JP6604846B2 - Mining equipment operation management system - Google Patents

Description

  The present invention relates to a mining machine operation management system, and more particularly to an operation management technique at an intersection.

  As an example of operation management technology at the intersection of a plurality of vehicles, Patent Document 1 states that “a priority is set for a vehicle entering the intersection, and the intersection is set to pass through the intersection according to the set priority. In an intersection traffic control system that controls the speed of an approaching vehicle, when there are a plurality of approaching vehicles that have entered the predetermined area including the intersection, the intersections are selected in order from the vehicle with the shortest time required to reach the intersection. When the vehicle A that has entered from the priority road and the vehicle B that has entered from the non-priority road exist within a predetermined area, the vehicle A is controlled before the vehicle B. However, if the time length required for the vehicle B to pass the intersection is shorter than the time length required for the vehicle A to reach the intersection, and the vehicle B is already If you are reaching the intersection is passed through the intersection of the vehicle B ahead of the vehicle A (Abstract excerpt) "configuration is disclosed.

  Further, Patent Document 2 discloses that “a vehicle detection device in which an intersection control system that is disposed at a road intersection where no vehicle traffic signal is installed and controls intersection traffic detects a vehicle that has entered within a predetermined distance range from the intersection. And a vehicle deceleration control device mounted on a vehicle that passes through the intersection, and acquires position information and vehicle state information from each vehicle in which entry has been detected, determines the possibility of crossing of each vehicle, and the possibility of crossing Priority is set for each vehicle having the position based on the position information and the vehicle state information, and the vehicle deceleration control device executes the deceleration control so that the vehicles having the possibility of crossing pass the intersections in the order of priority. When vehicle state information indicating that the vehicle state is incapable of deceleration control is obtained from any of the vehicles having the possibility of crossing, the priority of the vehicle is set to the highest. Summary excerpt) "configuration is disclosed.

  Further, Patent Document 3 states that “when a vehicle control device that performs braking control in a vehicle detects another vehicle (a crossing vehicle) having a possibility of crossing with the host vehicle at a front intersection of the host vehicle, Priorities are set for the host vehicle and the other vehicle, and when the host vehicle is not prioritized with respect to the other vehicle (when the priority is relatively low), the host vehicle passes through the intersection. Is configured to execute braking control of the host vehicle so that the vehicle passes through the intersection (summary excerpt).

JP 2007-293388 A JP 2007-141145 A US Patent No. 8099232

  In the techniques described in Patent Literatures 1, 2, and 3, priority selection and non-priority vehicle speed control are performed only when a plurality of vehicles enter the intersection area. Therefore, depending on how the intersection area is set, there is a possibility that the deceleration of the non-priority vehicle becomes abrupt and the waiting time after the vehicle stops becomes long. Therefore, when the above-mentioned prior art is applied to operation control of mining equipment, especially large mining dump trucks, fuel consumption decreases due to sudden braking operation or repeated restart from stopping and high load on the vehicle body. This causes an increase in maintenance costs, which increases the operating costs of mining equipment, leading to a decline in mine production efficiency.

  Furthermore, the prior art determines the priority based on the positional relationship of the vehicles and the priority of the road itself. However, in the case of a mine, it is important to improve production efficiency. Therefore, when the priority of a vehicle is determined based on the positional relationship of the vehicle and the priority of the road, a dump truck loaded with mine products like an ore is used. The vehicle is stopped as a non-priority vehicle, resulting in a longer product transportation time and a decrease in mine productivity. As described above, when the above prior art is applied to the operation management technology in the mine, there is a concern about a decrease in productivity. Therefore, a vehicle operation management technology suitable for the circumstances of the mine is desired.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle operation management technology in consideration of improvement in production efficiency of a mine.

In order to solve the above-described problems, the present invention provides a mine in which each of a plurality of mining machines traveling in a mine and a control control device that executes operation management processing of each mining machine are connected via a wireless communication line. In the machine operation management system, each of the mining machines transmits a position acquisition unit that calculates the position information of the own machine and the position information of the own machine to the control control apparatus, and the operation management information is transmitted from the control control apparatus. A vehicle-side communication device that receives the position information from each of the mining machines, and the control-side communication device that transmits the operation management information to each of the mining machines. Using a route data storage unit that stores route data that defines the travel route of the mining machine, the position information of each mining machine, and the route data of the mining machine, the intersection is on the travel route of the mining machine. A collision estimation unit that calculates a scheduled time at which a mountain machine arrives, compares each scheduled time at which each of the plurality of mining machines arrives at the intersection, and estimates whether a collision or near miss occurs between the plurality of mining machines And when the collision estimation unit estimates that a collision or near miss occurs between the plurality of mining machines, the priority is determined for each mining machine based on the contribution ratio to the improvement of the mining productivity. And a time when the priority determining unit that determines the priority regarding the approach to the intersection among the plurality of mining machines and the mining machine determined to have a high priority by the priority determining unit finishes passing the intersection. The avoidance arrival determined so that the mining machine determined to have a low priority by the priority determination unit arrives at a point before the intersection at a time later than the high priority machine passage time. It includes avoidance arrival time setting unit for setting a time, and the control-side communication apparatus causes the arrival mining equipment which the priority is determined to be low at a point of said by intersecting point remote before the avoidance arrival time The operation management information is transmitted to the mining machine determined to have the low priority , and the avoidance arrival time setting unit determines the high priority machine passing time to be the mine having the low priority. It is set as the avoidance arrival time for the machine .
Further, the present invention is a mining machine operation management system in which each of a plurality of mining machines traveling in a mine and a control control device that executes operation management processing of each mining machine are connected via a wireless communication line. Each of the mining machines has a position acquisition unit that calculates position information of the own machine, and vehicle-side communication that transmits the position information of the own machine to the control control device and receives operation management information from the control control device. A control-side communication device that receives position information from each mining machine and transmits the operation management information to each mining machine, and a traveling route of each mining machine. Using the route data storage unit for storing the specified route data, the position information of each mining machine and the route data of the mining machine, the mining machine is expected to arrive at an intersection on the traveling route of the mining machine. A collision estimator that calculates a time, compares the scheduled times at which each of the plurality of mining machines arrives at the intersection, and estimates whether a collision or near miss of the plurality of mining machines occurs; and the collision estimation unit However, when it is estimated that a collision or a near miss of the plurality of mining machines occurs, the priority is determined for each mining machine based on the contribution rate to the productivity improvement of the mining, and the plurality of mines A priority determination unit that determines a priority for entering the intersection of the machines, and a high-priority machine passage that is a time at which the mining machine determined to have a high priority by the priority determination unit finishes passing the intersection The avoidance arrival time is set so that the mining machine determined to have a low priority by the priority determination unit arrives at a point before the intersection at a time later than the time. A time setting unit, and a travel permission section setting unit that sets a partial section of the travel route of each mining machine as a travel permission section that allows only the mining machine to travel and prohibits the entry of other mining machines. The control side communication device has the operation management information for causing the mining machine determined to have a low priority to arrive at a point before the intersection at the avoidance arrival time, and the priority is low. The avoidance arrival time setting unit sets the avoidance arrival time sequentially from a terminal node of a travel permission section at a position where the distance to the intersection is long. .

