WO2021246114A1 - 車両制御システム - Google Patents
車両制御システム Download PDFInfo
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- WO2021246114A1 WO2021246114A1 PCT/JP2021/017822 JP2021017822W WO2021246114A1 WO 2021246114 A1 WO2021246114 A1 WO 2021246114A1 JP 2021017822 W JP2021017822 W JP 2021017822W WO 2021246114 A1 WO2021246114 A1 WO 2021246114A1
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- vehicle
- communication
- communication line
- manned
- speed
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/0011—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots associated with a remote control arrangement
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
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- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
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- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0223—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving speed control of the vehicle
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- G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
- G05D1/028—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using a RF signal
- G05D1/0282—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using a RF signal generated in a local control room
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- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
- G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control
Definitions
- the present invention relates to a vehicle control system, and particularly to a system that enables speed control of an autonomous traveling vehicle at a mine site or the like.
- Patent Document 1 discloses a technique of transmitting position data between vehicles to monitor mutual positional relationships and decelerating or stopping the vehicles when the vehicles are too close to each other to avoid interference. ing.
- an emergency stop signal is transmitted to all the transport vehicles traveling in the mine site only when the emergency stop input device is operated for the transport vehicle traveling in the mine site.
- the technology is disclosed.
- Patent Document 3 by obtaining the existence range of the vehicle in consideration of the time when the position of the vehicle is measured, it is possible to safely predict the position of the vehicle even when the frequency of wireless communication is low.
- the technology for preventing vehicle interference that can avoid the interference of unmanned vehicles or manned vehicles in the entire wide area work site is disclosed.
- Patent Document 1 Patent Document 2 and Patent Document 3
- the present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control system capable of achieving both ensuring safety and improving productivity.
- An example of the vehicle control system according to the present invention is Autonomous vehicles and Manned vehicles and A plurality of communication lines connecting the autonomous traveling vehicle and the manned vehicle, and Equipped with
- the manned vehicle transmits the position information of the manned vehicle using the first communication line, and the manned vehicle transmits the position information of the manned vehicle.
- the autonomous traveling vehicle receives the position information of the manned vehicle using the first communication line, and receives the position information of the manned vehicle.
- the autonomous traveling vehicle determines whether or not the distance between the autonomous traveling vehicle and the manned vehicle is equal to or less than a reference distance based on the position information of the manned vehicle and the position information of the autonomous traveling vehicle.
- the autonomous traveling vehicle -It is determined whether or not a second communication line having a communication path different from that of the first communication line is established between the autonomous traveling vehicle and the manned vehicle. -If it is determined that the second communication line has been established, the upper limit of the traveling speed of the autonomous traveling vehicle shall be the first speed. -If it is determined that the second communication line has not been established, the upper limit of the traveling speed of the autonomous traveling vehicle shall be the second speed. It is characterized by that.
- This specification includes the disclosure content of Japanese Patent Application No. 2020-095568, which is the basis of the priority of the present application.
- the vehicle control system of the present invention when an autonomous vehicle and a manned vehicle come close to each other, it is possible to reduce unnecessary deceleration of the autonomous vehicle while maintaining safety, thereby improving safety and improving productivity. It is possible to achieve both improvement and improvement.
- FIG. 1 is a schematic view showing an example of the overall configuration of the vehicle control system 1000 according to the first embodiment.
- the vehicle control system 1000 also functions as an emergency stop system for stopping an autonomously traveling vehicle in an emergency.
- the vehicle control system 1000 relays the portable transmission terminals 1-1 to 1-2, the vehicle-mounted transmission terminals 2-1 to 2-2, and the vehicle-mounted reception terminals 3-1 to 3-4.
- the control center 30 is provided.
- the vehicle control system 1000 is grounded to, for example, a mine.
- the unmanned dump trucks 10-1 to 10-4 are vehicles capable of autonomously traveling unmanned. For example, it is used as a transport vehicle for transporting earth and sand and mined objects for the purpose of transporting cargo such as earth and sand and ore. Further, the operation management system 31 and the emergency stop input device 32 are installed in the control center 30.
- each device is not limited to the one shown in the figure or a specific number. For example, there may be only one in-vehicle receiving terminal and one unmanned dump truck, or there may be a plurality of either or both. Further, the number of the in-vehicle transmission terminal and the manned vehicle may be only one, or a plurality of either or both of them may be used.
