WO2015151291A1

WO2015151291A1 - Traffic control server and system

Info

Publication number: WO2015151291A1
Application number: PCT/JP2014/060032
Authority: WO
Inventors: 朋之濱田; 石本　英史
Original assignee: 日立建機株式会社
Priority date: 2014-04-04
Filing date: 2014-04-04
Publication date: 2015-10-08
Also published as: JP6325655B2; JPWO2015151291A1

Abstract

An objective of the present invention is to provide a traffic control server and traffic control system which avoid conflict between driver vehicles and driverless vehicles traveling within a mine while ensuring both safety and productivity. Provided is a system for conflict avoidance between a driverless vehicle (20-1) which travels autonomously along a predetermined travel path within a mine and a driver vehicle (70-1), comprising: a travel permission section setting unit which sets a travel permission section to the driverless vehicle (20-1); a conflict control unit which assesses, on the basis of a parameter for determining whether the driver vehicle (70-1) intrudes into the travel permission section (83) an action level for avoiding conflict between the driver vehicle (70-1) and the travel permission section (83) from a plurality of levels, and in each of the action levels, executes an output of alert information to a driver with priority given to the output of braking instruction information for causing the driverless vehicle (20-1) to carry out a braking action; and a server-side communication control unit which carries out a control which transmits the alert information to the driver vehicle (70-1) and the braking instruction information to the driverless vehicle (20-1).

Description

Traffic control server and system

TECHNICAL FIELD The present invention relates to a traffic control server and system, and more particularly to a technique for suppressing the interference between unmanned vehicles and work sites where manned vehicles travel.

In an open pit mine, etc., there are multiple autonomous vehicles (hereinafter referred to as “unmanned vehicles”) such as unmanned dumpers for transporting excavated ore, dozers and graders for maintaining roads, water sprinklers for preventing dust from standing up, and patrols. In some cases, a man-made vehicle such as a service car may travel together. Since the unmanned vehicle travels autonomously according to the instruction from the control station, interference between the unmanned vehicles can be suppressed by the traffic control by the control station. However, the manned vehicle travels based on the judgment of the driver driving the manned vehicle, and the control station does not know the traveling method of the manned vehicle. Therefore, under the present circumstances, interference avoidance of unmanned vehicles and manned vehicles is largely dependent on the driver's attention and driving technology of manned vehicles, and there is a demand to further improve safety.

As a technique for avoiding such interference, Patent Document 1 discloses a configuration in which a warning is given to a manned vehicle or the unmanned vehicle is decelerated and stopped when the inter-vehicle distance approaches a predetermined distance. There is. Further, in Patent Document 2, a range in which each vehicle can move within a predetermined time is predicted, and when the prediction ranges overlap with each other, a warning is given to a manned vehicle or the unmanned vehicle is decelerated and stopped. The configuration is disclosed.

Unexamined-Japanese-Patent No. 9-231500 gazette JP 2000-339029 A

In Patent Documents 1 and 2 above, a warning is given to a manned vehicle when the inter-vehicle distance approaches or the prediction range overlaps. The driver takes action to avoid danger after this warning is issued, but the manned vehicle fails to take evasive action or takes evasive action because the driver does not notice the alert or the reaction is delayed. It may take too long. In this case, the risk of interference increases and safety can not be sufficiently secured.

On the other hand, if the timing to issue the deceleration / stop instruction is made too early for the unmanned vehicle in consideration of the inadequateness of the avoidance behavior of the manned vehicle, the unmanned vehicle will frequently decelerate / stop. Unmanned vehicles are often used to transport ore, and frequent slowing and stopping of unmanned vehicles leads to a decrease in productivity of the entire mine.

Although the patent documents 1 and 2 provide the technique of helping to avoid the interference of manned vehicles and unmanned vehicles, suppressing the increase of the danger to interference and suppressing the decline in productivity of the whole mine. It is not considered about coexistence.

The present invention has been made to solve the above-mentioned problems, and provides a traffic control server and a traffic control system which ensure both the safety of manned vehicles and unmanned vehicles traveling in the mine and the suppression of the decrease in productivity. The purpose is to

In order to solve the above problems, a traffic control server according to the present invention includes an unmanned vehicle traveling autonomously along a predetermined traveling route in a mine, and a manned vehicle traveling with the driver on board the mine. A traffic control server that performs traffic control for avoiding interference with the unmanned vehicle, and sets a partial section on the travel route as a travel permitted section for permitting travel of the unmanned vehicle And an interference control unit that determines one of operation levels for avoiding the interference based on a parameter for determining whether the manned vehicle interferes with the unmanned vehicle, wherein each of the operations is determined An interference control unit for executing, in a level, the output of warning information to the driver prior to the output of braking instruction information for causing the unmanned vehicle to perform a braking operation; As well as transmitted to the manned vehicle is characterized in that and a server-side communication control section for controlling to transmit the braking instruction information to the unmanned vehicle.

The interference control unit sets an operation level for avoiding interference between the human-made vehicle and the travel permission section from one of a plurality of steps based on the parameters, so the human-made vehicle and the unmanned vehicle respond to the parameters, that is, Interference avoidance can be performed at the operation level according to the possibility. In addition, at each operation level, the warning for manned vehicles is prioritized over the braking operation of unmanned vehicles. As a result, the driver of the manned vehicle performs the evasive action earlier to perform the interference avoidance and secure the safety, and also reduces the number of braking operations and the amount of braking of the unmanned vehicle, thereby suppressing the decrease in the productivity of the mine. can do.

Further, in the above configuration according to the present invention, the interference control unit includes, as the operation level, a level at which only the warning information is output and the braking instruction information is not output.

At the above operation level, only the warning to the driver of the manned vehicle is given as the operation for avoiding the interference, and the braking operation of the unmanned dump is not involved. Therefore, according to the above configuration, the operation of avoiding interference can be performed without affecting the productivity of the mine.

The present invention may further include a setting unit capable of arbitrarily setting the number of stages of the plurality of stages in the above configuration.

Thereby, the operation level can be determined by the number of steps desired by the user. For example, if it is desired to set the operation level more finely, the number of steps can be increased, and if it is desired to reduce the types of warning and braking operations, the number of steps can be reduced.

Further, in the configuration described above, the interference control unit may set, as the parameter, a first distance from a current position of the manned vehicle to an interference point at which the manned vehicle is expected to intrude into the traveling permitted section. At least one of a second distance from a current position of the vehicle to the interference point, a speed of the manned vehicle, and a speed of the unmanned vehicle may be used.

Depending on the positional relationship between the manned vehicle or the unmanned vehicle and the interference point, or the speed of the manned vehicle or the unmanned vehicle, the possibility of the occurrence of interference varies. Thus, by determining the operation level based on the parameters that affect the above, it is possible to take an avoidance action of the operation level that matches the positional relationship and the like.

In the above configuration, the interference control unit may calculate the mandable vehicle stopable distance required from the start of the braking operation to the time the vehicle is stopped based on the speed of the manned vehicle according to the above configuration. The unmanned vehicle stoppable distance required from the start of the braking operation to the stoppage of the unmanned vehicle is calculated based on the result of comparison of the manned vehicle stoppable distance and the first distance and the speed of the unmanned vehicle; The operation level is determined based on at least one of the unmanned vehicle stoppable distance and the second distance as a result of comparison.