  ADVANTAGE OF THE INVENTION According to this invention, the operation management technique of the vehicle which considered the improvement of the production efficiency of a mine can be provided. Problems, configurations, and effects other than those described above will become apparent from the following description of embodiments.

Schematic explanatory diagram of a mining machine operation management system according to the present embodiment Functional block diagram of mining equipment operation management system Diagram showing an overview of route data The figure which shows the situation of calculation of own vehicle position link The figure which shows the structure of a priority determination part The figure which shows the priority point data referred when a priority determination part performs priority determination The figure which shows the positional relationship example of the several vehicle in the vicinity of an intersection The figure which shows transition of the position of the vehicle A in the example of FIG. Flow chart showing the flow of collision prevention processing The figure which shows the speed change at the time of obtaining the speed change of the vehicle A when the travel permission of the segment including the intersection is not obtained Functional block diagram of a mining machine operation management system according to another embodiment

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In all the drawings for explaining this embodiment, the same reference numerals are given to those having the same function, and the repeated explanation thereof may be omitted.

  First, an outline of a mining machine operation management system according to the present embodiment will be described with reference to FIGS. 1 to 6. FIG. 1 is a schematic explanatory diagram of a mining machine operation management system according to the present embodiment. FIG. 2 is a functional block diagram of the mining machine operation management system 1. FIG. 3 is a diagram showing an outline of route data. FIG. 4 is a diagram illustrating how the vehicle position link is calculated. FIG. 5 is a diagram illustrating a configuration of the priority order determination unit. FIG. 6 is a diagram illustrating priority score data referred to when the priority determination unit performs priority determination.

  As shown in FIG. 1, in the mine, a loading place 61 in which a loading machine 10 for mining minerals and topsoil and loading it on a transportation vehicle is operated, an earthing ground 62 where the transportation vehicle unloads the load, and a parking lot. The machine place 63 is connected to each other by the conveyance path 60 and installed. And a conveyance vehicle and a working machine drive | work on the conveyance path 60. FIG. As an example of a mining machine that travels in a mine, an unmanned transport vehicle 20-1 that transports crushed stones such as minerals and topsoil, a manned transport vehicle 20-2 that travels by driving operation of a driver, a grader, a dozer, and a water truck And a manned auxiliary work vehicle 70 such as a light vehicle. In the following, since each of the mining vehicles is used as a mining machine, the mining machine may be described as a mining vehicle or simply a vehicle.

  A control station 30 is installed in the mine. The control station 30 is provided with a control control device 31 that executes operation management processing of each mining machine 70-1, 70-2, 70. In the mining machine operation management system 1 according to the present embodiment, the control control device 31 and the mining machines 20-1, 20-2, and 70 include radio stations 32, 41-1, 41-2, and 41-3. It is configured to be connected via a wireless communication line 40.

  The conveyance path 60 has an intersection where a plurality of roads intersect. The intersection here includes a crossroad intersection 65a and a plurality of road junctions 65b. The mining machine operation management system 1 has one of the features in that traffic is controlled at the intersection.

  As shown in FIG. 2, the control station 30 includes a control-side communication device 50 and a control device 31 that enable data communication of each vehicle in the mine. The control control device 31 includes a route data storage unit 311 for storing route data indicating the positional relationship and connection relationship of the transport route 60, loading place 61, earthing place 62, parking lot 63, etc. in the mine, and each vehicle. A route generation unit 312 for determining the destination and the route to the destination, a travel permission section setting unit 313 for setting a section for permitting the traveling of each vehicle, the position and speed of work machines and vehicles existing in the mine, A vehicle state acquisition unit 314 that can acquire states such as a work state, a destination, and vehicle specifications, a collision estimation unit 315 that estimates whether a collision or near miss occurs at an intersection in the mine, and a vehicle state acquisition unit 314 A priority determination unit 316 that determines the vehicle priority based on the acquired state of each vehicle, and a time to arrive at the intersection in order to avoid an estimated collision or near miss, and that time is assigned to each vehicle. Notification times And it includes at least a arrival time setting unit 317. The “collision” is a state where a plurality of mining machines are actually in contact with each other, and “near miss” is a state where the distance between the plurality of mining machines is less than a distance threshold for determining that the distance is too close. Means. This distance threshold may be dynamically determined appropriately according to the type of mining machine that is subject to the collision prevention determination process according to the traveling speed, braking performance, road surface gradient, braking distance, etc. of the mining machine. A predetermined distance threshold may be used statically. In the following description, the term “collision” may include a near miss for convenience of description. Hereinafter, for convenience of explanation, the control control device 31 will be described as performing traffic control of a mining vehicle. However, work machines such as dozers and graders are also subject to traffic control by the control control device 31 as in the case of a mining vehicle. It is good.

