JP6399453B2 - Operation management system and method - Google Patents

Description

  The present invention relates to an operation management system and method for managing a traveling order when a plurality of vehicles travel on a traveling road.

When a plurality of vehicles travel on the travel path, it may be necessary to manage operations such as speed, order, and merging.
As means for managing the operation of a plurality of vehicles, Patent Documents 1 to 5 have already been disclosed.

  Patent Document 1 targets a plurality of vehicles that travel in a platoon row while performing inter-vehicle communication. Further, the communication ID for specifying the position in each platoon row and the management ID indicating the position of the vehicle in the platoon row including the platoon row are used, and the management ID is changed according to the contents of the change instruction. And the formation can be reorganized without changing the communication ID.

  Patent document 2 reads the vehicle ID of a traveling vehicle or a convoy vehicle group at two points on the road side, compares and compares them, recognizes them individually at the operation management center, and monitors the traveling vehicle or the convoy vehicle group individually to operate the vehicle. It improves the reliability of management and operation control.

  In Patent Document 3, operation control is performed by wide-area or narrow-area wireless communication means instead of inter-vehicle communication means when vehicle-to-vehicle communication is defective or a specific vehicle is abnormal.

  Patent Document 4 describes that when a general vehicle enters a dedicated vehicle road in addition to a dedicated vehicle, the general vehicle trying to enter from the general road obtains entry permission information such as an allowable time from the operation management center of the dedicated road. It is possible to enter the exclusive road.

  Patent Document 5 is directed to a case where a specific general vehicle enters on a single line exclusive road in addition to a dedicated vehicle. A general vehicle to enter from a general road is allowed to enter an exclusive road and exit from the operation management center of the exclusive road by acquiring an enterable gate and an enterable time.

Japanese Patent No. 4821498 JP 2003-217096 A JP 2003-217074 A JP 2003-30782 A JP 2002-367076 A

When a plurality of vehicles travel on the same travel route, it is necessary to maintain or correct each vehicle in a desired travel order.
In addition, depending on the use of each vehicle (for example, investigation, firefighting, reconnaissance, etc.) and size (large vehicle, small vehicle, etc.), it may be necessary to change or modify the traveling order in the middle of the traveling path. is there.
Furthermore, when a group of vehicles merges from different travel paths, it may be necessary to cause each vehicle after merging to travel in a desired travel order.
When such a need arises, the conventional operation management means cannot automatically change or modify the traveling order, and human intervention is required.

  The present invention has been developed to solve the above-described problems. That is, an object of the present invention is to maintain or correct each vehicle in a desired traveling order when a plurality of vehicles travel on the same traveling path without human intervention. An object of the present invention is to provide an operation management system and method capable of causing each vehicle to travel in a desired traveling order.

According to the present invention, comprising a plurality of vehicles, an operation management device that communicates with each vehicle and manages the operation of each vehicle,
The operation management device includes a management communication device capable of communicating with each vehicle, a vehicle information acquisition unit that acquires information on each vehicle, a CP information acquisition unit that acquires checkpoint information, and an operation management calculation unit. And
The operation management calculation unit has a travel priority table, a section control unit, and a CP control unit,
The travel priority table stores the coordinates and sizes of one or more checkpoints set on the travel road, and the travel priority of the vehicle after passing through each checkpoint,
The section control unit has an access restriction function for restricting the traveling speed of each vehicle so that the traveling priority is not within the access restriction area of a higher-order vehicle other than the checkpoint, and each vehicle is assigned the traveling priority. Maintain or modify
The CP control unit is characterized in that, at a checkpoint, a vehicle having a traveling priority after passing through the checkpoint is restricted from passing a vehicle that is not in the current passable rank, and a vehicle in the passable rank is allowed to pass. An operation management system is provided.

The CP control unit
A block function for setting the traveling speed of the vehicle to 0 and blocking the passage when the traveling priority after passing the vehicle that has reached the checkpoint is not the current passing priority;
When there is a vehicle whose passage is blocked at the check point, the access restriction function is canceled for a vehicle having a higher driving priority than that vehicle, and the vehicle in the passable rank is passed without setting the speed limit. A priority passing function.

