control server 60 via the interface. Then, the determination as to whether or not the approach is made at the timing when the two vehicles merge and interfere with each other is performed using the intersection stop information from the unmanned travel vehicles 70, 80. That is, when the unmanned travel vehicle 70 reaches a stop line position before the intersection and stops, the integrated control server 60 receives the intersection stop information transmitted from the unmanned travel vehicle 70 via the VPN network 51. On the other hand, when the unmanned traveling vehicle 80 reaches a stop line position in front of the intersection and stops, the integrated control server 60 receives the intersection stop information transmitted from the unmanned traveling vehicle 80 via the VPN network 51. At this time, when the two intersection stop information received by the integrated control server 60 overlap, it is determined that the vehicle will enter at the timing when the merging interference occurs.

  When the merging interference determining unit 60a determines that the merging point is to be merged into the crossing point, the passing priority determining unit 60b is based on the predetermined order with respect to two or more unmanned traveling vehicles that are targets of merging interference. To determine traffic priority.

Here, as the predetermined order (rule), for example,
1. Give priority to unmanned vehicles that reach the intersection first.
2. Give priority to unmanned vehicles carrying finished vehicles.
3. Give priority to unmanned vehicles that have already finished unloading.
4. Give priority to unmanned vehicles with a small battery SOC (remaining power ≒ travelable distance).
Is considered.

  1. The rule is the same as the 4 way stop in North American road environment. For example, when one unmanned traveling vehicle 70 reaches a stop line position in front of an intersection and stops for a predetermined time, the unmanned traveling vehicle 80 is in front of the intersection even if the unmanned traveling vehicle 70 comes again When not stopping at the stop line position, the unmanned travel vehicle 70 that has reached the intersection first is given top priority. However, when two unmanned traveling vehicles 70 and 80 reach the stop line position in front of the intersection and stop simultaneously, ~ 4. The priority is determined according to the rules of

  2. The rule of [1] determines the passage priority according to the occupancy rate of finished products in the production area and the occupancy rate of finished products in the unloading area. That is, when there is a possibility that the occupancy rate of the finished vehicle in the transport area falls below a predetermined threshold when the transport means such as a car ferry carrying out the finished product arrives at the transport area, the transfer area from the production area at the intersection The highest priority is given to the passing of the unmanned traveling vehicle (= conveying mobile vehicle 5) in the loaded state of the completed vehicle toward the vehicle. For example, it is assumed that the production factory side is accident or the like and the production tact tends to be delayed with respect to the timing when the car ferry arrives at the wharf and loads the finished vehicles.

  3. The rule of [1] determines the passage priority according to the occupancy rate of finished products in the production area and the occupancy rate of finished products in the unloading area. In other words, in an operating time zone of a factory production line, and when the occupancy rate of a completed car in a production area exceeds a predetermined threshold, an unmanned traveling vehicle traveling from the transport area to the production area at an intersection = Give top priority to the passing of the transportation vehicle 5). For example, application of the case where a complete vehicle accumulates in a complete vehicle stockyard by the side of a production factory and a production line seems to be overdue is assumed. And 2. Or 3. If the priority can not be determined according to the rule of 4. The priority is determined according to the rules of

  4. The rule of the rule is that, when there is an electric vehicle with a small amount of battery remaining among a plurality of unmanned traveling vehicles that enter the vehicle at the timing of merging interference, the electric vehicle with a small amount of battery remaining at the intersection Priority for the passage of This is applied for the purpose of avoiding problems due to lack of electricity since the unmanned vehicle being towed is an electric car and consumes a small amount of electricity even if it is operating as well as running, not just running. .

  Here, each vehicle scheduled to enter the intersection always stops at a predetermined stop line position before entering. At this time, each vehicle stopped at a predetermined stop line position does not permit re-start unless it receives a “pass”, and stands by at the stop line position. In addition, when there are a plurality of crossing points in the prescribed traveling route, the “passage note” is provided with only one “passage note” at each crossing point.

  The entry instruction instructing unit 60c sequentially instructs an entry instruction to be output to each vehicle scheduled to enter the intersection, in accordance with the determination of the passage priority. Here, the entry instruction to the intersection is instructed by the entry instruction instructing unit 60c to be scheduled to enter the intersection, and is selected by the determination of the passage priority among the vehicles stopped at the stop line position. It is done by giving a "pass card" to the vehicle.

