JP7129891B2 - Work vehicle, work area management system - Google Patents

Description

The present invention relates to a technique for setting an area to prevent entry of a work vehicle at a work site such as a mine or a construction site where the work vehicle travels and works.

In mines, work vehicles such as excavators, dump trucks, and dozers perform work assigned to each vehicle type, such as excavating earth and sand, transporting and discharging earth and sand, leveling road surfaces, and performing construction work. Especially in dumping and loading yards, after dump trucks have dumped soil or shovels have excavated, dozers will level the ground at that point. work needs to be done. Under such circumstances, the operators of each work vehicle communicate wirelessly with each other to avoid contact with each other. Vehicles may also move unsafely or inefficiently.

Various prior art documents disclose devices for preventing contact between work vehicles. In the example shown in Patent Literature 1, based on the positional information of the work vehicle, an area where other vehicles are prohibited from entering surrounding the work vehicle is set. A method for expanding the area is disclosed.

Japanese Patent No. 6030778

In order for the work vehicle to work safely and efficiently, it is necessary to secure an appropriate working range. In the method disclosed in Patent Literature 1, in order to avoid contact between work vehicles, the surroundings of the work vehicles are designated as entry-prohibited areas based on the positions of the work vehicles.

On the other hand, the main work of the dozer is leveling work after other work vehicles such as shovels and dump trucks have done as described above. This leveling work is performed in the surrounding area after the excavators, dump trucks, etc. are currently working.

In the technique disclosed in Patent Document 1, the area around the dozer can be set as a no-entry area based on the position of the dozer. area) shall not be treated as a no-entry area. Therefore, if a work vehicle other than the dozer enters the area, it may hinder the dozer's work to be performed from now on, resulting in a decrease in work efficiency. There may also be increased proximity and contact between work vehicles in this area.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a technique for appropriately setting a working range for a work vehicle and preventing other work vehicles from entering the work vehicle until the work is completed.

In order to solve the above-described problems, a work vehicle according to the present invention provides a work part sensor that detects whether a work part of the own vehicle has moved, a position sensor that detects the position of the own vehicle, and data transmission between other vehicles. a storage device that stores identification information of own vehicle and other vehicles predetermined according to work content; an alarm device; Based on the order, a second vehicle, which is a post-process vehicle that performs work next in the work area where the first vehicle performed work, is specified, and setting processing is performed to share the vehicle with the other vehicle; and an on-vehicle controller that performs alarm processing for causing the alarm device to issue an alarm when the vehicle approaches the work area when the vehicle is not the first or second vehicle, wherein the storage device comprises the on-vehicle controller. and the identification information of the second vehicle that will perform the work next to the work performed by the first vehicle, the identification information of the first vehicle specified by When a signal indicating that the part has moved is obtained, the current position of the own vehicle detected by the position sensor is obtained, the identification information of the second vehicle is obtained from the storage device, and the identification information of the second vehicle detected by the position sensor is obtained. An area based on the current position of the own vehicle is created as the work area, and the area coordinates indicating the work area are associated with the identification information of the second vehicle and stored in the storage device, The current position of the host vehicle detected by the position sensor and the current position of the host vehicle, which is detected by the position sensor and stored in the storage device, are transmitted to the other vehicle via the communication device so that the other vehicle can also store the information. The area coordinates are compared to determine whether the own vehicle is approaching any of the work areas, and the identification information of the second vehicle corresponding to the area coordinates determined to be approaching is determined by the own vehicle. If the above is not the case, outputting an alarm command to the alarm device, and executing the alarm process.

It is possible to appropriately set a work area in which only another vehicle that performs work in the post-process is allowed to enter after a certain vehicle has performed the work in the pre-process. In addition, when it is predicted that the own vehicle will enter a work area that is not set to be enterable, an alarm can be output to prevent a vehicle unrelated to the work from entering the work area.
Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

1 is a diagram illustrating a schematic configuration of an embodiment; FIG. It is a figure which illustrates the hardware constitutions of the work vehicle of embodiment. 2 is a diagram illustrating functional blocks of the work vehicle of the first embodiment; FIG. It is a figure which illustrates the data structure used by 1st Embodiment. It is a figure explaining generation of a work area by a dump truck of a 1st embodiment. 7 is a flowchart illustrating work area setting processing of a work area management unit according to the first embodiment; FIG. 4 is a diagram for explaining an alarm output to a vehicle that is about to enter a work area; FIG. 7 is a flowchart illustrating an example of alarm processing of an entry permission/inhibition determination unit according to the first embodiment; 8 is a flowchart illustrating processing for deregistration of a work area according to the first embodiment; It is a figure explaining generation of a work area by a shovel of a 2nd embodiment. 9 is a flow chart showing the flow of processing by a work area management unit in the excavator of the second embodiment; FIG. 11 is a diagram illustrating functional blocks of a work area management system according to a third embodiment; FIG. FIG. 4 is a diagram illustrating a data configuration for instructing autonomous travel of a dump truck; It is a flow chart which illustrates processing about run permission section setting of a control control part of a 3rd embodiment. FIG. 2 is a diagram showing a state of a dump truck autonomously traveling in a dumping site;

In the following embodiments, the description will be divided into a plurality of sections or embodiments if necessary for convenience. In the following embodiments, when referring to the number of elements, etc. (including the number, numerical value, amount, range, etc.), unless otherwise specified or clearly limited to a specific number in principle, The number is not limited to a specific number, and may be greater than or less than a specific number. In the following embodiments, the constituent elements (including processing steps and the like) are not necessarily essential, unless otherwise specified or clearly considered essential in principle.

Embodiments will be described below with reference to the drawings and the like. The following description shows specific examples of the content of the present invention, and the present invention is not limited to these descriptions, and various modifications by those skilled in the art within the scope of the technical idea disclosed in the present embodiment. Changes and modifications are possible. Further, in all the drawings for explaining the present embodiment, the same reference numerals are assigned to those having the same functions, and repeated explanations thereof may be omitted.

(First embodiment)
FIG. 1 is a diagram illustrating a schematic configuration when applying aspects of the embodiment to a construction site. The work area management system 100 shown in FIG. 1 has an excavator 10, a dump truck 20, and a dozer 90, which are connected to communicate with each other via a wireless communication line 40. FIG. The excavator 10 performs excavation and loading operations at a loading area 61 in a quarry such as a mine. The dump truck 20 travels along a transport path 60 to transport a load such as earth and sand or ore loaded from the excavator 10 and dumps it onto a dumping site 62 . The dozer 90 performs leveling work after the excavator 10 and the dump truck 20 work in the loading field 61 and the dumping field 62 . The excavator 10, the dump truck 20, and the dozer 90 are configured as one unit or a plurality of units, respectively, and are arranged at appropriate locations. Further, hereinafter, vehicles such as the excavator 10, the dump truck 20, and the dozer 90 that perform work are collectively referred to as work vehicles or simply vehicles.