The stopping distance varies depending on the speed. Therefore, according to the above configuration, by determining the operation level in consideration of the stoppage possible distance, the operation level can be determined according to the traveling state of the manned vehicle or the unmanned vehicle.

Further, in the configuration described above, the braking instruction information may be information for performing one of a deceleration operation of the unmanned vehicle, a normal stop operation of the unmanned vehicle, and an emergency stop operation of the unmanned vehicle. It is characterized by

According to the above configuration, excessive braking operation of the unmanned vehicle can be avoided by decelerating the braking operation of the unmanned vehicle, switching to the normal stop, and the emergency stop.

A traffic control system according to the present invention is a traffic control system for avoiding interference between an unmanned vehicle traveling autonomously along a predetermined traveling route in a mine, and a manned vehicle traveling with a driver on board the mine. A traffic control system that performs control, wherein a travel permission section setting unit sets a partial section on the travel route as a travel permission section for permitting the unmanned vehicle to travel with respect to the unmanned vehicle, and the manned vehicle An interference control unit that determines one of operation levels for avoiding the interference from a plurality of steps based on a parameter for determining whether the driver interferes with the unmanned vehicle. An interference control unit which executes the output of the warning information prior to the output of the braking instruction information for causing the unmanned vehicle to perform the braking operation, and the driver based on the warning information A warning processing unit that performs processing for issuing a warning, based on the braking instruction information, characterized in that it comprises a braking control unit for controlling the drive of the braking device provided in the unmanned vehicle.

The interference control unit sets an operation level for avoiding interference between the human-made vehicle and the travel permission section, from one of a plurality of stages based on the parameters. And a warning processing part warns a driver based on warning information according to an operation level. The braking control unit also performs drive control of the unmanned vehicle based on the braking instruction information corresponding to the operation level. As a result, manned vehicles and unmanned vehicles can avoid interference at an operation level according to the parameters, that is, according to the possibility of intrusion. In addition, at each operation level, the warning for manned vehicles is prioritized over the braking operation of unmanned vehicles. As a result, the driver of the manned vehicle performs the evasive action earlier to perform the interference avoidance and secure the safety, and also reduces the number of braking operations and the amount of braking of the unmanned vehicle, thereby suppressing the decrease in the productivity of the mine. can do.

According to the present invention, it is possible to provide a traffic control server and a traffic control system which ensure both the safety of the manned vehicle and the unmanned vehicle traveling in the mine and the suppression of the decrease in productivity. Problems, configurations, and effects other than those described above will be apparent from the description of the embodiments below.

A diagram showing a schematic configuration of a traffic control system according to the present embodiment A diagram detailing the transport path of FIG. 1 Hardware configuration diagram of traffic control server, unmanned dump and dump terminal Hardware block diagram of the terminal device for manned vehicles Functional block diagram showing main functions of traffic control server and dump terminal Functional block diagram showing main functions of traffic control server and manned vehicle terminal device It is a figure showing run permission section setting processing, and (a) shows the run permission section set up to each unmanned dumping, (b) shows the run permission section newly set up to unmanned dumping (C) shows the release section. A figure showing the interference state to the run permission section of unmanned dumping by manned vehicles Flow chart showing the flow of processing of the traffic control server according to the present embodiment Diagram explaining the parameters used in the interference avoidance process Flow chart showing the flow of interference avoidance processing It is a figure which shows the positional relationship of a human-made vehicle and an unmanned dumping, Comprising: (a) shows the positional relationship which performs a 1st-level avoidance operation, (b) shows the positional relationship which performs a 2nd-level avoidance operation . It is a figure which shows the positional relationship of a man-made vehicle and an unmanned dumping, Comprising: (a) shows the positional relationship which performs the avoidance operation of a 3rd level, (b) shows the positional relationship which performs the avoidance operation of a 4th level . Diagram showing the positional relationship between a manned vehicle and an unmanned dump (a positional relationship in which the fifth level avoidance operation is performed) The figure which shows the hardware constitutions of the manned vehicle terminal device which concerns on 2nd embodiment. A figure showing an example of a screen display concerning a second embodiment

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

First Embodiment
In the first embodiment, an unmanned dumper (corresponding to an unmanned vehicle) that autonomously travels without transporting a driver by carrying sediment ore loaded by a loading machine such as a shovel or a wheel loader in a mine, and a dozer A manned vehicle on which a driver such as a grenade, a water sprayer, and a service car travels and a traffic control server that performs traffic control to avoid interference of the unmanned dump and the manned vehicle with a wireless communication line It relates to the connected traffic control system, and in particular, is characterized in the configuration for suppressing the interference of unmanned dumping and manned vehicles while achieving a balance between productivity and safety. Hereinafter, a traffic control system according to a first embodiment of the present invention will be described with reference to the drawings.

First, a schematic configuration of a traffic control system according to the first embodiment will be described based on FIG. FIG. 1 is a diagram showing a schematic configuration of a traffic control system according to the present embodiment. The traffic control system 1 shown in FIG. 1 is a quarry such as a mine, and is a mine for transporting loads such as earth and sand and ore loaded from shovels 10-1 and 10-2 that perform loading work of earth and sand or ore. Traffic control server installed near the quarry or at a remote control center 30 and each of unmanned dumpers 20-1 and 20-2 for training and manned vehicles 70-1 and 70-2 such as water sprayer and service cars 31 are mutually connected in communication via a wireless communication line 40.

The respective unmanned dumpers 20-1 and 20-2 reciprocate between the shovels 10-1 or 10-2 and the unillustrated discharge site along the transport path 60 preset in the mine, and transport the load. .

In the mine, a plurality of radio base stations 41-1, 41-2, and 41-3 are installed. Then, radio waves of radio communication are transmitted and received via the radio base stations 41-1, 41-2, and 41-3.

The shovels 10-1 and 10-2 and the respective unmanned dumps 20-1 and 20-2 are at least three navigation satellites 50-1, 50-2 and 50-3 of the Global Navigation Satellite System (GNSS). And a position calculation device (not shown in FIG. 1) for acquiring the position of the vehicle by receiving positioning radio waves from the position signal. For example, GPS (Global Positioning System), GLONASS (Global Navigation Satellite System), or GALILEO may be used as the GNSS. Although there are a plurality of unmanned dumps 20-1 and 20-2 and manned vehicles 70-1 and 70-2 in actuality, each of which communicates with the traffic control server 31 by radio, the configuration is the same, so The shovel 10-1, the dump 20-1, and the manned vehicle 70-1 will be described as an example.

The shovel 10-1 is a super large hydraulic shovel, and is provided at a traveling center, a revolving unit 12 rotatably provided on the traveling unit 11, a cab 13, and a front center of the revolving unit 12 And a front work machine 14. The front work machine 14 includes a boom 15 provided so as to be capable of raising and lowering relative to the swing body 12, an arm 16 provided rotatably at the tip of the boom 15, and a bucket 17 attached to the tip of the arm 16. And. An antenna 18 for connecting to the wireless communication line 40 is installed at a well-visible place in the shovel 10-1, for example, in the upper part of the cab 13.