  That is, when the passage priority is determined based on the order determined in advance by the passage priority determination unit 60b, one “passage note” installed at a specific intersection is given to the vehicle of highest priority. Here, when the entry instruction instructing unit 60c receives the “pass card” and acquires the vehicle position information from the traveling vehicle which has restarted, and confirms the vehicle position information indicating that the traveling vehicle has entered the intersection, It is regarded as having passed a "toll".

  Then, when the "pass card" passed to the vehicle with the highest priority is returned, the "pass card" is passed to the vehicle to be prioritized next. Here, the entry instruction instructing unit 60c is at least at least of position information indicating that the "pass card" returned directly from the travel-permitted vehicle via communication, or position information indicating that a crossing point from the traveling vehicle has passed. If one of the information is acquired, it is considered that the "pass card" has been returned from the travel permitted vehicle.

Next, the operation will be described.
The operation of the first embodiment is divided into "intersection approach control operation by two transport moving vehicles in a comparative example" and "intersection approach control operation by two transport moving vehicles in the first embodiment".

[Intersection approach control operation by two transport mobile vehicles in the comparative example]
First, an intersection merging scene as shown in FIG. 6 can be mentioned as a condition where the function of the present invention is exhibited remarkably. When an unmanned traveling vehicle transports a completed vehicle from the vehicle factory to the wharf in the traveling environment configuration of the unmanned transfer system shown in FIG. 1, first, the vehicle transportation is executed from the vehicle factory to the completed vehicle unloading point D105 in the wharf When reaching the complete unloading point D105, it is necessary to pass the intersection C crossing the oncoming traffic lane. This situation is simulated by the unmanned traveling vehicle A of FIG. On the other hand, after the finished car is unloaded at the finished car unloading point D105 of the wharf, the empty cart is pulled, and a U-turn is made to return to the vehicle plant. This situation is simulated by the unmanned traveling vehicle B of FIG.

  In this intersection junction scene, the unmanned traveling vehicle A must cross the intersection C in a right turn, but under the circumstances, when the unmanned traveling vehicle B approaches from the oncoming lane and is brought together almost simultaneously, they are unmanned traveling vehicles Therefore, it is necessary to carry out traffic control. Here, in consideration of, for example, a place where cost competitiveness of a factory and robustness to the environment are required, color recognition of a traffic light can not be used in a place without a traffic light such as an intersection C crossing an opposite lane.

  Therefore, in the intersection merging scene shown in FIG. 6, a vehicle in which the unmanned traveling vehicle A and the unmanned traveling vehicle B are passed by mutual communication (distributed processing) is taken as a comparative example. The flow of communication processing in the comparative example in the intersection junction scene shown in FIG. 6 will be described below based on FIG.

  (a) When the unmanned vehicle A approaches the intersection C, the approach information to the intersection C is transmitted to the unmanned vehicle B as a status report.

  (b) When the unmanned vehicle B receiving the status report approaches the intersection C, the approach information to the intersection C is transmitted to the unmanned vehicle A as a status report.

  (c) The unmanned traveling vehicle A having received the status report stops at the stop line position SL1 of the intersection C, confirms the surroundings, and transmits surrounding confirmation information to the unmanned traveling vehicle B as a status report.

  (d) The unmanned traveling vehicle B having received the status report stops at the stop line position SL2 of the intersection C, checks the surroundings, and transmits surrounding confirmation information to the unmanned traveling vehicle A as a status report.

  (e) The unmanned traveling vehicle A having received the status report makes a priority judgment after confirming the surroundings in the stopped state at the stop line position SL1 of the intersection C, and transmits the determination result to the unmanned traveling vehicle B.

  (f) The unmanned traveling vehicle B having received the determination result makes a priority determination after confirming the surroundings in the stop state at the stop line position SL2 of the intersection C, and transmits the determination result to the unmanned traveling vehicle A.

  (g) The unmanned traveling vehicle A that has received the determination result determines whether or not it matches the determination of the unmanned traveling vehicle B, and transmits an alignment confirmation to the unmanned traveling vehicle B.

