JP6870270B2 - Remote control method and remote control device for unmanned driving system - Google Patents

Description

The present disclosure relates to a remote control method and a remote control device of an unmanned driving system including an unmanned driving vehicle capable of remote control driving and autonomous driving.

As a conventional example, when an obstacle is detected or when the system fails, the vehicle is automatically braked regardless of the remote control input to ensure safety. Remote control of the vehicle using a portable communication device. A maneuvering system is known (see Patent Document 1).

Japanese Unexamined Patent Publication No. 2015-506184

However, in the above-mentioned conventional example, an abnormality (for example, "when an obstacle that does not need to be avoided due to over-detection / false detection of the sensor is detected" or "when a momentary sensor abnormality due to backlight or the like" occurs) occurs during autonomous driving. When it occurs, it becomes inoperable remotely and the vehicle is stopped. For this reason, there is a problem that when the vehicle cannot be operated remotely and the vehicle is stopped, it is necessary to take a corresponding operation such as returning to autonomous driving by manned operation by getting into the stopped vehicle.

The present disclosure has focused on the above problems, and an object of the present disclosure is to reduce the operational burden of manned operation by getting into an emergency stop vehicle when a running stop state occurs due to an abnormality during autonomous driving.

In order to achieve the above object, the present disclosure includes an unmanned driving vehicle capable of autonomous driving and a remote control device capable of driving the unmanned vehicle by remote operation, and in autonomous driving, "runs" by automatic control. · driving operation-stop "turn is performed, forced brake by self-judgment you autonomous working.
This unmanned driving system includes a vehicle position detecting means for detecting the position of an unmanned driving vehicle and a device position detecting means for detecting the position of a remote control device.
When an emergency stop state occurs due to the autonomous operation of the forced brake due to an abnormality during autonomous driving of an unmanned driving vehicle, the remote control position may be an obstacle that hinders the progress of the emergency stop vehicle due to the positional relationship between the emergency stop vehicle and the remote control device. Determine if it is in a position where you can confirm that it is not there.
When it is determined that the remote control position is a position where it can be confirmed that there are no obstacles that hinder the progress of the emergency stop vehicle, the forced brake is released for the remote control device and the emergency stop state is changed to the autonomous driving state. Give remote control authority that can be restored.

In this way, when the positional conditions of the emergency stop vehicle and the remote control device are satisfied , the forced brake is autonomously operated by self-judgment by enabling the return from the emergency stop state to the autonomous driving state by remote control during autonomous driving. When a running stop state occurs due to an abnormality, it is possible to reduce the operation load due to manned operation by getting into an emergency stop vehicle.

It is a driving environment explanatory view which shows the driving environment example in the unmanned transport system (an example of an unmanned driving system) to which the remote control method of Example 1 and a remote control device are applied. It is a system configuration diagram which shows the structure of the unmanned transport system to which the remote control method of Example 1 and the remote control device are applied. It is a state transition diagram which shows the state transition at the time of transport operation in the unmanned transport system of Example 1. FIG. It is a block diagram which shows the detailed structure of the remote monitor / controller of the control room in Example 1. FIG. FIG. 5 is a block configuration diagram showing a detailed configuration of a remote monitor / controller processing system and a remote controller in the control room according to the first embodiment. It is an area range setting diagram which shows the setting example of "area 1 range" and "area 2 range" of the vehicle which stopped emergency by autonomous driving. It is an operation authority table which illustrates the normal operation authority which can be operated from each operation part in the unmanned transfer system of Example 1. It is an operation authority table which illustrates the operation authority at the time of an emergency stop which is switched according to the remote operation position determination at the time of an emergency stop of an unmanned driving vehicle in the unmanned transport system of Embodiment 1. It is a flowchart which shows the flow of the emergency stop correspondence processing when an unmanned driving vehicle stops by the obstacle detection. It is an operation explanatory diagram which shows the abnormality occurrence notification action to the worker when an unmanned driving vehicle stops by the obstacle detection. It is an operation explanatory diagram which shows the obstacle avoidance action by forced running when an unmanned driving vehicle stops by the detection of an obstacle unnecessary to avoid. It is an operation explanatory diagram which shows the obstacle avoidance action by a manned operation when an unmanned driving vehicle stops by the detection of an obstacle unnecessary to avoid. It is an operation explanatory diagram which shows the remote control restriction action by an operator skill when an unmanned driving vehicle stops by the detection of an obstacle which is unnecessary to avoid. It is a flowchart which shows the flow of the emergency stop correspondence processing when an abnormality is found and the unmanned driving vehicle is stopped by remote control. It is an action explanatory view which shows the example 1 of the suppression action of an unintended start when an abnormality is found and the unmanned driving vehicle is stopped by remote control. It is an action explanatory view which shows the action example 2 of the suppression action of an unintended start when an abnormality is found and the unmanned driving vehicle is stopped by remote control.

Hereinafter, the best embodiment for realizing the remote control method and the remote control device of the unmanned operation system according to the present disclosure will be described with reference to the first embodiment shown in the drawings.

First, the configuration will be described.
In the remote control method and the remote control device in the first embodiment, for example, a completed vehicle (transport target) lined off in a factory is unmanned and transported in a factory premises or a pier by using an automatic guided vehicle and a transport vehicle. It is applied to an automatic guided vehicle (an example of an unmanned operation system). Hereinafter, the configurations of the first embodiment are referred to as "driving environment configuration", "overall system configuration", "state transition configuration during transport operation", "remote monitor / controller configuration", "operation authority judgment / processing configuration", and "area". The explanation will be divided into "range and operator skill setting configuration" and "operation authority switching configuration in each operation unit".

[Driving environment configuration]
FIG. 1 shows an example of a running environment in an automatic guided vehicle to which the remote control method of the first embodiment and the remote control device are applied. Hereinafter, the details of the traveling environment configuration in the automatic guided vehicle system will be described with reference to FIG.

The unmanned transport system is a system in which unmanned vehicles (V101 to V105) that tow a transport trolley carry a transport target on the trolley and drive unmanned to the destination on a specified travel route in a limited area. is there.

There is one place (D101) where the object to be transported is placed, and there are multiple places (D102 to D105) where the object to be transported is unloaded. It should be noted that there may be a case where there are a plurality of places where the transport target is placed and where the transport target is unloaded.

In addition, the driving route is not a dedicated route, and manned vehicles (O101 to O103) by other drivers also travel in the same area and control the traffic of unmanned vehicles (V101 to V105) and manned vehicles (O101 to O103). Internal traffic lights (I101 to I104) are installed in various places on the driving route.

One worker is assigned to each of the loading and unloading sites (D101 to D105) on the travel route for the purpose of loading and unloading work and starting work to the next destination (within the route). Workers W101 to W105). Outside the travel route, one person is assigned to the control room provided indoors for the purpose of monitoring the status of each system (control room worker W106).

[Overall system configuration]
FIG. 2 shows the configuration of the automatic guided vehicle system to which the remote control method of the first embodiment and the remote control device are applied. Hereinafter, the details of the overall system configuration will be described with reference to FIG.

The unmanned driving vehicles V101 to V105 are vehicles capable of manned driving having a steering wheel, an accelerator pedal, and a brake pedal in the vehicle. It has a sensor M101, an automatic operation recognition determination processor M102, and an automatic operation control controller M104.