  The route data storage unit 311 is a database that stores all route data in the mine, and is configured to be able to take out data at a necessary place as necessary. As shown in FIG. 3, the route data includes a row of a node 22 that uniquely identifies one point in the mine and a link 21 that connects adjacent nodes. Each link 21 includes data such as coordinate values, target speeds, road widths, gradients, curvatures, and road distances of the front end node 22A and the end node 22B in the link portion. In addition, the route data constitutes a segment 15 having a plurality of or single links 21. That is, the route data is composed of a plurality of segments 15. The travel permission described below is composed of 15 segments.

  The route generation unit 312 is configured based on an excavation plan, a work state of the entire mine, and the like, such as an unmanned transport vehicle 20-1, a manned transport vehicle 20-2, a manned auxiliary work vehicle 70, and a loading machine 10. The process of generating the destination and the route to it is executed. The route generation unit 312 determines the route of the target vehicle based on the current position of the target vehicle for the route processing acquired from the vehicle state acquisition unit 314 and the destination and route data acquired from the route data storage unit 311. Generate.

  The travel permission section setting unit 313 sets the partial section of the route generated for the target vehicle for the travel permission section setting process as a section that permits travel of only the target vehicle (hereinafter referred to as “travel permission section”). Execute the process. The set travel permission section is transmitted from the control side communication device 50 to the target vehicle via the wireless communication line.

  Since many vehicles are traveling in the mine, it is necessary to avoid interference of the vehicles. Therefore, the travel permission section setting unit 313 gives a travel permission only to the target vehicle in each travel permission section. In other words, the travel permitted section functions as a closed section that prohibits entry to other vehicles. Thereby, since it is avoided that a plurality of vehicles exist in one run permission section, interference between vehicles can be avoided.

  The travel permission section setting unit 313 determines whether or not the travel permission section can be set when a request is received from the vehicle, and sets the travel permission section if possible. On the other hand, the vehicle makes a request for setting the next new travel-permitted section when the remaining travel-permitted section set in the host vehicle becomes shorter.

  Moreover, as shown in FIG. 4, among the travel permission sections 15A to the nodes 22A to 22B where each vehicle, for example, the automated guided vehicle 20-1 has traveled, the traveled section 15a is released from the vehicle. It becomes a section which does not belong to the travel permission section of the vehicle, and can be given to another vehicle as a travel permission section.

  The vehicle state acquisition unit 314 acquires vehicle state data indicating the state of machines and vehicles in the mine. The vehicle state data includes the position, direction, speed, load state, vehicle specification, etc. of the vehicle.

  The collision estimation unit 315 collides with each other at intersections 65a and 65b in the mine from the route data of each vehicle acquired from the route generation unit 312 and the vehicle state data of each vehicle acquired from the vehicle state acquisition unit 314. A process for estimating whether a near miss occurs is executed.

  The collision estimation unit 315 refers to the road distance and target speed set for each link 21 and assumes that each vehicle travels on the link 21 near the target speed of the link. Is estimated. Then, the collision estimation unit 315 calculates the scheduled time when each vehicle reaches the intersection by considering all the routes from the vehicle position to the intersection.

The automatic guided vehicle 20-1 extracts a target speed from the given route data and travels around that speed. In the manned transport vehicle 20-2 and the auxiliary work vehicle 70, the target speed is presented to the driver. As an example of presentation, for example, a display in the driver's seat may display the target speed. Then, the driver sees the displayed target speed and performs an operation of traveling according to the target speed.

  As shown in FIG. 5, the priority order determination unit 316 includes a vehicle specification priority setting unit 316a, a loading specification priority setting unit 316b, a destination priority setting unit 316c, a destination congestion degree priority setting unit 316d, and a work emergency A priority order setting unit 316e and a priority totaling unit 316f. Based on the vehicle data acquired from the vehicle state acquisition unit 314 and the route data acquired from the route generation unit 312, to the intersection of each vehicle It is configured such that a priority score representing the entry priority of the vehicle is obtained, and the priority order can be determined according to the score. The priority order by the priority order determination unit 316 is determined in consideration of the contribution rate for improving the productivity of the mine, and the vehicle specifications, loading specifications, destinations, destination congestion levels, and work urgency levels contribute to productivity improvements. It is an example of a factor.

  The vehicle specification priority setting unit 316a, the loading specification priority setting unit 316b, the destination priority setting unit 316c, the destination congestion level priority setting unit 316d, and the work urgency level priority setting unit 316e are shown in FIG. Prioritize scoring according to the score.

  The vehicle specification priority order setting unit 316a stores score data indicating the priority order determined by the user for each vehicle specification. For example, when a vehicle such as an unmanned transport vehicle, a manned transport vehicle, a watering vehicle, a grader, a dozer, or a light vehicle exists, the user determines a priority order according to the vehicle specification, and the vehicle specification priority setting unit 316a Accept registration. Then, the vehicle specification priority setting unit 316a determines which of the vehicle specifications registered in FIG. 6 corresponds to the specification of the vehicle whose priority is to be determined, and performs scoring. The example of FIG. 6 shows an example in which the number of automatic guided vehicles is 6 points, the number of manned transport vehicles is 5 points, the watering vehicle is 4 points, the grader is 3 points, the dozer is 2 points, and the light vehicle is 1 point.