The unmanned dumping 20-1 can be pivoted up and down with the frame 21 forming the main body, the front wheel 22 and the rear wheel 23, and a hinge pin (not shown) provided at the rear portion of the frame 21 as a pivot center. A loading platform 24 and a pair of left and right hoist cylinders (not shown) for rotating the loading platform 24 in the vertical direction are included. Further, in the unmanned dumping 20-1, an antenna 25 for connecting to the wireless communication line 40 is installed at a location where the line of sight is good, for example, the upper surface of the unmanned dumping 20-1.

Furthermore, the unmanned dumping 20-1 is mounted with an on-vehicle terminal (hereinafter abbreviated as "dump terminal") 26 for autonomous traveling in accordance with an instruction from the traffic control server 31.

The manned vehicle 70-1 includes an on-vehicle terminal device (hereinafter referred to as “manned vehicle terminal device”) including a warning device for issuing a warning for urging the driver to perform a brake operation according to an instruction from the traffic control server 31. ) 76).

The traffic control server 31 is connected to an antenna 32 for connecting to the wireless communication line 40. Then, the traffic control server 31 communicates with each of the dump terminal device 26 and the manned vehicle terminal device 76 via the antenna 32 and the radio base stations 41-1, 41-2, and 41-3.

FIG. 2 is a diagram detailing the transport path 60 of FIG. 1 and shows an example of the construction of an open pit mining site where unmanned dumpers and manned vehicles travel. The code | symbol 61 of FIG. 2 shows the excavation site by a shovel. The shovel 10-1 loads top soil and ore excavated in this area into the unmanned dump 20-1. Thus, the drilling site 61 includes the loading position.

The code | symbol 62 of FIG. 2 is the earth release place which develops topsoil. The topsoil or the like, which the unmanned dump 20-1 has transported from the excavation site, is released at this place and deployed in layers or radially.

The code | symbol 63 of FIG. 2 is an earth release place where the crusher (not shown) etc. which crush-process ore are installed. The ore crushed by the crusher is transported to a loading station by freight cars or processing equipment by a belt conveyor or the like. The unmanned dump 20-1 loads topsoil and ore at the drilling site 61. Then, the unmanned dumping 20-1 travels on the conveyance path 60 and conveys them to the

earth release site

62 or 63.

When the shovel 10-1 is excavating the topsoil at the excavation site 61, the unmanned dump 20-1 reciprocates between the excavation site 61 and the earth release site 62. At the drilling site 61, when the shovel is drilling ore, the unmanned dump 20-1 reciprocates between the drilling site 61 and the earth releasing site 63. For this reason, the transport path 60 includes a transport path connecting the excavation site 61 and the earth release site 62, and a transport path connecting the excavation site 61 and the earth release site 63, and these transport paths intersect at the intersection 67. Therefore, when a plurality of unmanned dumpers transport different loads, topsoil or ore, unmanned dumps may interfere with each other at an intersection 67 or the like.

Further, on the conveyance path 60, two traveling paths 64 having different traveling directions of the unmanned dumping 20-1 are provided. Each travel route 64 constitutes an up lane and a down lane. Then, the unmanned dump truck 20-1 travels on the transport path 60, for example, on the right side in the same manner as a general road.

The traveling route 64 is given as a coordinate value set on the map. More specifically, the same map information is stored in the traffic control server 31 and each unmanned dump 20-1. This map information includes a point (hereinafter referred to as a "node") 65 located on the map and coordinate values of the node 65. The travel path 64 is defined by a plurality of nodes 65 and sublinks 66 connecting adjacent nodes.

Next, hardware configurations of the traffic control server 31, the unmanned dump truck 20 and the dump terminal 26, and the manned vehicle terminal 76 of FIG. 1 will be described with reference to FIGS. 3 and 4. FIG. FIG. 3 is a hardware configuration diagram of the traffic control server 31, the unmanned dump 20 and the dump terminal device 26. FIG. 4 is a hardware block diagram of the manned vehicle terminal device 76. As shown in FIG.

As shown in FIG. 3, the traffic control server 31 includes a server-side control device 311, a server-side input device 312, a server-side display device 313, a server-side communication device 314, a communication bus 315, and a master map information database It is configured to include a DB (abbreviated as DB) 316 and a travel permitted section information DB 317 (hereinafter abbreviated as “section information DB”).

The server-side control device 311 controls the operation of each component of the traffic control server 31, and stores programs executed by the traffic control server 31 in addition to calculation / control devices such as a CPU (Central Processing Unit). Are configured using hardware including a storage device such as a read only memory (ROM) or a hard disk drive (HDD), and a random access memory (RAM) as a work area when the CPU executes a program. . The functional configuration of the program executed by the traffic control server 31 will be described later with reference to FIG. Further, the server-side control device 311 may be configured using an application specific integrated circuit (ASIC) for realizing the function executed by the traffic control server 31.

The server-side input device 312 is configured by an input device such as a mouse and a keyboard, and functions as a user interface for displaying a state of the unmanned dump 20-1 and inputting a manual instruction to the unmanned dump 20-1.

The server side display device 313 is configured by a liquid crystal monitor or the like, and functions as an interface that displays and provides information to the operator.

The server side communication device 314 is configured by a device that performs communication connection with a wired / wireless network. The traffic control server 31 is connected to the antenna 32 via the wired communication line 33, and connected to the wireless base stations 41-1, 41-2 and 41-3 via the wireless communication line 40.

A communication bus 315 electrically connects the components to one another.

Master map information DB 316 is configured using a storage device such as an HDD that fixedly stores information, and is defined by position information (coordinate values) of each node on transport path 60 and a sub link that connects each node. The stored map information (traveling route information) is stored. In addition, terrain information on the mine, and absolute coordinates of each node (three-dimensional actual coordinates calculated based on positioning radio waves) may be included. Each node is assigned position identification information (hereinafter referred to as "node ID") that uniquely identifies the node.

The section information DB 317 is configured using a storage device such as an HDD that fixedly stores information, and indicates vehicle identification information that uniquely identifies each unmanned dump 20-1, and a travel permitted section assigned to each unmanned dump Section information including position information, current position of each unmanned dump, and traveling speed is stored. The vehicle identification information is preferably information that can distinguish unmanned dumpers and manned vehicles. Alternatively, the section information DB 317 may store the vehicle identification information in association with a flag for identifying the unmanned dump or the manned vehicle.

Each of the above-mentioned databases includes only a storage unit that stores map information and section information, and the server-side control device 311 may perform update / search processing of those databases, and update / search processing of information in each DB It may be equipped with an engine that

On the other hand, the unmanned dumping 20-1 is an electrically driven dump truck, and in addition to the dumping terminal 26, the vehicle control device 27 that controls the acceleration / deceleration and steering of the unmanned dump in response to an instruction from the dumping terminal 26, an external sensor A device 28 and a position detection device 29 are provided.

The dump terminal device 26 includes a terminal control device 261, a terminal input device 262, a terminal display 263, a terminal communication device 264, a communication bus 265, and a terminal map information DB 266.

The terminal control unit 261, the terminal input unit 262, the terminal display unit 263, the terminal communication unit 264, the communication bus 265, and the terminal map information DB 266 are respectively the server control unit 311, the server input unit 312, Since the configuration is the same as that of each of the server side display device 313, the server side communication device 314, the communication bus 315, and the master map information DB 316, the duplicate description will be omitted. The terminal side map information DB 266 stores the same map information as the map information stored in the master map information DB 316.

