JP2019200462A - Vehicle control system - Google Patents

Abstract

To efficiently generate dynamic paths for dump trucks that travel autonomously in compliance with the expansion of the workplace.SOLUTION: Work machines and dump trucks are respectively radio-connected to a control server. When the work machine moves according to the progress of work, the work machine requests the control server to update an area (dynamic area) for generating a dynamic path of the dump truck in the work place. The control server obtains a distance between a work machine movement line connecting a plurality of past positions of the work machine and the position of the work machine at the time of the update request. Moving the same distance as this distance toward the work machine movement line in a spot position and the current dynamic area specified by the work machine in the past as the dump truck loading position, the control server calculates candidates for a predicted spot position and a dynamic area. The control server updates map information with the candidate of the dynamic area as a new dynamic area, and manages the operation of the dump truck using the updated map information.SELECTED DRAWING: Figure 12

Description

  The present invention relates to a vehicle control system and relates to a vehicle control technique in a work place where an autonomous vehicle travels.

  As a technique for generating a dynamic route for causing a dump truck to travel toward a stop position (hereinafter referred to as “spot position”) in order to perform loading work or earthing work in a mine, Patent Document 1 discloses “ The initial position information of the designated switchback point is instructed as a movement point that moves on the travel route and moves in accordance with the movement of the position of the loading point. And information on the relative positional relationship between the loading point and the switchback point based on the loading point position information, and when the loading point position is moved, the position of the loading point after the position movement is generated. Based on the information, information on the direction of the unmanned vehicle at the loading point, and information on the relative positional relationship, a new switchback point is set at a position where the relative positional relationship can be maintained, and the new switchback point is set. Through Generating a traveling route to the loading point of the post-movement is described with the (abstract abstract). "

  Further, Patent Document 2 states that “when a travel command is given to an unmanned vehicle by loading on both sides, the orientation or position of the work implement when the travel command is instructed and the direction or position of the boundary line are compared. Determine whether the loader's work equipment is located on the left or right loading point side, and when setting the loading point position on both sides loading, the setting of the loading point position is instructed. Compare the direction or position of the working machine with the direction or position of the boundary line to determine whether the loading machine is located on the left loading point side or the right loading point side Yes (summary excerpt) ".

US Patent No. 9037338 U.S. Pat. No. 8844311

  As excavation at the loading area progresses, the face moves to the far side from the loading area entrance, and the loading area expands. In addition, the burial ground where the burial ground is released also moves to the far side of the burial ground entrance as the burial work progresses, expanding the burial ground. As loading and unloading fields (hereinafter referred to as “workplaces”) expand, the dynamic path from each of the worksite entrance and exit to the spot position becomes longer. In order to change the dump truck for loading and unloading, the dump truck for loading and unloading normally waits in front of the dynamic route connecting from the entrance to the spot position. Therefore, the distance of the dynamic route becomes longer as the work area expands, and the travel time required for the waiting dump truck to reach the spot position becomes longer. As a result, there is a concern that the conveyance efficiency is lowered and the workability of the mine is reduced.

  According to the above Patent Documents 1 and 2, it is possible to devise the setting of the turn-back position and facilitate the search for the dynamic route, but there is no mention of the method for updating the entrance / exit position of the workplace. Therefore, it cannot cope with the above-mentioned problems caused by the expansion of the workplace.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control system that efficiently generates a dynamic path of a dump truck following the expansion of a work place in a mine.

  In order to achieve the above object, the present invention provides a working machine that performs excavation and loading at a work site in a mine, and at least one autonomous traveling dump truck that travels on a transport path connected to the work site and transports the load. Each of these is a vehicle control system configured such that a dynamic route traveled by the autonomous dump truck is set in the map information of the mine and connected to a control server for operation management via a wireless communication line. The work machine includes: a work machine side position calculation device that calculates a current position of the work machine; a work machine side wireless communication device that is connected to the wireless communication line; and a dynamic area set in the map information. The dynamic area update request operation that is within a range in which the generation of the dynamic route is allowed, and the spot position specifying operation that is specified for calling the autonomous traveling dump truck are received. A work machine side input device; the work machine side position calculating device; the work machine side wireless communication device; and a work machine side controller connected to each of the work machine side input devices. Is a control-side storage device that stores the map information, a control-side wireless communication device that is connected to the wireless communication line, and a control-side controller that is connected to each of the control-side storage device and the control-side wireless communication device And the work machine side controller transmits spot position information indicating the spot position to the control server, and the work machine side input device accepts the dynamic area update request operation, the work machine Update request information including the current position of the controller is transmitted to the control server, and the controller on the control side receives the spot position and follows the spot position. A route is set in the map information, the spot position designated by the work machine in the past and the position of the work machine at the time of designation are received and accumulated from the work machine a plurality of times, and the update request information is received. Then, the distance between the accumulated work machine movement line connecting the positions of the at least two work machines and the current position of the work machine included in the update request information is obtained, and the accumulated at least two or more At least two or more predicted spot positions obtained by moving each of the spot positions toward the work machine movement line by the same distance as the distance are calculated, and the current dynamic area set in the map information Is moved toward the work machine movement line by the same distance as the distance to set a dynamic area candidate, and the map information is written with the dynamic area candidate as a new dynamic area. Operation management of the autonomous traveling dump truck is performed using the rewritten and rewritten map information.

  According to the above-described invention, it is possible to provide a vehicle control system that efficiently generates a dynamic path of a dump truck following the expansion of a work site accompanying the progress of excavation and earthing work in a mine. Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

Schematic configuration diagram of vehicle control system External view of dump truck Hardware configuration diagram of vehicle control system in the first embodiment Functional block diagram of vehicle control system Explanatory drawing showing an example of dynamic route generation Flowchart showing the flow of processing for generating an entrance-side dynamic route Flowchart showing the flow of the exit side dynamic path generation process The flowchart which shows the flow of the process which the control server manages the production | generation and deletion of the dynamic route in a loading place The figure which shows a mode that a dump truck runs, acquiring a runnable area The figure which shows the acquired travel possible area Flow chart showing a flow of processing for obtaining a travelable area The figure which shows signs that the bench estimated movement distance is acquired The figure which shows a mode that a dynamic area and a static route are updated based on a bench estimated moving distance Flow chart showing the flow of update process of dynamic area and static route in loading area Explanatory drawing which shows a mode that a dynamic area is divided and updated Flow chart showing the flow of dynamic area division processing Diagram showing preview screen when dynamic area division is not executed The figure which shows the preview screen when executing the division of the dynamic area Hardware configuration diagram of vehicle control system according to the second embodiment The figure which shows a mode that the distance which the earthing position moved is acquired The figure which shows a mode that a dynamic area and a static route are updated based on the acquired distance. Flow chart showing the flow of dynamic area and static route update processing at a dumping ground

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In all the drawings for explaining the embodiments, members having the same function are denoted by the same or related reference numerals, and repeated description thereof is omitted. In the following embodiments, the description of the same or similar parts will not be repeated in principle unless particularly necessary.

<First Embodiment>
FIG. 1 is a schematic configuration diagram of a vehicle control system 1. A vehicle control system 1 shown in FIG. 1 includes an excavator 10 that performs excavation and loading work in a mine, and at least one or more autonomously traveling dump trucks (hereinafter abbreviated as “dump trucks”) 20 that carry the load. And a control server 31 installed in a control center 30 that manages the operation of the dump truck 20 are connected to each other via a wireless communication line 40.

  In the mine, a loading place 61 where the excavator 10 performs excavation and loading work, a cliff discharge ground 62, and a conveyance path 60 connecting the loading place and the cliff discharge place 62 are installed. Since the dump truck 20 repeatedly travels on the same travel route, it is preferable to set a route that is easy to travel at a high speed in advance. On the other hand, since the spot position 1402 (see FIG. 11A; the stopping position at the time of loading and earthing) changes frequently in the loading place 61 and the cliff ground discharging place 62, the change in the spot position 1402 is followed. It is preferable to generate a route from the entrance of the loading place 61 and the under-cliff earthing place 62 to the spot position 1402 and a route from the spot position 1402 to the exit whenever necessary. In the present specification, due to the difference in update frequency, the route of the transport path 60 is referred to as a static route, and the route of the loading place 61 and the cliff discharge ground 62 is referred to as a dynamic route. A dozer 90 is in operation at the cliff ground 62 and is also connected to the control server 31. The excavator 10 corresponds to a work machine that performs excavation and loading.