  Each vehicle has a vehicle communication device that communicates with the operation management device, a self-position detection device that detects the self-location, and a speed control device that limits the traveling speed to a speed less than or equal to the speed limit specified by the operation management device.

According to the present invention, (A) a plurality of vehicles and an operation management device that communicates with each vehicle and manages the operation of each vehicle are prepared.
(B) storing the coordinates and size of one or more checkpoints set on the travel path, and the vehicle travel priority after passing through each checkpoint;
(C) Other than the check point, the approach restriction function restricts the traveling speed of each vehicle so that the driving priority is not within the access restriction area of the higher-order vehicle, and maintains the vehicles in the order of the traveling priority. correct,
(D) An operation management method characterized in that, at a checkpoint, a vehicle whose priority for travel after passing through the checkpoint is not currently in a passable rank is restricted, and a vehicle in the passable rank is allowed to pass. Is provided.

In (C), the inter-vehicle distance between the vehicles is calculated, and the traveling speed of the rear vehicle is set to the speed limit according to the inter-vehicle distance.
In (D), when the vehicle is present in the checkpoint, it is determined whether or not the driving priority after passing the vehicle is the current passable priority by the driving priority table.
If it is not in a passable rank, the vehicle's running speed is set to 0 to block its passage,
When there is a vehicle whose passage is blocked at the check point, the access restriction function is canceled for a vehicle whose traveling priority is higher than that vehicle, and the vehicle in the passable rank is allowed to pass without setting a speed limit. .

  According to the above-described system or method of the present invention, the section control unit of the operation management device allows each vehicle to travel within the access restriction area of the higher-order vehicle by the access restriction function other than the checkpoint. Limit or maintain the speed of each vehicle in order of driving priority. Therefore, each vehicle can be maintained or corrected in a desired traveling order when a plurality of vehicles travel on the same traveling path without any human intervention.

  In addition, the CP control unit of the operation management device restricts the passage of vehicles whose traveling priority is not the current passability rank at the checkpoint and passes the passable rank vehicle. The passability rank increases from 1 to 1 every time the vehicle passes the checkpoint. Therefore, by providing a checkpoint in the middle of the travel path, the travel order can be changed or corrected at the checkpoint without any human intervention.

  Furthermore, by setting a junction as a check point when a group of vehicles merges from different driving paths, the passage of vehicles in which the driving priority of the vehicle after passing through the check point is not the current passability rank at the junction The vehicle of the passable rank can be passed. Therefore, the joined vehicles can be made to travel in a desired traveling order without any human intervention.

It is a whole lineblock diagram showing the operation management system by the present invention. It is a lineblock diagram of vehicles. It is a block diagram of an operation management apparatus. It is a figure which shows the example of a setting of an area. It is a related figure of distance between vehicles and speed limit. It is a whole flowchart which shows the operation management method by this invention. It is a flowchart which shows the detail of step S4. It is a flowchart which shows the detail of step S5. It is explanatory drawing of operation management other than a checkpoint. It is the 1st explanatory view of operation management in a checkpoint. It is the 2nd explanatory view of operation management in a checkpoint. It is explanatory drawing of the operation management at the time of merging.

  A preferred embodiment of the present invention will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected to the common part in each figure, and the overlapping description is abbreviate | omitted.

FIG. 1 is an overall configuration diagram showing an operation management system according to the present invention.
In this figure, the operation management system according to the present invention comprises a plurality (three in this figure) of vehicles 10 and an operation management device 20 that communicates with each vehicle 10 and manages the operation of each vehicle 10. In the figure, reference numeral 1 is a check point, and reference numeral 2 is a travel path. Check point 1 indicates a range indicated by a broken line. Details of the check point 1 will be described later.

FIG. 2 is a configuration diagram of the vehicle 10.
Each vehicle 10 includes a vehicle communication device 12 that communicates with the operation management device 20, a self-position detection device 14 that detects the self-location, and a speed control that limits the traveling speed V to be equal to or less than the speed limit specified by the operation management device 20. It has the apparatus 16 and the vehicle arithmetic unit 18 which controls these.