The on-board sensor M101 acquires the vehicle position, vehicle momentum, and vehicle surrounding environment as sensing data. The sensor M101 includes a GPS system M101a (vehicle position detecting means) that detects the positions of the unmanned vehicles V101 to V105, and an in-vehicle camera M101b (external world sensor) that captures the surrounding environment of the vehicle.

The recognition judgment processor M102 for automatic driving integrates the recognition judgment for automatic driving based on the sensing data from the sensor M101 and the map / route data M103.

The automatic driving control controller M104 calculates each control command value for controlling "running / turning / stopping" of the vehicle based on the recognition judgment result by the automatic driving recognition judgment processor M102. Then, by inputting each calculated control command value to each vehicle ECU for controlling the steering M105, the accelerator M106, and the brake actuator M107, autonomous driving to the destination is realized.

The destination and route follow the virtual course recorded in the map / route data M103, but like the AGV (Auto Guided Vehicle), physical travel such as magnetic rails buried on the ground. It may follow the route.

For the purpose of issuing commands to the unmanned driving vehicles V101 to V105, an in-vehicle operation panel M108 for riding in the driver's seat and issuing operation commands in a manned state is mounted in the vehicle interior. Outside the vehicle interior, an outside operation panel M109 for issuing unmanned operation commands is installed at each position of the loading / unloading area (D101 to D105) on the travel route. Then, when there is an operation input from the in-route workers W101 to W105 to the outside operation panel M109, it is transmitted to the automatic driving control controller M104 via the sequencer M110 to control autonomous driving.

Further, the in-vehicle operation panel M108 and the out-of-vehicle operation panel M109 are provided with a stop button for the purpose of forcibly stopping the vehicle even during autonomous driving. When each stop button is pressed, the on-board mechanical brake mechanism M111 is operated via the sequencer M110 and brakes by intervening in the pedal of the brake actuator M107.

The mechanical brake mechanism M111 operates independently even during autonomous driving control, and is operated with priority over autonomous driving control commands. In addition to external stop commands, vehicle system failures, lane deviations, etc. It shall be operated based on the processing result of self-judgment.

In the first embodiment, the mechanical brake is used as the forced brake, but as an alternative means, it may be replaced with an ECU that gives a brake command in normal driving and a dedicated brake control ECU that operates independently and preferentially.

It has a remote monitor / controller M113 in the control room as a device that wirelessly communicates with the on-board wireless module M112 to communicate with the vehicle and control autonomous driving. The basic functions of the remote monitor / controller M113 are to remotely monitor the status of each unmanned driving vehicle V101 to V105, and to provide individual stop commands based on the status information and simultaneous stop commands assuming difficult operation situations such as earthquakes. It is equipped.

In addition, the on-board wireless module M112 also performs wireless communication regarding start / stop commands at intersections with traffic lights M114 (I101 to I104) installed on the course, such as at intersections, as other wireless devices. Furthermore, the workers W101 to W105 in the route each have a remote controller M115 (remote control device), and in the event of an abnormality that occurs near the worker, a stop command is forcibly issued by wireless communication to the on-board wireless module M112. Can be sent.

In addition, this remote controller M115 has a built-in GPS system, and workers W101 to W105 in the route can always carry it with them during operation, and the remote monitor / controller M113 in the control room can use wireless communication in the route. It is a mechanism to know where the workers W101 to W105 are in the area.

Finally, the speaker / rotating light M116 installed outside the vehicle is controlled visually based on the vehicle status and vehicle operation (pause, restart, turn left / right, obstacle stop, destination stop, abnormal stop, etc.). Hearing attention to the surroundings.

[State transition configuration during transport operation]
FIG. 3 shows a state transition during a transport operation in the unmanned transport system of the first embodiment. Hereinafter, the details of the state transition configuration at the time of transport operation will be described with reference to FIG.

Before the transportation operation, each vehicle V101 to V105 is stored in the garage D106 near the transportation area. After inspection and setup by the worker at the start of work, the worker gets on the driver's seat and moves to the loading place D101 to be transported by manual operation or automatic operation in a manned state and starts the transportation operation.

During the transportation operation, the vehicle travels back and forth from the loading site D101 to the unloading sites D102 to D105 in response to the worker's start command. Then, at the end of work, the worker gets on the driver's seat again and returns to the garage D106 from the unloading areas D102 to D105 by manual operation or automatic operation in a manned state.

When the vehicle is stopped by the operation of the mechanical brake M111 (X101) during the unmanned reciprocating travel between the loading area D101 and the unloading area D102 to D105 during this transportation operation, the worker basically goes to the stop position. Then, after monitoring the status on the outside operation panel M109, board the vehicle and release the mechanical brake M111 on the in-vehicle operation panel M108 for restoration work (X102). When the restoration is completed, the vehicle will be moved to the loading area D101 or the unloading area D102 to D105 by unmanned driving or manned driving as it is, and the transportation operation will be performed again.

When the vehicle is stopped by the operation of the mechanical brake M111 (X101), the remote controller M115 is used according to the positional relationship between the unmanned driving vehicles V101 to V105 (hereinafter referred to as "emergency stop vehicles") that have made an emergency stop and the remote controller M115. Remote control authority can be switched. Then, when the remote controller M115 is given the remote control authority to move the emergency stop vehicle, the workers W101 to W105 in the route who carry it return to the state where the emergency stop vehicle can be moved autonomously by remote control. Then, activate the mechanical brake M111 to stop again (X103).

[Remote monitor / controller configuration]
FIG. 4 shows a detailed configuration of the remote monitor / controller M113 in the control room according to the first embodiment. Hereinafter, the remote monitor / controller configuration will be described with reference to FIG.

As shown in FIG. 4, the remote monitor / controller M113 in the control room is a high-performance terminal such as an industrial workstation, and includes a processing system L101 equipped with a wireless module. This processing system L101 has a function of adding the remote control authority given to the remote controller M115 according to the remote control position by the remote controller M115 for the emergency stop vehicle when the running stop state occurs due to the operation of the mechanical brake M111 during autonomous driving. Has.

The remote monitor / controller M113 is a remote controller M115 carried by each of the unmanned vehicles V101 to V105, the on-route infrastructure devices I101 to I104 such as traffic lights, and the in-route workers W101 to W105 via the mounted wireless module. Is wirelessly connected to. Then, each status monitor and control signal are commanded.

The monitor L102 displays the data collected from each device by wireless communication, and the control room worker W106 normally monitors the operation while using an input device such as the keyboard L103.

The steering wheel L104 for remote control, the brake pedal L105, the accelerator pedal L106, the parking brake, the shift, the blinker, the hazard, and the like are provided with operation switches L107, each of which is connected to the processing system L101.

The monitor L102 has an area map L108 that allows you to check what status each is in which position, detailed information L109 for each status, and an image of each camera that is one of the sensors M101 mounted on the unmanned driving vehicles V101 to V105. The data L110 and the bird's-eye view image L111 of the unmanned driving vehicles V101 to V105 are displayed, and the image data and the like can be switched by the keyboard L103.