  Each of the excavator 10 and the dump truck 20 includes a first position calculation device 120 including a GNSS sensor that receives a positioning radio wave of a global navigation satellite system (GNSS) and acquires a position of the host vehicle, and A third position calculation device 220 (see FIG. 3) is provided. Each position calculation apparatus may combine an inertial measurement unit (IMU: Internal Measurement Unit) with a GNSS sensor. Further, instead of the GNSS sensor, a system that can specify each position in a coordinate system common to the excavator 10 and the dump truck 20 using radio waves from a base station installed on the ground may be used.

  The excavator 10 includes a lower traveling body 11 composed of left and right crawlers, an upper revolving body 12 that is turnably mounted thereon, a cab 13 that is mounted on the upper revolving body 12, and a multiplicity that is attached to be able to rise and fall. And a joint front working machine 17. The front work machine 17 includes a boom 14 having one end attached to the upper swing body 12, an arm 15 rotatably attached to the tip of the boom 14, and an attachment ( In this embodiment, the bucket 16 is used).

  The excavator 10 further includes a first controller 100 that transmits a spot position 1402 where the dump truck 20 stops and a loading position 1401 (see FIG. 11A) indicating the position of the excavator 10 during loading to the control server 31.

  The loading position 1401 is the position of the reference portion of the excavator 10 calculated by the first position calculation device 120 mounted on the excavator 10, and is a representative point (rotation center point) of the upper swing body 12, for example. On the other hand, the spot position 1402 is a position designated for the shovel 10 to call the dump truck 20, and in the present embodiment, the position designated by moving the bucket 16 to the loading point is designated as the spot position 1402 ( 11A). The position of the bucket 16 with respect to the upper swing body 12 varies depending on the posture of the front work machine 17, that is, the boom angle, the arm angle, and the bucket angle. Therefore, even if the loading position of the excavator 10 is unchanged, the spot position 1402 may change.

  The loading position 1401 (see FIG. 11A) is represented by the GNSS coordinate system calculated by the first position calculation device 120. The spot position 1402 is loaded on the relative position of the bucket 16 with respect to the upper swing body 12 based on the posture of the front work machine 17 and the position from the base end of the boom 14 (connection point with the upper swing body 12) to the reference portion. By adding the position 1401, it is defined as position information expressed in the GNSS coordinate system.

  The control server 31 is connected to an antenna 32 for connecting to the wireless communication line 40 and communicates with each of the excavator 10 and the dump truck 20.

  FIG. 2 is an external view of the dump truck 20. As shown in FIG. 2, the dump truck 20 includes a vehicle frame 21 that forms a main body, a left front wheel 22L, a right front wheel 22R, a left rear wheel 23L, a right rear wheel, and a rear portion of the vehicle body frame 21. A loading platform (vessel) 24 that can pivot in the vertical direction around the provided hinge pin, a cab 25 mounted on the front portion of the vehicle body frame 21, an antenna 26 for connection to the radio communication line 40, A GNSS antenna 27, a left rider 28L and a right rider 28R that detect a road shoulder and a road surface, and a third controller 200 that autonomously runs the dump truck 20 according to an instruction from the control server 31 are provided. In FIG. 2, each scan range of the left rider 28L and the right rider 28R is indicated by a left scan surface 281L and a right scan surface 281R.

  FIG. 3 is a hardware configuration diagram of the vehicle control system 1 according to the first embodiment. The excavator 10 includes a first controller 100, a first vehicle body drive device 110, a first position calculation device 120, a first attitude sensor 130, a first wireless communication device 140, a first display connected to the first controller 100, respectively. A device 160 and a first input device 170 are provided. Each of the first controller 100, the first position calculation device 120, the first wireless communication device 140, the first display device 160, and the first input device 170 is mounted on a work machine that performs excavation and loading at a work site in the mine. The work machine side controller, the work machine side position calculating device, the work machine side wireless communication device, the work machine side display device, and the work machine side input device correspond to each of them.

  The first vehicle body drive device 110 includes a crawler constituting the lower traveling body 11 and a hydraulic drive device (a hydraulic cylinder or a hydraulic pump) that drives the boom 14, the arm 15, and the bucket 16 to move up and down.

  The first attitude sensor 130 is an angle sensor that detects the angles of the boom 14, the arm 15, and the bucket 16. The first attitude sensor 130 may be a bucket GNSS position sensor that directly acquires the GNSS position of the bucket 16 instead of these, or may be fixedly installed on the ground and use the light or ultrasonic waves for the ground surface of the bucket 16. What detects a height position and a relative position with respect to the upper turning body 12 may be used.

  The control server 31 includes a second controller 310, a second wireless communication device 340, a second storage device 350, a second display device 360, and a second input device 370 connected to the second controller 310, respectively. Is done. The second controller 310, the second wireless communication device 340, the second storage device 350, the second display device 360, and the second input device 370 are the control side controller, the control side wireless communication device, and the control side storage device, respectively. It corresponds to each.

  The dump truck 20 includes a third controller 200, a travel drive device 210, a third position calculation device 220, an in-vehicle sensor 230, a third wireless communication device 240, and a third storage device 250 connected to the third controller 200, respectively. It is comprised including. Each of the third controller 200, the third position calculation device 220, the third wireless communication device 240, and the third storage device 250 is a dump truck side controller, a dump truck side position calculation device, and a dump truck side wireless communication device. It corresponds to each.

  The traveling drive device 210 includes a braking device, a steering motor, and a traveling motor.

  The in-vehicle sensor 230 is a sensor that detects the traveling road surface of the dump truck 20. Although the left rider 28L and the right rider 28R are used in the present embodiment, a camera or a millimeter wave radar sensor may be used instead.

  Each of the first controller 100, the second controller 310, and the third controller 200 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and an HDD (Hard Disk Drive). Is configured by a computer connected via a bus.

  Each of the first wireless communication device 140, the second wireless communication device 340, and the third wireless communication device 240 is configured by a Wi-Fi device or the like connected to the wireless communication line 40.

  Each of the third storage device 250 and the second storage device 350 is configured by a nonvolatile storage medium capable of reading and writing information, for example, an HDD, and includes a transport path 60, a loading place 61, and a cliff disposal ground 62. Map information (including boundary information) is stored.

  Each of the first display device 160 and the second display device 360 is configured by, for example, an LCD (Liquid Crystal Display).

  Each of the first input device 170 and the second input device 370 includes, for example, a mouse, a keyboard, a touch panel stacked on an LCD, a hard button (for example, an operation lever of the excavator 10, and a spot position 1402 (see FIG. 11A). ) Button to specify).

  FIG. 4 is a functional block diagram of the vehicle control system 1.

  The first controller 100 includes a first travel command unit 101, a first attitude command unit 102, a first map information management unit 103, and a loading position acquisition unit 104.

  When the operator of the excavator 10 operates the first input device 170 including left and right operation levers, the first travel command unit 101 and the first attitude command unit 102 travel with respect to the first vehicle body drive device 110 according to the operation amount. Control signals such as turning are output.

  The third controller 200 includes an autonomous travel control unit 201 and a travelable area acquisition unit 202. When the autonomous travel control unit 201 receives a control command including the travel route and the spot position 1402 from the control server 31 via the third wireless communication device 240, the autonomous travel control unit 201 stores the map information stored in the third map information storage unit 251 and the third map information. Based on the current position calculated by the position calculation device 220, a control signal for driving the dump truck 20 according to the control command is output to the travel drive device 210.