  The vehicle 10 is an unmanned vehicle that can travel autonomously, an unmanned vehicle that can be remotely operated, a manned vehicle that is operated by a person, or a vehicle in which these are mixed.

The vehicle communication device 12 is, for example, a communication device and an antenna.
The self-position detecting device 14 is a GPS, for example.
The speed control device 16 is not limited to an unmanned vehicle or a manned vehicle, and has a function of setting the travel speed V of the vehicle 10 to be equal to or lower than the speed limit specified by the calculation unit of the operation management device 20 by controlling a brake or the like. This function operates in preference to a command from a remote operator of an unmanned vehicle, a command for autonomous driving, and a driver's accelerator / brake operation by a manned vehicle.
The vehicle arithmetic device 18 is, for example, a computer (PC). In addition, you may comprise the speed control apparatus 16 and the vehicle arithmetic unit 18 with a single computer.

Each vehicle 10 has a unique ID (vehicle ID), and is used to specify the vehicle 10 when the traveling priority N of the vehicle 10 is determined. Each vehicle 10 has a communication ID (communication ID), and is used to identify the vehicle 10 during communication between the operation management device 20 and the vehicle. The vehicle ID and the communication ID correspond one-to-one. Therefore, the vehicle ID and the communication ID may be the same.
In the example described later, the vehicle ID is represented by the same alphabet (A, B, C, D, E) as the communication ID.

FIG. 3 is a configuration diagram of the operation management apparatus 20.
The operation management device 20 includes a management communication device 22 that can communicate with each vehicle 10, a vehicle information acquisition unit 24 that acquires information about each vehicle 10, a CP information acquisition unit 26 that acquires information about the checkpoint 1, and an operation And a management calculation unit 28.
Information of each vehicle 10 is a vehicle position and a vehicle speed. The information of the check point 1 is the coordinate and size of the check point 1 and the traveling priority N after passing through the check point 1.

The management communication device 22 is a communication unit between the vehicle 10 and the operation management device 20.
The management communication device 22 is a road-to-vehicle communication device provided for each section along the road, a device that enables communication with the vehicle 10 over a wide range by a radio tower, and the like.

  The check point 1 (hereinafter abbreviated as CP) is a region such as a circle around a coordinate value composed of latitude and longitude, for example. The size (radius) can be set arbitrarily.

  The operation management calculation unit 28 includes a travel priority table 28a, a section control unit 28b, and a CP control unit 28c.

The travel priority order table 28 a stores the coordinates and sizes of one or more check points 1 set on the travel path 2 and the travel priority order N of the vehicle 10 after passing through each check point 1. The driving priority N is a positive integer of 1, 2, 3,... And is set for each check point 1.
Hereinafter, unless otherwise distinguished, the driving priority N means the driving priority after passing through the check point 1. The driving priority N after passing through a certain check point 1 is maintained as it is until the next check point 1 after passing through the check point 1.

The section control unit 28b maintains or corrects in the order of the traveling priority N of the vehicle 10 that has passed the check point 1 except for the check point.
The section control unit 28b has an access restriction function that restricts the traveling speed V of each vehicle 10 to the restricted speed Vn so that the traveling priority order N does not enter the approach restricted area 3 of the upper vehicle 10.
For example, in FIG. 5, when the inter-vehicle distance is not less than the lower limit distance and less than the upper limit distance, the speed limit Vn (vertical axis in FIG. 5) is set. Further, it is preferable that the speed limit Vn is set to 0 when the inter-vehicle distance is less than the lower limit distance, and the speed limit Vn is not set when the inter-vehicle distance is greater than or equal to the upper limit distance.