- a system for supporting autonomous driving of unmanned dump trucks 10-1 to 10-4 is provided at the work site in the mine.
- the configurations of the portable transmission terminals 1-1 and 1-2 may all be the same or may be different.
- the portable transmission terminals 1-1 and 1-2 may be collectively referred to as "portable transmission terminal 1" without distinction.
- the in-vehicle transmitting terminals 2-1 and 2-2, the in-vehicle receiving terminals 3-1 to 3-4, and the relay base stations 4-1 and 4-2 are also collectively referred to as "in-vehicle transmitting terminals 2".
- “In-vehicle receiving terminal 3", "relay base station 4" may be described.
- the configurations of the unmanned dump trucks 10-1 to 10-4 may all be the same, the generic term may be described as "unmanned dump truck 10". Manned vehicles 20-1 and 20-2 may also be collectively referred to as "manned vehicle 20".
- the unmanned dump truck 10 is an autonomous traveling vehicle configured to be able to travel unmanned based on the control of the vehicle control system 1000, and is operated without a driver in principle.
- the control target of the vehicle control system 1000 is the unmanned dump truck 10, but the autonomous traveling vehicle to be controlled by the vehicle control system 1000 is not limited to the unmanned dump truck, and the manned dump truck is also included. It is also possible to control the vehicle in the same manner as the unmanned dump truck 10.
- the unmanned dump truck 10 autonomously travels unmanned on a preset track 100 in the mine site.
- a shovel for loading earth and sand and ore is arranged in the loading yard 200, and the unmanned dump truck 10 reciprocates between the shovel and the dumping yard 300 along the travel path 100 to load. To transport.
- a manned vehicle 20 At the mine site, in addition to the unmanned dump truck 10 that transports cargo such as earth and sand and ore, a manned vehicle 20 also runs.
- the manned vehicle 20 is a vehicle configured to be accessible to a driver or other passenger, and to be operated by the driver. Examples of the manned vehicle 20 are the above-mentioned excavator, a dozer for leveling the road surface of the traveling path 100, a sprinkler, a service car for patrol in a mine site, and the like.
- the portable transmission terminal 1 is a portable device that can be carried by a worker in a mine site.
- the portable transmission terminal 1 has a function as an emergency stop device for instructing an emergency stop of the unmanned dump truck 10 in an emergency.
- the in-vehicle transmission terminal 2 is an in-vehicle device mounted on the manned vehicle 20.
- the in-vehicle transmission terminal 2 also has a function as an emergency stop device, and the driver or the passenger of the manned vehicle 20 can instruct the emergency stop of the unmanned dump truck 10 by using the in-vehicle transmission terminal 2 in an emergency. ..
- the portable transmission terminal 1 and the vehicle-mounted transmission terminal 2 can transmit an emergency stop command signal.
- the emergency stop command signal can be transmitted from, for example, a traveling path 100, a loading place 200, a dumping yard 300, or the like in the site.
- vehicle-mounted receiving terminal 3 can directly or indirectly receive the emergency stop command signal transmitted from the portable transmitting terminal 1 or the vehicle-mounted transmitting terminal 2.
- the definition of "emergency” is not particularly limited, and the worker or the driver of the manned vehicle 20 can determine the emergency at his / her own discretion.
- a general emergency standard it refers to a general situation in which the unmanned dump truck 10 needs to be stopped. This corresponds to a situation where a person and an unmanned dump truck 10 may contact and interfere with each other.
- the in-vehicle receiving terminals 3-1 to 3-4 are wireless receiving devices mounted on the unmanned dump trucks 10-1 to 10-4, respectively.
- the vehicle-mounted receiving terminals 3-1 to 3-4 can receive signals transmitted from the portable transmitting terminal 1 or the vehicle-mounted transmitting terminal 2. This signal includes an emergency stop command signal for stopping the unmanned dump trucks 10-1 to 10-4.
- the emergency stop command signal can be received directly from the portable transmission terminal 1 or the vehicle-mounted transmission terminal 2, and the emergency stop command signal can also be received by relaying via the relay base station 4 or the control base station 5. It is possible.
- the unmanned dump trucks 10-1 to 10-4 stop traveling accordingly.
- the location where the antenna of the vehicle-mounted receiving terminal 3 mounted on the unmanned dump truck 10 is installed is not limited to a specific location.
- the antenna may be installed in a place with good radio wave visibility, for example, in front of the upper surface of the unmanned dump truck 10.
