JP7107737B2 - Vehicle control system - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control system, and more particularly to vehicle control technology in a workshop where autonomous vehicles travel.

In a mine, as a technique for generating a dynamic route for driving a dump truck toward a position (hereinafter referred to as a "spot position") to stop for loading work or earth dumping work, Patent Document 1 discloses " A switchback point on the travel route before the loading point is designated as a movement point whose position is moved in accordance with the positional movement of the loading point, and the initial position information of the designated switchback point is designated. and the positional information of the loading point, the information of the relative positional relationship between the loading point and the switchback point is generated. A new switchback point is set at a position where the relative positional relationship can be maintained based on the information, the direction information of the unmanned vehicle at the loading point, and the information on the relative positional relationship, and the new switchback point is set. Generate a travel route to the loading point after moving through (summary excerpt)”.

In addition, Patent Document 2 describes, "When a travel command is given to an unmanned vehicle with double-sided loading, the direction or position of the work equipment when the travel command is given is compared with the direction or position of the boundary line, and the It is determined whether the work machine of the loader is positioned on the left loading point side or on the right loading point side.In addition, when setting the loading point position for double-sided loading, the loading point position setting is instructed. By comparing the direction or position of the work equipment when the load is loaded with the direction or position of the boundary line, it is determined whether the work equipment of the loader is positioned on the left loading point side or on the right loading point side. (summary excerpt)”.

U.S. Pat. No. 9,037,338 U.S. Pat. No. 8,843,311

As the excavation of the loading field progresses, the face moves to the back side of the loading field entrance, and the loading field expands. Also, in the dumping site where the earth is dumped under the cliff, as the dumping work progresses, the cliff moves deeper than the entrance of the dumping site, and the dumping site expands. As the loading area and the dumping area (hereinafter referred to as "working area") expand, the dynamic path from each of the entrance and exit of the working area to the spot position becomes longer. In order to replace the dump truck that loads and dumps, the next dump truck that loads and dumps normally waits before the dynamic route connecting the entrance to the spot position. Therefore, as the workplace expands, the distance of the dynamic path increases and the travel time required for the waiting dump truck to reach the spot position increases. As a result, there is concern that the transportation efficiency will decrease, leading to a decrease in the workability of the mine.

According to the above Patent Documents 1 and 2, it is possible to easily search for a dynamic route by devising the setting of the switching position, but there is no mention of a method of updating the entrance and exit positions of the workplace. Therefore, it is not possible to deal with the above problems caused by the expansion of the workshop.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle control system that efficiently generates a dynamic route for a dump truck following the expansion of a working area in a mine.

In order to achieve the above object, the present invention provides a working machine that excavates and loads at a work site in a mine, and at least one autonomously traveling dump truck that travels on a transport path connected to the work site to transport a load. A vehicle control system configured by connecting each of them via a wireless communication line to a control server that sets the dynamic route on which the autonomously traveling dump truck travels in the map information of the mine and performs operation management. The work machine includes a work machine-side position calculation device that calculates the current position of the work machine, a work machine-side wireless communication device that is connected to the wireless communication line, and a dynamic area set in the map information. a working machine side input device that receives an update request operation of the dynamic area within which the dynamic route is allowed to be generated and an operation of specifying a spot position to call in the autonomous traveling dump truck; , a work machine controller connected to each of the work machine position calculation device, the work machine wireless communication device, and the work machine input device, wherein the control server stores the map information. a control-side storage device, a control-side wireless communication device connected to the wireless communication line, and a control-side controller connected to each of the control-side storage device and the control-side wireless communication device; The machine-side controller transmits spot position information indicating the spot position to the control server, and when the work machine-side input device receives an update request operation of the dynamic area, an update request including the current position of the work machine. information is transmitted to the control server, and when the control-side controller receives the spot position, the control-side controller sets the dynamic route following the spot position in the map information, and the spot position and The position of the work machine at the specified time is received from the work machine for a plurality of times and accumulated, and when the update request information is received, the work machine moves connecting at least two or more accumulated positions of the work machine. A distance between the line and the current position of the work machine included in the update request information is obtained, and each of the at least two spot positions accumulated is calculated by an estimated moving distance of the bench having the same distance as the distance. calculating at least two or more predicted spot positions translated in parallel toward the work machine movement line, and moving the work machine over the current dynamic area set in the map information by the same distance as the estimated bench movement distance; Set the dynamic area candidate by moving toward the line of movement , and A static route whose update frequency is lower than the update frequency of the dynamic route is set, and the static route is an entrance-side static route connected to the entrance point of the dynamic area and an exit point of the dynamic area. When the dynamic area candidate is set, the control-side controller connects the entrance point candidate of the dynamic area candidate and the entrance point of the current dynamic area. a side static route and an extension exit side static route connecting the exit point candidate of the dynamic area candidate and the exit point of the current dynamic area, and converting the dynamic area candidate into a new dynamic area and rewrite the map information as a new static route including the extension entrance side static route and the extension exit side static route, and use the rewritten map information and managing the operation of the autonomously traveling dump truck.