  The third storage device 250 includes a third map information storage unit 251 that stores map information of the transport path 60, the loading place 61, and the cliff-side earthing place 62.

  The second controller 310 includes a control control unit 311, a second map information management unit 312, a dynamic route generation unit 313, a spot range setting unit 314, and a travelable area setting unit 315.

  The second storage device 350 includes a second map information storage unit 351, a travelable area storage unit 352, and a control control information storage unit 353. The map information stored in the second map information storage unit 351 is the same as that stored in the third map information storage unit 251.

  Each of these functional configuration units is configured in cooperation with a computer constituting each controller executing software. Moreover, you may be comprised by the circuit which implement | achieves each function structure part. Detailed description of each functional component will be described later along the operation flow.

  Next, referring to FIGS. 5 to 7, the dynamic route generation unit 313 generates a dynamic route based on the spot position information and the dynamic area information (including the entry point and the exit point of the dynamic area). An operation procedure of the process to be generated will be described. The “dynamic area” referred to here is an area within the work area that is allowed to generate a dynamic route.

  FIG. 5 is an explanatory diagram showing an example of dynamic route generation.

  Case 1 shows an entrance-side path in the case where the spot position 804 is on the left side when viewed from the entrance point 802 and the turning point 806 can be set on the left side.

  Case 2 shows an entrance-side path when the spot position 804 is on the right side when viewed from the entrance point 802 and the turning point 806 can be set on the right side.

  Case 3 shows an entrance-side path when the spot position 804 is on the left side when viewed from the entrance point 802 and the turn-around point 806 cannot be set on the left side, and is set on the right side.

  Case 4 is a diagram illustrating an exit-side dynamic path connecting the exit point 808 and the spot position 804.

  FIG. 6 is a flowchart showing a flow of processing for generating an entrance-side dynamic route. FIG. 7 is a flow of processing for generating a dynamic path on the exit side. In the present embodiment, the dynamic route is generated according to the flow described below. However, the present invention is not limited to this. For example, a method for generating a dynamic route based on a potential field assumed in a dynamic area, and evaluation. A method of determining a parameter of each part by analytical optimization based on a function and generating a dynamic path may be used.

  First, the flow of processing for generating an entrance-side dynamic route will be described with reference to FIGS. 5 and 6.

  In the generation of the entrance-side dynamic path, first, a straight line passing through the spot position 804 (referred to as a spot straight line) 805 on the premise that the entrance-side static path 801, the entrance point 802, the spot position 804, and the spot position angle are given. Is given. In addition, the dynamic path generation unit 313 assumes an arc 1, an arc 2, and a tangent line 1 that are part of the generated dynamic path, and the arc 1 radius, the arc 2 radius, and the inclination of the tangent line 1. Are sequentially searched and stored for the entrance side dynamic route candidates, and finally, the route with the shortest travel time is adopted as the entrance side route. Hereinafter, description will be made along the order of steps in FIG.

  First, the dynamic path generation unit 313 determines the radius of the arc 1, the radius of the arc 2, and the tangent slope as parameters (S <b> 901). This obtains what was determined to be searched first in the preset search range.

  Next, the dynamic path generation unit 313 determines which of the left and right sides the arc 1 is set with respect to the spot position 804 (S902).

  Next, the dynamic path generation unit 313 determines the center position of the arc 1 so as to be in contact with the spot straight line 805 and pass through the spot position 804 (S903), passes between the spot position 804 and the entrance point 802, and the arc 1 The position of the tangent line 1 is determined so as to contact the tangent line (S904), and the center position of the arc 2 is determined so as to contact both the tangent line 1 and the entrance-side static path extension line 803 (S905). A turning point 806 is determined on the tangent line 1 based on the positional relationship of the tangent line 1 with respect to the circular arc 1 and the circular arc 2 at this time (S906). For example, a vector from the spot position 804 to the contact point of the arc 1 and the tangent line 1 and a vector from the contact point of the arc 1 and the tangent line 1 to the contact point of the tangent line 1 and the arc 2 are calculated. A turning point 806 is set at the contact point between the arc 1 and the tangent line 1. If the inner product is positive, a turning point 806 is set at the contact point between the tangent line 1 and the arc 2. Then, the dynamic path generation unit 313 uses the position of the turning point 806 and each part of the entrance-side static path extension line 803, the arc 2, the tangent 1, and the arc 1 from the entrance point 802 to the spot position 804. Are generated as a coordinate point sequence (S907).

  Next, the dynamic route generation unit 313 estimates the posture at each point when the dump truck 20 travels from the positional relationship with the preceding and following points for each point in the coordinate point sequence, and determines the vehicle position range at that time. Calculate (S908). That is, assuming that the rear wheel axle center point, which is a representative point of the vehicle position, is the position on the target point, and the direction of the tangent line of the circle circumscribing three points including the front and rear points is the posture angle, the dump truck 20 The vehicle position range is calculated using the length and width.

  When the dynamic route generation unit 313 determines that the vehicle position range at all the calculated points is within the dynamic area (S909 / Yes), the dynamic route generation unit 313 calculates the speed from the curvature of each point constituting the coordinate point sequence, and travels. After calculating the required time, it is temporarily stored as an entrance-side dynamic route candidate (S910).

  The speed of each point is determined by a theoretical calculation formula according to the curvature, and the speed at which the dump truck 20 does not roll over due to the lateral acceleration due to the centrifugal force during traveling is obtained. Then, since it is possible to obtain the required travel time based on the distance and speed to the next point at each point, by calculating this, it is possible to calculate the required travel time for the entire entrance-side dynamic route candidate generated. Can do.

  When the dynamic route generation unit 313 determines that any vehicle position range is outside the dynamic area (S909 / No), the generated coordinate point sequence is not stored as an entrance-side dynamic route candidate, and the next step Proceed to

  If the dynamic path generation unit 313 determines that there are parameters that can be changed in the search (S911 / Yes), the radius of the arc 1, the radius of the arc 2, the inclination of the tangent 1, the position of the arc 1 with respect to the spot position 1402 The relationship or the like is changed (S912), and the process returns to step S903. On the other hand, if the dynamic route generation unit 313 determines that there are no changeable parameters (S911 / No), the process proceeds to the next step.

  If there is an entrance-side dynamic route candidate as a result of the search by the dynamic route generation unit 313 (S913 / Yes), the dynamic route generation unit 313 selects the one having the shortest travel time from the entrance-side dynamic route candidates. This is selected and determined as the entrance side dynamic route (S914), and the process proceeds to the exit side dynamic route generation process (S916).

  When there is no entrance side dynamic route candidate as a result of the search by the dynamic route generation unit 313 (S913 / No), the dynamic route generation unit 313 determines that the entrance side dynamic route cannot be generated.

  In FIG. 5, Case 3 is a case where the turning area 806 is generated on the right side because the shape of the dynamic area on the left side is narrower than that of Case 1 when viewed from the entrance point 802. The search is performed by changing each parameter, and the entrance side dynamic route with the shortest travel time is selected. Therefore, the optimum entrance side dynamic route that can be generated within the dynamic area can be generated. it can.

  Next, the flow of processing for generating the exit-side dynamic route will be described with reference to Case 4 in FIG. 5 and FIG. FIG. 7 is a flowchart illustrating the flow of the exit side dynamic path generation process. The generation of the exit-side dynamic route is almost the same as the procedure for generating the entrance-side dynamic route, and the description of the same part is omitted. As an outline, first, it is assumed that a spot position 804, a spot straight line 805, an exit point 808, and an exit-side static route 809 are given. In addition, the dynamic path generation unit 313 assumes an arc 3, an arc 4, and a tangent line 2 that are part of the generated exit-side dynamic path, and the radius of the arc 3, the radius of the arc 4, and the tangent line 2. The exit side dynamic route candidates are sequentially searched by changing the slope of the vehicle as a parameter, and those with a vehicle position range within the dynamic area are stored as candidates, and finally the exit side dynamic route with the shortest travel time is finally saved. Adopt as. Hereinafter, description will be made along the order of steps in FIG.