The CP control unit 28c restricts the passage of the vehicle 10 in which the traveling priority N of the vehicle 10 after passing the check point 1 is not the current passable rank I at the checkpoint 1, and allows the vehicle having the passable rank to pass. The passability rank I is a positive integer of 1, 2, 3,..., And increases by 1 every time the vehicle 10 passes through the checkpoint 1.
The CP control unit 28c sets the traveling speed V of the vehicle 10 to 0 when the traveling priority N after passing through the checkpoint 1 of the vehicle 10 that has reached the checkpoint 1 is not the current passable ranking I. It has a “block function” that blocks the passage.
In addition, when there is a vehicle 10 whose passage is blocked at the checkpoint 1, the CP control unit 28c cancels the access restriction function for the vehicle 10 having a higher traveling priority N after the passage than the vehicle 10 and passes. It has a “priority passing function” that allows vehicles of possible order to pass without setting a speed limit.

  The operation management device 20 may be provided in a part of the vehicle 10 or in each vehicle 10. In this case, the outputs of the CP information acquisition unit 26 and the vehicle information acquisition unit 24 of the operation management device 20 are given to each vehicle 10 via the management communication device 22, and the vehicle operation device 18 uses the operation management calculation unit 28. Processing should be carried out.

FIG. 4 is a diagram illustrating an example of setting the section L.
As shown in this figure, one or a plurality of checkpoints 1 (CP1 to CP7) are set at arbitrary positions along the traveling path 2 of the vehicle 10. The position of the check point 1 is input to the CP information acquisition unit 26 from an external integrated system (not shown, see FIG. 3). The position of the check point 1 may be set in advance or may be set as needed when necessary.
A traveling path 2 between adjacent checkpoints 1 is referred to as a section L. In this example, the section L (L = 1 to 7) means the traveling path 2 between CP1 and CP7. The section L may be set in advance or may be set as needed when necessary.

FIG. 5 is a relationship diagram between the inter-vehicle distance and the speed limit Vn.
As shown in this figure, the speed limit Vn changes according to the inter-vehicle distance. When the speed limit Vn is 0 below the lower limit distance and the inter-vehicle distance is equal to or greater than the lower limit distance and less than the upper limit distance, the speed limit Vn depends on the inter-vehicle distance. It is preferable to set so as to increase. Moreover, it is preferable not to set the speed limit Vn when the inter-vehicle distance is equal to or greater than the upper limit distance.

FIG. 6 is an overall flowchart showing the operation management method according to the present invention.
In this figure, the operation management method of this invention consists of each step (process) of S1-S5.

In step S1, a plurality of vehicles 10 and an operation management device 20 that communicates with each vehicle 10 and manages the operation of each vehicle 10 are prepared.
In step S <b> 2, the operation management device 20 stores the coordinates and sizes of one or more checkpoints 1 set on the travel path, and the travel priority N of the vehicle 10 after passing through each checkpoint 1.
In step S <b> 3, the self-position detecting device 14 of each vehicle 10 detects the self-position, and the vehicle communication device 12 communicates with the operation management device 20.
In step S4, the operation management apparatus 20 prevents the vehicle 10 that has passed the check point 1 by the access restriction function from entering the access restriction area 3 of the higher vehicle 10 other than the check point. The traveling speed V of each vehicle 10 is limited.
In step S5, the operation management device 20 restricts the passage of the vehicle 10 in which the travel priority N of the vehicle 10 after passing through the check point 1 is not the current passable rank I at the check point 1, The vehicle 10 is passed. The passable rank I is increased by 1 from 1 every time the vehicle 10 passes through the checkpoint 1.
Next, the process returns to step S3.
Note that the order of steps S4 and S5 may be reversed.

  FIG. 7A is a flowchart showing details of step S4, and includes steps T1 to T5.

In Steps T1 to T3, when the vehicle 10 does not exist in the check point 1 (NO in T1), an inter-vehicle distance between the vehicle 10 and each of the other vehicles 10 is calculated (T2), and in the section to which the vehicle 10 belongs. The speed limit Vn of the vehicle 10 is determined based on FIG. 5 according to the inter-vehicle distance with each vehicle higher than the vehicle 10, and the lowest value among them is determined as the travel speed V of the vehicle 10. (T3).
In addition, when it does not exist in checkpoint 1 (YES in T1) and after step T3, in step T4, the presence or absence of an unprocessed vehicle is checked, and if there is an unprocessed vehicle (YES), In step T5, the “next vehicle process” is performed, and the process returns to step T1. If there is no unprocessed vehicle (NO), steps T1 to T5 are terminated.
In addition, when the driving | running | working according to the present driving priority is not performed for some reason, when the upper vehicle B approaches the lower vehicle C of the driving priority N (see FIG. 8C), step T3 is performed. In FIG. 5, since the upper vehicle B is not restricted in proximity, the vehicle B can overtake the vehicle C.
In this case, approach restriction is not applied to the vehicle B, but the vehicle C is applied.