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

Schematic diagram of vehicle control system External view of dump truck 1 is a hardware configuration diagram of a vehicle control system according to a first embodiment; FIG. Functional block diagram of vehicle control system Explanatory diagram showing an example of dynamic route generation Flowchart showing the flow of processing for generating an entrance-side dynamic route Flowchart showing the flow of exit-side dynamic route generation processing Flowchart showing the flow of processing in which the control server manages the generation and deletion of dynamic routes in the loading area A diagram showing how a dump truck travels while acquiring travelable areas A diagram showing the acquired drivable area Flowchart showing the flow of processing for obtaining a travelable area A diagram showing how to obtain the estimated moving distance of the bench A diagram showing how the dynamic area and static route are updated based on the estimated bench travel distance. Flowchart showing the flow of dynamic area and static route update processing in a loading area Explanatory diagram showing how the dynamic area is divided and updated Flowchart showing the flow of dynamic area division processing Diagram showing the preview screen when dynamic area division is not performed Diagram showing the preview screen when performing dynamic area division Hardware configuration diagram of a vehicle control system according to a second embodiment A diagram showing how to acquire the distance that the dumping position has moved A diagram showing how the dynamic area and static route are updated based on the obtained distance Flowchart showing the flow of dynamic area and static route update processing in a dumping site

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

<First embodiment>
FIG. 1 is a schematic configuration diagram of a vehicle control system 1. As shown in FIG. The vehicle control system 1 shown in FIG. 1 includes a shovel 10 that performs excavation and loading operations in a mine, and at least one or more autonomously traveling dump trucks (hereinafter abbreviated as "dump trucks") 20 for transporting cargo. , and a control server 31 installed in a control center 30 that manages operation of the dump truck 20 are connected for communication with each other via a wireless communication line 40 .

The mine is provided with a loading field 61 where the excavator 10 excavates and loads, an under-cliff dumping field 62 , and a transport path 60 connecting the loading field and the under-cliff discharging field 62 . Since the dump truck 20 repeatedly travels along the same travel route on the transport path 60, it is preferable to set a route that is easy to travel at high speed in advance. On the other hand, in the loading site 61 and the cliff-side dumping site 62, the spot position 1402 (see FIG. 11A; stop position at the time of loading and dumping) changes frequently. It is preferable to generate a route from the entrance of the loading field 61 or the under-cliff earth dumping field 62 to the spot position 1402 and a route from the spot position 1402 to the exit each time it is necessary. In this specification, the route of the transport path 60 is called a static route, and the route of the loading field 61 and the under-cliff earth dumping field 62 is called a dynamic route because of the difference in update frequency. A dozer 90 is in operation at the under-cliff dumping site 62 and is also connected to the control server 31 . The excavator 10 corresponds to a working machine that excavates and loads.

Each of the excavator 10 and the dump truck 20 includes a first position calculation device 120 composed of a GNSS sensor that receives positioning radio waves from a Global Navigation Satellite System (GNSS) to acquire the position of the vehicle, and A third position calculation device 220 (see FIG. 3) is provided. Each position calculation device may combine a GNSS sensor with an inertial measurement unit (IMU). Alternatively, a system that can specify each position in a coordinate system common to the excavator 10 and the dump truck 20 may be used by using radio waves from a base station installed on the ground instead of the GNSS sensor.

The excavator 10 includes a lower traveling body 11 composed of left and right crawlers, an upper revolving body 12 mounted thereon so as to be freely revolving, an operator's cab 13 mounted on the upper revolving body 12, and a multi-purpose vehicle mounted so as to be able to be raised. and an articulated front working machine 17 . The front working machine 17 includes a boom 14 having one end attached to the upper revolving body 12, an arm 15 rotatably attached to the tip of the boom 14, and an attachment rotatably attached to the tip of the arm 15 ( In this embodiment, the bucket 16 is used).

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

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

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

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

FIG. 2 is an external view of the dump truck 20. FIG. As shown in FIG. 2, the dump truck 20 includes a body frame (vehicle frame) 21 forming a main body, a left front wheel 22L, a right front wheel 22R, a left rear wheel 23L and a right rear wheel, and a rear part of the body frame 21. A cargo bed (vessel) 24 that can rotate vertically around a provided hinge pin, a cab 25 mounted on the front part of the vehicle body frame 21, an antenna 26 for connecting to a wireless communication line 40, A GNSS antenna 27 , a left rider 28 L and a right rider 28 R that detect road shoulders and road surfaces, and a third controller 200 that autonomously drives the dump truck 20 according to instructions from the control server 31 . In FIG. 2, the scanning ranges of the left rider 28L and the right rider 28R are indicated by a left scanning plane 281L and a right scanning plane 281R.

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

The first vehicle body driving device 110 includes a hydraulic driving device (hydraulic cylinder or hydraulic pump) that raises and rotates the crawler that constitutes the lower traveling body 11 and the boom 14 , the arm 15 and the bucket 16 .

The first attitude sensor 130 is an angle sensor that detects each angle of the boom 14 , the arm 15 and the bucket 16 . Alternatively, the first attitude sensor 130 may be a bucket GNSS position sensor that directly acquires the GNSS position of the bucket 16, or may be fixedly installed on the ground to detect the ground surface of the bucket 16 using light or ultrasonic waves. A height position or a position relative to the upper revolving body 12 may be detected.

The control server 31 includes a second controller 310, a second wireless communication device 340 connected to the second controller 310, a second storage device 350, a second display device 360, and a second input device 370. be done. The second controller 310, the second wireless communication device 340, the second storage device 350, the second display device 360, and the second input device 370 are each a control-side controller, a control-side wireless communication device, and a control-side storage device. Equivalent to others.

The dump truck 20 includes a third controller 200, a traveling drive device 210 connected to the third controller 200, a third position calculation device 220, an on-vehicle sensor 230, a third wireless communication device 240, and a third storage device 250. Consists of The third controller 200, the third position calculation device 220, the third wireless communication device 240, and the third storage device 250 are the dump truck side controller, the dump truck side position calculation device, and the dump truck side wireless communication device, respectively. equivalent to

Travel drive device 210 includes a braking device, a steering motor, and a travel motor.