Further, in the above-mentioned remote control devices L104 to L107, the device operation is reflected as a command only when the control room worker W106 reflects the given operation authority, and the device operation is normally performed even if the device is operated. Does not affect.

[Judgment / processing configuration of remote control authority]
FIG. 5 shows a detailed configuration of the processing system L101 and the remote controller M115 of the remote monitor / controller M113 in the control room in the first embodiment. Hereinafter, the determination / processing configuration of the remote control authority will be described with reference to FIG.

The remote controller M115 is a remote control terminal device that can be carried by each of the workers W101 to W105 in the route, and when the remote control authority is given, the operation of the unmanned driving vehicles V101 to V105 can be controlled by the operation input to which the authority is given. Is. This remote controller M115 includes a wireless module M115a, a GPS system M115b (device position detecting means), a vehicle information display unit M115c, a remote control input unit M115d, an operator information input unit M115e, and an operator information storage unit M115f. And have.

The wireless module M115a exchanges information by wireless communication with the processing system L101. The GPS system M115b detects the position of the remote controller M115 and transmits the position information to the processing system L101 via the wireless module M115a. The vehicle information display unit M115c displays information on the occurrence of an abnormality due to an emergency stop of the vehicle, remote control information to which remote control authority is given, and the like.

The remote control input unit M115d is an operation button or the like for inputting a remote control to which the remote control authority is given, and when the button operation is performed, wirelessly transmits to an unmanned driving vehicle via the wireless module M115a. The operator information input unit M115e inputs the license information of the operator skill for each of the in-route workers W101 to W105 carrying the remote controller M115. The operator information storage unit M115f stores the license information of the operator skill and transmits the position information to the processing system L101 via the wireless module M115a.

The processing system L101 of the remote monitor / controller M113 performs a process of determining the positional relationship between the emergency stop vehicle and the remote controller M115, and a process of switching the remote control authority based on the result of determining the positional relationship in consideration of the operator skill. This processing system L101 includes a wireless module L101a and a remote control input processing block L101b. The remote control input processing block L101b is remotely controlled by the operation authority information storage unit L101c, the remote controllable position information storage unit L101d, the operator authority determination processing unit L101e, the remote operation position / authority determination processing unit L101f, and the remote control position / authority determination processing unit L101f. It has an operation processing unit L101g.

The wireless module L101a exchanges information by wireless communication with the remote controller M115. The remote control input processing block L101b is determined by the remote controller M115 when it is determined that the remote control position is a position where it can be confirmed that there are no obstacles that hinder the progress of the emergency stop vehicle that has stopped during autonomous driving. Switch the remote control authority from the normal remote control authority to the emergency stop remote control authority.

The operation authority information storage unit L101c stores the information of the normal remote operation authority (FIG. 6). The remote-controllable position information storage unit L101d generates a remote-controllable range (area 1 range, area 2 range) having a different distance from the emergency stop vehicle, and this range is stored and set. The operator authority determination processing unit L101e selects the operator at the position closest to the emergency stop vehicle in terms of distance as the operator who needs to switch the remote control authority. When the operator is selected, the license information of the operator skill is added as the personal information of the selected operator.

The remote control position / authority judgment processing unit L101f determines whether or not the selected operator (worker W101 to W105) exists in the remote controllable range (area 1 range, area 2 range), and the judgment result is obtained. Is output to the remote control processing unit L101g. If it is determined that the selected operator does not exist in the remote controllable range, the remote control processing unit L101g does not switch the remote control authority while maintaining the normal remote control authority. On the other hand, if it is determined that the operator selected in the remote controllable range exists, the license information of the operator's operation skill is taken into consideration, and the remote control authority during normal operation is switched to the operation authority during emergency stop.

[Area range and operator skill settings]
The area range is information for determining the remote control position for the emergency stop vehicle, which is set to confirm whether or not the remote control position is a position where it can be confirmed that there are no obstacles that hinder the progress of the emergency stop vehicle.

As shown in FIG. 6, the area range is "area" based on the imaging field of view range information from the emergency stop vehicle A, the travel route information of the emergency stop vehicle A, and the distance information from the emergency stop vehicle A. "1 range B" and "area 2 range C" are set.
Here, the imaged field of view range information refers to information on the field of view that can be imaged by the vehicle-mounted camera M101b mounted at the position of the center portion on the front side of the emergency stop vehicle A. The traveling route information refers to information including a route white line and a route site boundary line obtained from the map / route data M103 and the stop position information of the emergency stop vehicle A. The distance information refers to information set at approximately the same distance from the front center position of the emergency stop vehicle A.

"Area 1 range B" is the radial lines b1 and b1 having an extension angle matched with the imaging field of view range information, the route site boundary line b2 based on the traveling route information, and the front center portion of the emergency stop vehicle A based on the distance information. It is set in the area surrounded by the arc line b3 by the first distance L1 from the position.

"Area 2 range C" is the radial lines c1 and c1 having an extension angle matched with the imaging field of view range information, the route site boundary line c2 based on the traveling route information, and the front center portion of the emergency stop vehicle A based on the distance information. It is set in the area surrounded by the arc line c3 by the second distance L2 from the position.

That is, since the "area 2 range C" is set to the second distance L2, which is longer than the first distance L1 of the "area 1 range B", it is set in the relationship of "area 1 range B" <"area 2 range C". .. The first distance L1 and the second distance L2 are set by a traveling route that is updated at any time during autonomous traveling and a vehicle speed when traveling on the updated traveling route. In other words, the more the emergency stop is on a driving route with a higher vehicle speed, the more difficult it is to check obstacles from the remote control position. Therefore, the first distance L1 and the second distance L2 are shortened to "Area 1 range B". And the range of "Area 2 range C" is narrowed.

Operator skills (operator operation level) are managed by license information issued in consideration of education, safety awareness, eyesight, etc. That is, the operator skill is divided into, for example, "operation level 1", "operation level 2", and "operation level 3" based on the license information, and the validity / invalidity of the remote control input by the operator is determined. Reflect in vehicle operation.

That is, when the operator skills are "operation level 1" and "operation level 2", "area 1 range B" is used, and if the remote control position by the remote controller M115 exists in "area 1 range B", an emergency stop is performed. The position should be such that it can be confirmed that there is nothing to prevent the vehicle from moving. On the other hand, when the operator skill is "operation level 3", "area 2 range C" is used, and if the remote control position by the remote controller M115 exists in "area 2 range C", the progress of the emergency stop vehicle is hindered. The position should be such that it can be confirmed that there is no such thing.

[Switching configuration of operation authority in each operation unit]
FIG. 7 shows a normal operation authority that can be operated from each operation unit at a normal time in the automatic guided vehicle system of the first embodiment. FIG. 8 shows the emergency stop operation authority that is switched according to the remote control position determination when the unmanned driving vehicle is urgently stopped in the unmanned transport system of the first embodiment. Hereinafter, a configuration for switching the operation authority with respect to the normal operation authority when the unmanned driving vehicle is urgently stopped will be described with reference to FIGS. 7 and 8.