The vehicle control device 27 includes a retarder brake 271, a service brake 272, a steering control device 273, and an acceleration control device 274. The vehicle control device 27 is electrically connected to the dump terminal 26, and makes the unmanned dump 20-1 travel autonomously in accordance with an instruction from the traffic control server 31.

The retarder brake 271 is a brake used at the time of normal braking. The retarder brake 271 operates a motor that constitutes an electrically driven engine as a generator, converts kinetic energy into electric energy to generate regenerative electric power, applies this to a resistor, and consumes it as heat energy. It is to obtain the braking force.

The service brake 272 is a brake used at the time of emergency braking, and is configured by a mechanical brake. The frequent use of the service brake 272 causes wear of mechanical brake components, such as brake pads and disks. Therefore, in the present embodiment, the retarder brake 271 and the service brake 272 are used in accordance with the degree of urgency. The configuration relating to the selective use of the brake will be described later.

The steering control device 273 adjusts the steering angle of the unmanned dumping 20-1.

The acceleration control device 274 adjusts the acceleration and deceleration of the unmanned dump 20-1.

The external world sensor device 28 is a sensor such as a millimeter wave radar or a front camera for detecting an obstacle ahead of the traveling direction (traveling direction) of the dump 20-1, and the type thereof is not limited. The detection result of the external sensor device 28 is output to the terminal-side control device 261 of the dump terminal 26, and is used for monitoring of the traveling position and acceleration / deceleration so as not to leave the traveling route under normal conditions. Used for various braking operations.

The position calculation device 29 calculates the current position of the vehicle based on the positioning radio waves from the navigation satellites 50-1, 50-2, 50-3 (see FIG. 1). The calculated current position of the vehicle is transmitted from the dump terminal device 26 to the traffic control server 31.

The dump terminal 26 is connected to the traffic control server 31 by radio communication via the radio base stations 41-1, 41-2, and 41-3.

As shown in FIG. 4, the manned vehicle terminal 76 also includes a terminal control unit 761, a terminal input unit 762, a terminal display unit 763, a terminal communication unit 764, and a communication bus 765 as with the dump terminal 26. . Since each of these components is the same as the configuration of the dump terminal 26, duplicate explanations will be omitted.

In addition to the above-described configuration, the human-powered vehicle terminal device 76 warns the driver of the manned vehicle 70-1 in accordance with an instruction from the traffic control server 31 to issue a warning for urging an interference avoidance operation (brake operation or steering operation). A device 768 is provided.

The warning device 768 may be of any type as long as it issues a warning that acts on the operator's five senses, such as a speaker that emits a warning sound or a warning message or a flashing light. The warning device 768 may be configured to display a warning on the screen of the terminal-side display device 763. The manned vehicle terminal device 76 is electrically connected to a position calculation device 79 that detects the current position of the manned vehicle 70-1, as with the dump terminal device 26.

The manned vehicle terminal device 76 is connected to the traffic control server 31 by radio communication via the radio base stations 41-1, 41-2, and 41-3.

Next, referring to FIG. 5, functional configurations of the traffic control server 31, the dump terminal device 26 and the manned vehicle terminal device 76 of FIG. 1 will be described. FIG. 5 is a functional block diagram showing the main functions of the traffic control server and the dump terminal. FIG. 6 is a functional block diagram showing the main functions of the human-made vehicle terminal device.

As shown in FIG. 5, the server-side control device 311 of the traffic control server 31 includes a delivery management unit 311a, a travel permission section setting unit 311b, an interference control unit 311c, a server-side communication control unit 311d, and a communication interface (hereinafter referred to as “communication I / F (abbreviated) 311e.

The delivery management unit 311a sets the destination of the unmanned dumping 20-1, refers to the map information stored in the master map information DB 316, and determines the traveling route from the current position to the destination.

As an example of processing of the dispatch management unit 311a, for example, when the unmanned dump truck 20-1 is in the parking area, the entrance of the loading site including the loading position is set as an object. And the dispatch management part 311a sets the driving | running | working path | route from a parking lot to the entrance on loading. When setting this traveling route, the dispatch management unit 311a may dynamically generate the traveling route as the loading position moves. Furthermore, when the unmanned dumping 20-1 is in the loading position, the dispatch management unit 311a sets one of the dumping

grounds

62, 63 as the destination according to the content of the load, and the traveling route to that point is set. Generate

The run permission section setting unit 311b refers to the map information stored in the master map information DB 316 for the unmanned dumping 20-1 and permits the unmanned dumping 20- to run on the partial sections on the travel route determined above. It sets as a driving | running | working permission area, and produces | generates the area information which shows the position of the said driving | running | working permission area. The travel permission section setting unit 311 b overwrites and updates the newly generated section information on the section information stored in the section information DB 317. The section information includes the node ID of the front boundary point which is the node at the front end of the run permission section, and the node ID of the rear boundary point which is the node at the end. When the travel permission section setting unit 311 b receives information (hereinafter referred to as “request information”) that requests setting of a new travel permission section from the dump terminal device 26, the travel permission section setting process is performed according to the information. The travel permission section setting unit 311b generates section information of the travel permission section when setting a new travel permission section, and generates response information indicating that travel is not permitted when the processing is not possible.

The interference control unit 311 c refers to the section information stored in the section information DB 317, and warns the driver of the manned vehicle 70-1 when the manned vehicle 70-1 approaches the traveling permitted section. Braking for decelerating the unmanned dumping 20-1 or a normal stop operation using the retarder brake 271 or an emergency stop operation using the service brake 272 (which may be used together with the retarder brake 271). Generate instruction information. More specifically, the interference control unit 311c determines one operation level for avoiding interference based on a plurality of steps based on the parameter for determining whether the manned vehicle 70-1 intrudes into the travel permission section. The above parameters may further include parameters for determining the risk of interference between the manned vehicle 70-1 and the unmanned dumping 20-1. The above parameters will be described later with reference to FIG.

The interference control unit 311c preferentially outputs the warning information to the driver at each operation level over the output of the braking instruction information for causing the unmanned dumping 20-1 to perform the braking operation. The "priority" mentioned here includes not only an aspect in which the output timing of the warning information is earlier than the output timing of the braking instruction information, but also an aspect in which only the warning information is output and the braking instruction information is not output.

The traffic control server 31 may further include a setting unit capable of arbitrarily setting the number of operation levels in the interference control unit 311 c. For example, the user may input an arbitrary number of steps using the server-side input device 312. In this case, the warning level and the braking operation according to each step are also set.

The server side communication control unit 311 d performs wireless communication control between the dump terminal device 26 and the manned vehicle terminal device 76. Specifically, the braking instruction information and the section information or the response information are transmitted to the dump terminal device 26. Further, from the dump terminal 26, the request information, the unmanned dump position information indicating the position of the host vehicle calculated by the position calculating device 29 of the unmanned dump 20-1, and the speed information of the unmanned dump 20-1 are received. The speed information may be configured as information indicating the speed (vector) including the traveling direction and the speed (scalar amount) based on the change amount of the position information, or may be a gyro sensor mounted on the unmanned dump 20-1 It may be configured as information combining the output result of the sensor for detecting the direction of the vehicle body and the speed obtained from the number of rotations of the wheel.