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

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

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

Each of the third storage device 250 and the second storage device 350 is configured by a non-volatile storage medium such as an HDD capable of reading and writing information. Map information (including boundary information) is stored.

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

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

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

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

When the operator of the excavator 10 operates the first input device 170 consisting of left and right operation levers, etc., the first travel command unit 101 and the first attitude command unit 102 move the first vehicle body drive device 110 according to the amount of operation. Outputs control signals such as turning.

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

The third storage device 250 includes a third map information storage unit 251 that stores map information of the transport path 60, the loading area 61, and the under-cliff earth dumping area 62. FIG.

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

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

Each of these functional components is configured in cooperation with a computer that configures each controller by executing software. Moreover, it may be configured by a circuit that realizes each functional configuration unit. A detailed description of each functional configuration unit will be given later along with the operation flow.

Next, referring to FIGS. 5 to 7, the dynamic route generation unit 313 generates a dynamic route based on the spot position information and the dynamic area information (including the entry point and exit point of the dynamic area). The operation procedure of the process of generating will be described. The "dynamic area" referred to here is an area within the workshop where dynamic route generation is permitted.

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

Case 1 shows an entrance path where the spot position 804 is on the left side of the entrance point 802 and the turnaround point 806 can be set on the left side.

Case 2 shows an entry-side path when the spot position 804 is on the right side of the entry point 802 and the turn-around point 806 can be set on the right side.

Case 3 shows an entrance-side route in which the spot position 804 is on the left side as viewed from the entrance point 802, and the turning point 806 cannot be set on the left side, and is set on the right side.

Case 4 represents an exit-side dynamic path connecting exit point 808 and spot location 804 .

FIG. 6 is a flow chart showing the flow of processing for generating an entrance-side dynamic route. FIG. 7 is a flow of processing for generating a dynamic route on the exit side. In the present embodiment, the processing for generating a dynamic route is performed according to the flow described below. A method of determining the parameters of each part by analytical optimization based on a function and generating a dynamic path may be used.

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

In generating the entrance-side dynamic path, first, on the premise that the entrance-side static path 801, the entrance point 802, the spot position 804, and the spot position angle are given, a straight line (spot straight line) 805 passing through the spot position 804 is generated. shall be given. Then, the dynamic path generation unit 313 assumes arc 1, arc 2, and tangent line 1 that are part of the dynamic path to be generated, and calculates the radius of arc 1, the radius of arc 2, and the slope of tangent line 1. is changed as a parameter to sequentially search for and store entrance-side dynamic route candidates, and finally the one with the shortest travel time is adopted as the entrance-side route. Hereinafter, description will be made along the order of each step in FIG.

First, the dynamic path generation unit 313 determines the radius of arc 1, the radius of arc 2, and the slope of the tangent as parameters (S901). This obtains what was determined to be searched first in the preset search range.

Next, the dynamic path generation unit 313 determines which side of the spot position 804 the arc 1 should be set to, left or right (S902).

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

Next, the dynamic path generation unit 313 estimates the posture at each point when the dump truck 20 travels from the positional relationship between each point of the coordinate point sequence and the points before and after the point, and calculates the vehicle position range at that time. Calculate (S908). That is, the center point of the rear wheel axle, which is the representative point of the vehicle position, is positioned on the target point, and the direction of the tangent to a circle circumscribing three points including the front and rear points is assumed to be the posture angle. Using the length and width, calculate the vehicle position range.

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

The speed at each point is calculated according to the curvature, and the speed at which the dump truck 20 does not overturn due to the lateral acceleration due to the centrifugal force during traveling is obtained by a theoretical calculation formula. At each point, the required travel time can be obtained based on the distance and speed to the next point. By integrating these values, the travel time of the entire generated entrance-side dynamic route candidate can be calculated. can be done.

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

When the dynamic path generation unit 313 determines that changeable parameters remain in the search (S911/Yes), the radius of the arc 1, the radius of the arc 2, the slope of the tangent line 1, the position of the arc 1 with respect to the spot position 1402 The relationship and the like are changed (S912), and the process returns to step S903. On the other hand, when the dynamic route generation unit 313 determines that there are no changeable parameters left (S911/No), the process proceeds to the next step.

As a result of the search by the dynamic route generation unit 313, if there is an entry-side dynamic route candidate (S913/Yes), the dynamic route generation unit 313 selects the entrance-side dynamic route candidate with the shortest travel time. It is selected and determined as an entry-side dynamic route (S914), and proceeds to exit-side dynamic route generation processing (S916).

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

In FIG. 5, case 3 has a narrower dynamic area shape on the left side as seen from the entry point 802 than case 1, so it is generated on the right side when facing the turning point 806 . Search is performed by changing each parameter, and the entrance-side dynamic route with the shortest travel time is selected, so it is possible to generate the optimum entrance-side dynamic route that can be generated within the dynamic area can.

Next, the flow of processing for generating an exit-side dynamic route will be described using case 4 of FIG. 5 and FIG. FIG. 7 is a flow chart showing the flow of processing for generating an exit-side dynamic route. The procedure for generating the dynamic path on the exit side is also mostly the same as the procedure for generating the dynamic path on the entrance side, and the description of the same part will be omitted. As an overview, first, a spot position 804, a spot straight line 805, an exit point 808, and an exit-side static path 809 are given. Then, the dynamic path generation unit 313 assumes arc 3, arc 4, and tangent line 2 that are part of the exit-side dynamic path to be generated, and The slope of the exit side is changed as a parameter to sequentially search for exit side dynamic route candidates, save those whose vehicle position range is within the dynamic area as candidates, and finally the exit side dynamic route that has the shortest travel time adopted as Hereinafter, description will be made along the order of each step in FIG.