- Each relay base station 4 and control base station 5 are radio base stations that relay communications related to the unmanned dump truck 10 and the manned vehicle 20.
- the position where each relay base station 4 and the control base station 5 are installed is determined so that wireless communication of the unmanned dump truck 10 and the manned vehicle 20 is possible.
- the area where the unmanned dump truck 10 and the manned vehicle 20 may move includes the travel path 100, the loading area 200, the dumping area 300, and the like, and each relay base station 4 and the control base station 5 have these. It is determined that wireless communication of the unmanned dump truck 10 and the manned vehicle 20 located in the area is possible.
- Each relay base station 4 is connected by a wireless line. Further, each relay base station 4 and a central base station 5 are also connected by a wireless line. Each relay base station 4 and the control base station 5 relay the emergency stop command signal transmitted from the portable transmission terminal 1 and the in-vehicle transmission terminal 2, thereby relaying the emergency stop command signal to all the unmanned dump trucks 10 in the mine site. , You can order an emergency stop.
- the portable transmission terminal 1 and the vehicle-mounted transmission terminal 2 are terminals capable of transmitting an emergency stop command signal instructing the stop of the unmanned dump truck 10.
- the unmanned dump truck 10 stops in response to receiving this emergency stop command signal.
- An emergency stop input device 32 is installed in the control center 30.
- the emergency stop input device 32 and the control base station 5 are connected to each other so as to be able to communicate with each other by a wired line 33.
- the emergency stop input device 32 is a device that orders an emergency stop according to the operation of the operator.
- the operator in the control center 30 can use the emergency stop input device 32 to order all unmanned dump trucks 10 to make an emergency stop via the central base station 5.
- the emergency stop input device 32 has been described as being connected to the centralized base station 5, it may be configured to be connected to the relay base station 4 instead of the centralized base station 5.
- the emergency stop input device 32 is also a terminal capable of transmitting an emergency stop command signal instructing the stop of the unmanned dump truck 10.
- the in-vehicle transmitting terminal 2 and the in-vehicle receiving terminals 3-1 to 3-4 are equipped with, for example, a GPS receiver as self-position information acquisition means. With this GPS receiver, the manned vehicle 20 and the unmanned dump truck 10 can acquire their own position information.
- the in-vehicle transmission terminal 2 mounted on the manned vehicle 20 has a function of transmitting its own position information.
- the in-vehicle receiving terminal 3 mounted on the unmanned dump truck 10 uses the position information of the manned vehicle 20 sent from each manned vehicle 20 and its own position information acquired from the GPS receiver mounted on the unmanned dump truck 10. Therefore, the distance between the unmanned dump truck 10 and each manned vehicle 20 (inter-vehicle distance) can be obtained.
- the method of acquiring the self-position information may be a method other than GPS.
- FIG. 2 is a diagram showing in detail the relationship between the portable transmission terminal 1, the vehicle-mounted transmission terminal 2, the vehicle-mounted receiving terminal 3, the relay base station 4, the control base station 5, the unmanned dump truck 10, and the manned vehicle 20. be.
- the wireless line set in the vehicle control system 1000 is defined as follows.
- a wireless line for mutual communication between each relay base station 4 or between each relay base station 4 and the control base station 5 is referred to as "road-to-road communication 510".
- a wireless line for communicating with each other between each relay base station 4 and the unmanned dump truck 10 or the manned vehicle 20 is called “road-to-vehicle communication 520".
- a wireless line for mutual communication between the portable transmission terminal 1 and the unmanned dump truck 10 is called “pedestrian-vehicle communication 530".
- -A wireless line for mutual communication between the portable transmission terminal 1 and each relay base station 4 is called “interpath communication 540".
- a wireless line for mutual communication between the unmanned dump truck 10 and the manned vehicle 20 is called “vehicle-to-vehicle communication 550".
- FIG. 3 is a diagram showing an example of a wireless frame and a subframe used in the vehicle control system 1000.
- the multiplexing method for preventing interference the CSMA-CA (Carrier Sense Multiple Access / Collision Avoidance) method using carrier sense used in Wi-Fi systems and the like, and the wireless frame in units called subframes in advance.
- TDMA Time Division Multiple Access
- OFDM Orthogonal Frequency Division Multiple
- OFDMA Orthogonal Frequency Division Multiple Access
- the CSMA-CA method has a problem that it becomes difficult to obtain communication opportunities as the number of wireless base stations and wireless terminals increases. For this reason, wireless systems that place importance on safety often employ a time division multiplexing method that gives them the opportunity to communicate on a regular basis.