  The loading specification priority order setting unit 316b stores priority point data indicating the priority order determined by the user for each loading specification. In the example of FIG. 6, there are 5 minerals, 4 topsoils, 3 empty loads, 2 waters, and 1 water sky. The loading specification priority setting unit 316b determines the loading specification of each vehicle from the vehicle specification, the destination, or the departure place.

  The destination priority setting unit 316c stores priority score data indicating the priority determined by the user for each destination of each vehicle. The destination priority order setting unit 316c acquires the destination of each vehicle from the route generation unit 312. In the example of FIG. 6, 5 loading sites for loading minerals, 4 loading sites for loading topsoil, 3 points for discharging soils for minerals, 2 points for discharging soils for discharging topsoil. The parking lot is one point.

  The destination congestion level priority setting unit 316d estimates the degree of congestion at the destination of each vehicle, and determines and registers a priority for each degree of congestion. In the example of FIG. 6, 5 points are assumed when congestion is not expected, and 1 point is expected when congestion is expected. The destination congestion degree priority setting unit 316d realizes the destination congestion estimation process by the same process as the collision estimation unit 315 described above.

  The work urgency priority setting unit 316e stores priority score data indicating the priority determined by the user according to the urgency of work of each vehicle. In the example of FIG. 6, the emergency is 1000 points and the normal is 1 point.

  The priority totaling unit 316f includes a vehicle specification priority setting unit 316a, a loading specification priority setting unit 316b, a destination priority setting unit 316c, a destination congestion level priority setting unit 316d, and a work emergency level priority setting unit 316e. The score indicating the priority order determined by each is acquired, and addition processing and multiplication processing are executed to obtain a total value of priority of each vehicle.

  The priority order determination unit 316 determines the priority order in descending order of the total score obtained by adding or multiplying the priority scores acquired from the above-described components based on the calculation result of the priority counting unit 316f. When the priority score is the same, the priority ranking determination unit 316 gives priority to a vehicle that is estimated to arrive early at the intersection.

  The avoidance arrival time setting unit 317 includes route data of each vehicle acquired from the route generation unit 312, vehicle state data of each vehicle acquired from the vehicle state acquisition unit 314, and priority of each vehicle acquired from the priority order determination unit 316. Based on the rank, the time at which each vehicle arrives at at least one of the nodes 22 before the intersection of the low priority vehicle is set so that no collision or near miss occurs at the intersection. That is, one or more nodes 22 on the route data are selected, and the arrival time at the selected node 22 is set.

  Further, the avoidance arrival time setting unit 317 may apply, as an example of the selected node 22, a terminal node of each travel permission section to be given to each vehicle. In addition, even if a vehicle with a low priority during deceleration returns to the target speed and accelerates after the node that is in front of the terminal node, no collision or near miss will occur in the intersection with the vehicle with a high priority. A node that can secure a distance may be set as an arrival time setting target node.

  Specifically, the avoidance arrival time setting unit 317 sets the arrival time by the following processing, for example. That is, the avoidance arrival time setting unit 317 sets the arrival time only at the node before the intersection when the purpose is to avoid a collision or near miss at the intersection, and each vehicle is a node in which the arrival time is designated. What is necessary is just to control a speed | rate so that it may arrive at the designated node at the designated time, when the segment which has is received as a driving | running | working permission area.

  However, when the travel permitted section is short, there is a risk of sudden deceleration. Therefore, the avoidance arrival time setting unit 317 sets the arrival time sequentially from the end node of the travel permitted section at a position where the distance to the intersection 65 is sufficient so as not to make a sudden deceleration, thereby smoothly changing the speed. Can be realized.

  The automatic guided vehicle 20-1 has a vehicle body relative to the vehicle control device 100, the vehicle-side communication device 51, and a travel drive device such as a travel motor (corresponding to an acceleration device) and a steering motor (corresponding to a steering device). And a travel control device 200 that performs control for autonomously driving the vehicle to travel unattended. The traveling drive device also includes braking devices such as a retarder brake and a mechanical brake.

  The vehicle control device 100 selects a route acquisition unit 101 that records a traveling route and information associated therewith, a vehicle position acquisition unit 102 that calculates a current vehicle position and a traveling direction, and a link where the vehicle is located. An own vehicle position link acquisition unit 103, an arrival time acquisition unit 104 that can acquire a node to which the arrival time is specified and its arrival time, and a vehicle body state recognition unit 105 that recognizes the vehicle state such as travel speed, steering angle, and loading weight And a target speed information generation unit 106 that generates a speed pattern necessary for arriving at the designated arrival time at the commanded node, and a travel permission section request unit 107 that requests a travel permission section. Yes.

  The route acquisition unit 101 acquires route data that the host vehicle should travel from the control station 30. The route data is given from the control station 30 not in the entire route to the destination but in the unit of the travel permitted section. The automatic guided vehicle 20-1 travels within the range toward the terminal node of each link.

  The route data includes a plurality of links. Since each link describes a target speed to travel, the route acquisition unit 101 extracts the target speed and adopts it as the target speed of the vehicle.

  The vehicle position acquisition unit 102 uses an output from a device that estimates a position such as a GPS (global positioning system) or a device that estimates a moving amount such as an IMU (inertial navigation device) or a wheel rotation speed sensor. The vehicle position CP (see FIG. 4) is calculated.