FIG. 2 is a diagram showing the hardware configuration of the dump truck 20. As shown in FIG. Although the configuration of the dump truck 20 will be described with reference to FIG. 2, the configuration is the same for the shovel 10 and the dozer 90 as well. The work area management system 100 is configured by connecting at least two or more of these work vehicles to each other for communication via a wireless communication line 40 .

The dump truck 20 has an in-vehicle controller 200 , a storage device 250 , a wireless communication device 240 , an input device 270 , a display device 260 , a position/direction sensor 220 , a speed sensor 230 , a work part sensor 231 and an alarm device 232 .

The in-vehicle controller 200 includes a CPU (Central Processing Unit) 801, a RAM (Random Access Memory) 802, and a ROM (Read Only Memory) 803. , to control the overall operation of the dump truck 20. The in-vehicle controller 200 cooperates with these hardware and software, and performs each operation|movement demonstrated below.

The storage device 250 is a non-volatile storage medium from which information can be read and written, and stores an OS (Operating System), various control programs, application programs, databases, and the like.

The wireless communication device 240 is a wireless device for connecting to the wireless communication line 40, and is a communication device that performs data communication with other vehicles. The input device 270 is a user interface for the operator to input information to a program running on the in-vehicle controller 200, and includes, for example, a touch panel laminated on an LCD (Liquid Crystal Display).

The display device 260 allows the operator to check the running status of the dump truck 20 and other work vehicles in the mine, the position of the work area 70, etc., based on the information output from the program that operates on the in-vehicle controller 200. It is a user interface for The display device 260 includes, for example, the LCD described above.

The position/direction sensor 220 is, for example, a GNSS device that has a plurality of antennas that receive radio waves output from the GNSS satellites 80 so that the direction can be detected, an inertial measurement unit (IMU), or is installed on the ground. It is a system that identifies a position using radio waves from a base station. Alternatively, the position/orientation sensor 220 may be a system that acquires the position/orientation by processing the information obtained from each of these devices in a complex manner using a Kalman filter or the like.

The speed sensor 230 is a sensor for detecting the current speed of the dump truck 20, and may acquire the speed using, for example, a GNSS device or a wheel speed sensor.

The work part sensor 231 is a sensor for detecting the operating state of the work part unique to the work vehicle. In the case of the dump truck 20, the work part sensor 231 is a sensor that acquires the pressure of the hoist cylinder that raises and lowers the bed and controls the elevation of the hoist cylinder in order to detect that the soil dumping work has been performed by raising the bed. A command value for a hydraulic electromagnetic valve that controls the position and pressure of the lever for performing the operation may be obtained. In the case of the excavator 10, the work site sensor 231 is a sensor for acquiring arm cylinder pressure or bucket cylinder pressure, a lever position, or combined information thereof for detecting excavation work by moving the bucket. It may be a system that detects the work state by judging from. In the case of the dozer 90, the working part sensor 231 includes a blade cylinder pressure, a sensor for acquiring the number of revolutions of the crawler, a lever position, or a lever position for detecting that the blade pushes out earth and sand to perform leveling work. A system that detects the work state by judging from the composite name information may also be used.

The alarm device 232 is a device that calls the operator's attention based on an alarm command from the in-vehicle controller 200. For example, the alarm device 232 may be configured to notify the operator of the warning state by outputting an alarm sound or LED light emission, or by displaying a screen. Just do it.

An overview of the functions of the work area management system 100 will be described below with reference to FIGS. 3 and 4. FIG.

FIG. 3 is a functional block diagram of the dump truck 20. As shown in FIG. As in FIG. 2, the excavator 10 and the dozer 90 have the same functional block diagram configuration. The in-vehicle controller 200 includes a work area management unit 202 , an entry permission/inhibition determination unit 203 , and an output control unit 204 . The storage device 250 also includes a work vehicle DB 251 (DB: database), a terrain information DB 252, a work area DB 253, and an own vehicle information DB 254.

4A and 4B are examples of information registered in each DB, FIG. 4A is an example of information in the work area DB 253, FIG. 4B is an example of information in the work vehicle DB 251, and FIG. It is an example of the information of own vehicle information DB254.

The work area management unit 202 identifies a second vehicle, which is a post-process vehicle that performs work next in the work area where the first vehicle worked, based on a predetermined chronological order among a plurality of work contents. do. It should be noted that the first vehicle here is the vehicle that performs the preceding process of the second vehicle, which is the post-process vehicle, and the following description will be made on the assumption that the own vehicle is the first vehicle. The work area management unit 202 also shares this information between the own vehicle and other vehicles. In order to perform these operations (setting processing), the work area management unit 202 has a current position acquisition unit 261 , a post-process vehicle acquisition unit 262 , a work area identification unit 263 , and a next vehicle/area output unit 264 .

When the current position acquisition unit 261 acquires a signal indicating that the work part has moved from the work part sensor 231, the current position acquisition unit 261 obtains the coordinate value indicating the current position of the own vehicle detected by the position/direction sensor 220 and the direction of the own vehicle. get.

The post-process vehicle acquisition unit 262 acquires the identification information of the second vehicle, which is the post-process vehicle, from the work vehicle DB 251 .

The work area specifying unit 263 creates a work area in which work is currently being performed. The work area is based on the coordinate values indicating the current position of the own vehicle detected by the position/direction sensor 220, and is an area of a size obtained based on the body dimensions of the own vehicle and the body dimensions of the following vehicle. be. How to obtain this work area will be described later.

The next vehicle/area output unit 264 associates the area coordinates, which are point cloud data of coordinate values indicating the work area, with the identification information of the second vehicle, which is the post-process vehicle, and stores them in the work area DB 253. , so that the information is stored in the work area DB 253 of the other vehicle as well, and is transmitted to the other vehicle via the wireless communication device 240 .

Here, the internal operation of the work area management unit 202 is divided into functions, and each divided function unit is represented as a current position acquisition unit 261, a post-process vehicle acquisition unit 262, a work area identification unit 263, and a next vehicle/area output unit 264. However, various functional divisions can be made depending on the implementation. For this reason, the work area management unit 202 itself will be described in detail below as an operating entity.