First, the details of the normal operation authority will be described with reference to FIG. 7.
Since the in-vehicle operation unit (in-vehicle operation panel M108 + driving operation system) is operated while the operator is in the vehicle as a driver, the steering wheel, accelerator, brake, parking brake, shift, etc. are operated while the driver is driving. All the operations that should be done are possible. And, it is possible to operate from the in-vehicle operation panel M108 mounted near the driver's seat, from the start command for autonomous driving and the mechanical brake operation by the driver's judgment, the status monitor and restoration work at the time of abnormality, and the release of the mechanical brake. is there.

As the outside operation unit, there are an in-vehicle outside operation panel M109, a remote monitor / controller M113 in the control room, and a remote controller M115 carried by each of the in-route workers W101 to W105.

From the outside operation panel M109, a start command for starting autonomous driving from outside the vehicle from the cargo handling area where loading and unloading work is performed, an operation command for the mechanical brake M111 issued from outside the vehicle when the operator detects danger, and a stop. It is possible to monitor the vehicle status at the time.

From the remote monitor / controller M113 in the control room, it is possible to remotely command the operation of the mechanical brake M111 and monitor the status of each vehicle during operation.

From the remote controller M115 carried by the operator, only the operation command of the mechanical brake M111 by remote manual operation from a position limited to the vicinity of the operator is possible.

By the way, in autonomous driving, the driving operation of "running / turning / stopping" is performed by automatic control, and the mechanical brake M111 operates autonomously by self-judgment.

In addition, as a start command during autonomous driving,
(a) Restart after safety confirmation when the vehicle is stopped at the stop line
(b) Restart after safety confirmation when the vehicle is stopped to avoid contact with obstacles detected by sensor M101
(c) It has a basic function of restarting after a traffic permit is given at a green light when the vehicle is stopped at an intersection with a traffic light. However, restarting from a stopped vehicle at the cargo handling area or restarting after the mechanical brake M111 is activated is not automatically performed, but is manually performed by an operation unit having the authority of the operator.

Next, when an unmanned driving vehicle makes an emergency stop, the remote control authority at the time of an emergency stop, which is switched by determining the remote control position, will be described with reference to FIG.

As shown in FIG. 7, the remote controller M115 carried by the operator is given only the remote control authority to operate the mechanical brake M111 as the normal remote control authority. On the other hand, if it is determined that the remote control position for the emergency stop vehicle is a position where it can be confirmed that there are no obstacles that hinder the progress of the unmanned driving vehicle that has been emergency stopped during autonomous driving, the remote control M115 is used for remote control. Privileges are added.

That is, basically, as the remote control authority at the time of emergency stop by the remote controller M115, as shown in FIG. 8, the remote control authority to release the mechanical brake M111 to prepare for the start and the forced running by issuing the start command. The remote control authority to be used is added to the normal remote control authority.
However, regarding the accelerator operation during forced driving by remote control, an acceleration upper limit and a vehicle speed upper limit are set, and the vehicle is limited to low-speed driving in which the vehicle can be stopped at any time during forced driving.

Next, the action will be described.
The actions of Example 1 are "emergency stop response processing action by obstacle detection", "obstacle avoidance action in emergency stop scene by obstacle detection", "operation restriction action by worker skill", "emergency by abnormality detection". The explanation will be divided into "stop processing action", "unintentional start suppression action", and "remote control characteristic action of automatic guided vehicle".

[Emergency stop response processing action by obstacle detection]
FIG. 9 shows the flow of emergency stop response processing when an unmanned driving vehicle stops due to obstacle detection. Hereinafter, each step of FIG. 9 will be described. This flowchart starts when the unmanned vehicle stops due to obstacle detection.

In step S1, when the unmanned driving vehicle stops due to obstacle detection, the emergency stop vehicle issues an error handling request to the remote controller M115 via the remote monitor / controller M113, and proceeds to step S2.
Here, when an abnormality processing request is issued from the emergency stop vehicle to the remote controller M115, a plurality of in-route workers W101 to W105 carrying the remote controller M115 indicate that the autonomously traveling unmanned vehicle has stopped urgently. You can know.

In step S2, following the error handling request in step S1, whether or not there is an obstacle on the travel route of the emergency stop vehicle by the in-route workers W101 to W105 notified of the emergency stop of the unmanned driving vehicle. Check if. If it is determined that the vehicle can travel without any obstacles obstructing the traveling on the traveling route of the emergency stop vehicle, the process proceeds to step S3. On the other hand, if it is determined that the vehicle cannot travel due to the presence of an obstacle obstructing the traveling on the traveling route of the emergency stop vehicle, the process proceeds to step S7.

In step S3, it is determined that the vehicle can travel in step S2, the operation position obstacle cannot be confirmed in step S4, or the obstacle avoidance is not completed in step S6. Following the above, the remote controller M115 inputs the mechanical brake release operation input and the forced running operation input, and proceeds to step S4.
Here, the person who inputs the forced running operation is a worker who can confirm the presence or absence of an obstacle that hinders the running on the running route of the emergency stop vehicle.

In step 4, following the forced running operation input in step S3, based on the position information of the emergency stop vehicle, the obstacle, and the remote controller M115, the obstacle is determined to be an obstacle that does not need to be avoided at the remote operation position of the operator. Judge whether or not it is possible to confirm. If Yes (operation position obstacle can be confirmed), the process proceeds to step S5, and if No (operation position obstacle cannot be confirmed), the process returns to step S3.
Here, when it is determined that the operation position obstacle can be confirmed, the mechanical brake release command (start preparation command) and the forced running command (start command) are issued to the remote controller M115 carried by the operator who inputs the forced running operation. Remote control authority is given.

In step S5, following the determination that the operation position obstacle can be confirmed in step S4, the mechanical brake release for the remote controller M115 and the remote control input for forced driving are enabled, and the obstacles that do not need to be avoided are ignored and an emergency is made. The stopped vehicle is forced to run, and the process proceeds to step S6.

In step S6, following the obstacle-ignoring forced running in step S5, it is determined whether or not the obstacle avoidance is completed. If Yes (obstacle avoidance completed), the process proceeds to step S8, and if No (obstacle avoidance completed), the process returns to step S3.

In step S7, when it is determined in step S2 that the vehicle cannot travel due to the presence of an obstacle on the travel route of the emergency stop vehicle, a worker near the emergency stop vehicle manually travels. The obstacles obstructing the above are removed, and the process proceeds to step S8.

In step S8, following the determination that the obstacle avoidance is completed in step S6 or the obstacle removal in step S7, the driving mode of the unmanned driving vehicle that has returned to the autonomous driving state is autonomously changed from the remote control driving mode. Switch to the driving mode and complete the emergency stop response process.

[Obstacle avoidance action in emergency stop scene by obstacle detection]
First, based on FIGS. 9 and 10, the action of notifying the operator of the occurrence of an abnormality when the unmanned driving vehicle stops due to obstacle detection will be described.

For example, when the vehicle is stopped due to the detection of an obstacle that does not need to be avoided such as vegetation, the process proceeds to step S1 in the flowchart of FIG. Is issued.

In this way, when the abnormality processing request is issued, as shown in FIG. 10, the plurality of remote controllers M115 wirelessly receive the abnormality occurrence notification. Then, in the plurality of received remote controllers M115, it is notified by screen display, lamp lighting, alarm sound, etc. that there is a vehicle that has been urgently stopped by the operation of the mechanical brake. Therefore, a plurality of in-route workers W101 to W105 carrying the remote controller M115 can know that the autonomously traveling unmanned vehicle has stopped urgently.