  Based on the vehicle position obtained from the vehicle position acquisition unit 102, the vehicle position link acquisition unit 103 selects the vehicle position link 21 </ b> D (see FIG. 4) that is the link where the vehicle is located, and further, the link 21 </ b> D. Extract route data including

  As an example, a state in which data in the vicinity of the vehicle position is extracted is shown in FIG. The own vehicle position link acquisition unit 103 compares the own vehicle position obtained from the own vehicle position acquisition unit 102 with the coordinate values of the link end node 22A and the end node 22B, and between the end node 22A and the end node 22B. The nearest link among the links to which the vehicle position CP is applied is selected and determined as the vehicle position link 21D. Furthermore, the vehicle position link 21D is selected, and route data associated with the link 21D is extracted.

  Further, the own vehicle position link acquisition unit 103 calculates the link from the position of the foot of the perpendicular line dropped from the own vehicle position CP to the own vehicle position link 21D and the road distance of the link provided in the own vehicle position link 21D. Among the road distances, the distance d that has already been traveled is calculated. The own vehicle position link acquisition unit 103 calculates the remaining distance from the road distance that the link has and the traveled distance d.

  The travel permission section request unit 107 generates and notifies request information of the travel permission section to the control station 30. The timing for requesting the travel permitted section may be set, for example, when it is determined in the travel permitted section request unit 107 that the remaining distance of the travel permitted section of the vehicle has become shorter.

  The arrival time acquisition unit 104 acquires the ID of the node for which the arrival time is designated and the arrival time from the control station 30 and stores them.

  The target speed information generation unit 106 is a speed pattern (target speed or transition of target speed) for realizing arrival at a specified arrival time at a node for which the arrival time acquired from the arrival time acquisition unit 104 is specified. Whichever is acceptable).

For example, when the road pattern distance from the vehicle position CP to the node for which the arrival time is designated is L, and the time from the current time to the arrival time is T, the target speed V is expressed by the following equation (1). decide.
V = L / T (1)

  The target speed information generation unit 106 calculates the road distance L to the designated node, for example, by the following process. By searching a node string on the route data provided in the route acquisition unit 101, a node having an arrival time designated is selected. The route data acquired by the route acquisition unit 101 is provided with a link distance. The own vehicle position link acquisition unit 103 is configured to calculate the remaining road distance on the own vehicle position link 21D. Therefore, by adding the remaining road distance of the vehicle position link 21D to the road distance from the next link of the vehicle position link 21D to the specified node, the distance from the vehicle position to the specified node is increased. You can get the distance along the road.

  In the above example, the case where a constant target speed was adopted as the speed pattern was shown, but it is common that there are up and down gradient changes and curvature changes in the mine, and until a predetermined speed is reached. There are acceleration and deceleration times. Therefore, based on the gradient and curvature data included in the route data and the vehicle body behavior characteristics acquired in advance, the transition of the target speed considering the gradient, curvature, vehicle acceleration / deceleration characteristics, etc. may be obtained as a speed pattern. .

  The travel control apparatus 200 includes a target torque generation unit 201 that generates a travel motor torque command for each wheel so as to realize a target speed, and a target steering angle generation unit 202 that generates a steering angle command so as to realize a target route. including. The target torque generator 201 feeds back the difference between the target speed and the current speed, and generates a target running torque that reduces the difference. The target steering angle generation unit 202 feeds back a deviation between the vehicle position obtained from the vehicle position acquisition unit 102 and the target route, and generates a target steering angle that reduces the difference.

  The vehicle body state recognition unit 105 recognizes the vehicle body state of the automatic guided vehicle 20-1 such as vehicle specifications, steering angle, traveling speed, and loading weight, that is, acquires information indicating the vehicle body state. The steering angle can be obtained by measuring the steering angle with a rotation angle sensor or the like. The vehicle body state recognition unit 105 obtains the traveling speed based on the rotational speed sensor that measures the rotational speed of the front wheels and the rear wheels and the tire specifications. Further, the vehicle body state recognition unit 105 calculates the loaded weight based on a pressure sensor that can measure the pressure of the suspension installed on each wheel.

  The manned transport vehicle 20-2 and the manned auxiliary work vehicle 70 include at least a vehicle side communication device 51, a vehicle control device 100, and an information presentation device 300 such as a display capable of presenting necessary information to the driver. ing. The vehicle side communication device 51 and the vehicle control device 100 are equivalent to those mounted on the automatic guided vehicle 20-1.

  The information presentation device 300 displays the speed pattern notified from the vehicle control device 100 and the travel permission section on the display in the driver's seat. By confirming this, the driver can travel in the vicinity of the specified speed as instructed by the control station 30, and can travel in the specified travel permission section.

  Details of the collision prevention process will be described with reference to FIGS. 7, 8, and 9. FIG. 7 is a diagram illustrating an example of the positional relationship of a plurality of vehicles near an intersection. FIG. 8 is a diagram showing the transition of the positions of the vehicles A and B in the example of FIG. FIG. 9 is a flowchart showing the flow of the collision prevention process.

  As shown in FIG. 7, the following description will be given taking as an example a scene in which two vehicles A and B approach an intersection CR.

  The vehicle A is a manned transport vehicle 20-2, the destination is a topsoil dumping ground, the loading specification is a topsoil load, the destination is crowded, and the urgency of the work is normal. The vehicle A travels along the route A. The segment 15A is a travel permission section given to the vehicle A. The node QA is a node immediately before the intersection CR on the route A. The node PA is a node immediately after passing through the intersection CR on the route A.

  The vehicle B is an automated guided vehicle 20-1, the destination is a mineral loading site, the loading specification is empty, the destination is not crowded, and the urgency of the work is normal. The vehicle B travels along the route B. The segment 15B is a travel permission section given to the vehicle B. The node QB is a node immediately before the intersection CR on the route B. The node PB is a node immediately after passing through the intersection CR on the route B.