  (h) The unmanned vehicle A receiving the alignment confirmation enters the intersection C in response to the alignment confirmation. At this time, by transmitting an entry signal to the unmanned traveling vehicle B, the unmanned traveling vehicle B stops and stands by at the stop line position SL2 of the intersection C.

  (i) The unmanned vehicle A entering the intersection C passes the intersection C. At this time, by transmitting a passing signal to the unmanned traveling vehicle B, the unmanned traveling vehicle B cancels the stop and standby at the stop line position SL2 of the intersection C.

  (j) In response to the passing signal from the unmanned traveling vehicle A, the unmanned traveling vehicle B cancels the stop / standby state and enters the intersection C.

  As described above, in the comparative example in which the situation is determined in the individual unmanned traveling vehicles A and B in a distributed control manner, and the arbitration by inter-vehicle communication is attempted, the fastest case is assumed and the judgment is made with two priority judgments. Even if the number of alignments is two, the number of communications (packets) requires 10 communications. As a result, it is considered that the transport tact may be disturbed due to the influence of communication traffic.

[Intersection approach control operation by two transport mobile vehicles in the first embodiment]
Therefore, in the first embodiment, the integrated control server 60 capable of giving the travel permission without delay by utilizing the wireless communication is set to pass arbitration at the intersection.

  The operation mode of traffic control in a specific intersection junction scene is shown in FIG. In the first embodiment, as shown in FIG. 8, in addition to the two unmanned travel vehicles 70 and 80, an integrated control server 60 using wireless communication is set. The integrated control server 60 has a function of centrally monitoring each position of two unmanned traveling vehicles 70, 80 one by one, and either one based on the monitor information and a rule (order) set in advance by the system. To give priority to the unmanned vehicle 70 of Traffic control is realized by incorporating a sequence function of giving the running permission to the other unmanned vehicle 80 after passing through it. The specific intersection merging scene is the same as in the comparative example, and the unmanned traveling vehicles A and B in the comparative example are replaced with two unmanned traveling vehicles 70 and 80.

  A flow of communication processing in the first embodiment in the intersection merging scene shown in FIG. 8 will be described based on FIG. Here, as a precondition, the unmanned traveling vehicles 70 and 80 have “a function of detecting the self position with high accuracy” based on the unmanned traveling function. Also, stop at intersections where traffic control may be necessary, and do not start again unless a “toll” from integrated control server 60 is given. "In the integrated control server 60, one" ticket "can not be taken out at one crossing point where traffic control may occur. Set.

  In Phase 1 (Phase 1), the unmanned vehicles 70, 80 upload their own position information used for their unmanned operation functions to the integrated control server 60 one by one as a status report, and further, preset traffic control Whenever it arrives at the intersection C which may occur, it stops, and that effect is similarly uploaded to the integrated control server 60 as a status report.

  (a) When the unmanned vehicle 70 approaches the intersection C, the approach information to the intersection C is uploaded to the integrated control server 60 as a status report.

  (b) When the unmanned vehicle 80 approaches the intersection C, the approach information to the intersection C is uploaded to the integrated control server 60 as a status report.

  (c) The unmanned travel vehicle 70 that has the status report uploaded is stopped at the stop line position SL1 of the intersection C, and the intersection stop information is uploaded to the integrated control server 60 as a status report.

  (d) The unmanned travel vehicle 80 that has the status report uploaded stops at the stop line position SL2 of the intersection C, and uploads the intersection stop information to the integrated control server 60 as a status report.

  Here, when only one unmanned traveling vehicle has arrived at the intersection C where traffic control may occur, the integrated control server 60 gives the "pass card" to the corresponding unmanned traveling vehicle. This makes it possible for the unmanned vehicle to re-start and travel across crossing points where traffic control may occur. However, if two unmanned traveling vehicles 70, 80 simultaneously reach, for example, an intersection C where traffic control may occur, the process proceeds to phase 2.

  In the phase 1 (Phase 1), the integrated control server 60 determines the passing priority based on a predetermined rule (order), and crosses the intersection with any one of the two unmanned travel vehicles 70 and 80 to be targeted. Grant a "pass card" set only once per pass.