The communication I / F 311 e is configured by hardware such as a connection terminal of USB (Universal Serial Bus) standard for communication connection with the server communication device 314.

Next, the dump terminal device 26 will be described. The terminal-side control device 261 of the dump terminal device 26 includes an autonomous traveling control unit 261a, a terminal-side communication control unit 261b, a communication I / F 261c, and a request information processing unit 261d.

The autonomous traveling control unit 261a acquires the current position of the vehicle from the position calculation device 29, refers to the map information of the terminal side map information DB 266, and causes the vehicle to travel according to the traveling permitted section included in the section information. Control is performed on the vehicle control device 27. The autonomous traveling control unit 261a also determines the presence or absence of a front obstacle based on the detection result of the external sensor device 28, determines the presence or absence of an interference with the obstacle, and a collision avoidance operation, and performs the braking operation if necessary. Control for Furthermore, in accordance with an instruction from the traffic control server 31, the autonomous traveling control unit 261a performs drive control on the braking device included in the vehicle control device 27, and performs a decelerating operation, a normal stopping operation, or an emergency stopping operation. Therefore, the autonomous traveling control unit 261a also has a function as a braking control unit.

The terminal side communication control unit 261 b controls wireless communication performed with the traffic control server 31. The terminal-side communication control unit 261b performs transmission of request information and reception of section information or response information and braking instruction information.

The communication I / F 261 c is configured by hardware for establishing communication connection with the terminal side communication device 264 such as a connection terminal of USB standard.

Based on the map information stored in the terminal-side map information DB 266 and the current position calculated by the position calculation device 29, the request information processing unit 261d determines whether the unmanned dump 20-1 has reached a point where the request information is transmitted. When the request point is reached, request information is generated, and the request information is transmitted to the traffic control server 31 via the terminal communication control unit 261b.

Further, as shown in FIG. 6, the terminal control unit 761 of the manned vehicle terminal device 76 mounted on the manned vehicle 70-1 includes a warning processing unit 761a, a terminal communication control unit 761b, and a communication I / F 761c. The terminal side communication control unit 761b and the communication I / F 761c are the same as the configuration of the dump terminal 26, and therefore the description thereof will be omitted. The position information indicating the current position of the vehicle calculated by the position calculation device 79 mounted on the manned vehicle 70-1 is transmitted to the traffic control server 31 via the terminal communication control unit 761b.

The warning processing unit 761 a controls the warning device 768 to issue a warning according to the warning level indicated in the warning information received from the traffic control server 31. The warning processing unit 761a also displays a warning display corresponding to the warning level on the terminal display unit 763.

The vehicle allocation control unit 311a, the travel permission section setting unit 311b, the interference control 311c, and the server communication control unit 311d included in the traffic control server 31 have a server side control device 311 (hardware whose program for realizing these functions is shown in FIG. To be implemented by Similarly, the autonomous traveling control unit 261a, the terminal side communication control unit 261b, and the request information processing unit 261d provided in the dump terminal device 26 have terminal side control device 261 (hardware whose program for realizing these functions is shown in FIG. Hardware) to implement. Furthermore, the warning processing unit 761a and the terminal side communication control unit 761b provided in the manned vehicle terminal device 76 are realized by executing a program for realizing these functions by the terminal side control device 761 (hardware) shown in FIG. Do.

Next, the travel permission setting process by the traffic control server 31 will be described with reference to FIG. FIG. 7 is a diagram showing a run permission section setting process, where (a) shows a run permission section set for each unmanned dump, and (b) is newly set for unmanned dump A travel permission section is shown, and (c) shows a release section. Since the traffic control server 31 exclusively sets the travel permitted section, the description of the travel permitted section processing also serves as the processing for avoiding interference between unmanned dumps.

Unmanned dumpers 20-1 and 20-2 shown in (a) of FIG. 7 are unmanned dumpers traveling in the direction of arrow A. The travel permitted section 83a is a travel permitted section set for the unmanned dumping 20-1. The travel permitted section 83b is a travel permitted section set for the unmanned dumping 20-2. D1 is a travel permission remaining distance indicating the distance along the travel route from the current position of the unmanned dump 20-1 to the front boundary point (end) of the travel permission section 83a. D2 is a travel permission request start distance for starting transmission of request information.

The travel permission request start distance D2 is a distance longer than the distance at which the unmanned dumping 20-1 can stop (hereinafter referred to as "stoppable distance" and represented by UVSL), and for example, a predetermined offset distance m is added to UVSL Defined as a distance. In this case, the travel permission request start distance D2 can be expressed by the following equation (1). Further, UVSL is calculated from the current speed of the unmanned dumping 20-1 based on the distance that can be stopped by a normal braking operation, that is, a braking operation mainly using a retarder brake, and can be expressed by, for example, the following equation (2).

The value of the predetermined offset distance m is set in consideration of, for example, the time required for wireless communication, the degree of occurrence of a failure in wireless communication, and the like. The speed v of the unmanned dumping 20-1 may be obtained by measuring the current speed of the unmanned dumping 20-1 from the number of rotations of the wheels or the like, and the master map information DB 316 with respect to the current traveling position of the unmanned dumping. The maximum allowable speed set in the map information stored in the terminal-side map information DB 266 may be used.

When the traveling permission remaining distance D1 of the unmanned dumping 20-1 becomes equal to or less than the traveling permission request start distance D2, the unmanned dumping 20-1 transmits request information to the traffic control server 31. The request information includes current position information of the unmanned dump 20-1.

When the travel permitted section setting unit 311 b receives the request information from the unmanned dumping 20-1, the section in which the unmanned dumping 20-1 is present (traveling between adjacent nodes) based on the position information included in the transmitted request information. Identify the route). Then, travel permission is given to a section having a travel permission given length or more from the end of the section where the unmanned dump 20-1 exists in the forward traveling direction of the unmanned dump 20-1. However, if there is a section where permission is given to another vehicle, the travel permission section is given up to that side.

In the example shown in (b) of FIG. 7, the section in which the unmanned dumping 20-1 exists is 90, and the section included in the run permission given length 95 from the end thereof is the

sections

91, 92, 93, 94 . However, the

sections

93 and 94 have already been given to the unmanned dumping 20-2 as the travel permitted section 83b. Therefore, candidates for the travel permitted section that can be newly set for the unmanned dumping 20-1 are the

sections

91 and 92, but the section 91 is included in the travel permitted section 83a already set for the unmanned dumping 20-1 It is done. Therefore, the travel permission section setting unit 311b sets only the section 92 as a new travel permission section.

The travel permitted section setting unit 311b cancels, at a predetermined timing, the section through which the unmanned dump 20-1 has passed among the sections for which the travel permission has been given. Specifically, as shown in (c) of FIG. 7, the travel-permitted section setting unit 311 b determines that the distance D4 from the end of the section to be canceled to the position of the unmanned dumping 20-1 is predetermined. It releases when it becomes more than permission release distance D3. The section that has been canceled can be set as the travel permitted section of the subsequent unmanned dump 20-1.