First, steps S1001 to S1005 are the same as steps S901 to S905 in entrance-side dynamic path generation, where arc 1, arc 2, and tangent line 1 are replaced with arc 3, arc 4, and tangent line 2, respectively. There is no step corresponding to step S906 in the entry-side dynamic route generation because the exit-side dynamic route does not require a turnaround point. Next, the dynamic path generator 313 uses arc 3, tangent 2, arc 4, and the exit-side static path extension line 810 to generate the shortest continuous path from the spot location 804 to the exit point 808. , is generated as a coordinate point sequence (S1007).

Then, when the dynamic route generation unit 313 determines that the vehicle position range at all the points in the coordinate point sequence is within the dynamic area (S1009/Yes), the dynamic route generation unit 313 calculates the required travel time to generate exit-side dynamic route candidates. (S1010).

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

The above is the processing flow of dynamic route generation on each of the entrance side and the exit side. By performing such processing, while ensuring safety so that the dump truck 20 does not protrude out of the dynamic area at each point on the dynamic route, it is possible to minimize the travel time of the dynamic route. A dynamic route can be searched for. In the present embodiment, only arcs and straight lines are used as parts constituting the dynamic path. You may construct a route. By doing so, the track followability of the dump truck 20 can be improved.

FIG. 8 is a flow chart showing the flow of processing in which the control server 31 manages the creation and deletion of dynamic routes in the loading field 61. As shown in FIG.

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

When the second map information management unit 312 determines that there is no existing dynamic route (S1102/No), the process proceeds to step S1106.

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

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

The control control unit 311 acquires current position information from the preceding dump truck. When the control control unit 311 determines that the preceding dump truck has left the existing dynamic route based on the current position information, the second map information management unit 312 stores the existing spot position 804 and the dynamic route. Delete from the second map information storage unit 351 (S1105).

Then, the control server 31 uses the spot position 804 transmitted from the loading position acquisition unit 104 when the excavator operator requests dynamic route generation, and the dynamic route generation unit 313 dynamically A route is generated (S1106). When the dynamic route generation is successful, the second map information management unit 312 writes the dynamic route information to the second map information storage unit 351 and transmits the dynamic route information to each dump truck 20. (S1107).

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

By performing such a process, when the excavator operator sets a spot position 1402 at a new loading position, the previous spot position 1402 and dynamic path are immediately deleted, so that the second storage device 350 and the 3, the used area of the storage device 250 can be reduced.

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

First, as shown in FIG. 9A, while the dump truck 20 is running, the left rider 28L and the right rider 28R move the object across the left scan plane 281L and the right scan plane 281R that spread forward and backward in the left and right obliquely downward direction of the vehicle body. , and based on this, obstacles and unevenness of the road surface are constantly detected. While the dump truck 20 travels along the dynamic path from the entry point 802 of the dynamic area 807 to the spot location 804 via the turnaround point 806 and from the spot location 804 to the exit point 808, the entrance If point 802 and exit point 808 are anti-parallel to each other, left scan plane 281L and right scan plane 281R projected onto the road surface will rotate approximately 180 degrees while traveling the dynamic path.

Using the three-dimensional topographical coordinate information accumulated in this process, as shown in FIG. A drivable area 1204 consisting of can be estimated. For this processing, for example, a point cloud data clustering method or the like is used to classify data existing on substantially the same plane, and to extract the boundaries as polygon data.

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

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

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

By executing such a flow of obtaining the travelable area 1204, the travelable area information is always kept up-to-date while the dump truck 20 travels one after another on the transport path 60, the loading site 61, and the under-cliff dumping site 62. information can be kept. In addition, the travelable area information is used for dynamic area update, which will be described later. As a result, the dump truck 20 does not protrude from the travelable area 1204 and can travel using a safe dynamic route.

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

First, the procedure will be described with reference to FIGS. 11A, 11B, and 12. FIG. FIG. 11A is a diagram illustrating how the estimated bench movement distance 1405 is acquired, and FIG. 11B is a diagram illustrating how the dynamic area 807 and the static route are updated based on the estimated bench movement distance 1405 . FIG. 12 is a flow chart showing the flow of processing for updating the dynamic area 807 and the static route in the loading area.

In FIG. 11A, a dynamic area 807 with an entry point 802 and an exit point 808 is set by default. Also shown are spot positions 1402 designated by the excavator 10 with respect to the current dynamic area 807, and loading positions 1401, which are the positions of the excavator 10 when each spot position is designated. It is acquired by the map location acquisition unit 104 , transmitted to the control server 31 , and stored in the second map information storage unit 351 . The second map information storage unit 351 accumulates past data obtained by receiving the spot positions designated in the past by the excavator 10 and the loading positions at that time a plurality of times. It is assumed that excavation of the bench has progressed and the travelable area 1204 has become longer by the bench estimated movement distance 1405 from the point in time when the dynamic area 807 was set.

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

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

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

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

Next, as shown in FIG. 11B, the spot range setting unit 314 translates each accumulated spot position 1402 by the same distance as the estimated bench movement distance 1405 in a direction perpendicular to the shovel movement straight line 1403, and the dynamic area It is calculated as the updated predicted spot position 1410 (S1504). Predicted spot positions 1410 may not use all of the accumulated spot positions 1402 . For example, it may be calculated by extracting several representative points on an approximate straight line of the spot position, or the predicted spot position 1410 may be obtained by thinning out the parallel-shifted spot positions.

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

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

The dynamic route generation unit 313 temporarily confirms whether entrance-side dynamic routes and exit-side dynamic routes can be generated within the dynamic area candidates 1411 for all predicted spot positions 1410, and simultaneously The travel time required for the dynamic route and the exit-side dynamic route is calculated (S1507).