The work area management unit 202 determines that the work vehicle such as the dump truck 20 has performed work, and if necessary, only the work vehicle (second vehicle) following the own vehicle (first vehicle) enters. Work area data set as possible is generated and registered in the work area DB 253 . The work area management unit 202 performs these operations based on the data of the position/direction sensor 220, the work part sensor 231, the work vehicle DB 251, and the terrain information DB 252. The work area management unit 202 also transmits the generated work area data to other work vehicles via the wireless communication device 240 . The work area management unit 202 of the other work vehicle that has received the data registers the received work area data in the work area DB 253 .

As shown in FIG. 4A, the work area DB 253 stores work area identification information (hereinafter, "identification information" is referred to as ID), work coordinates indicating the position where the vehicle that generated the area performed the work, area contains area coordinates indicating the position of the sequence of points that make up the In addition, the work area DB 253 includes entry-allowed vehicle IDs for identifying work vehicles that are scheduled to perform post-process work within the area indicated by the area coordinates and are permitted to enter. Note that the area coordinates here are not the entire area of the loading field 61 or the entire area of the dumping field 62, but a partial local area within the loading field 61 or a part of the dumping field 62. It is point cloud data showing a local region.

In addition, as shown in FIG. 4B, the work vehicle DB 251 stores the ID of each work vehicle, the vehicle type, the ID of the post-process work vehicle associated with the work vehicle, and the dimensions such as the length and width of the vehicle body. Contains information. These pieces of information are used to determine the size of the work area and the vehicle IDs that can enter the generated work area. As shown in FIG. 4(b), the work vehicle DB 251 stores the work vehicle IDs of the own vehicle and the other vehicles, which are determined in advance according to the work content. The post-process work vehicle ID determined based on this is stored in association with the work vehicle ID.

The work vehicle DB 251 shown in FIG. 4B will be described using a specific example. For example, when HT1, which is the dump truck 20, carries out the dumping work at the dumping site 62, the work area management unit 202 refers to the work vehicle DB 251, and refers to the post-process work vehicle ID DZ1 ( Dozer) as the work vehicle that can enter the work area created by HT1. In this embodiment, it is assumed in advance that the land leveling work by the dozer 90 will be performed after the earth dumping work by the dump truck 20 . The work area management unit 202 also refers to the work position and direction of the dump truck 20 that performed the work, the dimension information of the dump truck 20, and the dimension information of the dozer 90 that performs post-process work (dimension information of DZ1). The position and size of the work area to be generated are determined so as to include the earth and sand range dumped by the dump truck 20 and the dozer vehicle body range at the position where the dozer 90 is most retracted during work in the earth and sand range. The work area management unit 202 further registers the dozer 90 that performs post-process work as the vehicle ID that can enter the work area, thereby registering one record shown in FIG. 4A in the work area DB 253 . Although the details will be described later, when a record is registered in the work area DB 253, an alarm is issued when a vehicle other than the vehicle ID that can be entered enters the area coordinates indicated in the registered record.

Next, when creating a work area, the work area management unit 202 stores the work area ID immediately after generation (see FIG. 4A) as "work area ID immediately after generation" in the own vehicle information DB 254 shown in FIG. 4C. to register. For example, among the records shown in FIG. 4(a), when a record with a work area ID of "1" is registered, the same value is entered in the "work area ID immediately after generation" of the own vehicle information DB 254. "1" is registered. Immediately after the work area is generated, the own vehicle is in the area, and the warning is issued because of this. In order to suppress this notification, the work area management unit 202 registers the work area ID immediately after generation in the own vehicle information DB 254 .

Also, in the process of generating work area data, the work area management unit 202 refers to the terrain information DB 252 in which, for example, CAD data around the working area of the work vehicle is registered, and determines the work area to be generated so that the work vehicle can run. A process of deforming the shape of the work area may be added so that the work area is within a certain range. Specifically, since the work area generated by the above-described method may be generated in the area under the cliff beyond the dumping edge at the end of the dumping site, each point of the terrain registered in the terrain information DB 252 By referring to the slope data of the generated work area, the part where the slope of the road surface is less than 10 degrees where the work vehicle can travel is retained, and the slope is 10 degrees or more where the work vehicle cannot travel. Processing such as deleting the range outside the point may be performed.

In addition, the work area management unit 202 stores the position of the work area registered in the work area DB 253 and the position of the own vehicle acquired by the position/direction sensor 220 so that the operator can check the relative position of the own vehicle with respect to the work area. is displayed on the display device 260 . Further, the operator of the work vehicle who has completed the post-process work may specify and delete the work area that has become unnecessary after the work is completed via the input device. With this deletion, even if another vehicle enters the area, an alarm or the like will not occur. An implementation example of deleting the registration without the operator's operation when the work vehicle that has completed the post-process work leaves the work area will be described later with reference to FIG. 9 .

The entry propriety determination unit 203 is a functional unit that performs alarm processing to issue an alarm device 232 when the own vehicle approaches the work area when it is neither the first vehicle nor the second vehicle, which is the post-process vehicle. It has a coordinate acquisition unit 271 , an approach determination unit 272 and an alarm output determination unit 273 .

The area coordinate acquisition unit 271 acquires all area coordinates stored in the work area DB 253 .

The approach determination unit 272 compares the current position of the vehicle detected by the position/direction sensor 220 with the acquired area coordinates to determine whether the vehicle is approaching any work area. The approach determination unit 272 acquires the current speed detected by the speed sensor 230, and based on this speed and the coordinate values indicating the current position, the own vehicle after the time set as the estimated arrival time will be the following vehicle. By judging whether it is located within the permitted work area, it is determined whether it is approaching.

The alarm output determination unit 273 outputs an alarm command to the alarm device 232 when the identification information of the post-process vehicle corresponding to the area coordinates determined to be approaching is not that of the own vehicle. Upon receiving this command, the alarm device 232 issues an alarm.

As with the work area management unit 202, the internal functional division of the entry permission/inhibition determination unit 203 can also take various forms depending on the implementation. Therefore, in the following, a detailed description will be given with the entry permission/inhibition determination unit 203 itself acting as an operator.

Based on the data from the work area DB 253, the own vehicle information DB 254, the position/direction sensor 220, and the speed sensor 230, the entry possibility determination unit 203 determines whether the own vehicle will be registered in the work area DB 253 in the near future, for example, by a certain time. Predict whether to enter into any work area where When it is predicted that the work area will enter, the entry possibility determination unit 203 outputs an alarm from the alarm device 232 to the output control unit 204 if the ID of the vehicle that can enter the work area does not match the own vehicle ID. Issue an alarm command. However, if the work area matches the "immediately generated work area ID" registered in the own vehicle information DB 254, no warning is output.