  (e) Judgment of passage priority based on a predetermined rule (order), and based on the judgment that the unmanned traveling vehicle 70 is given top priority, the “pass card” is given to the unmanned traveling vehicle 70 from the integrated control server 60 .

  (f) The unmanned travel vehicle 70 to which the "toll card" is attached starts again to enter the intersection C, and then passes through the intersection C, the "pass card" from the unmanned travel vehicle 70 to the integrated control server 60 Return

  As described above, the unmanned travel vehicle 70 to which the “passage note” is given from the integrated control server 60 can be re-started from the stopped state, and enters the intersection C where traffic control may occur and travels. After that, the unmanned traveling vehicle 70 that has run through the intersection C where traffic control may occur always returns the "pass card" to the integrated control server 60. On the other hand, the other unmanned travel vehicle 80 to which the "toll card" is not assigned remains on standby with being stopped.

  Thereafter, in phase 3, the integrated control server 60 to which the "pass card" has been returned from the unmanned travel vehicle 70 assigns a "pass card" to the unmanned travel vehicle 80 which is the standby status in phase 2.

  (g) The integrated control server 60 to which the "pass card" is returned from the unmanned traveling vehicle 70 assigns the "pass card" to the unmanned traveling vehicle 80 based on the passage permission judgment. The unmanned travel vehicle 80 to which the “pass card” is assigned releases the standby and enters the intersection C by re-starting.

  (h) The unmanned travel vehicle 80 that has passed the intersection C returns the “toll” received from the integrated control server 60 to the integrated control server 60.

  In this manner, another unmanned traveling vehicle 80 can restart from the stopped state, enter the intersection C where traffic control may occur, and can run across. After that, the unmanned traveling vehicle 80 which has run through the intersection C where traffic control may occur always returns the "pass card" to the integrated control server 60 as in the unmanned traveling vehicle 70.

  As described above, in the first embodiment in which the integrated control server 60 centrally manages the traffic management at the intersection C, the number of priority determinations is one and the number of determination alignments is zero, and the number of communications (compared to the comparative example) The number of packets can be reduced from ten times to eight times. As a result, traffic mediation at intersection C can be realized at the same level as normal traffic traffic, and mobility as public transport in a vehicle manufacturing plant and cost competitiveness as a transport system and robustness to the environment are ensured. it can.

Next, the effects will be described.
In the travel control method and the travel control device for an unmanned vehicle according to the first embodiment, the following effects can be obtained.

(1) The integrated control server 60 is provided with an integrated control server 60 that sequentially integrates and manages arbitrary statuses of a plurality of automatically driven vehicles (unmanned traveling vehicles 70, 80) traveling along a prescribed traveling route by communication. Implement the following travel control method.
When two or more vehicles are approaching a crossing point where the traveling routes cross each other, it is determined whether or not the entry is made at the timing at which the vehicles merge and interfere.
When it is determined that the merging point to the intersection is reached, the passing priority is determined based on the predetermined order for each of two or more vehicles to be subjected to the joining interference.
An entry instruction to be output to each vehicle scheduled to enter the intersection is sequentially designated according to the determination of the passage priority (FIG. 9).
Therefore, it is possible to provide a travel control method of an autonomous driving vehicle (unmanned travel vehicles 70, 80) that secures smooth passing by avoiding interference between vehicles at intersections while suppressing the influence of communication delay. That is, it is possible to centrally manage the passage management at the intersection, and after the situation is grasped for each vehicle, the influence of the communication delay is lower and the processing time can be shortened compared to the distributed management type control in which arbitration is performed.

(2) Install only one "Trailcard" at each intersection.
When the integrated control server 60 instructs to enter a crossing point, the integrated control server 60 delivers a "pass card" to the vehicle selected by the determination of the passage priority.
After passing the intersection, the travel-permitted vehicle that has passed the "pass card" returns the "pass card" to the integrated control server 60 (FIG. 9).
For this reason, in addition to the effect of (1), interference between vehicles can be reliably avoided at the intersection. That is, since only one "passage note" is set in a pseudo manner for intersections in the traveling route and driving priority is given, interference due to simultaneous entry to intersections between vehicles is considered in the structure. It can not occur.