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

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

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

When the dynamic route generation unit 313 determines that the required travel times of all the entrance-side dynamic routes and the exit-side dynamic routes are smaller than the travel time threshold, the dynamic route generation unit 313 sends the second map information management unit 312 Information indicating dynamic area candidates, extended entrance-side static route candidates, and extended exit-side static route candidates is output. The second map information management unit 312 updates the dynamic area candidate information indicating the dynamic area candidate 1411, the extended entrance side static route candidate 1408, and the extended exit side static route candidate 1409 in step S1501. Send to The first controller 100 of the excavator 10 receives the dynamic area candidate information via the first wireless communication device 140 and displays a preview on the first display device 160 (S1512).

Details of the preview display will be described later with reference to FIG. When the operator of the excavator 10 visually recognizes the preview display and performs an approval operation using the first input device 170 (S 1513 /Yes), the first controller 100 transmits approval information to the control server 31 . The second map information management unit 312 updates the information in the second map information storage unit 351 using the dynamic area candidate 1411, the extended entrance side static route candidate 1408, and the extended exit side static route candidate 1409 according to the approval information. Update (S1514). Then, the second controller 310 erases the loading position 1401 and the spot position 1402 accumulated so far (S1515). Furthermore, the second map information management unit 312 broadcasts the updated map information to all the dump trucks 20 .

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

In the above, updating the extended entrance side static route 1408 and the extended exit side static route 1409 means that the static route set for the transport path 60 is changed to the updated new dynamic area 807 entry point 802 and Equivalent to extending to each of the exit points 808 . In the following description, the updating of the extended entrance-side static route 1408 and the extended exit-side static route 1409 is referred to as update of the static route.

Even if the dynamic area 807 and the static route are updated, if an entrance-side dynamic route candidate or an exit-side dynamic route candidate whose required travel time is greater than the travel time threshold value is generated in step S1510, the predicted spot position One of the causes is that 1410 is widely spread laterally. In other words, the dynamic area 807 can be shortened in the depth direction by the above-described processing, but if it expands in the horizontal direction, the dynamic path from the entry point 802 and the exit point 808 to the predicted spot position 1410 is also shortened in the horizontal direction. It becomes longer, and it is not possible to shorten the required travel time. To address this problem, a method of reducing the required travel time by dividing the dynamic area 807 along the axial direction of the shovel movement straight line 1403, which will be described later, will be described with reference to FIGS. 13 and 14. FIG. FIG. 13 is an explanatory diagram showing how the dynamic area 807 is divided and updated, and FIG. 14 is a flowchart showing the flow of dividing the dynamic area 807 .

Hereinafter, the processing will be described in order along the steps of FIG. 14 . First, the dynamic route generator 313 divides the predicted spot position 1410 shown in FIG. 13 into two (S1701). In this embodiment, the first spot position set 1410-1 and the second spot position set 1410-2 are divided into two, but depending on the range of the predicted spot positions 1410, they may be divided into more combinations.

Then, the dynamic route generation unit 313 generates a first divided dynamic area candidate 1411-1 and a second divided dynamic area candidate including the first spot position group 1410-1 and the second spot position group 1410-2, respectively. 1411-2 is set (S1702). For example, the dynamic path generation unit 313 sets a division reference line perpendicular to the excavator movement straight line 1403 for the existing dynamic area candidate 1411, and creates a first division dynamic area candidate 1411-1 across the division reference line. , into a second divided dynamic area candidate 1411-2. In particular, near the division reference line, the first division dynamic area candidate 1411-1 and the second division dynamic area candidate 1411-2 each include the vehicle range when the dump truck 20 stops at that position. , the first divided dynamic area candidate 1411-1 and the second divided dynamic area candidate 1411-2 may be partially overlapped.

Dynamic route generation unit 313 generates first entry point candidate 1406-1 and second entry point candidate 1406-2 in first divided dynamic area candidate 1411-1 and second divided dynamic area candidate 1411-2, respectively. , and a first exit point candidate 1407-1 and a second exit point candidate 1407-2 are calculated (S1703). Similar to step S1506 described above, this is based on the predicted spot positions located in the center of each of the first spot position set 1410-1 and the second spot position set 1410-2, and the vehicle width of the dump truck 20 is considered. It will be placed on the left and right based on the distance between the oncoming lanes.

When the first candidate entry point 1406-1, the second candidate entry point 1406-2, the first candidate exit point 1407-1, and the second candidate exit point 1407-2 are calculated, the dynamic route generation unit 313 generates the first For each predicted spot position 1410 included in the first divided dynamic area candidate 1411-1 and the second divided dynamic area candidate 1411-2, the entrance side dynamic route and the exit side dynamic route (hereinafter collectively referred to as "dynamic route" ) can be generated, and at the same time, the travel time required for each dynamic route is calculated (S1704).

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

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

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

Next, the dynamic route generation unit 313 generates the entrance-side branch point candidate 1601, the first entrance point (corresponding to the point that was the first entrance point candidate 1406-1 in this example), and the second entrance point (similarly (corresponding to the second entry point candidate 1406-2) are calculated. In addition, the dynamic route generation unit 313 generates the exit-side confluence candidate 1602, the first exit point (similarly corresponding to the first exit point candidate 1407-1), and the second exit point (similarly to the second exit point candidate 1407-1). 2) are calculated (S1707). This route calculation can be realized, for example, by a method similar to the method for calculating the exit-side dynamic route of the dynamic route.