  First, Steps S1001 to S1005 are the same as Steps S901 to S905 in the entrance side dynamic path generation in which the arc 1, arc 2, and tangent 1 are changed to arc 3, arc 4, and tangent 2, respectively. Since a turning point is not necessary in the exit side dynamic route, there is no step corresponding to step S906 in the entry side dynamic route generation. Next, the dynamic path generation unit 313 uses the arc 3, the tangent 2, the arc 4, and the exit side static path extension line 810 to generate a continuous shortest path from the spot position 804 to the exit point 808. Are generated as a sequence of coordinate points (S1007).

  When the dynamic route generation unit 313 determines that the vehicle position range at all the points in the coordinate point sequence is within the dynamic area (S1009 / Yes), it calculates the travel time and calculates the exit-side dynamic route candidate. Is temporarily stored (S1010).

  Steps S1011 to S1015 are the same as the processing from steps S911 to S915 in the entrance-side dynamic path generation. The dynamic path generation unit 313 includes the radius of the arc 3, the radius of the arc 4, and the slope of the tangent line 2. The exit side dynamic route is searched by changing the parameters and the like, and among the coordinate point sequences stored as candidates, the one having the shortest travel time is determined as the exit side dynamic route.

  The above is the flow of the dynamic path generation process on each of the entrance side and the exit side. By performing such processing, the travel time required for the dynamic route is minimized while ensuring safety so that the dump truck 20 does not protrude from the dynamic area at each point on the dynamic route. A dynamic route can be searched. In the present embodiment, only the arc and the straight line are used as the parts constituting the dynamic path. However, as the steering relaxation curve, the movement is performed so that the clothoid curve having a continuous curvature change rate is sandwiched between the straight line and the arc. A general route may be configured. By doing so, the path followability of the dump truck 20 can be improved.

  FIG. 8 is a flowchart showing the flow of processing in which the control server 31 manages the generation and deletion of dynamic routes at the loading point 61.

  First, the operator of the shovel 10 moves the bucket 16 of the shovel 10 to the spot position 1402 and performs the setting operation of the spot position 804 using the first input device 170. The loading position acquisition unit 104 calculates the GNSS position of the bucket 16 when the setting operation is performed based on the output from the first attitude sensor 130 and the GNSS position of the excavator 10 from the first position calculation device 120. . The GNSS position of the bucket 16 corresponds to the spot position 804. The loading position acquisition unit 104 transmits the spot position 804 and the GNSS position (corresponding to the loading position) of the excavator 10 to the control server 31 via the first wireless communication device 140. This transmission process corresponds to a dynamic route generation request process for the control server 31 (S1101).

  If the second map information management unit 312 determines that an existing dynamic route does not exist (S1102 / No), the process proceeds to step S1106.

  When the second map information management unit 312 determines that an existing dynamic route exists (S1102 / Yes), the control control unit 311 determines whether there is a dump truck 20 traveling on the dynamic route ( S1103). If the control controller 311 determines that the dump truck 20 exists on the dynamic route (S1103 / Yes), it stops calling the next dump truck 20 to the spot position 804, and the dump truck 20 disappears on the dynamic route. The subsequent dump truck 20 is made to stand by (S1104).

  If the control controller 311 determines that the dump truck 20 does not exist on the existing dynamic route (S1103 / No), the process proceeds to step S1105.

  The control control unit 311 acquires current position information from the preceding dump truck. Then, when the control control unit 311 determines that the preceding dump truck has left the existing dynamic route based on the current position information, the second map information management unit 312 determines the existing spot position 804 and the dynamic route. It deletes from the 2nd map information storage part 351 (S1105).

  The control server 31 uses the spot position 804 transmitted from the loading position acquisition unit 104 at the time when the excavator operator requests dynamic route generation, and the dynamic route generation unit 313 performs dynamic processing according to the processing flow described above. A route is generated (S1106). If the dynamic route generation is successful, the second map information management unit 312 writes the dynamic route information in the second map information storage unit 351 and transmits the dynamic route information to each dump truck 20. (S1107).

  When each dump truck 20 receives the dynamic route information, the existing dynamic route information is deleted and the received dynamic route information is written in the third map information storage unit 251 of the third storage device 250.

  By executing such a process, when the excavator operator sets the spot position 1402 at the new loading position, the previous spot position 1402 and the dynamic path are immediately deleted. 3 The use area of the storage device 250 can be reduced.

  Next, with reference to FIG. 9A, FIG. 9B, and FIG. 10, the flow of processing for acquiring the travelable area 1204 will be described. FIG. 9A is a diagram illustrating a state where the dump truck 20 travels while acquiring the travelable area 1204, and FIG. 9B is a diagram illustrating the acquired travelable area 1204. FIG. 10 is a flowchart showing a flow of processing for obtaining a travelable area.

  First, as shown in FIG. 9A, while the dump truck 20 is traveling, the left rider 28L and the right rider 28R reach the object that crosses the left scan surface 281L and the right scan surface 281R that are spread forward and backward in the diagonally downward direction of the vehicle body. This distance is detected, and obstacles and road surface irregularities are always detected based on this distance. The dump truck 20 travels along the dynamic path from the entrance point 802 of the dynamic area 807 to the spot position 804 via the turn-around point 806, and between the spot position 804 and the exit point 808. If the point 802 and the exit point 808 are parallel to each other in opposite directions, the left scan surface 281L and the right scan surface 281R projected on the road surface rotate approximately 180 degrees while traveling on the dynamic path.

  Using the three-dimensional topographic coordinate information accumulated in this process, as shown in FIG. 9B, polygon data indicating the point group 1203 detected by the actual traveling of the dump truck 20 and its boundary is generated. A travelable area 1204 consisting of can be estimated. This processing may be performed by classifying data existing on substantially the same plane using, for example, a point cloud data clustering method and extracting the boundary as polygon data.

  The flow of processing for acquiring the travelable area 1204 will be described along the steps in FIG. First, based on the information of the left rider 28L, the right rider 28R, and the third position calculation device 220, the travelable area acquisition unit 202 accumulates three-dimensional data of each point of the surrounding terrain (S1301).

  Next, the travelable area acquisition unit 202 estimates the road surface of the tire ground contact height of the dump truck 20 from the accumulated data (S1302). More specifically, the travelable area acquisition unit 202 determines the road surface (estimated) of the ground contact height of the left front wheel 22L based on data from the left rider 28L and the ground contact height of the right front wheel 22R based on data from the right rider 28R. Surface). Then, the travelable area acquisition unit 202 extracts the boundary position of the data located at a position where the distance from the estimation plane is small as polygon data, and transmits it as travelable area information to the control server 31 (S1303). The travelable area acquisition unit 202 converts the output from the left rider 28L and the right rider 28R from the rider coordinate system to the GNSS coordinate system based on the current position of the dump truck 20 obtained from the third position calculation device 220. It transmits to the control server 31.

  Finally, the second map information management unit 312 compares the information in the travelable area storage unit 352 with the travelable area information received from the dump truck 20, and if there is a difference, it is stored in the travelable area storage unit 352. The travelable area information is updated (S1304).

  By executing the flow of acquisition of the travelable area 1204, the travelable area information is always updated while the dump truck 20 travels one after another on the transport path 60, the loading place 61, and the cliff landing site 62. Can keep in the information. Further, the travelable area information is used for dynamic area update described later. A dynamic area 807 is set in the travelable area 1204, and the dump truck 20 protrudes into the dynamic area in consideration of the vehicle position range. As a result, the dump truck 20 can travel using a safe dynamic path without protruding from the travelable area 1204.

  Hereinafter, a procedure for updating the dynamic area 807 and the static route when excavation of the loading field 61 proceeds will be described with reference to FIGS. 11A to 15.