(3) Each vehicle scheduled to enter the intersection always stops at a predetermined position (stop line positions SL1 and SL2) before entering.
Each vehicle stopped at a predetermined position does not permit re-starting unless it receives a “pass” from the integrated control server 60 (FIG. 9).
For this reason, in addition to the effect of (2), interference between vehicles can be reliably avoided at the intersection. That is, since the vehicle must always stop at a predetermined position at a crossing point in the traveling route before entering and can not start again unless a "pass card" is passed, interference due to simultaneous entry to the crossing point between the vehicles can be It can not occur.

(4) The integrated control server 60 receives the “pass” and acquires vehicle position information from the traveling vehicle which has been restarted.
When the vehicle position information indicating that the vehicle has entered the intersection while traveling is confirmed, it is considered that the “pass” is passed (FIG. 9).
For this reason, in addition to the effect of (2) or (3), reliable passage management at the intersection can be realized. That is, the integrated control server 60 uses the status monitoring function that it has and confirms that it has passed the "pass card" to the appropriate vehicle based on the entry movement information of the vehicle being traveled. For this reason, it is possible to detect a state in which the "toll card" has not reached the appropriate vehicle due to the influence of communication failure or the like.

(5) The integrated control server 60 transmits at least one of return information of a “pass card” directly transmitted from the travel-permitted vehicle via communication, or position information indicating that a crossing point from the traveling vehicle has passed. When acquiring the information of, it is considered that the "pass card" has been returned from the travel permitted vehicle (Fig. 9).
For this reason, in addition to the effects of (2) to (4), reliable traffic management at intersections can be realized. That is, by obtaining at least one of return information of the “pass card” from the traveling permitted vehicle or information in which the appropriate traveling vehicle has passed the intersection with the status monitoring function, the integrated control server 60 By assuming that the tag "is returned", it is possible to make it difficult to generate a state in which the integrated control server 60 has not received the return command of the "pass card" from the appropriate vehicle due to a communication failure or the like.

(6) The autonomous driving vehicle (the unmanned traveling vehicle 70, 80) pulls the transport moving vehicle 5 which reciprocates between the production area of the finished product in the factory site and the unloading area for unloading the finished product from the factory site. It is a vehicle.
The integrated control server 60 determines the passing priority according to the completed product occupancy rate in the production area and the finished product occupancy rate in the unloading area as the order determined in advance (FIG. 9).
For this reason, in addition to the effects of (1) to (5), it becomes possible to operate the transport system according to the physical distribution situation, so that the opportunity loss is generated against the situation including unexpected situations in the entire transport area. It is possible to establish a difficult and robust logistics system. That is, the order is controlled while taking into consideration the finished product stock yards on the production area side and the finished product occupancy rate of the carry-out area for carrying out the finished products.

(7) The integrated control server 60 transports the integrated control server 60 at a crossing point in the operating time zone of the factory production line as the predetermined order and when the occupancy rate of finished products in the production area exceeds a predetermined threshold value The top priority is given to the passing of the transport mobile vehicle 5 in the empty state from the area to the production area (FIG. 9).
For this reason, in addition to the effect of (6), when the finished product in the production area becomes excessive, the production area can be prioritized by giving top priority to the passing of the transport moving vehicle 5 in the empty state from the transport area to the production area. It is possible to prevent the overflow of finished products in

(8) The integrated control server 60 determines, as the predetermined order, that there is a possibility that the occupancy rate of the finished product in the transport area falls below a predetermined threshold at the timing when the transport means for carrying out the finished product arrives at the transport area. At the intersection point, the highest priority is given to the passage of the transport mobile vehicle 5 in the loading state from the production area to the transport area (FIG. 9).
For this reason, in addition to the effect of (6) or (7), when there is a shortage of finished products in the transport area, the top priority is given to the passing of the transport moving vehicle 5 in the loading state from the production area to the transport area. The shortage of finished products in the transport area can be prevented.