Unmanned dumpers, for example, 20-1 and 20-2, can be prevented from interfering with each other by the assignment of travel permission sections as described above. However, since the travel permitted section is not set in the manned vehicle 70-1, the interference can not be avoided only by the travel permitted section setting process by the travel permitted section setting unit 311b. So, in this embodiment, the interference control part 311c performs the interference avoidance process with a manned vehicle and an unmanned vehicle. Hereinafter, the interference avoidance process will be described.

First, with reference to FIG. 8, a state in which the interference avoidance process is required will be described. FIG. 8 is a diagram showing an interference state of an unmanned dump vehicle with a manned vehicle in a travel permission section. As shown in FIG. 8, the trunk line 80 forming the transport path 60 intersects at the junction with the side road 81. Further, it is assumed that the travel permitted section setting unit 311 b gives the trunk 80 the travel permitted section 83 including the junction to the unmanned dumping 20-1. Since the travel permission section 83 is configured by data defined by the coordinate values, the driver of the manned vehicle 70-1 can not visually recognize the travel permission section 83. Therefore, when trying to enter the trunk line 80 from the side road 81, as a result, it enters the travel permission section 83 at the junction. Therefore, the junction is an interference point between the travel permission section 83 and the manned vehicle 70-1. In the following, the junction will be described as the interference point 82.

As for the position of the interference point 82, the interference control unit 311c receives the speed information (vector information) of the manned vehicle 70-1, calculates the traveling direction of the manned vehicle 70-1, and predicts the point entering the travel permission section. The interference point may be calculated.

The travel permission section 83 set for the unmanned dumping 20-1 is originally a section where entry is prohibited when viewed from the manned vehicle 70-1. Therefore, from the standpoint of vehicles other than the unmanned dumping 20-1, it may be rephrased as a closed section rather than a travel permitted section.

Next, processing contents of the traffic control system according to the present embodiment will be described with reference to FIGS. 9 to 14. FIG. 9 is a flow chart showing the flow of processing of the traffic control server according to the present embodiment. FIG. 10 is a diagram for explaining parameters used in the interference avoidance process. FIG. 11 is a flowchart showing the flow of the interference avoidance process. FIG. 12 is a diagram showing the positional relationship between a manned vehicle and an unmanned dump, wherein (a) shows a positional relationship at which the first level avoidance operation is performed, and (b) indicates the second level avoidance operation Indicates the positional relationship. FIG. 13 is a view showing the positional relationship between a manned vehicle and an unmanned dump, wherein (a) shows a positional relationship at which the third level avoidance operation is performed, and (b) indicates the fourth level avoidance operation Indicates the positional relationship. FIG. 14 is a diagram showing the positional relationship between a manned vehicle and an unmanned dump, and shows a positional relationship at which a fifth level avoidance operation is performed. The outline of the processing of the traffic control system will be described below in the order of steps shown in FIG.

The traffic control server 31 performs a process for setting a permitted travel area (S901 to S905) when the main power is turned on and a process for avoiding interference to prevent the manned vehicle from interfering with the permitted travel area for an unmanned dump (S906 to S907). To start). These two processes are executed in parallel, and in the interference avoidance process, the process result of the travel permitted section setting process is also referred to.

More specifically, when the main power of the traffic control server 31 is turned on, the dispatch management unit 311a waits for reception of request information from the unmanned dump 20-1 (S901).

When the dispatch management unit 311a receives the request information via the server communication unit 314, the communication I / F 311e, and the server communication control unit 311d (S901 / Yes), the dump terminal 26 that has transmitted the request information is mounted. It is determined whether the travel route of the unmanned dumping 20-1 has already been determined, and if the travel route has already been determined (S902 / Yes), the process proceeds to step S904.

When the traveling route of the unmanned dumping 20-1 is not determined yet (S902 / No), the dispatch management unit 311a stores the destination of the unmanned dumping 20-1 and the traveling route to that destination in the master map information DB 316 It determines with reference to information (S903).

Subsequent to step S902 or step S903, the travel-permitted section setting unit 311b performs a travel-permitted section setting process for the unmanned dump 20-1 on which the dump terminal device 26 that has transmitted the request information is mounted. The run permission section setting unit 311b is section information in the section information DB 317 in which the unmanned dump position information included in the request information, the map information of the master map information DB 316, and the information of the run permission section attached to other dumps are registered. Referring to FIG. 7, the unmanned dump 20-1 is subjected to a process for giving a new travel permission section.

The run permission section setting unit 311 b generates section information including the front boundary point and the rear boundary point of the newly set travel permitted section when the travel permitted section can be set, and the dump terminal device 26 transmits the request information. Reply to The section information may further include information indicating the speed limit of the section. When the traveling permitted section setting unit 311 b can not set the traveling permitted section, the traveling permitted section setting unit 311 b generates response information indicating that the traveling is not permitted, and returns the response information to the unmanned dump 20-1 (S 904).

When the unmanned dumping 20-1 receives the response information, the unmanned dumping 20-1 repeats the transmission of the request information until reaching the end of the travel permission section 83. The unmanned dumping 20-1 stops retransmitting the request information when it receives the section information, and stops when it reaches the end without receiving the request information.

When the travel permitted section setting unit 311 b can set the travel permitted section, the travel permitted section setting unit 311 b updates and registers information indicating the travel permitted section newly set in the unmanned dump 20-1 in the section information DB (S 905). After that, the process returns to step S901 to wait for reception of request information.

On the other hand, after turning on the main power of the traffic control server 31, the interference control unit 311c stands by to receive the position information of the manned vehicle 70-1 from the manned vehicle terminal device 76 mounted on the manned vehicle 70-1 (S906 / No).

The driver of the manned vehicle 70-1 turns on the main power of the manned vehicle terminal device 76 before starting the operation of the manned vehicle 70-1. Thus, detection of the current position by the position calculation device 79 mounted on the manned vehicle 70-1 starts. The manned vehicle terminal device 76 transmits manned vehicle position information to the traffic control server 31 via the wireless communication line 40.

When the interference control unit 311c receives the position information of the manned vehicle 70-1 via the server communication device 314, the communication I / F 311e, and the server communication control unit 311d (S906 / Yes), the interference avoidance process is started. (S907).

Prior to the detailed description of the interference avoidance process, parameters used for the interference avoidance process will be described with reference to FIG. As shown in FIG. 10, among the parameters used for the interference avoidance process, a first distance from the current position of the manned vehicle 70-1 to the interference point 82 (hereinafter referred to as “L1”) as a parameter related to the manned vehicle 70-1. , The stoppable distance at the current speed of manned vehicle 70-1 (hereinafter referred to as "MVSL"), and the margin distance (hereinafter referred to as "ML1" or "ML2" set according to the warning step for manned vehicle 70-1) However, there is ML1> ML2). The margin distances ML1 and ML2 can be used properly according to the warning stage, and when warning only to the manned vehicle 70-1, the unmanned dump with the warning to the manned vehicle 70-1 and ML1 Use ML2 when decelerating / stopping to 20-1.

ML1 is a distance determined assuming that there is a slight time lag before the manned vehicle 70-1 recognizes and responds to the warning. ML2 is a distance shorter than ML1, and is a distance determined on the assumption that the manned vehicle 70-1 recognizes a warning immediately and performs a brake operation. Both ML1 and ML2 assume that the manned vehicle 70-1 has traveled at a predetermined speed, for example, the speed limit of the side road 81, and is a distance determined based on the time taken to determine ML1 and ML2. . In addition, how to decide ML1 and ML2 is only an example, and is not limited above.