Steps T1 to T5 are always performed for all the vehicles 10.
That is, steps T1 to T5 are sequentially performed for each control cycle of the operation management device 20 for each vehicle 10 (for example, vehicles A, B, C, and D described later) set in step S2, and are substantially all in real time. The vehicle 10 is always implemented.

  FIG. 7B is a flowchart showing details of step S5, and includes steps T6 to T14.

The passable rank I is first set to I = 1.
When the vehicle 10 exists in the check point 1 (YES in T6), the control of the vehicle 10 proceeds to step T7. If the vehicle 10 does not exist in the check point 1 (NO in T6), the process proceeds to step 10.

Steps T6 to T10 are performed for each vehicle 10 (vehicles A, B, C, D).
In Steps T7 to T9, when the vehicle 10 is present in the check point 1 (YES in Step T6), the travel priority N after passing the vehicle 10 is the current passable rank I by the travel priority table 28a. It is determined whether or not there is (step T7).
If the travel priority order N after passing the vehicle 10 is not the current passable order I (NO in step T7), the travel speed of the vehicle 10 is set to 0 and the passage is blocked (step T8). Next, the access restriction function is canceled for the higher-order vehicle 10 that has passed through the vehicle 10 (step T9).
Next, in step 10, the presence or absence of an unprocessed vehicle is checked. If there is an unprocessed vehicle (YES), "next vehicle process" is performed in step T11, and the process returns to step T6. If there is no unprocessed vehicle (NO), steps T1 to T10 are terminated.
That is, steps T7 to T10 are sequentially performed for each control cycle of the operation management device 20 for each vehicle 10 (vehicles A, B, C, and D) set in steps S1 to S3, and substantially all of them are performed in real time. This is always performed for the vehicle 10.

Steps T12 to T14 are performed for each check point 1 for each vehicle 10 (vehicles A, B, C, D) that satisfies the condition of step T7.
In the case of YES at step T7, at step T12, the vehicle of the passable rank I is allowed to pass without setting the speed limit.
In step T13, the access restriction function is set for the vehicle 10 having the lower driving priority N. In step T14, the passability ranking I increases from 1 to 1 every time the vehicle 10 passes through the checkpoint 1 (I = I + 1).

  After step T14, the process proceeds to step 10.

FIG. 8 is an explanatory diagram of operation management other than checkpoints.
In this figure, (A) is the driving state according to the driving priority, (B) is the approach restriction to the vehicle 10 with the driving priority N being higher, and (C) is overtaking the vehicle 10 with the driving priority N being lower. Show.

  In FIG. 8, the vehicle IDs of the four vehicles 10 are A, B, C, and D. Hereinafter, each vehicle 10 is indicated by symbols A, B, C, and D. In this example, the traveling priority N of the vehicles A, B, C, and D is 1, 2, 3, and 4, respectively.

In FIG. 8A, the vehicles A, B, C, and D have the current driving priority N (the driving priority after passing through the checkpoint 1 that has passed immediately before) (N = 1, 2, 3, 4). In order of driving priority.
In FIG. 8 (B), when the lower vehicle B approaches the upper vehicle A with the driving priority N, the speed is applied to the vehicle B by the operation management device 20 when approaching the access restricted area 3, Vehicle B decelerates and goes out of access restricted area 3.
In FIG. 8C, when the traveling according to the current traveling priority is not performed for some reason (vehicle B and vehicle C in the figure), the upper vehicle B is in the lower vehicle C and the traveling priority N is lower. When approaching, the approach restriction is not applied, so that the vehicle B can overtake the vehicle C.