  First, the procedure will be described with reference to FIGS. 11A, 11B, and 12. FIG. FIG. 11A is a diagram for explaining how to obtain the estimated bench travel distance 1405, and FIG. 11B is a diagram for explaining how to update the dynamic area 807 and the static route based on the estimated bench travel distance 1405. FIG. 12 is a flowchart showing the flow of the dynamic area 807 and static route update processing in the loading area.

  In FIG. 11A, a dynamic area 807 having an entrance point 802 and an exit point 808 is set in the initial setting. Further, a spot position 1402 designated by the excavator 10 with respect to the current dynamic area 807 and a loading position 1401 which is the position of the excavator 10 when each spot position is designated are illustrated. It is acquired by the insertion position acquisition unit 104, transmitted to the control server 31, and accumulated in the second map information storage unit 351. The second map information storage unit 351 stores past data obtained by receiving the spot position designated by the excavator 10 in the past and the loading position at that time a plurality of times. It is assumed that the travelable area 1204 is longer on the back side by the estimated bench travel distance 1405 with reference to the time when the excavation of the bench progresses and the dynamic area 807 is set.

  Based on the above condition, the flow of processing for updating the dynamic area 807 and the static route in the second map information management unit 312 will be described along the steps of FIG.

  First, after the excavator 10 moves to the loading position on the next bench, a button (first input device 170) is provided so that the excavator operator requests the control server 31 to update the dynamic area 807 and the static route. Manipulate. This operation corresponds to an update request operation. When receiving the request operation, the first input device 170 transmits update request information to the control server 31 (S1501).

  When the control server 31 receives the update request information, the spot range setting unit 314 linearly approximates the stored excavator loading position information and calculates the excavator movement straight line 1403 (see FIG. 11A) (S1502). At this time, the inclination of the shovel movement straight line 1403 may be corrected using other sensor information. For example, the travelable area 1204 may be used for correction so as to be parallel to the actual bench shape. The excavator movement straight line 1403 corresponds to a work machine movement line. Although this shape is a straight line, it may be a curved line.

  Next, the spot range setting unit 314 acquires the excavator position 1404 at the time of the update request from the first position calculation device 120 of the excavator 10, and calculates the distance from the excavator movement straight line 1403 as the bench estimated movement distance 1405 (S1503). .

  Next, as shown in FIG. 11B, the spot range setting unit 314 translates each accumulated spot position 1402 by the same distance as the bench estimated movement distance 1405 in a direction perpendicular to the shovel movement straight line 1403, It is calculated as the predicted spot position 1410 after the update (S1504). The predicted spot position 1410 may not use all the accumulated spot positions 1402. For example, the calculation may be performed by extracting several representative points on the approximate straight line of the spot position, or the predicted spot position 1410 may be obtained by thinning out the translated spot position.

  Next, the dynamic route generation unit 313 calculates an updated dynamic area candidate 1411 based on the estimated bench travel distance 1405 and the travelable area 1204 (S1505). As an example of specific processing, a bench estimated movement in a direction perpendicular to the excavator movement straight line 1403 is made on a straight line (dynamic area entrance-side straight line) 1412 on the side where the entrance point 802 and exit point 808 of the dynamic area 807 exist. A region that is translated by a distance 1405 and surrounded by the straight line and the travelable area 1204 is calculated as a dynamic area candidate 1411.

  Next, the dynamic route generation unit 313 determines an entrance point candidate 1406 and an exit point candidate 1407 on the dynamic area entrance-side straight line 1412 ′ in the calculated dynamic area candidate 1411, and the existing entrance point 802 and exit point 808. The extension entrance-side static route candidate 1408 and the extension exit-side static route candidate 1409 are generated (S1506). The dynamic route generation unit 313 moves the positions of the entrance point candidate 1406 and the exit point candidate 1407 to the left and right based on the center point of the predicted spot position 1410 and taking into account the opposite lane distance in consideration of the vehicle width of the dump truck 20. Installed, the extended entrance side static route candidate 1408 and the extended exit side static route candidate 1409 are generated so that the curvature is continuous from the existing entrance side static route 801 and the exit side static route 809. The path angles at the entrance point candidate 1406 and the exit point candidate 1407 may be set to be perpendicular to the dynamic area entrance side straight line 1412 '.

  The dynamic route generation unit 313 tentatively checks whether the entrance side dynamic route and the exit side dynamic route can be generated in the dynamic area candidate 1411 for all the predicted spot positions 1410, and at the same time, The travel time required for the dynamic route and the exit-side dynamic route is calculated (S1507).

  When the dynamic route generation unit 313 determines that the entrance-side dynamic route and the exit-side dynamic route cannot be generated for each of the predicted spot positions 1410 (S1508 / No), it expands the dynamic area candidate 1411 to the entrance side ( S1509), the process returns to step S1506. The dynamic route generation unit 313 expands the dynamic area candidate 1411 in the direction opposite to the direction moved in step S1505, for example, by a predetermined ratio of the bench estimated movement distance 1405.

  If the dynamic path generation unit 313 determines that the entrance-side dynamic path and the exit-side dynamic path can be generated for each of all the predicted spot positions 1410 (S1508 / Yes), all the entrance-side dynamic paths and The required travel time of the exit side dynamic route is compared with a predetermined travel time threshold. The running time threshold value is determined in advance based on a time allowable for the excavator 10 to wait for replacement of the dump truck 20 without loading.

  When the dynamic route generation unit 313 determines that the required travel time of one or more entrance-side dynamic routes and exit-side dynamic routes is greater than or equal to the travel time threshold (S1510 / Yes), the dynamic area dividing process described later Is executed (S1511).

  If the dynamic route generation unit 313 determines that the required travel time of all the entrance-side dynamic routes and the exit-side dynamic route is smaller than the travel time threshold, the dynamic route generation unit 313 notifies the second map information management unit 312. Information indicating the dynamic area candidate, the extension entrance static route candidate, and the extension exit side static route candidate is output. The second map information management unit 312 sends the dynamic area candidate information indicating the dynamic area candidate 1411, the extended entrance side static route candidate 1408, and the extended exit side static route candidate 1409 in step S <b> 1501 in step S <b> 1501. Send to. The first controller 100 of the shovel 10 receives the dynamic area candidate information via the first wireless communication device 140 and displays a preview on the first display device 160 (S1512).

  Details of the preview display will be described later with reference to FIG. When the operator of the shovel 10 visually recognizes the preview display and performs an approval operation using the first input device 170 (S1513 / Yes), the first controller 100 transmits approval information to the control server 31. The second map information management unit 312 uses the dynamic area candidate 1411, the extended entrance side static route candidate 1408, and the extended exit side static route candidate 1409 according to the approval information, and stores the information in the second map information storage unit 351. Update (S1514). Then, the second controller 310 deletes the loading position 1401 and the spot position 1402 accumulated so far (S1515). Further, the second map information management unit 312 broadcasts the updated map information to all the dump trucks 20.

  If the operator of the excavator 10 does not perform the approval operation for the preview screen (S1513 / No), the second controller 310 cannot receive the approval information after a predetermined time has elapsed since the response information was transmitted. Therefore, the second controller 310 determines that a time-out has occurred, and ends the map update process without executing it.

  In the above, updating the extended entrance side static path 1408 and the extended exit side static path 1409 is performed by replacing the static path set in the transport path 60 with the updated entry point 802 of the new dynamic area 807 and It is synonymous with extending to each of the exit points 808. Hereinafter, updating the extension entrance side static route 1408 and the extension exit side static route 1409 will be described as updating the static route.

  Even if the dynamic area 807 and the static route are updated, if an entrance-side dynamic route candidate or an exit-side dynamic route candidate whose travel time exceeds the travel time threshold is generated in step S1510, the predicted spot position The reason is that 1410 is widened laterally. That is, in the above-described processing, the dynamic area 807 can be shortened in the depth direction, but if the area is expanded in the horizontal direction, the dynamic path from the entrance point 802 and the exit point 808 to the predicted spot position 1410 is also in the lateral direction. It becomes longer and the travel time cannot be shortened. With respect to this problem, a method of reducing the required travel time by dividing the dynamic area 807 into a plurality along the axial direction of the excavator movement straight line 1403 described later will be described with reference to FIGS. 13 and 14. FIG. 13 is an explanatory diagram showing how the dynamic area 807 is divided and updated, and FIG. 14 is a flowchart showing the flow of the dividing process of the dynamic area 807.