The operation of the dump truck 20 to create a work area for the dozer 90 in the dumping site 62 will be described below with reference to FIGS. 5 and 6. FIG. 5A and 5B are diagrams for explaining work area generation in the dumping site 62. FIG. 5A is a diagram showing how the work area is generated. FIG. 5B is a diagram showing the relationship between parameters of work area data. FIG. 5(c) explains the parameters of the work area data. FIG. 6 is a flow chart showing the processing flow of the work area management unit 202. As shown in FIG.

In FIG. 5(a), there are generated work areas 70-1, 70-2, 70-3, and 70-4 in the dumping site 62, and the dump truck 20 dumped earth and sand in the work area 70-1. A dozer 90 is carrying out leveling work at a point. In this situation, the dump truck 20 newly carries out the dumping work at the dumping position 71 to generate a new work area 70-5.

When the dump truck 20 carries out the dumping work, the work area management unit 202 of the dump truck 20 determines that the dumping work has been performed from the data of the work part sensor 231, that is, the increase in the hoist cylinder pressure. (S601). Then, the work area management unit 202 acquires the position/direction data at that time from the position/direction sensor 220 (S602). Next, the work area management unit 202 refers to the own vehicle ID of the own vehicle information DB 254, and selects from the work vehicle DB 251 the work vehicle that performs the post-process work of the work of the own vehicle, that is, the dozer of the dumping site for leveling the earth and sand. 90 and acquires the work vehicle ID (S603). Considering the case of referring to, for example, the table of FIG. 4B as the data of the work vehicle DB 251, when the own vehicle ID of the dump truck 20 is HT1, the work area management unit 202 registers it as a process work vehicle. Extract DZ1 that is Next, the work area management unit 202 acquires the dimension information of the own vehicle and the work vehicle that performs the post-process work from the work vehicle DB 251, and determines the size of the work area to be generated (S604).

As the parameters relating to the size of the work area, lengths L1, L2, and L3 defined based on, for example, the dumping position 71 shown in FIG. 5(b) are used. It is assumed that the parameters of L1, L3 and the safety factor are stored in advance in the storage device 250 or are hard coded in the control program. Here, as shown in FIG. 5C, L1 is the length of earth and sand determined according to the dimensions of the dump truck 20, L2 is the length of the dozer 90, and L3 is determined according to the dimensions of the dump truck 20. It is a value obtained by multiplying the larger of the width of the earth and sand and the width of the dozer 90 by a safety factor. That is, the length is the length of the earth and sand discharge range in the discharge direction (backward of the dump truck 20) starting from the discharge position 71, and the dozer body range in the direction opposite to the discharge direction (forward of the dump truck 20). length is set. As for the width, the larger one of the width of the earth dumping range and the width of the dozer vehicle body centering on the dumping position 71 is set. The length and width of the earth dumping range may be determined, for example, by multiplying the length and width of the dump truck by a constant of proportionality. This constant of proportionality may be a value experimentally determined from the relationship between the position where the dump truck 20 is actually dumped and the range of earth and sand. Based on these parameters, the work area management unit 202 generates the area coordinates of the work area in which only the target dozer 90 is designated as an enterable vehicle, based on the dumping position 71 of the dump truck 20 (S605).

By generating work area data in this way, the work area management unit 202 can create a local work range that includes the earth and sand range dumped by the dump truck 20 and the movement range of the dozer 90 during post-process work. can be created, and an appropriate work area can be set for the dumping position 71 .

The generated work area data is registered in the work area DB 253 within the own vehicle and distributed to all the work vehicles constituting the work area management system 100 via the wireless communication device 240 . Thereby, the work area DB 253 in each work vehicle is synchronized (S606). Next, in the dump truck 20 that has generated the work area, the work area management unit 202 registers the ID of the generated work area as "work area ID immediately after generation" in the own vehicle information DB 254 (S607).

The work area management unit 202 then compares the current data obtained from the position/direction sensor 220 with the area coordinates of the work area DB 253 to determine whether the dump truck 20 has left the registered work area ( S608). When it is confirmed that the user has left (S608: Yes), the work area management unit 202 deletes the "immediately generated work area ID" in the own vehicle information DB 254 (S609).

By doing so, it is possible to suppress the output of a warning to the dump truck 20 itself that has created the area until it leaves the created work area, as will be described later.

Next, with reference to FIGS. 7 and 8, the warning function when a vehicle that is not designated as a vehicle that is allowed to enter attempts to enter the work area that has already been created in the dumping site 62 will be described. FIG. 7 is an explanatory diagram of warning output to the dump truck 20, and FIG.

In FIG. 7, a dozer 90 permitted to enter is performing ground leveling work in the generated work area 70-1. At this time, consider a situation in which the dump truck 20 is about to proceed to the dozer work area due to lack of confirmation or the like.

The entry propriety determination unit 203 of the dump truck 20 acquires position/speed data from the position/direction sensor 220 and the speed sensor 230 at the cycle when the in-vehicle controller 200 executes the program, and determines the predicted arrival time T seconds ahead. The positional change of the vehicle body range of the own vehicle is predicted (S801).

Next, the entry permission/inhibition determination unit 203 determines whether or not the body range of the own vehicle up to T seconds ahead interferes with any of the work area data registered in the work area DB 253 (S802). If there is no interference (S803: No), the process returns to S801 without doing anything. If there is interference (S803: Yes), the entry availability determination unit 203 determines whether the vehicle ID that can be entered and the own vehicle ID match for each work area predicted to interfere. It is determined whether it is possible to enter (S804). If it is possible to enter (S804: Yes), the process returns to S801 without doing anything. If there is a work area that cannot be entered (S804: No), then the entry permission/inhibition determination unit 203 determines that the interfering work area ID matches the "immediately generated work area ID" registered in the own vehicle information DB 254. (S805). If they match (S805: Yes), the process returns to S801 without doing anything. If they do not match (S805: No), the entry permission/inhibition determination unit 203 finally instructs the output control unit 204 to output an alarm from the alarm device 232 (S806).

By performing such processing, if another work vehicle such as the dump truck 20 that is not allowed to enter the work area 70 where the dozer 90 is working is about to enter, the operator of the dump truck 20 is warned. can be issued to notify that it is an inappropriate approach. As a result, it is possible to reduce the risk of contact and improve safety. In addition, when the dozer 90 is not performing work, but it is not desirable for other work vehicles to work until after the dozer 90 has completed the ground leveling work, for example, there is an excessive amount of earth and sand, and ground leveling work is essential. In such a case, it is possible to prevent the dozer 90 from entering the work area unnecessarily and obstructing the work start of the dozer 90, thereby improving the work efficiency of the dozer 90 and the entire site.