(9) The autonomous driving vehicle (unmanned traveling vehicle 70, 80) is an electric vehicle.
In the integrated control server 60, when there is an electric vehicle in a state where the battery remaining amount is small among the plurality of vehicles which enter at the timing of merging interference as the predetermined order, the battery remaining amount at the intersection point The top priority is given to the passing of electric vehicles in a state of low energy consumption (Fig. 9).
For this reason, in addition to the effects of (1) to (8), by reducing the standby time of the electric vehicle with a low battery state, the operating time for consuming the battery capacity is reduced, and the battery can arrive at the charging stand more quickly. Can. In particular, when using an electric vehicle as an unmanned traveling vehicle, each battery residual amount management becomes essential, but for example, the operation time is reduced as much as possible if the condition is relatively difficult to maintain electricity expenses such as night or bad weather. It is necessary. On the other hand, as a measure to make it easy to arrive at the charging station, after monitoring the battery remaining amount in each vehicle as one of the statuses by integrated control server 60, each of the electric vehicles is monitored according to the remaining amount. You can set the order of precedence at the intersection of the roads.

(10) The integrated control server 60 is provided which sequentially and integrally manages arbitrary statuses of a plurality of automatically driven vehicles (unmanned traveling vehicles 70, 80) traveling along a prescribed traveling route by communication.
The integrated control server 60 includes a merging interference determination unit 60a, a passing priority determination unit 60b, and an entry instruction instructing unit 60c.
The merging interference determination unit 60a determines whether or not the vehicles approach at a timing at which merging interference occurs when two or more vehicles are approaching a crossing point where the traveling routes cross each other.
When it is determined that the junction approach to the intersection is made, the passage priority determination unit 60b determines the passage priority based on the predetermined order for two or more vehicles to be subjected to the joining interference.
The entry instruction instructing unit 60c sequentially designates an entry instruction to be output to each vehicle scheduled to enter the intersection, according to the determination of the passage priority (FIG. 5).
Therefore, it is possible to provide a travel control device for an autonomous driving vehicle (unmanned travel vehicle 70, 80) that secures smooth passage by avoiding interference between vehicles at intersections while suppressing the influence of communication delay low. That is, it is possible to centrally manage the passage management at the intersection, and after the situation is grasped for each vehicle, the influence of the communication delay is lower and the processing time can be shortened compared to the distributed management type control in which arbitration is performed.

  In the above, the travel control method and travel control device of the autonomous driving vehicle of the present disclosure have been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and changes or additions in design may be made without departing from the scope of the invention as claimed in the claims.

  In the first embodiment, an example is shown in which the determination as to whether or not the approach is made at the timing when two vehicles join and interfere with each other is performed using the intersection stop information from the unmanned traveling vehicles 70, 80. However, the determination as to whether or not the vehicle will enter at the timing when a plurality of vehicles merge and interfere uses the distance to the approaching unmanned traveling vehicle and the intersection and the vehicle speed of the approaching unmanned traveling vehicle , The time required from the entry start to the intersection point to the completion of the exit is predicted. Then, when the time zones from the entry start to the exit completion overlap in each unmanned traveling vehicle, it may be determined as an entry at the timing when the vehicles join and interfere with each other.

  In the first embodiment, the traveling control method and the traveling control apparatus according to the present disclosure are implemented by using a transport mobile vehicle of a type in which a plurality of bogies are towed by an unmanned traveling vehicle, The example applied to the unmanned conveyance system which conveys in a limited area was shown. However, the travel control method and the travel control device of the present disclosure use a self-driving vehicle regardless of manned / unmanned, and a traffic system in which a plurality of vehicles travel along a travel route where intersections without traffic lights exist. There is no limitation to the transport system.

DESCRIPTION OF SYMBOLS 1 unmanned traveling vehicle 2, 3, 4 bogie 5 conveyance moving vehicle 50 Internet environment 51 VPN network 60 integrated control server 60a confluence interference determination unit 60b traffic priority determination unit 60c entry instruction instructing unit 60M M2M terminal 70 unmanned traveling vehicle 70M M2M terminal 70H Ethernet hub 70P operation controller 80 unmanned vehicle 80M M2M terminal 80H Ethernet hub 80P operation controller 90 monitor terminal C intersection (crossing point)
SL1, SL2 stop line position

Claims (10)