- wireless frames are separated at predetermined intervals according to the time division multiplexing method.
- Each radio frame has a duration of, for example, 1 second.
- the wireless frame allocates a control communication subframe 1500 for allocating control communication according to a plurality of communication paths, a road-to-road communication subframe 1510 for allocating road-to-road communication 510, and a road-to-vehicle communication 520.
- the control communication includes communication for delivering the notification parameters necessary for the portable transmission terminal 1, the vehicle-mounted transmission terminal 2, the vehicle-mounted receiving terminal 3, and the relay base station 4 to start communication, and communication between them. Includes communication to perform the necessary connection procedures to initiate communication with each other.
- each subframe can be divided into two by the downlink and the uplink when the TDD (Time Division Duplex) method in which the uplink and the downlink are communicated at the same frequency is adopted.
- TDD Time Division Duplex
- FDD Frequency Division Duplex
- each portable transmission terminal 1, each vehicle-mounted transmission terminal 2, vehicle-mounted reception terminal 3, each relay base station 4, and the control base station 5 are assigned subframes predetermined by the communication partner. Since each subframe is given for each wireless frame, each portable transmitting terminal 1, each in-vehicle transmitting terminal 2, in-vehicle receiving terminal 3, each relay base station 4, and centralized base station 5 are used for each wireless frame. Is always given a communication opportunity, and an emergency stop signal and location information are exchanged.
- Subframes may be further subdivided.
- FIG. 4 is a diagram showing an example of the approach detection and emergency stop operations in the vehicle control system 1000 according to the first embodiment.
- the manned vehicle 20 acquires its own position information from a GPS receiver (not shown) mounted on the vehicle-mounted transmission terminal 2.
- the manned vehicle 20 transmits its own position information and an emergency stop signal to the unmanned dump truck 10 using the first communication line.
- the first communication line is, for example, a communication line via a radio base station.
- the line passes through the road-to-vehicle communication 520-1, the road-to-road communication 510, and the road-to-vehicle communication 520-2 in this order.
- the manned vehicle 20 transmits its own position information and an emergency stop signal to the unmanned dump truck 10 using the second communication line.
- the second communication line is a line configured by a communication path different from that of the first communication line.
- the second communication line is, for example, a communication line that does not go through a radio base station, that is, a line that does not go through road-to-vehicle communication 520 and road-to-road communication 510.
- the second communication line is composed only of the inter-vehicle communication 550.
- the first communication line and the second communication line can be used in the time division multiplexing method.
- the first communication line and the second communication line can be used in frequency bands overlapping each other, and the communication band is made efficient.
- the unmanned dump truck 10 and the manned vehicle 20 are in a positional relationship in which they can directly communicate with each other, the unmanned dump truck 10 can communicate at high speed without going through the road-to-vehicle communication 520 and the road-to-road communication 510.
- a wide-area communication line via the road-to-vehicle communication 520 and the road-to-road communication 510 can be used.
- the unmanned dump truck 10 receives the position information of the manned vehicle 20 using the first communication line and the second communication line. Further, the unmanned dump truck 10 acquires its own position information (similar to, for example, the manned vehicle 20). Then, the unmanned dump truck 10 obtains the inter-vehicle distance X between the unmanned dump truck 10 and the manned vehicle 20 by using its own position information and the position information of the manned vehicle 20.
- the vehicle control system 1000 includes a plurality of communication lines connecting the unmanned dump truck 10 and the manned vehicle 20.
- the first communication line and the second communication line can be used, but depending on the situation, either or both communication lines may not be available.
- the inter-vehicle distance X with the manned vehicle 20 is a predetermined reference distance Y based on the position information of the manned vehicle 20 received from the manned vehicle 20 using the first communication line. Judge whether or not it is as follows.
- the reference distance Y is a reference for detecting that the unmanned dump truck 10 and the manned vehicle 20 have approached each other, and when the inter-vehicle distance X is equal to or less than the reference distance Y, it is determined that the approach has been detected.
- the unmanned dump truck 10 decelerates to a predetermined traveling speed in order to ensure safety.
- the method of determining the traveling speed after deceleration will be described later.
- speed is, for example, a value representing only speed that does not include orientation information.