Next, based on FIGS. 9 and 11, the obstacle avoidance action by forced driving when the unmanned driving vehicle stops due to the detection of obstacles that do not need to be avoided will be described.

If it is determined by visual confirmation from any of the workers W101 to W105 in the route that the vehicle can travel, the process proceeds to step S1 → step S2 → step S3 → step S4 in the flowchart of FIG. .. Then, in step S4, the flow of proceeding from step S3 to step S4 is repeated until the obstacle is determined to be an obstacle that does not need to be avoided by visual confirmation from the operator who determines that the vehicle can travel, and the mechanical brake is released. Even if there are remote control inputs for forced driving, these remote control inputs are invalidated.

If it is determined in step S4 that the obstacle is an obstacle that does not need to be avoided, the process proceeds from step S4 to step S5 → step S6, and the mechanical brake release and forced running by remote control input are enabled and the obstacle is ignored. Then, the mechanical brake of the emergency stop vehicle A is released, and the vehicle is started by forced running. Then, while it is determined in step S6 that the obstacle avoidance is not completed, the flow of step S3 → step S4 → step S5 → step S6 is repeated, and the emergency stop vehicle A maintains the forced running. Then, when it is determined in step S6 that the obstacle avoidance is completed, the process proceeds from step S6 to step S8, and the emergency stop response process is completed.

That is, among the workers W101 to W105 in the plurality of routes, for example, the operator existing in the "area 1 range B" where it can be confirmed that there is no obstacle that hinders the progress of the emergency stop vehicle A is remotely controlled by the remote controller M115. Suppose you have performed an operation. At this time, it can be confirmed that the obstacle in front of the emergency stop vehicle A is an obstacle that does not need to be avoided, such as vegetation. Therefore, as shown in FIG. 11, the remote control input of the operator W101 becomes effective, the mechanical brake is released, the emergency stop vehicle A starts by forced running, and overcomes vegetation and the like which are unnecessary obstacles to avoid. When the emergency stop vehicle A avoids overcoming obstacles and returns to the autonomous driving state, the traveling mode is switched from the remote controlled traveling mode to the autonomous traveling mode, and returns to the autonomous traveling.

Based on FIGS. 9 and 12, the obstacle avoidance action by the manned operation when the unmanned driving vehicle stops due to the detection of obstacles that do not need to be avoided will be described.

Avoidance of vegetation, etc. Even when the vehicle is stopped due to unnecessary obstacle detection, if the operator cannot visually confirm the obstacle, it is determined that the vehicle cannot travel, and in the flowchart of FIG. 9, step S1 → step S2 → step. Proceed to S7. That is, the emergency stop vehicle A cannot be forced to travel by remote control. Therefore, in step S7, as shown in FIG. 12, the remote control input of the operator W102 outside the field of view becomes invalid, and for example, another operator near the emergency stop vehicle A manually obstructs the obstacle. Will be removed.

Then, when the removal of the obstacle is manually completed in step S7, the process proceeds from step S7 to step S8, and the emergency stop response process is completed. After removing the obstacle, the traveling mode of the emergency stop vehicle A that has returned to the autonomous traveling state is switched from the remote controlled traveling mode to the autonomous traveling mode, and returns to the autonomous traveling.

[Operation restriction action by worker skills]
Based on FIG. 13, when the emergency stop vehicle A stops due to the detection of an obstacle that does not need to be avoided, the remote control restriction action by the operator skill will be described.

First, the remote control authority at the time of emergency stop in the first embodiment is given in consideration of the area range and the operator skill as described in (a), (b), and (c) below.
(a) When the operator is "operation level 1" and the remote control position is in "area 1 range B", the remote control authority to release the mechanical brake M111 and prepare for starting is added to the normal remote control authority. Will be done.
(b) When the operator is "operation level 2", when the remote control position is in "area 1 range B", the remote control authority to release the mechanical brake M111 to prepare for starting and the start command to force the vehicle to run are given. The remote control authority to be issued is added to the normal remote control authority.
(c) When the operator is "operation level 3", when the remote control position is in "area 2 range C", the remote control authority to release the mechanical brake M111 to prepare for starting and the start command to force the vehicle to run are given. The remote control authority to be issued is added to the normal remote control authority.

When the worker W101 existing in the "area 1 range B" shown in FIG. 13 is "operation level 1", a command to release the mechanical brake M111 is issued to the remote control authority by the remote controller M115 carried by the worker W101. Operation privileges are added. On the other hand, when the worker W101 existing in the "area 1 range B" shown in FIG. 13 is "operation level 2" or "operation level 3", the remote controller M115 gives the remote control authority a command to release the mechanical brake M111. The operation authority to issue a start command and the operation authority to issue a start command are added. In this way, even if the worker W101 exists in the same "area 1 range B", when the worker W101 is "operation level 1", it is different from the case of "operation level 2" or "operation level 3". The remote control authority to be added is also restricted.

When the worker W102 existing in the "area 2 range C" shown in FIG. 13 is "operation level 1" or "operation level 2", the remote control authority by the remote controller M115 carried by the worker W101 is added. Never. On the other hand, when the worker W102 existing in the "area 2 range C" shown in FIG. 13 is the "operation level 3", the remote controller M115 has the operation authority to issue the release command of the mechanical brake M111. The operation authority to issue a start command is added. In this way, when the worker W102 exists in the same "area 2 range C", the remote control authority is added only when the worker W102 is "operation level 3", and the worker W102 is "operation level 1" or In the case of "operation level 2", the remote control authority is restricted (no addition).

When the worker W103 exists outside the "area 2 range C" shown in FIG. 13, the remote control authority by the remote controller M115 carried by the worker W103 is added regardless of the operation level of the worker W103. There is nothing to do.

As described above, when the operator is a remote control expert (“operation level 3”), the addition of remote control authority is expanded to “area 2 range C”, which increases the chances of remote control. , It becomes possible to further reduce the burden of manned operation by getting into the emergency stop vehicle A. On the other hand, when the operator is an inexperienced remote control person such as a newcomer (“operation level 1”), excessive remote control of the emergency stop vehicle A is suppressed, and safe remote control becomes possible.

[Emergency stop response processing action due to abnormality detection]
FIG. 14 shows the flow of emergency stop response processing when an abnormality is found and the unmanned driving vehicle is stopped by remote control. Hereinafter, each step in FIG. 14 will be described. This flowchart is started when the operator who discovers the abnormality makes an emergency stop of the unmanned driving vehicle by remote control to the actuator 1 (remote controller M115-1).

In step S21, following the remote stop by the actuator 1 (remote controller M115-1) or the continuation of the operation instruction from the actuator 1 in step S23, the actuator 2 (remote controller M115-2) issues a start command. , Step S22.

In step S22, following the start command by the actuator 2 (remote controller M115-2), whether or not the position of the actuator 1 (remote controller M115-1) is farther than the position of the actuator 2 (remote controller M115-2). To judge. If Yes (manipulator 1 position> manipulator 2 position), the process proceeds to step S24, and if No (manipulator 1 position ≤ manipulator 2 position), the process proceeds to step S23.