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

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

If the dynamic route generation unit 313 determines that at least one or more vehicle position ranges protrude from the travelable area 1204 (S1709/No), the dynamic route generation unit 313 does not include them in the candidates and skips them.

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

When the dynamic route generation unit 313 completes the search processing for all the branch point candidates (S1711/Yes), it selects the entry-side branch point candidate and the exit-side merging point candidate that require the shortest travel time. (S1712).

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

Also, when a plurality of entry points 802 and exit points 808 are formed by dividing the dynamic area candidate 1411, the required travel time from the branch point and confluence point of the static route to each entry point and each exit point is the shortest. Since the branch points and confluence points can be set so as to reduce the travel time of the dump truck 20 and the standby time of the excavator 10, the mining productivity can be improved.

In addition, since the dynamic area 807 is set within the travelable area 1204 acquired by the dump truck 20, the dynamic route generated within the dynamic area 807 is a safe route in which the dump truck 20 can physically travel. become a thing.

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

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

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

By displaying the required travel time information 1801 in this way, the operator of the excavator 10 can quantitatively grasp the degree of reduction in the required travel time in the case of division.

According to this embodiment, the vehicle control system 1 rewrites the map information based on the spot range acquired by the excavator 10 and the travelable area 1204 acquired by the dump truck 20. map information to move the entry and exit points of the loading dock 61 to appropriate locations. As a result, excavation of the loading field 61 progresses, and the dynamic area and static route can be updated in accordance with topographical changes caused by the benches moving in the depth direction when viewed from the entrance side.

In addition, when the spot range spreads horizontally, the dynamic area candidate 1411 is divided, and the static route is branched so as to minimize the required travel time. It is possible to minimize the demerit due to the increase in required travel time of the dump truck 20, reduce the replacement time of the dump truck 20, that is, the shovel loading wait time, and contribute to the improvement of production efficiency.

<Second embodiment>
The second embodiment is an embodiment in which the present invention is applied to a cliff discharge site 62 . In the following, descriptions of portions that overlap with the first embodiment in terms of configuration and operation will be omitted, and only different portions will be described.

FIG. 16 is a hardware configuration diagram of a vehicle control system 1a according to the second embodiment. In the vehicle control system 1a, a dozer 90 is connected to a control server 31 instead of the excavator 10 of the first embodiment. The dozer 90 corresponds to a working machine that is driven in an under-cliff dumping site.

A fourth controller 900 mounted on the dozer 90 includes a fourth vehicle body driving device 910, a fourth position calculating device 920, a fourth attitude sensor 930, and a fourth wireless communication device for driving and attitude driving the dozer 90 according to control instructions. A device 940, a fourth display device 960, and a fourth input device 970 are connected to each other. Each of the fourth controller 900, the fourth position calculation device 920, the fourth attitude sensor 930, the fourth wireless communication device 940, and the fourth input device 970 is mounted on a working machine driven in an under-cliff dumping site. They correspond to a machine-side controller, a work machine-side position calculation device, a work machine-side wireless communication device, and a work machine-side input device, respectively.

The fourth controller 900 includes a fourth travel instruction section 901 , a fourth attitude instruction section 902 , a fourth map information management section 903 , and a dumping position calculation section 904 .

The dumping position calculator 904 acquires the GNSS position of the dozer 90 from the fourth position calculator 920, acquires the posture information of the front work machine including the blade from the fourth posture sensor 930, and calculates the GNSS position of the tip of the front work machine. Calculate The operator of the dozer 90 designates the spot position 2001 where the dump truck 20 will stop in the next earth discharging work by aligning the blade with the earth discharging position 2002 for the earth discharging under the cliff and specifying it with the fourth input device 970 .

With reference to FIGS. 17A, 17B, and 18, procedures for updating the dynamic area and static route when the under-cliff earth dumping site 62 expands will be described. FIG. 17A is a diagram showing how the distance by which the earth dumping position has moved is acquired. FIG. 17B is a diagram showing how dynamic areas and static routes are updated based on the acquired distance. FIG. 18 is a flow chart showing the flow of processing in the dumping site.

In FIG. 17A, with respect to the currently used dynamic area 807, the travelable area 1204 has become longer on the far side with respect to the entrance point 802 and the exit point 808 due to the progress of the earth dumping under the cliff. Also, the spot position 2001 specified by the dozer 90 with respect to the current dynamic area 807 and the dump truck 20 retreats from each spot position 2001 toward the dumping edge (boundary line of the under-cliff dumping site 62), and each spot A distance 2005 between a position 2001 and a dumping position 2002 where the vehicle stops at this spot position 2001 and actually performs dumping and dumping is shown. The spot range setting unit 314 of the control server 31 stores in the second map information storage unit 351 a plurality of pairs of spot positions 2001 and dumping positions 2002 when dumping work was performed in the past.

Assuming the above state, the flow of processing for updating the dynamic area and static route in the under-cliff earth dumping site 62 will be described along the steps of FIG. 18 . This processing is basically the same as the flow of processing for updating dynamic areas and static routes in the loading field described in FIG. A different point is that the benches of the loading field 61 are excavated in a substantially straight line and expand in order, whereas the under-cliff dumping field 62 tends to expand in a shape that is close to radial. Therefore, a process different from the calculation of the bench estimated moving distance in the first embodiment is performed.

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

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

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

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

The description of subsequent steps S2106 to S2115 is the same as that of steps S1506 to S1515 in the update process regarding the loading field 61 described in the first embodiment.

According to the present embodiment, in the under-cliff dumping site 62 as well, by estimating the expansion distance of the area with reference to the actual dumping position of the dump truck 20, terrain changes in the under-cliff dumping site 62 can be followed. Dynamic areas and static routes can be updated. As a result, it is possible to prevent the production efficiency from deteriorating due to the lengthening of the dynamic path in the under-cliff earth dumping site 62 as well.