- the communication delay time related to each communication line in FIG. 4 is defined as follows. -The communication delay time of the road-to-vehicle communication 520 for mutual communication between the relay base station 4 and the manned vehicle 20 is set to T1. -The communication delay time of the road-to-road communication 510 for mutual communication between each relay base station 4 and the control base station 5 is set to T2. -The communication delay time of the road-to-vehicle communication 520 for mutual communication between the relay base station 4 and the unmanned dump truck 10 is T3. The communication delay time of the inter-vehicle communication 550 for mutual communication between the unmanned dump truck 10 and the manned vehicle 20 is T4.
- the total communication delay time when the position information is transmitted from the manned vehicle 20 to the unmanned dump truck 10 using the first communication line is T1 + T2 + T2 + T3. This total value can be measured in advance and stored in the storage device of the unmanned dump truck 10 or the in-vehicle receiving terminal 3.
- the communication delay time when the position information is transmitted from the manned vehicle 20 using the second communication line is T4. Only. This value can be measured in advance and stored in the storage device of the unmanned dump truck 10 or the in-vehicle receiving terminal 3.
- the communication delay time related to the second communication line is smaller than the communication delay time related to the first communication line. That is, T4 ⁇ T1 + T2 + T2 + T3.
- FIG. 6 is a schematic view showing a state when the manned vehicle 20 and the unmanned dump truck 10 approach each other.
- FIG. 6 is a diagram at a time when the inter-vehicle distance X becomes equal to the reference distance Y.
- the movable range 600 is defined as a region within a circle centered on the unmanned dump truck 10 and having a reference distance Y as a radius.
- the reference distance Y is calculated in advance as a distance that can be safely stopped when the unmanned dump truck 10 travels toward the stopped manned vehicle 20, for example.
- the reference distance Y is calculated assuming the sum of the braking distance, the free running distance, and the error of the position information.
- FIG. 6 shows the breakdown of the reference distance Y corresponding to the communication using each communication line.
- the unmanned dump truck 10 travels at the second speed V2 when communicating using only the first communication line. This corresponds to the case where the second communication line is not available.
- the first speed V1 and the second speed V2 are upper limits, and the unmanned dump truck 10 may run at a speed lower than this depending on the situation, but in the following, the case where the unmanned dump truck 10 always runs at this upper limit is taken as an example. explain.
- the acquisition method of the braking distances 611 and 621 can be arbitrarily designed.
- the braking distances 611 and 621 may be fixed values, may be the same value, or may be different values. Further, the braking distances 611 and 621 may be values calculated based on the traveling speed. Functions representing the braking distances 611 and 621 may be defined in advance with the traveling speed as a variable. The form of the function can be arbitrarily designed, and may be a linear function of the traveling speed, a quadratic function, or a function of another form.
- the free running distances 612 and 622 can be calculated based on the running speed and the free running time, and can be calculated by multiplying them, for example.
- the idle time is, for example, the time from the occurrence of a communication interruption to the detection of the communication interruption, and varies depending on the communication line.
- the idle time is set to a value equal to the communication delay time of each communication line. That is, if neither the position information nor the emergency stop signal can be received within the period corresponding to the communication delay time, it is determined that the communication interruption has been detected.
- the communication delay time of each communication line can be determined and stored in advance as described above.
- the position information errors 613 and 623 are fixed values and may be the same value for each communication line or different values.
- the unmanned dump truck 10 when the elapsed time after the last reception of the position information of the manned vehicle 20 using the second communication line exceeds the communication delay time related to the second communication line, , It is determined that the communication interruption is detected for the second communication line. The same may be made for the first communication line.
- the reference distance Y is a constant. Braking distances 611 and 621 are constants or are calculated by a function that includes the traveling speed for each situation as a variable. Since the free running time is a different constant for each situation as described above, the free running distances 612 and 622 are also calculated by a function including the running speed as a variable. The position information errors 613 and 623 are both constants. Therefore, the reference distance Y can be expressed by an equation including the traveling speed related to each situation as a variable, and the traveling speed related to each situation can be calculated by solving this equation. Specific calculation contents for solving the equation can be appropriately designed by those skilled in the art based on known techniques and the like.
- the traveling speed according to each situation is calculated for the case where only the first communication line is established and the case where the second communication line is also established in addition to the first communication line.
- a specific example of the method will be described.
- the reference distance Y is 35 m.
- the position information error 613 when only the first communication line is established is 10 m.
- the braking distance 611 is a fixed value of 10 m.
- the unmanned dump truck 10 travels at a predetermined normal speed V0 determined in advance.