In addition, in a situation where the dump truck 20 that is performing the pre-process of the leveling work of the dozer 90 has not left the work area, the processing of step S805 suppresses the notification within the dump truck 20 .

Further, the predicted arrival time T described above does not have to be fixed, and may be changed according to the speed and vehicle type. For example, the vehicle speed at the time of prediction is V [m/s], the deceleration corresponding to the vehicle type is a constant value β [m/s ² ], and the braking start delay time after the operator receives a warning is a constant value Td. [s], and Tm[s] as the interference prediction margin, the predicted arrival time T may be determined as in equation (1).
T = V/β + Td + Tm (1)
For example, the traveling speed of the dump truck 20 is 40 [km/h], the deceleration when the brake is stepped on is 5 [m/s ² ], the braking start delay time is 1 [s], and the interference prediction margin is 2 [m]. ], the estimated arrival time T is calculated as 5.2 [s]. It is assumed that the deceleration, braking start delay time, and interference prediction margin are set in advance as parameters according to, for example, the vehicle type. In this way, the prediction is made with the minimum amount of calculation considering the margin, and braking is started when the operator notices the alarm, so that the operator stops before entering the work area where interference is expected. can be made possible.

Next, a description will be given of erasing the work area, which is generated when the dump truck 20 is dumped, and into which only the dozer 90 can enter. FIG. 9 is a flowchart showing the flow of work area deletion processing by the work area management unit 202 . The flow chart of FIG. 9 is the operation performed by the dozer 90 . Also, the dozer 90 compares the current position detected by the position/direction sensor 220 of the own vehicle with the area coordinates registered in the work area DB 253 to determine whether the own vehicle is inside or outside the corresponding work area. The flow chart of FIG. 9 is executed while constantly determining whether there is any.

First, in step S606 in FIG. 6, the work area management unit 202 of the dump truck 20 that has performed the pre-process work stores the generated work area data as the work of other vehicles including the dozer 90, which is the work vehicle of the post-process work. It transmits to the area management unit 202 via wireless communication. The work area management unit 202 of the dozer 90 registers the data in the work area DB 253 (S901). If the dozer 90 does not enter the generated work area within the work start time limit (S902: Yes), the work area management unit 202 operates the display device 260 to notify the operator of the dozer 90 of the relevant work area within several seconds. It notifies that the work area will be deleted (S903). At this time, if the operator presses the work area maintenance button provided on the input device 270 within the presented time (S904: Yes), the work area management unit 202 detects this and does not erase the work area. Maintain (proceed to S905). If the work area maintenance button has not been pressed (S904: No), the process proceeds to step S908.

If the dozer 90 enters the work area before the work start time limit elapses (S902: No) or if the work area maintenance button is pressed (S904: Yes), the work area is not erased. The dozer 90 starts working within the work area (S905). After completing the work, the dozer 90 leaves the work area (S906). If the area erasing time has elapsed since the dozer 90 left the work area (S907: Yes), the process proceeds to step S908.

If the work start time limit is exceeded before work starts and the work area maintenance button is not pressed (S904: No), or if the area deletion time has passed after leaving the work area (S907: Yes), the work area management unit 202 , the corresponding work area data is erased from the work area DB 253 (S908). The work area management unit 202 then transmits the deleted work area ID to the other vehicle for synchronization (S909).

By performing such processing, a work area in which work is not started within a certain period of time (work start time limit) is deleted unless the vehicle scheduled for work requests maintenance of the work area. Also, the work area is erased after a certain period of time (area erasure time) has passed since the work was completed. As a result, it is possible to cancel the unnecessary no-entry area, thereby preventing the storage area from being squeezed by the accumulation of unnecessary work area data and preventing the data to be provided to the operator from becoming complicated. Even if the dozer 90 once leaves the work area, it can continue the work if it returns again within the area erasing time.

In addition to the above process, the operator can specify the work area to be erased via the touch panel, etc., erase it at any time, and transmit and synchronize the information of the erased work area to other work vehicles. can be By doing so, even if the operator erroneously requests maintenance of the work area, it is possible to erase the work area to be erased again at an arbitrary timing.

(Second embodiment)
In the second embodiment, by applying the method of the first embodiment, an example will be described in which the excavator 10 performs excavation work in the loading area and then creates a work area for the dozer 90 that performs process work. 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.

10 and 11, the operation of excavator 10 to create a work area for dozer 90 in loading area 61 will be described below. FIG. 10 is an explanatory diagram of work area generation in the loading field 61. As shown in FIG. FIG. 10(a) is a diagram showing how the work area is generated, FIG. 10(b) is a diagram showing the relationship between the parameters of the work area data, and FIG. 10(c) is a diagram for explaining the parameters of the work area data. be. FIG. 11 is a flow chart showing the processing flow of the work area management unit 202 in the excavator 10. As shown in FIG.

FIG. 10(a) shows the state of the loading yard 61, in which the excavation benches on which the excavator 10 is working are indicated by hatching. The excavation bench is about 4 m higher than the area where the dump truck 20 and the dozer 90 travel. The excavator sequentially excavates the earth and sand forming the excavation bench on the excavation bench and loads the earth and sand onto the dump truck 20 approaching the excavator 10 . In this loading area 61, a work area 70-6 is a generated area where the excavator 10 has excavated earth and sand, and a dozer 90 is carrying out leveling work. The excavator 10 digs the excavation bench and performs excavation work at the excavation position 72, thereby creating a new work area 70-7.

When the excavator 10 performs excavation work on the excavation bench, the work area management unit 202 of the excavator 10 determines whether a new excavation work has been performed based on the data of the work part sensor 231, that is, the rise in the arm cylinder pressure and the bucket cylinder pressure. (S1101), and the position/direction data at that time is acquired from the position/direction sensor 220 (S1102). Since excavation may be repeated several times at the same location during the excavation work, the work area management unit 202 stores the position where the work area was generated by the previous excavation work, and compares it with the current excavation position. , the distance from the previous work position is equal to or greater than the predetermined distance (S1103: Yes), the process proceeds to the next step. If it is not separated from the previous work position by a predetermined distance or more (S1103: No), the process returns to step S1101. The comparison between the past work position and the current work position is not limited to this, and the work area DB 253 may be referred to and compared with the excavation position in the existing work area generated by the own vehicle.

Next, the work area management unit 202 refers to the own vehicle ID of the own vehicle information DB 254, selects a work vehicle that performs post-process work of the work of the own vehicle from the work vehicle DB 251, and acquires the work vehicle ID (S1104). ). For example, if the vehicle ID EX1 is registered in the vehicle information DB 254, the work area management unit 202 searches the work vehicle DB 251 shown in FIG. 4B and selects DZ2 as the post-process work vehicle ID. do. Next, the work area management unit 202 acquires the dimension information of the own vehicle and the work vehicle that performs the post-process work from the work vehicle DB 251, and determines the size of the work area to be generated (S1105).