The above embodiments do not limit the present invention, and various modifications are included in the present invention without departing from the scope of the present invention. For example, in the present embodiment, the vehicle control system 1 is configured by connecting the excavator 10 or dozer 90, the control server 31, and the dump truck 20 via the wireless communication line 40, but the second controller of the control server 31 The function of 310 may be installed in the first controller 100, and the vehicle control system 1 may be configured by connecting the excavator 10 and the dump truck 20 for communication.

1, 1a: Vehicle control system 10: Excavator 20: Dump truck 31: Control server 32: Antenna 40: Wireless communication line 60: Transport path 61: Loading site 62: Land dumping site 90: Dozer

Claims (8)

The autonomously traveling dump truck runs a working machine that excavates and loads in a worksite in the mine, and at least one autonomously traveling dump truck that travels on a conveying path connected to the worksite to transport a load. A vehicle control system configured by communicating and connecting via a wireless communication line to a control server that performs operation management by setting a dynamic route to the map information of the mine,
The working machine is
a work machine side position calculation device that calculates the current position of the work machine;
a work machine side wireless communication device connected to the wireless communication line;
An update request operation of the dynamic area set in the map information, which is a range within which the dynamic route is allowed to be generated, and a spot position designated for calling the autonomous dump truck. a working machine side input device that receives a designated operation of
a work implement controller connected to each of the work implement position calculation device, the work implement wireless communication device, and the work implement input device;
The control server is
a control-side storage device that stores the map information;
a control-side wireless communication device connected to the wireless communication line;
a control-side controller connected to each of the control-side storage device and the control-side wireless communication device;
The work machine side controller includes:
Spot position information indicating the spot position is transmitted to the control server, and when the work machine side input device receives an update request operation of the dynamic area, update request information including the current position of the work machine is transmitted to the control server. send to
The control-side controller,
setting the dynamic route following the spot position in map information when the spot position is received;
receiving and accumulating the spot positions designated in the past by the work machine and the position of the work machine at the time of designation from the work machine a plurality of times;
when the update request information is received, obtaining a distance between a work machine movement line connecting at least two or more accumulated positions of the work machines and the current position of the work machine included in the update request information;
calculating at least two or more predicted spot positions by moving each of the at least two or more accumulated spot positions toward the line of movement of the work machine by an estimated bench movement distance equal to the distance; ,
moving the current dynamic area set in the map information in parallel toward the work machine movement line by the same distance as the estimated bench movement distance to set a dynamic area candidate;
setting a static route whose update frequency is lower than that of the dynamic route in the map information;
the static route includes an entry-side static route connecting to an entry point of the dynamic area and an exit-side static route connecting to an exit point of the dynamic area;
When the dynamic area candidate is set, the control-side controller creates an extended entrance-side static route connecting the entrance point candidate of the dynamic area candidate and the entrance point of the current dynamic area, and the dynamic area candidate. generating an extended exit-side static path that connects the exit point candidate of and the exit point of the current dynamic area;
The map information is rewritten with the dynamic area candidate as a new dynamic area, and the static route including the extended entrance side static route and the extended exit side static route is used as a new static route in the map information. and rewrite
using the rewritten map information to manage the operation of the autonomously traveling dump truck;
A vehicle control system characterized by: In the vehicle control system according to claim 1,
The control-side controller,
For all entrance-side dynamic path candidates connecting the entrance point candidates and the predicted spot positions, and all exit-side dynamic path candidates connecting the predicted spot positions and the exit point candidates, A travel time necessary for the autonomously traveling dump truck to travel is obtained, and the entrance-side dynamic route candidate or the exit requiring a travel time equal to or greater than a travel time threshold determined based on the waiting time of the work machine. When there are one or more side dynamic path candidates, the dynamic area candidate is divided into a plurality of candidates along the axial direction of the work machine movement line, and the predicted spot positions included in each of the divided dynamic area candidates are calculated. and the entry point candidate of each divided dynamic area candidate. A travel time is calculated for each of the exit-side dynamic route candidates connecting the candidates, and if all the travel times calculated for each divided dynamic area candidate are less than the travel time threshold, the plurality of divisions rewriting the map information with the dynamic area candidate as a new dynamic area;
A vehicle control system characterized by: In the vehicle control system according to claim 2,
The control-side controller,
At least one or more entrance-side branch point candidates are set on the extended entrance-side static route, at which the travel route branches toward the entrance points of each divided dynamic area, and each entrance-side branch point candidate and each Calculate the required travel time for each of the branch routes connecting the entry point of the divided dynamic area, and select the point at which the required travel time of the branch route is the minimum as the entrance-side branch point;
At least one or more exit-side confluence candidates are set on the extended exit-side static route, at which the travel routes from each of the exit points of each divided dynamic area merge, and each exit-side confluence candidate and each division Calculate the travel time required for each of the travel routes that connect the exit points of the dynamic area, and select the point that minimizes the travel time required for the travel route as the exit-side confluence point;
A vehicle control system characterized by: In the vehicle control system according to claim 1 ,
The autonomous traveling dump truck is
a dump truck side position calculation device that detects the current position of the autonomously traveling dump truck;
a dump truck side wireless communication device connected to the wireless communication line;
an in-vehicle sensor that detects a road surface on which the autonomously traveling dump truck travels;
a dump truck side controller connected to each of the dump truck side position calculation device, the dump truck side wireless communication device, and the in-vehicle sensor;
The dump truck side controller
Based on the output of the vehicle-mounted sensor and the current position of the autonomously traveling dump truck, the position of the travelable area defined by accumulating the position of the road surface on which the autonomously traveling dump truck actually traveled is acquired, and the control server acquires the position of the travelable area. send to