The MVSL is calculated based on the distance required from the start of the braking operation to the stop while traveling at the current speed of the manned vehicle 70-1. More specifically, the stoppable distance (MVSL) of a manned vehicle can be expressed as shown in equation (3).

The parameters related to the unmanned dumping 20-1 include a second distance (hereinafter referred to as "L2") from the current position of the unmanned dumping 20-1 to the interference point 82, and the above-described UVSL.

The interference control unit 311 c performs the calculation of each parameter.

Hereinafter, the process of an interference avoidance process is demonstrated along each step order of FIG.

The interference control unit 311 c calculates L1 and MVSL. Then, it is determined whether the distance L1 from the current position of the manned vehicle 70-1 to the interference point satisfies the equation (4) (S1101).
L1> MVSL + ML1 (4)

When L1 satisfies the equation (4) (corresponding to the positional relationship in FIG. 10, S1101 / Yes), an early warning causes the driver of the manned vehicle 70-1 to perform a useless brake operation, so interference control is performed. The unit 311 c repeats the process of step S 1101 without performing the warning process.

When L1 does not satisfy Formula (4) (S1101 / No), the interference control unit 311c determines whether the distance L1 satisfies Formula (5) (S1102).
L1> MVSL + ML2 (5)

When L1 satisfies the expression (5) (S1102 / Yes), that is, as shown in (a) of FIG. 12, when L1 is larger than MVSL + M2 and less than MVSL + M1, the driver of manned vehicle 70-1 If you notice the warning and perform the brake operation, you can avoid interference. Therefore, the interference control unit 311 c outputs warning information instructing the driver of the manned vehicle 70-1 to issue a warning of the smallest warning (warning level 1). The avoidance operation including the output of the warning information is referred to as a first level avoidance operation (S1103). The first-level avoidance operation does not include a braking instruction for the unmanned dumping 20-1. In the first level avoidance operation, the unmanned dump 20-1 does not decelerate due to the interference avoidance process, and therefore, the decrease in mine productivity is not affected.

When L1 does not satisfy the equation (5) (S1102 / No), the interference control unit 311c determines whether the distances L1 and L2 satisfy the equations (6) and (7).
L1> MVSL (6)
L2> UVSL (7)

When L1 satisfies Equation (6) (S1104 / Yes) and L2 satisfies Equation (7) (S1105 / Yes), that is, L1 is larger than MVSL, as shown in (b) of FIG. And, when L2 is also larger than UVSL, the interference control unit 311 c warns the driver of the manned vehicle of a slight warning in order to notify that the manned vehicle 70-1 is approaching the permitted travel zone for the unmanned vehicle. The warning information for instructing the issue of (warning level 2) is output, and subsequently, the braking instruction information for instructing braking of the unmanned dump 20-1 for stopping is output. The avoidance operation including the warning information and the braking instruction information is referred to as a second level avoidance operation (S1106).

When L1 satisfies equation (6) (S1104 / Yes) and L2 does not satisfy equation (6) (S1106 / No), that is, L1 is larger than MVSL as shown in FIG. When the L2 is less than UVSL, the driver of the manned vehicle 70-1 is notified that the manned vehicle 70-1 is approaching the run permission section permitted for the unmanned dumping 20-1. Warning information is issued to indicate that a medium-level warning (Warning level 3) is issued with a level higher than the above-mentioned minor warning, and then the unmanned dump 20-1 is subjected to normal braking for stopping That is, braking instruction information for instructing to perform the braking operation mainly using the retarder brake 271 is output. The avoidance operation including the warning information and the braking instruction information is referred to as a third level avoidance operation (S1107). Even in normal braking, the unmanned dump 20-1 may use the service brake 272 immediately before it completely stops.

When L1 does not satisfy Formula (6) (S1104 / No) and L2 satisfies Formula (6) (S1108 / Yes), that is, as shown in (b) of FIG. When L2 is longer than UVSL, it becomes definite that manned vehicle 70-1 invades the run permission section of unmanned dumping 20-1, but interference is avoided by stopping of unmanned dumping 20-1 . Therefore, the driver of the manned vehicle 70-1 outputs warning information instructing warning of warning (fourth level warning) strongly instructing deceleration / stop in order to delay the intrusion timing even a little. Subsequently, the unmanned dump truck 20-1 is caused to stop and a normal braking operation is performed, that is, braking instruction information instructing to perform a braking operation mainly using the retarder brake 271 is output. The avoidance operation including the warning information and the braking instruction information is referred to as a fourth level avoidance operation (S1109).

When L1 does not satisfy formula (6) (S1104 / No) and L2 does not satisfy formula (7) (S1108 / No), that is, as shown in FIG. 14, L1 is less than MVSL and L2 Also in the case of UVSL or less, it is definite that the manned vehicle 70-1 intrudes into the travel permitted section of the unmanned dump 20-1, and even if the unmanned dump 20-1 is normally stopped, the interference can not be avoided. In this case, it is necessary to avoid the interference by the steering operation by the driver of the manned vehicle 70-1. Therefore, the warning information for instructing the driver of the manned vehicle 70-1 to issue a warning of the maximum degree (warning level 5) is output, and then the unmanned dumping 20-1 is urgently stopped, that is, the retarder brake 271 And outputs a braking instruction signal instructing to perform a braking operation using the service brake 272 in combination. The avoidance operation including the warning information and the braking instruction information is referred to as a fifth level avoidance operation (S1110).

According to the present embodiment, when the manned vehicle approaches the run permission section (blocked section) of the unmanned dump truck, the driver of the manned vehicle is notified by giving a slight warning to the manned vehicle at a stage where the risk of interference is still very small. Can notice the approach to the closed section and can cope with it early. Thereby, interference can be avoided without stopping the unmanned dumping. Furthermore, as the manned vehicle approaches the run permission section, the warning level is gradually increased, and the unmanned dumping is switched between deceleration, stop, and sudden stop. This makes it possible for the driver of the manned vehicle to respond to the warning easily and prevent excessive braking on the unmanned vehicle to avoid interference with the desire to maintain mine productivity and ensure safety. Can be compatible.

Second Embodiment
2nd embodiment is embodiment which displays the positional relationship of an unmanned dumping and a manned vehicle on a manned vehicle terminal device. The second embodiment will be described below with reference to FIGS. 15 and 16. FIG. 15 is a diagram showing a hardware configuration of a manned vehicle terminal device 76 according to the second embodiment. FIG. 16 is a diagram showing an example of screen display according to the second embodiment.

As shown in FIG. 15, in addition to the configuration of the manned vehicle terminal device 76 according to the first embodiment, the manned vehicle terminal device 76a according to the second embodiment is provided with a terminal-side map information DB 766 storing map information. It is. The map information stored in the terminal-side map information DB 766 has the same content as the map information stored in the master map information DB 316 mounted on the traffic control server 31.

Moreover, although the functional block of the manned vehicle terminal device 76a is the same as that of the first embodiment and thus omitted, the function of the warning processing unit 761a is different as follows.