  In FIG. 8, the horizontal axis represents time, the left vertical axis represents the position on the route A of the vehicle A, and the right vertical axis represents the position on the route B of the vehicle B. In FIG. 8, the vehicle A reaches the node QA at the time TB on a straight line (shown by a one-dot chain line) indicating the transition of the position when the speed of the vehicle A is not adjusted. On the other hand, a straight line (shown by a dotted line) indicating the transition of the position of the vehicle B reaches the node C (a node in the intersection CR) at time TB. Therefore, the vehicles A and B enter the intersection CR at the same time or near miss time intervals, and the risk of interference between the vehicles A and B increases. Therefore, the control station 30 executes a collision prevention process, determines the priority of both vehicles, decelerates the vehicle A having a low priority, shifts the arrival time of the node QA to TPB (TQA), and reduces the risk of interference. . This arrival time is equivalent to the avoidance arrival time TPB (TQA). Hereinafter, the collision prevention process will be described along each step of FIG.

[Step 1 (S1)] Selecting a target intersection The collision estimation unit 315 selects a target intersection for collision prevention processing. As an example of this selection process, for example, for every intersection in the mine, an intersection ID that uniquely identifies each intersection is assigned, and the collision estimation unit 315 selects one intersection ID one by one, which will be described later. Processes up to step 9 are executed. Then, after step 7 or step 9 is completed, the process returns to step 1 and the collision estimation unit 315 selects the next intersection ID and executes the processing from step 2 onwards. This process may be repeated while the mine is operating.

  As an example of the above-described modification, the intersection to be subjected to the collision prevention process is based on the intersection indicated by the selected intersection ID, and within a predetermined distance, for example, a braking distance until the vehicle stops at the entrance of the intersection plus a margin. If there are a plurality of vehicles, the processing from step 2 to step 9 described later may be executed, and if not, the next intersection ID may be selected.

  Furthermore, the collision estimation unit 315 may select the closest intersection in the traveling direction of each vehicle as a target for the collision prevention process. Then, when the collision prevention process for the vehicle is finished, the next vehicle may be selected, and the intersection closest to the vehicle may be the target of the collision prevention process.

[Step 2 (S2)] The collision estimation unit 315 calculates the estimated time at which each vehicle will arrive at the intersection. The scheduled time of arrival at node C, which is one node, is calculated. That is, the arrival time TA to the node C in the intersection CR of the vehicle A and the arrival time TB to the node C in the intersection CR of the vehicle B are calculated.

[Step 3 (S3)] The difference between scheduled arrival times is obtained, the thresholds are compared, and the occurrence of a collision or near miss is determined. The collision estimation unit 315 determines whether the vehicle A arrives at the node C and the vehicle B The absolute value of the difference between the scheduled times TB arriving at the node C is obtained. If this is TC, it is obtained by the following equation (3).
TC = | TA-TB | (3)

The collision estimation unit 315 compares the time threshold TH with the TC. The time threshold TH is a parameter that is determined in advance based on the size of the intersection. When TC is smaller than TH, that is, when the following expression (4) is satisfied (S3 / Yes), it is estimated that a collision or near miss occurs at the intersection.
TC <TH (4)

  When the equation (4) is not satisfied (S3 / No), the collision estimation unit 315 returns to Step 1 and selects the next intersection because it is estimated that no collision or near miss occurs at the intersection.

[Step 4 (S4)] The priority score is calculated. The collision estimation unit 315 outputs a priority determination instruction for the vehicles A and B to the priority determination unit 316. The priority order determination unit 316 acquires the vehicle states of the vehicles A and B from the vehicle state acquisition unit 314, and determines the priorities of the vehicles A and B based on the points set as shown in FIG. decide.

  In this example, the priority totalization unit 316f of the priority order determination unit 316 calculates the priority score PRA of the vehicle A by 5 manned transport vehicles, 2 destination surface soil release fields, 4 loading specification surface soil loads, It is calculated as 40 points by multiplying one point of congestion and one point of normal work urgency.

  On the other hand, the priority totalization unit 316f of the priority order determination unit 316 calculates the priority score PRB of the vehicle B by 6 unmanned transport vehicles, 5 destination mineral loading points, 3 loading specification empty loads, and destination congestion status. It is calculated as 450 points by multiplying the score of 5 points with no congestion and 1 point of normal work urgency.

[Step 5 (S5)] Priority vehicle determination unit 316 compares PRA and PRB based on the value calculated by priority totaling unit 316f (S5), and gives priority to the one with the highest priority score. A vehicle. In this example, since vehicle A has a priority score of 40 points and vehicle B has a priority score of 450 points, PRA <PRB (S5 / No), and vehicle B is determined to be a priority vehicle. The priority determination unit 316 outputs the result to the collision estimation unit 315 and proceeds to S8. When PRA> PRB (S5 / Yes), the vehicle A is determined to have priority, and the result is output to the collision estimation unit 315 and proceeds to S6.

[Step 6 (S6)] The avoidance arrival time setting unit 317 estimates the time that the vehicle B with high priority passes through the intersection. The avoidance arrival time setting unit 317 receives the time TPB (high-priority machine passage time) when the vehicle B with high priority arrives at the node PB. Equivalent). When the vehicle B arrives at the node PB, the permission to travel at the intersection is released from the vehicle B, and the vehicle A can be given. Therefore, if the vehicle A reaches the intersection when the vehicle B arrives at the node PB, the vehicle A can immediately obtain permission to travel at the intersection, and can avoid unnecessary stops.