As parameters relating to the size of the work area, lengths L1, L2, L3, and L4 are used, for example, based on the excavation position 72 shown in FIG. 10(b). Here, as shown in FIG. 10(c), L1 is the length from the rotation center to the front surface of the excavator 10, L2 is the reach length of the bucket of the excavator 10, L3 is the length of the dozer 90, and L4 is the length of the excavator 10. and the width of the dozer 90, whichever is larger, multiplied by a safety factor. That is, the length dimension is the length from the excavation position 72 (rotation center) of the excavator 10 to the reach of the excavator 10 in the excavation direction (front of the excavator 10) (that is, the length of the excavation range). Furthermore, it is obtained by taking the length of the dozer body range. The width dimension is the width of the excavation range based on the width of the excavator 10 or the width of the dozer body range, whichever is larger. Based on these parameters, the work area management unit 202 generates area coordinates of a work area in which only the target dozer 90 is designated as an enterable vehicle, based on the digging position 72 of the excavator 10 (S1106).

After that, the processing from steps S1107 to S1110 is the same as the processing from steps S606 to S609 in FIG. 6, so the description is omitted.

The above is the operation of the work area management system according to the present embodiment. A range of motion of 90 can be considered. Therefore, it is possible to set an appropriate work area for the excavation position 72 even in the work in the loading area.

(Third Embodiment)
In the third embodiment, the method of the first embodiment is applied, and when the dump truck 20 is an unmanned dump truck that travels autonomously, instead of preventing entry into the work area by an alarm, the unmanned dump truck enters the work area. An example of controlling traveling so as not to enter will be described. 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.

The configuration of the work area management system 100 according to the third embodiment will be described below with reference to FIGS. 12 and 13. FIG. FIG. 12 is a functional block diagram of the work area management system 100 of the third embodiment. FIG. 13 is an example of data for instructing autonomous travel of the dump truck 20 in the third embodiment. FIG. 13(a) shows an example of data of the dispatch management information DB, and FIG. 13(b) shows an example of data of the operation management information DB.

As shown in FIG. 12, in the third embodiment, a control server 31 is added to send a travel instruction to the autonomously traveling dump truck 20 . Further, the dump truck 20 also has a configuration described later for realizing autonomous travel. The excavator 10 and the dozer 90 have the same configuration as in the first embodiment, and the control server 31, the dump truck 20, the excavator 10, and the dozer 90 are connected to each other by wireless communication.

When the control server 31 receives the section request message from the dump truck 20, the control server 31 returns the next traveling section of the dump truck 20 to the dump truck 20 as the transmission source. Thereby, the control server 31 controls the running and stopping of each dump truck 20 . The control server 31 is a computer having a control controller 310 , a control storage device 350 and a control wireless communication device 340 . Although the hardware configuration of the control controller 310 is not shown, it is assumed to include at least a CPU, a RAM, and a ROM, like the in-vehicle controller 200 shown in FIG. 2, for example. Control storage device 350 and control wireless communication device 340 are also devices equivalent to storage device 250 and wireless communication device 240 shown in FIG.

The control controller 310 includes a vehicle allocation management unit 311 and a control control unit 312 . The control storage device 350 includes a dispatch management information DB 351 , an operation management information DB 352 and a control work area DB 353 . These are functional units realized by the CPU in the control controller 310 developing programs stored in the ROM or the control storage device 350 into the RAM and executing calculations.

The vehicle allocation management unit 311 determines the destination of the dump truck 20 and the travel route to the destination. For example, when the dump truck 20 is at the loading site 61, the travel route to the dumping site 62 is determined. When the dump truck 20 is in the dumping site 62, the travel route to the loading site 61 is determined. FIG. 13(a) shows a table example of the dispatch management information DB 351. As shown in FIG. In the vehicle allocation management information DB 351, a vehicle ID that uniquely identifies each dump truck and a route determined by the vehicle allocation management unit 311 are recorded. In FIG. 13A, for example, the operation route of the dump truck 20 of HT1 indicates that the start point is "node_DP0" and the end point of the route is "node_LP0".

The traffic control unit 312 refers to the operation management information DB 352 and performs permission setting so that only one dump truck 20 travels in each section of the travel lane.

FIG. 13(b) shows a table example of the operation management information DB 352. As shown in FIG. In the operation management information DB 352, "node ID/link ID" and "work area overlap flag" indicating whether the section indicated by each node ID/link ID overlaps with the work area data registered in the control work area DB 353. , and “run permitted vehicle” indicating a dump truck that is permitted to run for the section indicated by each node ID and link ID. In the operation management information DB, "node ID/link ID" constitutes map information. Also, the “node ID/link ID” and the “travel-permitted vehicle” constitute information about the dump truck 20 to which the travel-permitted section is given and the section information in which the dump truck 20 can travel.

The traffic control part 312 overwrites and updates operation management information DB352, if a new driving|running|working-permission area is set. The operation management information DB 352 includes the node ID of the front boundary point, which is the foremost node of the travel-permitted section, and the node ID of the rear boundary point, which is the rearmost node. For example, in FIG. 13(b), the front boundary point of the travel-permitted section given to a certain dump truck 20 (HT1) is node_1, the rear boundary point is node_3, and link1 and link2 are sections in which travel is permitted. there is

When the control control unit 312 receives newly generated work area data from the dump truck 20, the excavator 10, the dozer 90, etc., the control control unit 312 synchronizes with the control work area DB 353. FIG. The contents of the control work area DB 353 are the same as those of the work area DB 253 in the dump truck 20 . The control control unit 312 refers to the control work area DB 353, and if the position (coordinate values) of a node or link registered in the operation management information DB 352 overlaps with any work area data, the node ID・Set the work area duplication flag associated with the link ID to 1. When the traffic control unit 312 sets a new travel-permitted section, the section whose work area overlap flag is 1 is excluded from the target of travel permission.

On the other hand, the dump truck 20 of the third embodiment includes a traveling drive device 210 in addition to the configuration of the first embodiment. Also, the in-vehicle controller 200 has an autonomous driving control unit 201 and the storage device 250 has a map information DB 255 .

The autonomous driving control unit 201 is a functional unit that performs autonomous driving processing. When the next driving section is received from the control server 31, the autonomous driving control unit 201 autonomously drives the driving section. The traveling drive device 210 is controlled so as to stop before entering. Based on the map information stored in the map information DB 255 and the current position acquired from the position/direction sensor 220, the autonomous driving control unit 201 determines whether the dump truck 20 has reached the point where the section request message is to be sent. Then, when the autonomous travel control unit 201 reaches the requested point, it generates a section request message and transmits the section request message to the control server 31 via the wireless communication line 40 .