In step S23, following the determination in step S22 that the actuator 1 position ≤ the actuator 2 position, the start command by the actuator 2 (remote controller M115-2) is invalidated, and the actuator 1 (remote controller M115-) is invalidated. The remote stop instruction according to 1) is continued, and the process returns to step S21.

In step S24, following the determination in step S22 that the actuator 1 position> the actuator 2 position, the remote stop instruction by the actuator 1 (remote controller M115-1) is invalidated, and the remote controller 2 (remote controller M115-1) is invalidated. -Enable the start command according to 2), start the emergency stop vehicle, switch from the remote control drive mode to the autonomous drive mode, and complete the emergency stop response process.

[Intentional start suppression effect]
Based on FIGS. 14 and 15, an example 1 of an unintended start suppressing action when an abnormality is found and the unmanned driving vehicle is stopped by remote control will be described.

When there is a positional relationship of the actuator 1 position ≤ the actuator 2 position, the flow of step S21 → step S22 → step S23 is repeated in the flowchart of FIG. That is, in step S23, the start command by the operator 2 (remote controller M115-2) is invalidated, and the remote stop instruction by the operator 1 (remote controller M115-1) is continued.

For example, as shown in FIG. 15, when the operator 1 (worker W101) carrying the remote controller M115-1 discovers an abnormality due to the displacement of the mounted vehicle, the operator 1 (worker W101) is the remote controller. Stop the unmanned vehicle by remote control to M115-1. Next, it is assumed that the operator 1 (worker W101) confirms the displacement of the mounted vehicle towed by the emergency stop vehicle A. During the confirmation by the operator 1 (worker W101), the operator 2 (worker W102) at a position farther from the emergency stop vehicle A than the operator 1 (worker W101) finds the emergency stop vehicle A and makes an emergency stop. It is assumed that an input is made to start the vehicle A by remote control. At this time, if the remote control input for starting the emergency stop vehicle A of the operator 2 (worker W102) is enabled, the operator 1 (worker W101) who is in the process of confirming the abnormality of the emergency stop vehicle A It will be an unintended start.
On the other hand, when there is a positional relationship of the actuator 1 position ≤ the actuator 2 position, the remote control input of the operator 2 (operator W102) is invalidated, and the operator 1 (operator) at a position close to the emergency stop vehicle A is disabled. By continuing the emergency stop operation by W101), it is possible to suppress the unintended start of the emergency stop vehicle A.

Based on FIGS. 14 and 16, an example 2 of an unintended start suppressing action when an abnormality is found and the unmanned driving vehicle is stopped by remote control will be described.

When there is a positional relationship of the actuator 1 position> the actuator 2 position, the flow of step S21 → step S22 → step S24 is repeated in the flowchart of FIG. That is, in step S24, the remote stop instruction by the operator 1 (remote controller M115-1) is invalidated, the start command by the operator 2 (remote controller M115-2) is valid, and the emergency stop vehicle A starts. ..

For example, as shown in FIG. 15, when the operator 1 (worker W101) carrying the remote controller M115-1 discovers an abnormality due to the displacement of the mounted vehicle, the operator 1 (worker W101) is the remote controller. Stop the unmanned vehicle by remote control to M115-1. Next, it is assumed that the operator 1 (worker W101) confirms the displacement of the mounted vehicle towed by the emergency stop vehicle A, completes the confirmation, and goes to another work without giving a command to restart. In this way, when the operator 1 (worker W101) leaves the other work without forgetting to restart, the operator 2 (worker W102) at a position closer to the emergency stop vehicle A than the operator 1 (worker W101). ) Discovers the emergency stop vehicle A and inputs to start the emergency stop vehicle A by remote control. At this time, if the remote control input for starting the emergency stop vehicle A of the operator 2 (worker W102) is invalidated, the emergency stop vehicle A will be left in the stopped state.
On the other hand, when the positional relationship of the actuator 1 position> the actuator 2 position is established, the remote control input of the operator 2 (operator W102) is enabled so that the emergency stop vehicle is left in the stopped state. A can be returned to the autonomous driving mode.

[Remote control feature action of automatic guided vehicle]
In the first embodiment, when a running stop state occurs due to an abnormality during autonomous driving, the remote control position does not hinder the progress of the emergency stop vehicle A due to the positional relationship between the emergency stop vehicle A and the remote controller M115. Determine if it is in a identifiable position. When it is determined that the remote control position is a position where it can be confirmed that there are no obstacles that hinder the progress of the emergency stop vehicle A, the remote control authority that can return to the autonomous driving state by remote control is given.

That is, a running stop state may occur due to an abnormality during autonomous driving (“when an obstacle that does not need to be avoided due to over-detection / false detection of the sensor is detected”, “when a momentary sensor abnormality”, etc.). In this case, the operator moves to the position of the emergency stop vehicle, confirms that it is an obstacle that does not need to be avoided, confirms that there is no obstacle, and then gets into the vehicle and returns to the autonomous driving state. If this is done, the operational burden on the operator will increase. In addition, when a running stop state occurs due to an abnormality during autonomous driving, it is often possible to avoid obstacles by moving the emergency stop vehicle by remote control, narrowing the range that can be remotely controlled. ing.
On the other hand, the position of the remote controller M115 carried by each worker W101 to W105 (= remote control position) is a position where it can be confirmed that there is no obstacle that hinders the progress of the emergency stop vehicle A. When the conditions are met, it is possible to return to the autonomous driving state by remote control. Therefore, when a running stop state occurs due to an abnormality during autonomous running, it is possible to reduce the operation load due to manned operation by getting into the emergency stop vehicle A.

In the first embodiment, when the remote control position is determined, the area range (area 1 range B, area 2 range C) is generated based on the predetermined travel route information. Then, when the remote control position exists in the generated area range (area 1 range B, area 2 range C), it is determined that the remote control position is a position where it can be confirmed that there is no obstacle that hinders the progress of the emergency stop vehicle A.

That is, when determining the positional relationship between the emergency stop vehicle A and the remote controller M115, if an area range is generated based on predetermined travel route information, the travel direction and travel route of the emergency stop vehicle A are set on the route site. The boundary line etc. will be reflected. Therefore, it is appropriate to use it for position determination when determining that there are no obstacles that hinder the progress of the emergency stop vehicle A based on the area range generated based on the predetermined travel route information. Area range can be generated.

In the first embodiment, the area range (area 1 range B, area 2 range C) is based on the traveling route information updated at any time during autonomous driving and the vehicle speed information when traveling on the updated traveling route. The more the emergency stop is on the driving route where the vehicle speed is high, the narrower the range is generated.

That is, in the case of the same remote control position, the more the emergency stop is on the traveling route where the vehicle speed is high, the more difficult it is to confirm that there are no obstacles that hinder the progress of the emergency stop vehicle A. Therefore, by generating an area range according to the difficulty level when confirming that there are no obstacles, it is appropriate to confirm that there are no obstacles at the time of emergency stop regardless of the vehicle speed before the emergency stop. Area ranges can be generated.

In the first embodiment, the area range (area 1 range B, area 2 range C) determines the expansion angle by matching with the outside world recognition range information from the vehicle-mounted camera M101b mounted on the emergency stop vehicle A.