[Step 7 (S7)] The arrival time of the node QA is set for the low-priority vehicle A. The avoidance arrival time setting unit 317 receives the time TPB (time when the high-priority vehicle B calculated in Step 6 arrives at the node PB. The high priority machine passing time) is set as a time TQA (corresponding to the avoidance arrival time) at which the low-priority vehicle A arrives at the node QA that is the node before the intersection.

  Step 8 (S8) In step 9 (S9), processing in which the vehicle A in step 6 and step 7 is the vehicle B and the vehicle B is the vehicle A is executed.

  According to the present embodiment, when it is estimated that a plurality of vehicles collide or near miss occurs at the intersection, a vehicle with high priority is appropriately determined from the viewpoint of improving the productivity of the mine. In order to avoid collisions or near misses for low priority vehicles, the arrival time to an appropriate node is set, and collisions or near misses are generated by controlling the vehicle to achieve the arrival time. Is avoided.

  The following description shows specific examples of the contents of the present invention, and the present invention is not limited to these descriptions. Various modifications by those skilled in the art are within the scope of the technical idea disclosed in this specification. Changes and modifications are possible.

  For example, in the above-described embodiment, the occurrence of a collision or near miss between two vehicles has been described as an example, but the occurrence of a collision or near miss between three or more vehicles can be avoided by a similar procedure. Specifically, the time for the second priority vehicle to pass through the segment including the intersection may be set as the time for the third vehicle to arrive at the terminal node of the segment immediately before the segment including the intersection.

  Further, when the remaining distance of the travel permission section of the own vehicle becomes shorter, the automatic guided vehicle 20-1 starts deceleration so that the vehicle can stop in the travel permission section without departing from the travel permission section. Therefore, for example, at the point of approaching an intersection, if acquisition of travel permission for a segment including the intersection is delayed, it may be necessary to decelerate. Therefore, the collision prevention process may be executed in consideration of the timing when the low priority vehicle transmits the request information of the travel permitted section to the segment including the intersection.

  An example will be described with reference to FIG. FIG. 10 is a diagram illustrating a speed change when the speed change of the vehicle A when the travel permission of the segment 16 including the intersection is not obtained. In order to prevent the low-priority vehicle A from decelerating before the intersection, the low-priority vehicle A has a high priority prior to the timing at which it is predicted that the travel permission request for the segment 16 including the intersection will be issued. Passes through the segment 16 including the intersection, and the segment 16 needs to be open.

  It can be known in advance by determining as a specification which position the automatic guided vehicle 20-1 will start decelerating and whether to request the next travel permitted section. For example, as shown in FIG. 10, if it is time to start deceleration at a distance Da from the end node NE of the segment before the intersection, and further request travel permission at a distance D before that, A vehicle having a high priority may open the segment 16 including the intersection before the timing.

  Therefore, the avoidance arrival time setting unit 317 estimates the distance D from the target speed of the corresponding part of the link. Therefore, the avoidance arrival time setting unit 317 applies to the low-priority vehicle A so that the segment 16 including the intersection is opened at the timing when the low-priority vehicle A arrives at the position in consideration of the distance D. The arrival time at the terminal node NE may be set. In this case, the vehicle may decelerate before the travel permission request is made (speed change shown by the solid line in FIG. 10), or the speed change so as to avoid sudden deceleration by performing the travel permission request. (Speed change indicated by a small dotted line in FIG. 10). These two speed changes are more gradual than the speed changes in the case where the travel permission section including the intersection is not given (the speed change shown by the one-dot chain line in FIG. 10).

  Alternatively, for example, the avoidance arrival time setting unit 317 sets the time when the low-priority vehicle A arrives at the time when the high-priority vehicle passes through the segment 16 including the intersection at the node NO immediately before the distance D. It may be configured to be set as.

  Another embodiment will be described with reference to FIG. FIG. 11 is a functional block diagram of a mining machine operation management system according to another embodiment.

  In the above embodiment, the control control device 31 sets the collision avoidance arrival time, transmits the arrival time to the vehicle control device 100, and the target speed information generation unit 106 of the vehicle control device 100 realizes the arrival time. Although the speed pattern is generated, as shown in FIG. 11, the target speed information generation unit 106 may be provided in the control control device 31, and the generated speed pattern may be transmitted to the vehicle control device 100. In this case, the target speed information generation unit 106 is not necessary for the vehicle control device 100. And in the automatic guided vehicle 20-1, autonomous traveling control is performed according to the speed pattern which the traveling control apparatus 200 received. Further, the target speed information generation unit 106 is not required for the vehicle control device 100 of the manned transport vehicle 20-2 and the manned auxiliary work vehicle 70, and the received speed pattern may be displayed on the information presentation device 300.

  Further, in the above embodiment, the collision prevention process at the intersection in the mining machine operation management system 1 using the travel permission section has been described as an example. The invention is applicable. For example, a system may be used in which vehicles running in a mine frequently upload their own vehicle positions to inter-vehicle communication and control stations to manage operations. In that case, when the collision prevention processing is performed before the intersection, a point for calculating the arrival time is determined (for example, 20 m before the intersection entrance), and the point is the terminal node of the travel permission section in the above embodiment. By replacing with, the collision prevention process can be performed in the same manner as in the present embodiment.