  Hereinafter, the processing will be described in order along the steps of FIG. First, the dynamic route generation unit 313 divides the predicted spot position 1410 shown in FIG. 13 into two (S1701). In the present embodiment, the first spot position set 1410-1 and the second spot position set 1410-2 are divided into two equal parts, but depending on the range of the predicted spot position 1410, it may be divided into more combinations.

  Then, the dynamic route generation unit 313 includes a first divided dynamic area candidate 1411-1 and a second divided dynamic area candidate that include each of the first spot position set 1410-1 and the second spot position set 1410-2. 1411-2 is set (S1702). For example, the dynamic route generation unit 313 sets a division reference line perpendicular to the excavator movement straight line 1403 for the existing dynamic area candidate 1411, and the first division dynamic area candidate 1411-1 across the division reference line. The second divided dynamic area candidate 1411-2 is divided. Especially in the vicinity of the division reference line, the first divided dynamic area candidate 1411-1 and the second divided dynamic area candidate 1411-2 each include the vehicle range when the dump truck 20 stops at that position. The first divided dynamic area candidate 1411-1 and the second divided dynamic area candidate 1411-2 may be set so as to partially overlap.

  The dynamic route generation unit 313 includes a first entry point candidate 1406-1 and a second entry point candidate 1406-2 for each of the first divided dynamic area candidate 1411-1 and the second divided dynamic area candidate 1411-2. , And a first exit point candidate 1407-1 and a second exit point candidate 1407-2 are calculated (S1703). As in step S1506, the vehicle width of the dump truck 20 is taken into consideration based on the predicted spot position located at the center of each of the first spot position set 1410-1 and the second spot position set 1410-2. Place them on the left and right based on the distance between the opposite lanes.

  The dynamic route generation unit 313 calculates the first entry point candidate 1406-1, the second entry point candidate 1406-2, the first exit point candidate 1407-1, and the second exit point candidate 1407-2. Each predicted spot position 1410 included in the 1-division dynamic area candidate 1411-1 and the second division dynamic area candidate 1411-2 is collectively referred to as an entrance-side dynamic path and an exit-side dynamic path (hereinafter, “dynamic path”). ) Can be generated, and at the same time, the required travel time for each dynamic route is calculated (S1704).

  If the dynamic route generation unit 313 determines that dynamic routes for all predicted spot positions 1410 cannot be generated (S1705 / No), it determines that the dynamic area candidate 1411 cannot be divided (S1713) and ends the processing. .

  If the dynamic route generation unit 313 determines that all dynamic routes can be generated (S1705 / Yes), the dynamic route generation unit 313 proceeds to the subsequent static route branch point search process.

  First, the dynamic route generation unit 313 sets a predetermined distance as a search range on the basis of the entrance point candidate 1406 and the exit point candidate 1407 before the division of the dynamic area candidate 1411, and the entrance-side static is set in the search range. An entrance-side branch point candidate 1601 that is a branch point of the route and an exit-side junction point candidate 1602 that is a branch point of the exit-side static route are acquired (S1706).

  Next, the dynamic route generation unit 313 uses the entrance-side branch point candidate 1601, the first entry point (corresponding to the point that was the first entry point candidate 1406-1 in this example), and the second entry point (similarly A coordinate point sequence of a route that smoothly connects each of the second entry point candidates 1406-2) is calculated. The dynamic path generation unit 313 also includes the exit-side junction point candidate 1602, the first exit point (also corresponding to the first exit point candidate 1407-1), and the second exit point (also the second exit point candidate 1407-). 2) (corresponding to 2) is calculated (S1707). This calculation of the route can be realized by a method similar to the method of calculating the exit side dynamic route of the dynamic route, for example.

  Then, the dynamic route generation unit 313 calculates a vehicle position range (a range in which the dump truck 20 is projected on the tire contact surface) at each point from the positional relationship with the preceding and following points at each point included in the coordinate point sequence. (S1708).

  If the dynamic route generation unit 313 determines that all the vehicle position ranges are within the travelable area 1204 (Yes in S1709), the search range end point (first entry point or second entry point, first entry point) The travel time from each exit point or the second exit point) to each entry point or exit point is calculated and temporarily stored as an entrance side branch point candidate or an exit side junction point candidate.

  If the dynamic route generation unit 313 determines that at least one or more vehicle position ranges are out of the travelable area 1204 (S1709 / No), the dynamic route generation unit 313 skips without including the candidate.

  When the dynamic route generation unit 313 can still acquire the entrance-side branch point candidate or the exit-side junction point candidate in the search range (S1711 / No), the process returns to step S1706.

  When the dynamic route generation unit 313 finishes the search processing for all the branch point candidates (S1711 / Yes), the one having the minimum travel time is selected from the entrance side branch point candidates and the exit side junction point candidates. (S1712).

  By performing such processing, it is possible to divide the dynamic area candidates 1411 to reduce the travel time for each dynamic route and to reduce the replacement time of the dump truck 20.

  In addition, when the dynamic area candidate 1411 is divided to form a plurality of entry points 802 and exit points 808, the required travel time from the branch point and junction point of the static route to each entry point and each exit point is the shortest. Therefore, the dump truck 20 can reduce the time required for traveling, shorten the standby time of the excavator 10, and thus improve the productivity of the mine.

  Since the dynamic area 807 is set in the travelable area 1204 acquired by the dump truck 20, the dynamic route generated in the dynamic area 807 is safe because the dump truck 20 can physically travel. It will be a thing.

  Next, with reference to FIGS. 15A and 15B, a screen for displaying a dynamic area candidate 1411 and a static route update preview for the excavator operator will be described. FIG. 15A is a preview screen when the dynamic area candidate 1411 is not divided, and FIG. 15B is a preview screen when the dynamic area candidate 1411 is divided.

  The preview screen shown in FIG. 15A is displayed on the first display device 160 of the excavator 10. In the preview screen, the dynamic area candidate 1411, the extension entrance side static route candidate 1408, and the extension exit side static route candidate 1409 to be updated are displayed while being superimposed on the current dynamic area 1411c and the static route. . Further, travel time information 1801 is displayed on a part of the screen, and the total required time from the reference points P and Q to the updated entry point P ′ and exit point Q ′ as static route information (for example, 54. 7 seconds), and the maximum travel time of the dynamic route at the predicted spot position, that is, the maximum dump truck replacement time (for example, 109.1 seconds) is displayed. Furthermore, an approval button 1802 for approving the update of the current preview screen and a cancel button 1803 for canceling the update are displayed at the bottom of the screen, and when the dynamic area candidate 1411 can be divided, a screen for previewing information at the time of division is displayed. A division switching button 1804 for switching is displayed, and these buttons can be operated by an input from the touch panel.

  When the division switching button 1804 is pressed (corresponding to a division operation), division information indicating a division processing request to the control server 31 is transmitted, and the screen is switched to the preview screen in FIG. 15B. The difference from the preview screen of FIG. 15A is that the static route information of the travel time information 1801 includes the reference points P and Q to the divided entrance points P1 ′ and P2 ′ and exit points Q1 ′ and Q2 ′. The total required time (example: 56.2 seconds, 56.4 seconds) and the maximum dump truck replacement time (example: 64.4 seconds) are displayed.

  Thus, by displaying the required travel time information 1801, the operator of the excavator 10 can quantitatively grasp the degree of reduction in the required travel time when the travel time is divided.

  According to the present embodiment, the vehicle control system 1 rewrites the map information based on the spot range acquired by the excavator 10 and the travelable area 1204 acquired by the dump truck 20, so that it matches the future change of the spot position 1402. The map information can be updated so that the entry point and the exit point of the loading place 61 are moved to appropriate positions. As a result, the excavation of the loading field 61 proceeds, and the dynamic area and the static route can be updated following the topographic change caused by the bench moving in the back direction as viewed from the entrance side.