The autonomous driving control unit 201 also obtains the current position from the position/direction sensor 220, refers to the map information in the map information DB 255, and obtains the travel-permitted section included in the section response message. Then, the autonomous driving control unit 201 outputs an acceleration/deceleration control signal and a steering control signal for driving the dump truck 20 so as not to deviate from the travel-permitted section while following the travel route defined by the map information. 210. In addition, when the autonomous driving control unit 201 does not receive a section response message corresponding to the transmitted section request message, or when a response message indicating disapproval is received, in view of safety, the currently traveling permitted section stop near the rear boundary point of . This operation is as before.

Note that FIG. 12 does not show the internal parts of the work area management unit 202 (the current position acquisition unit 261, etc.) and the internal parts of the entry permission/inhibition determination unit 203 (the area coordinate acquisition unit 271, etc.). Of course, it may be provided.

14 and 15, the operation of setting the travel-permitted section for the dump truck 20 by the traffic control unit 312 will be described below. FIG. 14 is a flow chart showing the flow of processing related to travel-permitted section setting by the air traffic control unit 312 . FIG. 15 is a diagram showing how the dump truck autonomously travels in the dumping site 62. As shown in FIG.

First, the traffic control unit 312 receives a section request message from the dump truck 20 (S1401). It is assumed that the section request message includes the position information of the dump truck 20 .

Based on the position information of the dump truck 20 included in the section request message, the map information and section information included in the operation management information DB 352, and the set value (N) of the travel permission granted length, the control unit 312 performs dumping. Target sections 1 to N, which are candidates for travel-permitted sections to be set for the truck 20, are extracted (S1402).

The traffic control unit 312 sets a variable k=1 (S1403), and while incrementing k, sequentially determines whether or not the target sections 1 to N can be permitted to travel. If k exceeds the target section number N (S1404: Yes), the control control unit 312 proceeds to step S1410, otherwise proceeds to step S1405.

If the section k has already been set as a travel-permitted section for the dump truck 20 that has transmitted the section request message (hereinafter referred to as the dump truck 20 as the own vehicle) (S1405: Yes), the control unit 312 sets the variable k is incremented (S1409), and the process returns to step S1404.

If section k is not set as a travel-permitted section for the own vehicle (S1405: No), the traffic control unit 312 refers to the operation management information DB 352 to see if section k is set as a travel-permitted section for another dump truck. is examined (S1406).

If section k is set as a section in which other vehicles are permitted to travel (S1406: Yes), control control unit 312 treats the vehicle as not allowed to travel, and advances the process to step S1410.

If the section k is not a section in which other vehicles are allowed to travel (S1406: No), the traffic control unit 312 refers to the operation management information DB 352 and checks the work area overlap flag to determine that the section k overlaps any work area. It is determined whether or not (S1407). If it does not overlap with any work area (S1407: No), the traffic control unit 312 sets section k as a travel-permitted section for the own vehicle (S1408), increments variable k (S1409), and step S1404. Return processing to . If it overlaps with any work area (S1407: Yes), the control control unit 312 advances the process to step S1410.

In step S1410, based on the result that it is determined that any section k is not allowed to travel (S1406: Yes or S1407: Yes), or the result that determination has been completed for all sections (S1404: Yes), the traffic control unit 312 determines whether there is a section newly set as a travel-permitted section (S1410).

When the traffic control unit 312 determines that a new run-permitted section has been set for the dump truck 20 that has transmitted the section request message (S1410: Yes), the control unit 312 includes information indicating the position of the new run-permitted section. A section response message is returned (S1411).

If a new run-permitted section has not been set for the dump truck 20 that has transmitted the section request message (S1410: No), the control control section 312 sends a request to the dump truck 20. Either an authorization response message is returned or nothing is returned (S1412).

The above is the travel permission section setting processing in the control control unit 312. By performing this processing, permission is set exclusively for only one vehicle in each section, and permission is set for sections that overlap the work area. It is possible to set a run-permitted section that is not permitted.

Based on the operation of the traffic control unit 312, sections 81-1, 81-2, and 81-3 are set as travel-permitted sections for the dump truck 20 in FIG. In this situation, the dump truck 20 transmits the section request message, but since the section 81-4 overlaps the work area 70, the traffic control unit 312 determines in step S1407 that the section is newly traveled. It cannot be set as a permitted section (above step S1407: No). As a result, the dump truck 20 stops at the end of the section 81-3 for safety reasons, and can be prevented from advancing to the work area 70 where the dozer 90 is working.

The above is the operation of the work area management system 100 according to the third embodiment. Entry into the working range of the dozer 90 can be prevented. Therefore, the dozer 90 can safely and efficiently carry out the leveling work.

In the above-described third embodiment, the control server 31 determines overlap between the work area and the travel-permitted section, and if there is an overlap, does not reply, thereby suppressing the entry of the dump truck 20 into the work area. . On the other hand, the dump truck 20 itself may determine the overlap between the work area and the travel-permitted section, and autonomously perform the operation of suppressing entry. In this case, upon receiving the next travel-permitted section from the control server 31, the autonomous travel control unit 201 of the dump truck 20 selects the area coordinates that interfere with the travel-permitted section from among the area coordinates stored in the work area DB 253. Determine the presence or absence of If there are interfering area coordinates, the autonomous driving control unit 201 compares the identification information of the post-process vehicle registered in association with the area coordinates and the identification information of the own vehicle. If they are different, the autonomous travel control unit 201 controls the travel drive device 210 to stop before entering the received travel-permitted section.

Each of the above embodiments may be performed individually, or each embodiment may be combined. In this case, data synchronization is performed including the control server 31 . Further, in the third embodiment, the erasure of the data described in FIG. 9 is also performed within the control server 31 by synchronization. When the control server 31 deletes the corresponding data, it transmits to the dump truck 20 to permit traveling in the prohibited section.

In addition, although the above-described embodiments refer to work area management in a mine, the work area management system and work vehicle described in each of the above embodiments are not limited to this, and can be used in other fields. is possible. For example, it can be applied to a case where a cultivator plows the soil in a farmland and then a seed sowing machine performs work, or a road subgrade work in which a dozer performs a rolling operation after a dozer has leveled the ground, and then a roller performs a rolling operation. In this way, the aspect of each of the above embodiments can be applied at a site where different machines perform work in sequence.