1: Mining machine operation management system, 10: Loading machine, 20-1: Unmanned transport vehicle, 20-2: Manned transport vehicle, 30: Control station, 31: Control control device, 70: Manned auxiliary work vehicle

Claims (7)

In a mining machine operation management system in which each of a plurality of mining machines traveling in a mine and a control control device that executes operation management processing of each mining machine are connected via a wireless communication line.
Each mining machine is
A position acquisition unit for calculating the position information of the own machine;
A vehicle-side communication device that transmits position information of the aircraft to the control control device and receives operation management information from the control control device;
The control control device comprises:
A control side communication device that receives position information from each mining machine and transmits the operation management information to each mining machine;
A route data storage unit for storing route data defining the traveling route of each mining machine;
Using the position information of each mining machine and the route data of the mining machine, the scheduled time of arrival of the mining machine at an intersection on the traveling path of the mining machine is calculated, and each of the mining machines A collision estimator that compares the estimated time of arrival at the intersection and estimates whether a collision or near miss occurs between these mining machines,
When the collision estimation unit estimates that a collision or near miss of the plurality of mining machines occurs, for each mining machine, determine the priority based on the contribution rate to the productivity improvement of the mine, A priority determining unit for determining a priority with respect to the approach to the intersection among the plurality of mining machines;
The priority determining unit determines that the priority is low at a time after the high priority machine passing time, which is the time when the mining machine determined to have high priority by the priority determining unit finishes passing the intersection. An avoidance arrival time setting unit that sets an avoidance arrival time that is determined so that the mining machine that has been made arrives at a point before the intersection,
The control side communication apparatus, the operation management information for arriving the determined mining machine and lower the priority point of the by intersecting point remote before the avoidance arrival time, the lower the priority Send to the determined mining equipment ,
The avoidance arrival time setting unit sets the high priority machine passage time as the avoidance arrival time for a mining machine determined to have a low priority.
Mining equipment operation management system characterized by that. In a mining machine operation management system in which each of a plurality of mining machines traveling in a mine and a control control device that executes operation management processing of each mining machine are connected via a wireless communication line.
Each mining machine is
A position acquisition unit for calculating the position information of the own machine;
A vehicle-side communication device that transmits position information of the aircraft to the control control device and receives operation management information from the control control device;
The control control device comprises:
A control side communication device that receives position information from each mining machine and transmits the operation management information to each mining machine;
A route data storage unit for storing route data defining the traveling route of each mining machine;
Using the position information of each mining machine and the route data of the mining machine, the scheduled time of arrival of the mining machine at an intersection on the traveling path of the mining machine is calculated, and each of the mining machines A collision estimator that compares the estimated time of arrival at the intersection and estimates whether a collision or near miss occurs between these mining machines,
When the collision estimation unit estimates that a collision or near miss of the plurality of mining machines occurs, for each mining machine, determine the priority based on the contribution rate to the productivity improvement of the mine, A priority determining unit for determining a priority with respect to the approach to the intersection among the plurality of mining machines;
The priority determining unit determines that the priority is low at a time after the high priority machine passing time, which is the time when the mining machine determined to have high priority by the priority determining unit finishes passing the intersection. An avoidance arrival time setting unit that sets an avoidance arrival time that is determined so that the mining machine that has been made arrives at a point before the intersection;
A travel permission section setting unit that sets a partial section of the travel route of each mining machine as a travel permission section that allows only the mining machine to travel and prohibits the entry of other mining machines ;
The control side communication apparatus, the operation management information for arriving the determined mining machine and lower the priority point of the by intersecting point remote before the avoidance arrival time, the lower the priority Send to the determined mining equipment ,
The avoidance arrival time setting unit
The mining machine operation management system , wherein the avoidance arrival time is set in order from a terminal node of a travel permission section where the distance to the intersection is long . In the mining machine operation management system according to claim 2 ,
Determination before Symbol avoid arrival time setting unit, a front of the intersection, for the most intersection near the run permission section, the run permission section within and between the lower the priority in front of the point than the intersection A time at which the mined machine arrives is set as the avoidance arrival time,
Mining equipment operation management system characterized by that. In the mining machine operation management system according to claim 1 or 2 ,
The priority determining unit
A machine specification priority setting unit that sets priority according to the specifications of each mining machine;
A loading specification priority setting unit for setting priority according to the specifications of the load of each mining machine;
A destination priority setting unit for setting priority according to the destination of each mining machine;
A destination congestion priority setting unit for setting priority according to the degree of congestion of the destination of each mining machine;
Comprising at least one of a work urgency priority setting unit that sets priority according to the urgency of the work of each mining machine,
Mining equipment operation management system characterized by that. In the mining machine operation management system according to claim 2 ,
The avoidance arrival time setting unit is located before the intersection, and for the travel permission section closest to the intersection, the avoidance arrival time for the mining machine determined to have the low priority as the high priority machine passage time. Set as
Mining equipment operation management system characterized by that. In the mining machine operation management system according to claim 1 or 2 ,
At least one of the plurality of mining machines is
A work machine side route data storage unit for storing route data defining the traveling route of the own machine;
A target speed for generating target speed information indicating a target speed or a transition of the target speed for the self-machine to arrive at the avoidance arrival time based on the position information of the self-machine and route data defining the travel route of the self-machine. An information generator,
A travel drive device including an acceleration device, a braking device, and a steering device;
A travel control device that executes control of the travel drive device so as to autonomously travel according to the target speed indicated by the target speed information,
The control side communication device transmits the avoidance arrival time as the operation management information to the autonomous traveling machine determined to have a low priority,
The target speed information generating unit generates the target speed information for arriving at a point before the intersection at the avoidance arrival time,
Mining equipment operation management system characterized by that. In the mining machine operation management system according to claim 1 or 2 ,
The control control device is configured to allow the mining machine to arrive at the avoidance arrival time based on position information of the mining machine determined to have a low priority and route data that defines a travel route of the mining machine. A target speed information generating unit that generates target speed information indicating a change in speed or target speed;
The control side communication device transmits the target speed information as the operation management information to a mining machine determined to have a low priority.
Mining equipment operation management system characterized by that.