  In addition, when the spot range is widened, the dynamic area candidate 1411 is divided, and the static route is determined by branching so that the required travel time is the shortest. It is possible to minimize the disadvantages due to the increase in travel time and reduce the replacement time of the dump truck 20, that is, the excavator loading waiting time, thereby contributing to improvement in production efficiency.

Second Embodiment
The second embodiment is an embodiment in which the present invention is applied to a cliff underground 62. In the following, the description of the overlapping parts of the configuration and operation with the first embodiment will be omitted, and only different parts will be described.

  FIG. 16 is a hardware configuration diagram of the vehicle control system 1a according to the second embodiment. In the vehicle control system 1a, a dozer 90 is connected to the control server 31 instead of the excavator 10 of the first embodiment. The dozer 90 corresponds to a work machine that is driven at a cliff ground.

  The fourth controller 900 mounted on the dozer 90 includes a fourth vehicle body driving device 910, a fourth position calculating device 920, a fourth posture sensor 930, and a fourth wireless communication for driving and driving the dozer 90 according to the control instruction. A device 940, a fourth display device 960, and a fourth input device 970 are connected to each other. Each of the fourth controller 900, the fourth position calculation device 920, the fourth attitude sensor 930, the fourth wireless communication device 940, and the fourth input device 970 is a work mounted on a work machine that is driven in a cliffside dump. This corresponds to a machine-side controller, a work machine-side position calculating device, a work machine-side wireless communication device, and a work machine-side input device.

  The fourth controller 900 includes a fourth travel command unit 901, a fourth attitude command unit 902, a fourth map information management unit 903, and a release position calculation unit 904.

  The unloading position calculation unit 904 acquires the GNSS position of the dozer 90 from the fourth position calculation device 920, acquires the posture information of the front work machine including the blade from the fourth posture sensor 930, and acquires the GNSS position of the front work machine tip. Is calculated. The operator of the dozer 90 designates the spot position 2001 at which the dump truck 20 stops in the next earthing work by designating the blade with the fourth input device 970 in accordance with the earthing position 2002 of earthing under the cliff.

  With reference to FIG. 17A, FIG. 17B, and FIG. 18, the procedure for updating the dynamic area and the static route when the cliff underground 62 is expanded will be described. FIG. 17A is a diagram illustrating a state in which the distance traveled by the earthing position is acquired. FIG. 17B is a diagram illustrating a state in which the dynamic area and the static route are updated based on the acquired distance. FIG. 18 is a flowchart showing the flow of processing at the earth release site.

  In FIG. 17A, the traveling area 1204 becomes longer with respect to the entrance point 802 and the exit point 808 due to the progress of under-cliff digging in the currently used dynamic area 807. Further, the spot position 2001 designated by the dozer 90 with respect to the current dynamic area 807, and the dump truck 20 retreats from the spot position 2001 toward the earthing edge (the boundary line of the cliffside earthing ground 62), and each spot. A distance 2005 between the position 2001 and the earthing position 2002 where the car stopped at the spot position 2001 and actually stopped and earthed is shown. The spot range setting unit 314 of the control server 31 stores a plurality of sets of the spot position 2001 and the earthing position 2002 when the past earthing work has been performed in the second map information storage unit 351.

  On the premise of the above state, the flow of processing for updating the dynamic area and the static route in the cliff underground 62 will be described along the steps of FIG. This process is basically the same as the process flow for updating the dynamic area and the static route in the loading area described with reference to FIG. The difference is that the loading field 61 expands with benches being sequentially excavated in a substantially straight line, whereas the under-cliff lands 62 tend to expand in a nearly radial shape. For this reason, a process different from the calculation of the bench estimated movement distance in the first embodiment is performed.

  First, the dozer operator requests an update of the dynamic area and the static route from the fourth input device 970 (S2101). Further, when the fourth input device 970 receives a designation operation for the earthing position 2002 from the dozer operator, information indicating the earthing position (earthing position information) is transmitted to the sequential control server 31.

  The spot range setting unit 314 calculates the distance 2005 of each point combination based on the accumulated spot position 2001 and the earthing position 2002, and calculates the average value as the estimated edge movement distance 2006 (S2103).

  Next, as shown in FIG. 17B, the spot range setting unit 314 sets the accumulated earthing positions 2002 as the predicted spot positions 2010 after the dynamic area update as they are (S2104).

  Then, the spot range setting unit 314 calculates an updated dynamic area candidate 1411 based on the estimated edge moving distance 2006 and the travelable area 1204 (S2105). As an example of specific processing, the dynamic area entrance-side straight line 1412 is moved by the edge estimated movement distance 2006 in a direction perpendicular to the dynamic area entrance-side straight line 1412 and is surrounded by the straight line and the travelable area 1204. The area is calculated as a dynamic area candidate 1411.

  The subsequent steps S2106 to S2115 are the same as steps S1506 to S1515 in the update process related to the loading place 61 described in the first embodiment.

  According to the present embodiment, the cliff underground 62 also follows the topographic change of the cliff underground 62 by estimating the expansion distance of the area with reference to the actual earthing position of the dump truck 20. It is possible to update dynamic areas and static routes. Accordingly, it is possible to prevent the production efficiency from deteriorating due to the length of the dynamic route even in the cliff underground 62.

  The above embodiments do not limit the present invention, and various modifications within the scope of the present invention are included in the present invention. For example, in the present embodiment, the vehicle control system 1 is configured by connecting the excavator 10 or the dozer 90, the control server 31, and the dump truck 20 via the wireless communication line 40, but the second controller of the control server 31 The vehicle control system 1 may be configured by mounting the function 310 on the first controller 100 and connecting the excavator 10 and the dump truck 20 in communication.

DESCRIPTION OF SYMBOLS 1, 1a: Vehicle control system 10: Excavator 20: Dump truck 31: Control server 32: Antenna 40: Radio communication line 60: Transport route 61: Loading place 62: Excavation place 90: Dozer

Claims (9)