FIG. 9 is a first explanatory diagram of operation management at the checkpoint 1.
In this figure, (A) shows the block of vehicle A at checkpoint 1, (B) shows the passage of vehicle B at checkpoint 1, and (C) shows the passage of vehicle C at checkpoint 1.

  In FIG. 9, the four vehicles 10 are vehicles A, B, C, and D. In this example, the current driving priority N of the vehicles A, B, C, and D is 1, 2, 3, and 4, respectively, and the driving priority N after passing the check point 1 is 3, 1, 2, 4.

In FIG. 9A, the vehicle A has reached the check point 1, but since the driving priority N after passing is third, the operation management device 20 commands a speed of 0 [km / h], and the CP1 Passage is blocked. At this time, the access restriction to the vehicle A is released.
That is, when the passable rank I = 1, the travel priority N after the passing of the vehicle A is 3, so that the vehicle A is blocked from passing the CP1 in steps T7 and T8 of FIG.
In FIG. 9B, since the vehicle A is blocked at the check point 1 and the access restriction to the vehicle A is released, the vehicle B can overtake the vehicle A. In addition, since vehicle B has the first driving priority N after passing at checkpoint 1, it can pass checkpoint 1 in step T10 of FIG. By this passage, the passable rank I changes to 2.
In FIG. 9C, as in FIG. 9B, the vehicle C can also overtake the vehicle A, and when the passability ranking I = 2, the traveling priority N at the checkpoint 1 is second, In step T10 of FIG. 7, checkpoint 1 can be passed.

FIG. 10 is a second explanatory diagram of operation management at the checkpoint 1.
In this figure, (A) shows the passage of vehicle A at checkpoint 1, and (B) shows the passage of all vehicles.

In FIG. 10A, since vehicles B and C have passed checkpoint 1, vehicle A with travel priority N of third place can pass checkpoint 1.
In FIG. 10B, all the vehicles pass checkpoint 1 with the driving priority N after passing checkpoint 1.

FIG. 11 is an explanatory diagram of operation management at the time of merging.
In this figure, (A) shows before joining and (B) shows after joining.

When the vehicles 10 merge, it is preferable to set the check point 1 described above as a merge point.
In this case, similar to FIGS. 9 and 10 described above, all the vehicles can pass the check point 1 with the driving priority N after the check point 1 passes.

As described above, according to the present invention, the following effects can be obtained.
(1) Due to the approach restriction from the operation management device 20, the travel priority order N is maintained and correction from deviation is automatically performed at a place other than the checkpoint.
(2) Even when a group of vehicles merges at an intersection, the intersection is designated as a checkpoint 1 and the traveling priority N after passing through the vehicle is input to the operation management device 20 so that the vehicle is automatically merged. Traveling with the desired travel priority N can be realized.

  According to the system or method of the present invention described above, the section control unit 28b of the operation management device 20 does not enter the access restriction area 3 of the upper vehicle 10 with the access restriction function other than the checkpoint by the access restriction function. Thus, the traveling speed V of each vehicle 10 is limited, and each vehicle 10 is maintained or corrected in the order of traveling priority N. Therefore, when a plurality of vehicles 10 travel on the same travel path without any human intervention, each vehicle 10 can be maintained or corrected in a desired travel order.

  In addition, the CP control unit 28c of the operation management device 20 restricts the passage of the vehicle 10 at which the traveling priority N of the vehicle 10 after passing through the check point 1 is not the current passable ranking I at the check point 1 and can pass through. Pass the vehicle of rank I. The passability rank I increases from 1 to 1 every time the vehicle 10 passes through the checkpoint 1. Therefore, by providing the check point 1 in the middle of the travel path 2, the travel order can be changed or corrected at the check point 1 without any human intervention.

  Furthermore, when a group of vehicles merges from different driving paths 2, the junction is set to checkpoint 1, so that the traveling priority N of the vehicle 10 after passing checkpoint 1 is the current passability ranking at the junction. It is possible to limit the passage of the vehicle 10 that is not I and allow the vehicle 10 in the passable rank to pass. Accordingly, the joined vehicles 10 can be made to travel in a desired traveling order without any human intervention.