In the description of each of the above embodiments, the functional units of the work area management unit 202, the entry permission/inhibition determination unit 203, the output control unit 204, and the autonomous driving control unit 201, which are inherent in the in-vehicle controller 200, act as subjects of each process. was described as performing The operations of these functional units can of course be rephrased as operations by the in-vehicle controller 200 . That is, the operations and processing by each functional unit described in each embodiment can be the operations and processing by the in-vehicle controller 200 . Similarly, the operations of the dispatch management unit 311 and the traffic control control unit 312 described in the third embodiment can be rephrased as operations by the traffic control controller 310 .

In addition, the present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described. Also, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Moreover, it is possible to add, delete, or replace part of the configuration of each embodiment with another configuration. Further, each of the above configurations, functions, processing units, processing means, and the like may be realized by hardware, for example, by designing them in an integrated circuit. Moreover, each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function. Information such as programs, tables, and files that implement each function can be stored in recording devices such as memories, hard disks, SSDs (Solid State Drives), or recording media such as IC cards, SD cards, and DVDs.

10: Excavator 20: Dump truck 31: Control server 40: Wireless communication line 90: Dozer 100: Work area management system 200: Vehicle-mounted controller 201: Autonomous travel control unit 202: Work area management unit 203: Entry permission determination unit 204: Output Control unit 210: Travel drive device 220: Position/direction sensor 230: Speed sensor 231: Work part sensor 232: Alarm device 240: Wireless communication device 250: Storage device 251: Work vehicle DB
252: Terrain information DB
253: Work area DB
254: Own vehicle information DB
255: Map information DB
260: Display device 261: Current position acquisition unit 262: Post-process vehicle acquisition unit 263: Work area identification unit 264: Next vehicle/area output unit 270: Input device 271: Area coordinate acquisition unit 272: Approach determination unit 273: Alarm output Unit 310: Traffic controller 311: Vehicle allocation management unit 312: Traffic control unit 340: Traffic control wireless communication device 350: Traffic control storage device 351: Vehicle allocation management information DB
352: Operation management information DB
353: Control work area DB

Claims (5)

a work part sensor that detects whether the work part of the own vehicle has moved;
a position sensor that detects the position of the own vehicle;
a communication device that communicates data with another vehicle;
a storage device storing identification information of own vehicle and other vehicles predetermined according to work content;
an alarm device;
Based on a predetermined chronological order among a plurality of work contents, a second vehicle, which is a post-process vehicle that performs work next in a work area where the first vehicle has performed work, is specified, and the subject vehicle and other vehicles are identified. an in-vehicle controller that performs a setting process shared with a vehicle, and an alarm process that causes the alarm device to issue an alarm when the own vehicle approaches the work area when the own vehicle is not the first and second vehicles;
A work vehicle having
The storage device stores the identification information of the first vehicle and the identification information of the second vehicle that will perform the work next to the work performed by the first vehicle, which are specified by the on-vehicle controller;
The in-vehicle controller includes:
when a signal indicating that the work part has moved is obtained from the work part sensor, the current position of the own vehicle detected by the position sensor is obtained;
Acquiring the identification information of the second vehicle from the storage device;
creating an area based on the current position of the own vehicle detected by the position sensor as the work area,
The area coordinates indicating the work area and the identification information of the second vehicle are associated with each other, stored in the storage device, and transmitted to the other vehicle via the communication device so that the information is also stored in the other vehicle. executing the setting process,
comparing the current position of the vehicle detected by the position sensor with the area coordinates stored in the storage device to determine whether the vehicle is approaching any work area;
When the identification information of the second vehicle corresponding to the area coordinates determined to be approaching is not that of the own vehicle, outputting an alarm command to the alarm device, executing the alarm process;
A work vehicle characterized by: In the work vehicle according to claim 1,
further comprising a speed sensor for detecting the speed of the work vehicle;
The in-vehicle controller obtains the current speed detected by the speed sensor in the alarm process, and based on the speed and the current position, the vehicle controller will be within the work area after the time set as the estimated arrival time. Determining whether it is close to the work area by determining whether it is located,
A work vehicle characterized by: In the work vehicle according to claim 1,
The in-vehicle controller further associates the inside of the area coordinates with the identification information of the own vehicle in the setting process, and stores the identification information of the own vehicle in the storage device. delete the attachment,
In the warning process, when the own vehicle is in the area coordinates associated with the identification information of the own vehicle, no alarm command is output to the alarm device.
A work vehicle characterized by: In the work vehicle according to claim 1,
If the own vehicle is a post-process vehicle,
The in-vehicle controller includes:
Determining whether the own vehicle is located within the work area based on the current position detected by the position sensor of the own vehicle;
After an area deletion time has elapsed since the vehicle left the work area, the data in which the area coordinates indicating the work area and the identification information of the vehicle are associated are deleted from the storage device of the vehicle. Then, transmit to the other vehicle via the communication device so that it can be deleted in the other vehicle,
A work vehicle characterized by: a control server that, upon receipt of a section request message from a work vehicle, returns the next travel section of the work vehicle, thereby controlling travel and stop of the work vehicle;
a plurality of work vehicles that autonomously travel in the travel section when the next travel section is received from the control server, and stop traveling when the next travel section is not received;
A work area management system comprising:
Each of the work vehicles includes:
a work part sensor that detects whether the work part of the own vehicle has moved;
a position sensor that detects at least the position of the own vehicle;
a communication device that communicates data with the control server;
a storage device that stores, for each vehicle, identification information of a vehicle and identification information of a post-process vehicle that performs work subsequent to the work performed by the vehicle in association with each other;
an alarm device;
an in-vehicle controller that identifies a post-process vehicle that will work next in the work area where the own vehicle has worked, and transmits the information to the control server;
has
The in-vehicle controller includes:
when a signal indicating that the work part has moved is obtained from the work part sensor, the current position of the own vehicle detected by the position sensor is obtained;
Acquiring from the storage device the identification information of the post-process vehicle associated with the identification information of the own vehicle,
creating an area based on the current position of the own vehicle detected by the position sensor as the work area,
performing a process of associating the area coordinates indicating the work area with the identification information of the post-process vehicle, storing them in the storage device, and transmitting them to the control server via the communication device;
The control server is
receiving the area coordinates and the identification information of the post-process vehicle, and storing them in a storage device in association with each other;
Upon receiving a section request message from the work vehicle, determining whether the travel section to be returned to the work vehicle interferes with any of the area coordinates stored in the storage device,
When it is determined that there is interference, the identification information of the post-process vehicle associated with the area coordinates is compared with the identification information of the work vehicle that is the transmission source,
If these are different, do not return the relevant travel section,
A work area management system characterized by:

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