- This normal speed V0 is a speed higher than the first speed V1 and the second speed V2, and is, for example, 60 km / h.
- the reference distance Y is also 35 m
- the position information error 623 is also 10 m.
- the braking distance 621 is a fixed value of 15 m.
- the unmanned dump truck decelerates to 36 km / h and passes the manned vehicle 20 at 36 km / h while ensuring safety. In this way, it is possible to continue traveling at a speed higher than the traveling speed (18 km / h) of the unmanned dump truck 10 when the first communication line is used, and unnecessary deceleration of the autonomous traveling vehicle while maintaining safety. Can be reduced. In this way, the improvement of safety and the improvement of productivity are compatible with each other.
- the unmanned dump truck 10 is traveling at a predetermined normal speed V0.
- the manned vehicle 20 transmits its own position information to the relay base station 4 using the road-to-vehicle communication 520 by the first communication line, that is, the road-to-vehicle communication subframe 1520, at a predetermined time (for example, 1 second) cycle.
- the relay base station 4 transmits the position information of the manned vehicle 20 to the control base station 5 by using the road-to-road communication subframe 1510 by the road-to-road communication subframe 1510.
- the central base station 5 transmits the position information of the manned vehicle 20 to the relay base station 4 by using the road-to-road communication subframe 1510.
- the relay base station 4 transmits the position information of the manned vehicle 20 to the unmanned dump truck 10 by using the road-to-vehicle communication 520 by the road-to-vehicle communication subframe 1520.
- the communication delay time of the first communication line is (T1 + T2 + T2 + T3).
- the manned vehicle 20 directly transmits its own position information by the second communication line, that is, the vehicle-to-vehicle communication subframe 1550, even if the vehicle-to-vehicle communication 550 is used, at a predetermined time (for example, 1 second) cycle.
- the communication delay time of the second communication line is only T4.
- the unmanned dump truck 10 can receive the second communication line when the manned vehicle 20 approaches, that is, the second communication line is established. Further, it is assumed that the manned vehicle 20 approaches and the inter-vehicle distance X becomes equal to or less than the reference distance Y. When the inter-vehicle distance X is equal to or less than the reference distance Y, the unmanned dump truck 10 determines whether or not the second communication line is established.
- the unmanned dump truck 10 When it is determined that the second communication line has been established, the unmanned dump truck 10 sets the upper limit of its own traveling speed to the first speed V1. A person skilled in the art can appropriately design the specific process of speed control at this time. While the inter-vehicle distance X is equal to or less than the reference distance Y, the unmanned dump truck 10 may receive the position information of the manned vehicle 20 transmitted using the second communication line and calculate the inter-vehicle distance X.
- the manned vehicle 20 moves away from the unmanned dump truck 10 and the distance X between the manned vehicle 20 and the unmanned dump truck 10 exceeds the reference distance Y.
- the unmanned dump truck 10 sets the upper limit of its own traveling speed to the normal speed V0.
- a person skilled in the art can appropriately design the specific process of speed control at this time.
- the manned vehicle 20 is traveling at a predetermined normal speed V0.
- the manned vehicle 20 transmits its own position information using the first communication line and the second communication line, as in the case of FIG. 7.
- the unmanned dump truck 10 is designed so that the second communication line can be received when the manned vehicle 20 approaches, but the second communication line may not be established depending on the wireless environment. It is assumed that the second communication line is not established when the manned vehicle 20 approaches and the inter-vehicle distance X becomes equal to or less than the reference distance Y. In this case, the unmanned dump truck 10 sets the upper limit of its own traveling speed to the second speed V2. A person skilled in the art can appropriately design the specific process of speed control at this time. In this case, the unmanned dump truck 10 receives the position information of the manned vehicle 20 transmitted using the first communication line and calculates the inter-vehicle distance X.
- the unmanned dump truck 10 sets the upper limit of its own traveling speed to the normal speed V0 as in the case of FIG. 7.
- an emergency stop signal is transmitted together with the position information, and it is possible to make an emergency stop of the unmanned dump truck 10 from the manned vehicle 20 at any time by operating the emergency stop button.
- the second communication line is established when the distance X between the manned vehicle 20 and the unmanned dump truck 10 is equal to or less than the reference distance Y, and then the second communication is established while the distance X between vehicles is equal to or less than the reference distance Y.
- speed control is executed so that the traveling speed of the unmanned dump truck 10 changes from the first speed V1 to the second speed V2.