It has an integrated control server that integrates and manages arbitrary statuses of a plurality of automatically driven vehicles traveling along a prescribed traveling route sequentially in communication,
The integrated control server is
When two or more vehicles are approaching a crossing point where the traveling routes cross each other, it is determined whether or not the vehicle will enter at a timing at which the vehicles merge and interfere,
When it is determined that the merging junction to the intersection point is determined, a passing priority is determined based on a predetermined order for each of two or more vehicles targeted for merging interference,
A travel control method for an autonomously operating vehicle, comprising: sequentially instructing an entry instruction to be output to each vehicle scheduled to enter the intersection according to the determination of the passage priority. In the traveling control method of an autonomous driving vehicle according to claim 1,
Install only one toll at each intersection,
When the integrated control server instructs an entry instruction to the intersection, the integrated control server passes the toll to the vehicle selected by the passage priority determination.
The travel control method of an autonomously operating vehicle, wherein the travel permitted vehicle to which the ticket has been passed returns the ticket to the integrated control server after passing through the intersection. In the traveling control method of an autonomous driving vehicle according to claim 2,
Each vehicle scheduled to enter the intersection stops at a predetermined position before entering.
A method of controlling travel control of an autonomous driving vehicle, wherein each vehicle stopped at the predetermined position is not permitted to restart unless the toll is received from the integrated control server. In the traveling control method of an autonomous driving vehicle according to claim 2 or 3,
The integrated control server is
Obtaining vehicle position information from a traveling vehicle that has received the toll and started again;
The travel control method for an autonomously operating vehicle, wherein the travel control method is characterized in that when the vehicle position information indicating that the traveling vehicle has entered the intersection point is confirmed, the vehicle is considered to have passed the ticket. In the traveling control method of an autonomous driving vehicle according to any one of claims 2 to 4,
The integrated control server is
If at least one of the return information of the toll transmitted directly from the traveling permitted vehicle by communication or the position information indicating that the crossing point from the traveling vehicle has passed is acquired, A travel control method of an autonomous driving vehicle, wherein it is considered that the toll is returned from a travel permitted vehicle. In the traveling control method of an autonomous driving vehicle according to any one of claims 1 to 5,
The autonomous driving vehicle is a tow vehicle of a transport moving vehicle that reciprocates between a production area of a finished product in a factory site and a carry-out area for carrying a finished product out of the factory site,
The integrated control server is
In the autonomously operating vehicle, a passing priority is determined according to the finished product occupancy rate in the production area and the finished product occupancy rate in the discharge area as the predetermined order. Traveling control method. In the traveling control method of an autonomous driving vehicle according to claim 6,
The integrated control server is
As the predetermined order, in the operating time zone in the factory production line, and when the occupancy rate of finished products in the production area exceeds a predetermined threshold, the empty area from the transport area to the production area at the intersection point A travel control method for an autonomously operating vehicle, wherein the top priority is given to the passing of a transported mobile vehicle in a load state. In the traveling control method of an autonomous driving vehicle according to claim 6 or 7,
The integrated control server is
If there is a possibility that the occupancy rate of the finished product in the transfer area falls below a predetermined threshold at the timing when the transport means for carrying out the finished product arrives at the transfer area as the predetermined order, the production area at the intersection point A travel control method for an autonomously operating vehicle, wherein the top priority is given to the passage of a transport mobile vehicle in a loading state from the vehicle to the transport area. In the traveling control method of an autonomous driving vehicle according to any one of claims 1 to 8,
The autonomous driving vehicle is an electric vehicle,
The integrated control server is
As the predetermined order, when there is an electric vehicle with a small amount of remaining battery among a plurality of vehicles that enter at the timing of merging and interference, there is a small amount of remaining battery at the intersection point The first priority is given to the passage of electric vehicles. It has an integrated control server that integrates and manages arbitrary statuses of a plurality of automatically driven vehicles traveling along a prescribed traveling route sequentially in communication,
The integrated control server is
A merging interference determination unit that determines whether or not the vehicles will enter at a timing at which merging interference occurs when two or more vehicles are approaching a crossing point where the traveling routes cross each other,
A passing priority determining unit that determines a passing priority based on an order determined in advance for each of two or more vehicles to be subjected to joining interference, when it is determined that the joining point to the intersection is merged;
And an entry instruction instructing unit for sequentially instructing an entry instruction to be output to each vehicle scheduled to enter the intersection according to the determination of the passage priority. Traveling control device.