That is, the degree of freedom in determining the expansion angle of the area range is high. For example, if the expansion angle is narrow, the range that can be remotely controlled is narrowed. On the other hand, if the spread angle is wide, even if it is determined that there is no obstacle, the obstacle in the front position of the emergency stop vehicle A cannot be visually confirmed. On the other hand, when the expansion angle of the area range is determined by matching with the outside world recognition range information from the in-vehicle camera M101b, the obstacle in the front position of the emergency stop vehicle A is visually observed while the area range has a sufficient expansion angle. A identifiable area range can be generated.

In the first embodiment, the area range (area 1 range B, area 2 range C) is obtained by adding the distance information between the emergency stop vehicle A and the remote controller M115 to the spread angle information determined by matching with the outside world recognition range information. To generate.

That is, by adding the distance information between the emergency stop vehicle A and the remote controller M115 to the generation of the area range, it corresponds to the worker level when visually checking the obstacle in the front position of the emergency stop vehicle A. It is possible to generate an area range to be used.

In the first embodiment, when the area 1 range B and the area 2 range C are generated, the skill information of the operator who operates the remote controller M115 is added. The distance L1 and L2 of the area 1 range B and the area 2 range C are lengthened as the skill information indicates skill, and the distances L1 and L2 of the area 1 range B and the area 2 range C are shortened as the skill information indicates immaturity. To do.

That is, the area range that can be handled by remote control differs depending on the skill of the operator who operates the remote controller M115, and the more skilled it is, the wider it is, and the narrower it is. Therefore, safer remote control / vehicle operation can be performed by limiting the remote control range according to the skill of the operator such as operation proficiency and safety management ability.

In the first embodiment, when a running stop state occurs due to remote control by the remote controller M115-1 during autonomous driving, the distance between the position of the remote controller M115-1 and the position of the remote controller M115-2 from the emergency stop vehicle A. Judge the relationship. Then, while the position of the remote controller M115-1 is determined to be less than or equal to the position of the remote controller M115-2, the remote control to the remote controller M115-2 is invalidated, and the remote control to the remote controller M115-1 is performed. Continue the stop instruction.

That is, when an abnormality is found and the unmanned driving vehicles V101 to V105 are stopped by remote control, while the position of the remote controller M115-1 is determined to be less than or equal to the position of the remote controller M115-2, the remote controller M115- The remote control to 2 is invalidated, and the stop instruction by remote control to the remote controller M115-1 is continued. Therefore, when an abnormality is found and the unmanned driving vehicles V101 to V105 are stopped by remote control, it is possible to suppress an unintended start of the emergency stop vehicle A.

Next, the effect will be described.
In the remote control method and the remote control device of the automatic guided vehicle according to the first embodiment, the effects listed below can be obtained.

(1) Remote control devices that enable autonomous driving to follow physically or virtually set driving routes by unmanned driving, and unmanned vehicles V101 to V105 that can be driven by remote control. (Remote controller M115) and.
In this unmanned driving system (unmanned transportation system), a vehicle position detecting means (GPS system M101a) for detecting the positions of unmanned driving vehicles V101 to V105 and a device position detecting means for detecting the positions of a remote control device (remote controller M115). (GPS system M115b) and.
When a running stop state occurs due to an abnormality during autonomous driving, the remote control position does not hinder the progress of the emergency stop vehicle A due to the positional relationship between the emergency stop vehicle A and the remote control device (remote controller M115). Determine if it is in a identifiable position.
When it is determined that the remote control position is a position where it can be confirmed that there are no obstacles that hinder the progress of the emergency stop vehicle A, the remote control authority that can return to the autonomous driving state by remote control is given (FIG. 8). ).
For this reason, it is possible to provide a remote operation method for an automatic guided vehicle (unmanned driving system) that reduces the operational burden of manned operation by boarding an emergency stop vehicle A when a running stop state occurs due to an abnormality during autonomous driving. it can.

(2) When determining the remote control position, an area range (area 1 range B, area 2 range C) is generated based on predetermined travel route information. When the remote control position exists in the generated area range (area 1 range B, area 2 range C), it is determined that the position is a position where it can be confirmed that there is no obstacle that hinders the progress of the emergency stop vehicle A (FIG. 6). ..
Therefore, in addition to the effect of (1), when determining that the position is such that there are no obstacles that hinder the progress of the emergency stop vehicle A, an appropriate area range used for position determination (area 1 range B). , Area 2 range C) can be generated.

(3) The area range (Area 1 range B, Area 2 range C) is based on the travel route information updated at any time during autonomous driving and the vehicle speed information when traveling on the updated travel route. The more the emergency stop is on a high driving route, the narrower the range is generated (Fig. 6).
Therefore, in addition to the effect of (2), regardless of the vehicle speed before the emergency stop, an appropriate area range (area 1 range B, area 2 range C) for confirming that there are no obstacles at the time of emergency stop is provided. Can be generated.

(4) The area range (area 1 range B, area 2 range C) determines the expansion angle by matching with the outside world recognition range information from the outside world sensor (vehicle-mounted camera M101b) mounted on the emergency stop vehicle A (Fig. 6). ).
Therefore, in addition to the effect of (2) or (3), the obstacle in the front position of the emergency stop vehicle A is visually confirmed while setting the area range (area 1 range B, area 2 range C) having a sufficient expansion angle. A possible area range (area 1 range B, area 2 range C) can be generated.

(5) The area range (area 1 range B, area 2 range C) is the distance between the emergency stop vehicle A and the remote control device (remote controller M115) based on the spread angle information determined by matching with the outside world recognition range information. It is generated by adding information (Fig. 6).
Therefore, in addition to the effect of (4), an area range (area 1 range B, area 2 range C) corresponding to the operator level when visually checking an obstacle at the front position of the emergency stop vehicle A is generated. be able to.

(6) When generating the area range (area 1 range B, area 2 range C), the skill information of the operator who operates the remote control device (remote controller M115) is added. Then, the distances L1 and L2 of the area range (area 1 range B, area 2 range C) become longer as the skill information indicates skill, and the area range (area 1 range B, area 2 range C) indicates that the skill information is immature. ) Shorten the distances L1 and L2 (Fig. 6).
Therefore, in addition to the effect of (5), safer remote control / vehicle operation can be performed by limiting the remote control range according to the skill of the operator such as operation proficiency and safety management ability.

(7) The remote control device includes a first remote control device (remote controller M115-1) and a second remote control device (remote controller M115-2).
When a running stop state occurs due to remote control from the first remote control device (remote controller M115-1) during autonomous driving, the first from the emergency stop vehicle A to the first remote control device (remote controller M115-1). The magnitude relationship between the position (1 position of the remote controller) and the 2nd position (2 positions of the remote controller) from the emergency stop vehicle A to the 2nd remote control device (remote controller M115-2) is determined.
While it is determined that the 1st position (1 position of the operator) is less than or equal to the 2nd position (2 positions of the operator), the remote control to the 2nd remote control device (remote controller M115-2) is invalidated. , The stop instruction by remote control to the first remote control device (remote controller M115-1) is continued (Fig. 14).
Therefore, in addition to the effects of (1) to (6), when an abnormality is found and the unmanned driving vehicles V101 to V105 are stopped by remote control, it is possible to suppress an unintended start of the emergency stop vehicle A.