- the unmanned dump truck 10 determines whether or not the second communication line has been established.
- the traveling speed of the unmanned dump truck 10 can be increased and the deceleration time can be shortened as compared with the case where it is not, and the mining work of the mine can be performed. Efficiency can be improved.
- a person skilled in the art can arbitrarily design a method for determining whether or not a second communication line has been established. For example, the judgment can be made based on, but is not limited to, the received power, the bit error rate, the packet error rate, and the like.
- control for decelerating the unmanned dump truck 10 when approaching has been described, but instead of the deceleration, control such as detouring the unmanned dump truck 10 to a detour can also be performed. That is, if a method for avoiding a collision between the unmanned dump truck 10 and another vehicle or the like is adopted, the method for avoiding the collision is not limited to a specific one.
- FIG. 9 shows a configuration example of the vehicle-mounted transmission terminal 2 of the above embodiment.
- the in-vehicle transmission terminal 2 has a transmission / reception antenna 101, a wireless device 102, a power supply device 105, a display device 106, an emergency stop button 107, a controller 108, a GPS receiver 109, and a GPS antenna 110.
- the controller 108 includes a microcomputer device 104 and a baseband device 103. The function of the baseband device 103 may be possessed by the wireless device 102.
- the power supply device 105 is composed of a battery 810, a voltage converter 811 and the like.
- the power supply device 105 has a function of converting the power supplied from the battery 810 into a voltage required by the voltage converter 811 and then supplying the power to each part in the in-vehicle transmission terminal 2.
- the display device 106 is composed of an LED, a liquid crystal display device, and the like, and is connected to the power supply device 105 and the microcomputer device 104.
- the display device 106 has a function of notifying the operator of the normality of the power supply and the result of determining the out-of-service area of the wireless area.
- the emergency stop button 107 is connected to the microcomputer device 104 of the controller 108, and includes an operation button for the operator to instruct the emergency stop of the unmanned dump truck 10.
- the emergency stop button 107 commands an emergency stop of the unmanned dump truck 10 like the emergency stop input device 32 of the control center 30, and the emergency stop button 107 is provided on the vehicle-mounted transmission terminal 2. ..
- the emergency stop button 107 can have a push button structure that detects an instruction from the operator by the push operation thereof. Further, it is desirable that the emergency stop button 107 is provided with a mechanism that locks when pressed and continues to be pressed unless the button is released.
- the GPS receiver 109 is connected to the GPS antenna 110 and the microcomputer device 104 of the controller 108, and acquires position information indicating the current position of the manned vehicle 20 from the GPS received signal received via the GPS antenna 110.
- the GPS receiver 109 periodically (for example, in units of 1 second) outputs position information indicating the current position of the manned vehicle 20 to the microcomputer device 104.
- the microcomputer device 104 of the controller 108 is a microcomputer.
- the microcomputer device 104 is connected to a display device 106, an emergency stop button 107, a baseband device 103, and a GPS receiver 109.
- the microcomputer device 104 has a CPU 801 (arithmetic processing device) and a storage device 802 (main memory, flash memory, etc.).
- the program stored in the storage device 802 is calculated and executed by the CPU 801 to realize the functions described below.
- a part or all of the microcomputer device 104 may be composed of an integrated circuit or the like.
- the microcomputer device 104 determines whether the power supply device 105 is operating normally, and the manned vehicle 20 is placed in a wireless area formed by each relay base station 4 and the control base station 5. Make an out-of-service judgment as to whether or not you are in the service area.
- the baseband device 103 of the controller 108 is a unit that is composed of an integrated circuit or the like and communicates with other devices according to a time division multiplexing method.
- the baseband device 103 is a subframe assigned to its own unit within a pre-assigned subframe or by road-to-road communication 510 among each subframe obtained by dividing a predetermined unit time (for example, 1 second) into a plurality of subframes. Output a signal within the frame.
- the baseband device 103 controls the wireless device 102 so as to transmit a signal within the subframe assigned to the own device according to the control from the microcomputer device 104.
- the wireless device 102 generates a wireless signal by performing processing such as error correction coding, modulation, frequency conversion, filtering, and amplification on the data output from the baseband device 103 based on the control by the baseband device 103. ..
- the wireless device 102 sends the generated wireless signal to the transmission / reception antenna 101.