In the present embodiment, the terminal side communication control unit 761b receives the section information indicating the travel permitted section given to the unmanned dumping 20-1, and outputs the section information to the warning processing unit 761a. Here, the manned vehicle 70-1 and the unmanned dumping 20-1 communicate wirelessly with the traffic control server 31 using the same wireless communication line 40, and the wireless base stations 41-1, 41-2, and 41-3. The transmission and reception range of the radio wave transmitted from the station is limited. Therefore, the section information received by the manned vehicle 70-1 is necessarily limited to those transmitted from the radio base stations 41-1, 41-2, and 41-3 used by the manned vehicle 70-1. . As a result, the manned vehicle terminal device 76a receives section information on the unmanned dumping 20-1 located in a limited range as viewed from the current location of the manned vehicle 70-1.

The warning processing unit 761a travels in the map information including the position of the vehicle and the section information based on the section information, the current position information acquired from the position calculating device 79, and the map information read from the terminal map information DB 766. An image in which the permission section is superimposed is generated and displayed on the screen of the terminal-side display device 763.

Further, in the present embodiment, the interference control unit 311c causes the position information of the unmanned dumping 20-1 traveling in the vicinity of the human vehicle 70-1 and the stoppable distance (MVSL) of the human vehicle 70-1 to the manned vehicle 70-1. May be sent. Then, the warning processing unit 761a may superimpose and display the position of the unmanned dump 20-1, the position of the manned vehicle 70-1, and the MVSL (see FIG. 16). As a result, the driver of the manned vehicle 70-1 knows the travel permission section, the current positions of the unmanned dumping 20-1 and the manned vehicle 70-1, and the MVSL of the manned vehicle 70-1, so the driver does not operate the brake. In this case, it is possible to determine whether interference can be avoided or to perform an operation to predict interference and avoid it.

The above-described embodiment merely illustrates one embodiment of the present invention, and does not limit the present invention. Further, various modifications can be made without departing from the spirit of the present invention. For example, the function of the interference control unit may be provided in the on-vehicle terminal device.

Moreover, although a dispatch management part and the driving | running | working permission setting part were demonstrated above as a different structure, you may have a function of a dispatch management part in a driving | running | working permission area. That is, the travel permission setting unit may calculate the travel route and set the travel permission section based on this.

Moreover, although the said embodiment demonstrated the level of interference avoidance operation | movement as five steps, the number of steps should just be plural and it is not limited to five steps. The number of stages may be set from the server-side input device 312. That is, the server-side input device 312 functions as a stage number setting unit.

Further, in the above embodiment, when referring to the number of elements (including the number, numerical value, amount, range, etc.), unless explicitly stated otherwise or in principle when clearly limited to a specific number, etc. It is not limited to the specific number, and may be more or less than the specific number. The constituent elements (including processing steps and the like) included in the above-described embodiment are not necessarily essential except in the case where they are particularly clearly shown and when they are considered to be obviously essential in principle. .

1 Traffic control system 10-1, 10-2 Shovel 20-1, 20-2 unmanned dump truck (unmanned vehicle)
26 dump terminal 31 traffic control server 70-1, 70-2 manned

vehicle

76, 76a manned vehicle terminal device

Claims

An unmanned vehicle (20-1 and / or 20-2) autonomously traveling along a predetermined traveling route in a mine, and a manned vehicle (70-1 and / or a driver traveling in the mine) A traffic control server (31) that performs traffic control for avoiding interference in 70-2),
A travel permission section (83) which permits the unmanned vehicle (20-1 and / or 20-2) to travel the partial section on the travel route with respect to the unmanned vehicle (20-1 and / or 20-2) Run permission section setting unit (311 b) to be set as
For avoiding the interference based on parameters for determining whether the manned vehicle (70-1 and / or 70-2) interferes with the unmanned vehicle (20-1 and / or 20-2) An interference control unit (311c) which determines one operation level from a plurality of steps, and outputs the warning information for the driver at each operation level to the unmanned vehicle (20-1 and / or 20-2) An interference control unit (311 c) which is executed prior to the output of the braking instruction information for causing the motor to perform the braking operation,
Control for transmitting the warning information to the manned vehicle (70-1 and / or 70-2) and transmitting the braking instruction information to the unmanned vehicle (20-1 and / or 20-2) Server-side communication control unit (311d) that
A traffic control server characterized by comprising.
The interference control unit (311c) includes, as the operation level, a level that outputs only the warning information and does not output the braking instruction information.
The traffic control server according to claim 1, characterized in that:
The apparatus further comprises a setting unit (312) capable of arbitrarily setting the number of stages of the plurality of stages.
The traffic control server according to claim 1, characterized in that:
The interference control unit (311c) controls the manned vehicle (70-1 and / or 70) from the current position of the manned vehicle (70-1 and / or 70-2) to the travel permission section (83) as the parameter. The first distance (L1) to the interference point (82) where -2) is expected to invade, the first distance from the current position of the unmanned vehicle (20-1 and / or 20-2) to the interference point (82) Using at least one of two distances (L2), the speed of the manned vehicle (70-1 and / or 70-2), and the speed of the unmanned vehicle (20-1 and / or 20-2),
The traffic control server according to claim 1, characterized in that:
The interference control unit (311c) starts the braking operation of the manned vehicle (70-1 and / or 70-2) based on the speed of the manned vehicle (70-1 and / or 70-2). It is possible to calculate the manned vehicle stoppage possible distance (MVSL) required before stopping and compare the manned vehicle stoppage possible distance (MVSL) and the first distance (L1), and the unmanned vehicle (20-1 and / or Or Based on the speed of 20-2), calculate the unmanned vehicle stoppage possible distance (UVSL) required from the start of the braking operation to the stop of the unmanned vehicle (20-1 and / or 20-2), The operation level is determined based on at least one of a result of comparing the unmanned vehicle stopable distance (UVSL) and the second distance (L2),
The traffic control server according to claim 4, characterized in that:
The braking instruction information includes a decelerating operation of the unmanned vehicle (20-1 and / or 20-2), a normal stopping operation of the unmanned vehicle (20-1 and / or 20-2), and the unmanned vehicle (20- 1 and / or 20-2) information for performing one of the emergency stop operations,
The traffic control server according to claim 1, characterized in that:
An unmanned vehicle (20-1 and / or 20-2) autonomously traveling along a predetermined traveling route in a mine, and a manned vehicle (70-1 and / or Or traffic control system (1) which performs traffic control for interference avoidance of 70-2),
A travel permission section (83) which permits the unmanned vehicle (20-1 and / or 20-2) to travel the partial section on the travel route with respect to the unmanned vehicle (20-1 and / or 20-2) Run permission section setting unit (311 b) to be set as
For avoiding the interference based on parameters for determining whether the manned vehicle (70-1 and / or 70-2) interferes with the unmanned vehicle (20-1 and / or 20-2) An interference control unit (311c) which determines one operation level from a plurality of steps, and outputs the warning information for the driver at each operation level to the unmanned vehicle (20-1 and / or 20-2) An interference control unit (311 c) which is executed prior to the output of the braking instruction information for causing the motor to perform the braking operation,
A warning processing unit (761a) for performing processing to issue a warning to the driver based on the warning information;
A braking control unit (261a) that performs drive control of a braking device provided in the unmanned vehicle (20-1 and / or 20-2) based on the braking instruction information;
A traffic control system characterized by comprising.