The control-side controller,
setting the dynamic area within the drivable area in the map information;
A vehicle control system characterized by: In the vehicle control system according to claim 1,
The working machine is
further comprising a work machine side display device connected to the work machine side controller;
The control-side controller,
transmitting dynamic area candidate information indicating positions of dynamic area candidates for which all the dynamic routes are generated to the work machine;
The work machine side controller includes:
a screen including a position of the dynamic area candidate indicated by the dynamic area candidate information and an approval button for accepting an operation for approving the dynamic area candidate is displayed on the working machine side display device, and the approval button is accepted when the operation is accepted, sending approval information indicating that the dynamic area candidate has been approved to the control server;
The control-side controller,
Rewriting the dynamic area of the map information to the dynamic area candidate when the approval information is received;
A vehicle control system characterized by: In the vehicle control system according to claim 5 ,
dividing the dynamic area candidate into a plurality of division on the screen, further displaying a division switching button for accepting a division operation of the dynamic area candidate;
The work machine side controller includes:
When the division switching button receives a division operation, division information for dividing the dynamic area candidate is transmitted to the control server;
The control-side controller,
When the division information is received, the dynamic area candidate is divided into a plurality of pieces along the axial direction of the work machine movement line, and each of the predicted spot positions included in each of the divided dynamic area candidates is The travel time required for each of the entrance-side dynamic route candidates connecting with the entrance point candidate of the divided dynamic area candidate, and the exit connecting each of the predicted spot positions and the exit point candidate of the divided dynamic area candidate. A required travel time is obtained for each of the side dynamic route candidates, and all the travel time calculated for each divided dynamic area candidate is less than a travel time threshold determined based on the waiting time of the work machine. for example, transmitting information indicating the plurality of divided dynamic area candidates to the work machine;
The work machine side controller includes:
displaying all the divided dynamic area candidates on the screen, and when the approval button receives an approval operation, transmitting approval information for approving the divided dynamic area candidates to the control server;
The control-side controller,
Rewriting the dynamic area of the map information to the divided dynamic area candidate according to the approval information
Ru
A vehicle control system characterized by: In the vehicle control system according to claim 1 ,
the working machine is a shovel,
The spot position is a position designated by the excavator for loading the autonomous dump truck.
A vehicle control system characterized by: A working machine that operates at an under-cliff dumping site in a mine, and at least one autonomously traveling dump truck that travels along a transport path connected to the under-cliffing dumping site to discharge a load, each of the autonomously-driving dump truck. A vehicle control system configured by communicating and connecting via a wireless communication line to a control server that performs operation management by setting a dynamic route along which a truck travels in the map information of the mine,
The working machine is
a work machine side position calculation device that calculates the current position of the work machine;
a work machine side wireless communication device connected to the wireless communication line;
an update request operation of the dynamic area set in the map information and within a range in which the dynamic route is allowed to be generated, and an operation of designating the dumping position of the autonomous traveling dump truck. a work machine side input device for receiving;
a work implement controller connected to each of the work implement position calculation device, the work implement wireless communication device, and the work implement input device;
The control server is
a control-side storage device that stores the map information;
a control-side wireless communication device connected to the wireless communication line;
a control-side controller connected to each of the control-side storage device and the control-side wireless communication device;
The work machine side controller includes:
Discharge position information indicating the discharge position is transmitted to the control server, and when the work machine side input device receives an update request operation of the dynamic area, update request information including the current position of the work machine is transmitted to the control server. sent to the control server,
The autonomous traveling dump truck is
a dump truck side position calculation device that detects the current position of the autonomously traveling dump truck;
a dump truck side wireless communication device connected to the wireless communication line;
a dump truck side controller connected to each of the dump truck side position calculation device and the dump truck side wireless communication device;
The dump truck side controller
Sending the spot position where the autonomous traveling dump truck stopped to perform earth dumping under the cliff to the control server;
The control-side controller,
accumulating a plurality of pairs of dumping positions where the autonomous traveling dump truck has dumped under cliffs in the past and spot positions at that time,
when the dumping position information is received from the working machine, the dynamic route following the spot position where the autonomous traveling dump truck stops is set in the map information according to the dumping position;
When the update request information is received from the work machine, the distance between the spot position and the dumping position at that time is obtained for each of the accumulated past plural pairs, and the average value of these distances is calculated as the edge of the dumping under the cliff. Calculated as the estimated distance traveled,
calculating at least two or more predicted spot positions by moving the past spot positions to the boundary line side of the under-cliff land dumping field by the same distance as the estimated edge movement distance;
moving the current dynamic area set in the map information in parallel to the boundary line side of the under-cliff dumping site by the same distance as the edge estimated movement distance to set a dynamic area candidate;
setting a static route whose update frequency is lower than that of the dynamic route in the map information;
the static route includes an entry-side static route connecting to an entry point of the dynamic area and an exit-side static route connecting to an exit point of the dynamic area;
When the dynamic area candidate is set, the control-side controller creates an extended entrance-side static route connecting the entrance point candidate of the dynamic area candidate and the entrance point of the current dynamic area, and the dynamic area candidate. generating an extended exit-side static path that connects the exit point candidate of and the exit point of the current dynamic area;
The map information is rewritten with the dynamic area candidate as a new dynamic area, and the map information is updated with the static route including the extended entrance side static route and the extended exit side static route as a new static route. rewrite,
using the rewritten map information to manage the operation of the autonomously traveling dump truck;
A vehicle control system characterized by:

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