In the example described above, the check point 1 is fixed along the traveling path 2 of the vehicle 10, but the present invention is not limited to this.
That is, the check point 1 may be moved along the traveling path 2. In this case, it is preferable that the check point 1 is set downstream of the vehicle 10 traveling at the head and moved at a slower speed than the vehicle 10. When the check point 1 is moved, the vehicle 10 blocked at the check point 1 should maintain the moving speed of the check point 1.

  In addition, this invention is not limited to embodiment mentioned above, Of course, a various change can be added in the range which does not deviate from the summary of this invention.

V travel speed, Vn speed limit, N travel priority, I passable rank,
L section, 1 checkpoint (CP), 2 runway, 3 approach restricted area,
10 vehicle, 12 vehicle communication device, 14 self-position detection device (GPS),
16 speed control device, 18 vehicle arithmetic device, 20 operation management device,
22 management communication device, 24 vehicle information acquisition unit, 26 CP information acquisition unit,
28 operation management calculation unit, 28a travel priority table,
28b section control unit, 28c CP control unit

Claims (5)

A plurality of vehicles, and an operation management device that communicates with each vehicle and manages the operation of each vehicle,
The operation management device includes a management communication device capable of communicating with each vehicle, a vehicle information acquisition unit that acquires information on each vehicle, a CP information acquisition unit that acquires checkpoint information, and an operation management calculation unit. And
The operation management calculation unit has a travel priority table, a section control unit, and a CP control unit,
The travel priority table stores the coordinates and sizes of one or more checkpoints set on the travel road, and the travel priority of the vehicle after passing through each checkpoint,
The section control unit has an access restriction function for restricting the traveling speed of each vehicle so that the traveling priority is not within the access restriction area of a higher-order vehicle other than the checkpoint, and each vehicle is assigned the traveling priority. Maintain or modify
The CP control unit is characterized in that, at a checkpoint, a vehicle having a traveling priority after passing through the checkpoint is restricted from passing a vehicle that is not in the current passable rank, and a vehicle in the passable rank is allowed to pass. Operation management system. The CP control unit
A block function for setting the traveling speed of the vehicle to 0 and blocking the passage when the traveling priority after passing the vehicle that has reached the checkpoint is not the current passing priority;
When there is a vehicle whose passage is blocked at the check point, the access restriction function is canceled for a vehicle having a higher driving priority than that vehicle, and the vehicle in the passable rank is passed without setting the speed limit. The operation management system according to claim 1, further comprising a priority passing function.   Each vehicle has a vehicle communication device that communicates with the operation management device, a self-position detection device that detects the self-location, and a speed control device that limits the traveling speed below the speed limit specified by the operation management device. The operation management system according to claim 1. (A) preparing a plurality of vehicles and an operation management device that communicates with each vehicle and manages the operation of each vehicle;
(B) storing the coordinates and size of one or more checkpoints set on the travel path, and the vehicle travel priority after passing through each checkpoint;
(C) Other than the check point, the approach restriction function restricts the traveling speed of each vehicle so that the driving priority is not within the access restriction area of the higher-order vehicle, and maintains the vehicles in the order of the traveling priority. correct,
(D) An operation management method characterized in that, at a checkpoint, a vehicle whose priority for travel after passing through the checkpoint is not currently in a passable rank is restricted, and a vehicle in the passable rank is allowed to pass. . In (C), the inter-vehicle distance between the vehicles is calculated, and the traveling speed of the rear vehicle is set to the speed limit according to the inter-vehicle distance.
In (D), when the vehicle is present in the checkpoint, it is determined whether or not the driving priority after passing the vehicle is the current passable priority by the driving priority table.
If it is not in a passable rank, the vehicle's running speed is set to 0 to block its passage,
When there is a vehicle whose passage is blocked at the check point, the access restriction function is canceled for a vehicle whose traveling priority is higher than that vehicle, and the vehicle in the passable rank is allowed to pass without setting a speed limit. The operation management method according to claim 4.

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