(8) Remote control devices that enable autonomous driving to follow physically or virtually set travel routes by unmanned driving, and unmanned vehicles V101 to V105 that can be driven by remote control. (Remote controller M115) and.
In this unmanned driving system (unmanned transportation system), a vehicle position detecting means (GPS system M101a) for detecting the positions of unmanned driving vehicles V101 to V105 and a device position detecting means for detecting the positions of a remote control device (remote controller M115). It has (GPS system M115b) and a controller (remote monitor / controller M113) that controls switching of remote control authority by a remote control device (remote controller M115).
When a running stop state occurs due to an abnormality during autonomous driving, the controller (remote monitor / controller M113) changes its remote control position to the emergency stop vehicle A due to the positional relationship between the emergency stop vehicle A and the remote control device (remote controller M115). Determine if it is in a position where it can be confirmed that there are no obstacles that impede the progress of the.
When it is determined that the remote control position is a position where it can be confirmed that there are no obstacles that hinder the progress of the emergency stop vehicle A, a process for giving remote control authority that can return to the autonomous driving state by remote control is executed. (Fig. 8).
For this reason, it is possible to provide a remote control device for an automatic guided vehicle (unmanned driving system) that reduces the operational burden of manned operation by boarding an emergency stop vehicle A when a running stop state occurs due to an abnormality during autonomous driving. it can.

The remote control method and the remote control device of the unmanned driving system of the present disclosure have been described above based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and design changes and additions are permitted as long as the gist of the invention according to each claim is not deviated from the claims.

In Example 1, as a remote control device, an example of a remote controller M115 carried by workers W101 to W105 in the route is shown. However, the remote control device may be an external control panel M109 that is fixed and has an operator that cannot be carried. Further, both the remote controller carried by the operator and the outside control panel in which the operator is present may be used as the remote control device.

In the first embodiment, an example is shown in which the area 1 range B and the area 2 range C generated based on the predetermined travel route information are used when determining the remote control position. However, when determining the remote control position, an example may be used in which the remote control position is determined based on the distance and positional relationship between the emergency stop vehicle position and the remote control position without generating an area range.

In Example 1, an example in which the remote control method and the remote control device of the present disclosure are applied to an automatic guided vehicle system is shown. However, the remote control method and the remote control device of the present disclosure can also be applied to other unmanned driving systems such as an unmanned taxi system, an unmanned valet parking system, an unmanned bus system, and an unmanned truck system. In short, an unmanned driving system including an unmanned driving vehicle capable of autonomous driving that follows a physically or virtually set driving route by unmanned driving, and a remote control device that enables the unmanned driving vehicle to travel by remote control. Can be applied if.

V101 to V107 Unmanned driving vehicle A Emergency stop vehicle
M101 sensor
M101a GPS system (vehicle position detection means)
M108 in-car operation panel
M109 outside control panel
M111 mechanical brake mechanism
M113 Remote monitor / controller (controller)
M115 remote controller (remote control device)
M115-1 remote controller (first remote control device)
M115-2 remote controller (second remote control device)
M115b GPS system (device position detection means)

Claims (8)

It includes a physical or unmanned vehicle capable autonomous travel to follow the unattended operation of virtually set travel route, and a remote control device that allows traveling by remote control the unmanned vehicle, the autonomous in the driving operation of the "running stopping, turning," the automatic control is performed, the forced braking by the self determination in unmanned operation system that autonomously operating,
The vehicle position detecting means for detecting the position of the unmanned driving vehicle and
It has a device position detecting means for detecting the position of the remote control device, and has
When an emergency stop state by the autonomous operation of the forced braking by abnormal during autonomous of the unmanned vehicle has occurred, the remote operation position by the positional relationship between the remote control device and an emergency stop the vehicle, the progress of the emergency vehicle is stopped Determine if you are in a position where you can be sure that there are no obstacles to interfere with
When it is determined that the remote control position is a position where it can be confirmed that there are no obstacles that hinder the progress of the emergency stop vehicle, the forced brake is released from the remote control device and the vehicle is autonomous from the emergency stop state. A remote control method for an unmanned driving system, which is characterized by giving remote control authority capable of returning to a running state. In the remote control method of the unmanned driving system according to claim 1.
When determining the remote control position, an area range is generated based on predetermined travel route information.
A remote control method for an unmanned driving system, wherein when the remote control position exists in the generated area range, it is determined that there is no obstacle that hinders the progress of the emergency stop vehicle. In the remote control method of the unmanned driving system according to claim 2.
The area range is based on the travel route information updated at any time during autonomous driving and the vehicle speed information when traveling on the updated travel route, so that the emergency stop is made on the travel route having a high vehicle speed. A remote control method for an unmanned driving system, characterized in that it is generated in a small area. In the remote control method of the unmanned driving system according to claim 2 or 3.
The area range is a remote control method of an unmanned driving system, characterized in that the spread angle is determined by matching with the outside world recognition range information from the outside world sensor mounted on the emergency stop vehicle. In the remote control method of the unmanned driving system according to claim 4.
The area range is a remote control of an unmanned driving system, which is generated by adding distance information between the emergency stop vehicle and the remote control device to the spread angle information determined by matching with the outside world recognition range information. Method of operation. In the remote control method of the unmanned driving system according to claim 5.
When generating the area range, the skill information of the operator who operates the remote control device is added, the distance of the area range is lengthened as the skill information indicates skill, and the skill information indicates immaturity. A remote control method for an unmanned driving system characterized by shortening the distance of an area range. In the remote control method of the unmanned driving system according to any one of claims 1 to 6.
The remote control device includes a first remote control device and a second remote control device.
When a running stop state occurs due to remote control from the first remote control device during autonomous driving, the first position from the emergency stop vehicle to the first remote control device and the second remote control from the emergency stop vehicle. Judging the magnitude relationship with the second position up to the operating device,
While it is determined that the first position is a distance equal to or less than the second position, the remote control to the second remote control device is invalidated, and the stop instruction by the remote control to the first remote control device is continued. A remote control method for an unmanned driving system, characterized by the ability to do so. It includes a physical or unmanned vehicle capable autonomous travel to follow the unattended operation of virtually set travel route, and a remote control device that allows traveling by remote control the unmanned vehicle, the autonomous in the driving operation of the "running stopping, turning," the automatic control is performed, the forced braking by the self determination in unmanned operation system that autonomously operating,
The vehicle position detecting means for detecting the position of the unmanned driving vehicle and
A device position detecting means for detecting the position of the remote control device and
It has a controller that controls switching of remote control authority by the remote control device.
Wherein the controller is when said emergency stop condition in the autonomous operation of the forced braking by abnormal during autonomous unmanned operation vehicle occurs, remote operation position by the positional relationship between the remote control device and an emergency stop the vehicle, the emergency stop Determine if you are in a position where you can be sure that there are no obstacles that impede the vehicle's progress.
When it is determined that the remote control position is a position where it can be confirmed that there are no obstacles that hinder the progress of the emergency stop vehicle, the forced brake is released for the remote control device and the vehicle is autonomous from the emergency stop state. A remote control device for an unmanned driving system, which is characterized by executing a process that gives remote control authority to return to the running state.

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