The autonomous traveling dump truck travels between a working machine that performs excavation and loading at a work site in the mine and at least one autonomous traveling dump truck that travels on a transport path connected to the work site and transports the load. A vehicle control system configured to communicate and connect via a wireless communication line to a control server that performs operation management by setting a dynamic route to the map information of the mine,
The work machine is
A work machine side position calculating device for calculating a current position of the work machine;
A work machine side wireless communication device connected to the wireless communication line;
The dynamic area set in the map information, the dynamic area update request operation within a range in which the generation of the dynamic route is allowed, and the spot position designated for calling the autonomous traveling dump truck A work machine side input device that accepts a designation operation;
A work machine side controller connected to each of the work machine side position calculating device, the work machine side wireless communication device, and the work machine side input device,
The control server is
A control-side storage device for storing the map information;
A control side wireless communication device connected to the wireless communication line;
A control-side controller connected to each of the control-side storage device and the control-side wireless communication device, and
The work machine side controller is:
The spot position information indicating the spot position is transmitted to the control server, and when the work machine side input device accepts the dynamic area update request operation, update request information including the current position of the work machine is transmitted to the control server. To
The controller on the control side is
When the spot position is received, the dynamic route following the spot position is set in map information,
The spot position designated by the work machine in the past and the position of the work machine at the time of designation are received from the work machine a plurality of times and accumulated,
When the update request information is received, the distance between the accumulated work machine movement line connecting the positions of at least two of the work machines and the current position of the work machine included in the update request information is obtained.
Calculating at least two or more predicted spot positions, each of the accumulated at least two or more spot positions being moved toward the work machine movement line by the same distance as the distance;
The current dynamic area set in the map information is moved toward the work machine movement line at the same distance as the distance to set a dynamic area candidate,
Rewriting the map information as the dynamic area candidate as a new dynamic area, and performing operation management of the autonomous traveling dump truck using the rewritten map information;
A vehicle control system characterized by that. The vehicle control system according to claim 1,
The controller on the control side is
Set a static route whose update frequency is lower than the update frequency of the dynamic route in the map information,
The static path includes an entrance-side static path that connects to an entrance point of the dynamic area and an exit-side static path that connects to an exit point of the dynamic area;
When the controller on the control side sets the dynamic area candidate, an extended entrance-side static route connecting the dynamic area candidate entrance point candidate and the current dynamic area entrance point, and the dynamic area candidate Generating an extended exit-side static route connecting the exit point candidate of the current dynamic area and the exit point of the current dynamic area, and rewriting the map information together with the new dynamic area,
A vehicle control system characterized by that. In the vehicle control system according to claim 2,
The controller on the control side is
For all entrance-side dynamic route candidates that connect the entrance point candidates and each of the predicted spot positions, and for all exit-side dynamic route candidates that connect each of the predicted spot positions and the exit point candidates, The entrance-side dynamic route candidate or the exit that obtains a travel time required for the autonomous traveling dump truck to travel and requires a travel time that is equal to or greater than a travel time threshold determined based on a waiting time of the work machine When there are one or more side dynamic route candidates, the dynamic area candidates are divided into a plurality along the axial direction of the work machine movement line, and the predicted spot positions included in each of the divided dynamic area candidates Travel time for each of the entrance-side dynamic route candidates connecting each of the divided dynamic area candidates and the exit point candidate of each of the divided dynamic area candidates, and each of the predicted spot positions and the exit point of the divided dynamic area candidate Weather The travel time required for each of the exit-side dynamic route candidates that connect to the divided dynamic area candidates, and if all travel time calculated for each divided dynamic area candidate is less than the travel time threshold, the plurality of divided motions Rewrite the map information with the target area candidate as a new dynamic area,
A vehicle control system characterized by that. In the vehicle control system according to claim 3,
The controller on the control side is
On the extended entrance side static route, at least one entrance side branch point candidate where the travel route branches toward each of the entrance points of each divided dynamic area is set, and each entrance side branch point candidate and each Calculate the travel time of each branch route connecting the entrance point of the divided dynamic area, select the point where the travel time required for the branch route is the minimum,
At least one exit-side merging point candidate where the traveling paths from the exit points of each divided dynamic area merge on the extended exit-side static path is set, and each outlet-side merging point candidate and each division are set. Calculate the travel time required for each travel route connecting to each of the exit points of the dynamic area, and select the point where the travel time required for the travel route is minimized as the exit-side merging point.
A vehicle control system characterized by that. The vehicle control system according to claim 1,
The autonomous traveling dump truck is
A dump truck side position calculating device for detecting a current position of the autonomous traveling dump truck;
A dump truck side wireless communication device connected to the wireless communication line;
An in-vehicle sensor for detecting a traveling road surface of the autonomous traveling dump truck;
A dump truck side controller connected to each of the dump truck side position calculating device, the dump truck side wireless communication device, and the in-vehicle sensor,
The dump truck controller is
Based on the output of the vehicle-mounted sensor and the current position of the autonomous traveling dump truck, the control server obtains the position of the travelable area defined by accumulating the position of the traveling road surface on which the autonomous traveling dump truck actually traveled. To
The controller on the control side is
Setting the dynamic area in the travelable area in the map information;
A vehicle control system characterized by that. The vehicle control system according to claim 1,
The work machine is
A work machine side display device connected to the work machine side controller;
The controller on the control side is
Transmitting the dynamic area candidate information indicating the position of the dynamic area candidate in which all the dynamic routes are generated to the work machine;
The work machine side controller is:
A screen including a position of the dynamic area candidate indicated by the dynamic area candidate information and an approval button for accepting an operation for approving the dynamic area candidate is displayed on the work machine side display device, and the approval button is approved. When the operation is accepted, approval information indicating that the dynamic area candidate is approved is transmitted to the control server,
The controller on the control side is
When the approval information is received, the dynamic area of the map information is rewritten to the dynamic area candidate.
A vehicle control system characterized by that. The vehicle control system according to claim 6, wherein
The screen further displays a split switching button for accepting a split operation of the plurality of split dynamic area candidates for the dynamic area candidate,
The work machine side controller is:
When the division switching button accepts a division operation, the division information for dividing the dynamic area candidate is transmitted to the control server,
The controller on the control side is
When the division information is received, the dynamic area candidates are divided into a plurality along the axial direction of the work machine movement line, and each of the predicted spot positions included in each divided dynamic area candidate is divided into Travel time for each of the entrance-side dynamic route candidates that connect the entry point candidates of the divided dynamic area candidates, and the exit that connects each of the predicted spot positions and the exit point candidates of the divided dynamic area candidates The travel time is obtained for each of the side dynamic route candidates, and all the travel time calculated for each divided dynamic area candidate is less than the travel time threshold determined based on the waiting time of the work machine. For example, information indicating the plurality of divided dynamic area candidates is transmitted to the work machine,
The work machine side controller is:
All the divided dynamic area candidates are displayed on the screen, and when the approval button accepts an approval operation, the approval information for approving the divided dynamic area candidates is transmitted to the control server,
The controller on the control side is
Rewrite the dynamic area of the map information to the divided dynamic area candidate according to the approval information,
A vehicle control system characterized by that. The vehicle control system according to claim 1,
The work machine is an excavator;
The spot position is a position specified by the excavator to perform loading work on the autonomously traveling dump truck.
A vehicle control system characterized by that. Each of the autonomously driven dump truck includes a work machine that operates at a cliffside dump in the mine and at least one autonomously driven dump truck that travels on a conveyance path connected to the cliffside dump to release the load. A vehicle control system configured to communicate and connect via a wireless communication line to a control server that performs operation management by setting a dynamic route on which a truck travels in the map information of the mine,
The work machine is
A work machine side position calculating device for calculating a current position of the work machine;
A work machine side wireless communication device connected to the wireless communication line;
The dynamic area set in the map information, the dynamic area update request operation that is within a range in which the generation of the dynamic route is allowed, and the earthing specified to call the autonomous dump truck A work machine side input device that accepts a position designation operation;
A work machine side controller connected to each of the work machine side position calculating device, the work machine side wireless communication device, and the work machine side input device,
The control server is
A control-side storage device for storing the map information;
A control side wireless communication device connected to the wireless communication line;
A control-side controller connected to each of the control-side storage device and the control-side wireless communication device, and
The work machine side controller is:
The earthing position information indicating the earthing position is transmitted to the control server, and when the work machine side input device accepts the dynamic area update request operation, the update request information including the current position of the work machine is Sent to the control server,
The autonomous traveling dump truck is
A dump truck side position calculating device for detecting a current position of the autonomous traveling dump truck;
A dump truck side wireless communication device connected to the wireless communication line;
A dump truck side controller connected to each of the dump truck side position calculating device and the dump truck side wireless communication device, and
The dump truck controller is
Send the spot position where the autonomous traveling dump truck stopped to dig down the cliff to the control server,
The controller on the control side is
The autonomous traveling dump truck accumulates a plurality of sets of unloading positions and spot positions at which the unloading positions have been unloaded in the past,
When the earthing position information is received from the work machine, the dynamic route following the spot position where the autonomous traveling dump truck stops according to the earthing position is set in the map information.
When the update request information is received from the work machine, the distance between the spot position and the earthing position at that time is obtained for each of a plurality of accumulated past sets, and the average value of these distances is calculated as the edge of the underground cliff. Calculated as the estimated travel distance,
Calculating at least two or more predicted spot positions in which past spot positions are moved to the boundary line side of the under-cliff lands by the same distance as the estimated edge movement distance;
The current dynamic area set in the map information is moved to the boundary line side of the cliff underground at the same distance as the estimated edge movement distance, and a dynamic area candidate is set.
Rewriting the map information as the dynamic area candidate as a new dynamic area, and performing operation management of the autonomous traveling dump truck using the rewritten map information,
A vehicle control system characterized by that.

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