- the vehicle-mounted transmission terminal 2 sets parameters so that the baseband device 103 of the vehicle-mounted transmission terminal 2 operates on the first communication line (step S002). For example, the modulation method and the coding rate used in the first communication line are set.
- the vehicle-mounted transmission terminal 2 sets a parameter so that the baseband device 103 of the vehicle-mounted transmission terminal 2 operates on the second communication line as the second communication method (step S006).
- the modulation method and the coding rate used in the second communication line are set.
- the GPS antenna 110 of the in-vehicle transmission terminal 2 receives the GPS signal (step S003), and based on this GPS signal, the GPS receiver 109 is the current manned vehicle 20. Acquire the position information indicating the position (step S004). Then, the microcomputer device 104 generates its own position information data for the first communication line (step S005).
- the microcomputer device 104 After the communication method of the second communication line is set, the same operation as in steps 003 and 004 is performed in steps S007 and 008.
- the microcomputer device 104 generates its own position information data for the second communication line (step S009).
- step S010 it is determined whether or not the emergency stop button 107 is pressed.
- the microcomputer device 104 When it is determined that the button is not pressed (No in step S010), the microcomputer device 104 generates an emergency stop signal “0” in the application layer 123 (step S011).
- the microcomputer device 104 when it is determined that the emergency stop button 107 is pressed (Yes in step S010), the microcomputer device 104 generates an emergency stop signal "1" in the application layer 123 (step S012).
- the emergency stop signal "1" is an emergency stop command signal.
- the microcomputer device generates transmission data including the obtained position information and the emergency stop signal (step S013).
- the generated transmission data is transmitted after being subjected to transmission processing necessary for functional safety in the secure communication layer 122 (step S014).
- the baseband device 103 performs transmission processing necessary for wireless communication on the received data at the wireless communication layer 121.
- the data after the transmission process is the transmission data generated according to the first communication method
- the data is output to the wireless device 102 at the timing of transmission in the corresponding slot of the road-to-vehicle communication subframe 1520.
- the transmission data is generated according to the second communication method, it is output to the wireless device 102 at the timing of transmission in the corresponding slot of the inter-vehicle communication subframe 1550 (also in step S015).
- the wireless device 102 performs processing such as modulation, frequency conversion, filtering, and amplification on the data received from the baseband device 103, and outputs a confirmation response signal from the transmission / reception antenna 101 (step S016). After the end of this step S016, the loop loops to START (S001) every second.
- the self-position information is periodically transmitted, and while the emergency stop button 107 is pressed (S010: Yes), the emergency stop signal is continuously transmitted as "1". (That is, an emergency stop command signal is transmitted). Further, if the emergency stop button 107 is released (S010: No), the microcomputer device 104 will transmit the emergency stop signal as “0”.
- the communication distance of the first communication line and the communication distance of the second communication line are significantly different. It is possible to communicate stably. Further, the accuracy of the position information by the first communication line and the accuracy of the position information by the second communication line may be different.
- the second communication line Even if the second communication line is not established, the safety is not a problem because the first communication line stably transmits its own position information and also the emergency stop signal.
- the traveling speed at which the unmanned dump truck 10 is decelerated can be increased and the deceleration time can be shortened, so that the productivity can be improved.
- the embodiment is described by taking an unmanned dump truck at a mine site as an example.
- the autonomous traveling vehicle is not limited to the unmanned dump truck at the mine, but may be a manned dump truck, or may be a construction machine at a construction site. You may.
- the present invention is not limited to the above-described embodiment, and includes various modifications.
- the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations.
- it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment and it is also possible to add the configuration of another embodiment to the configuration of one embodiment.
- each of the above configurations, functions, processing units, processing means and the like may be realized by hardware by designing a part or all of them by, for example, an integrated circuit.
- each of the above configurations, functions, and the like may be realized by software by the processor interpreting and executing a program that realizes each function.
- Information such as programs, tables, and files that realize each function can be placed in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.
- SSD Solid State Drive
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Abstract
Description
自律走行車両と、
有人車両と、
前記自律走行車両と前記有人車両とを接続する複数の通信回線と、
を備え、
前記有人車両は、第1通信回線を用いて前記有人車両の位置情報を送信し、
前記自律走行車両は、前記第1通信回線を用いて前記有人車両の前記位置情報を受信し、
前記自律走行車両は、前記有人車両の前記位置情報と、前記自律走行車両の位置情報とに基づいて、前記自律走行車両と前記有人車両との車間距離が基準距離以下であるか否かを判断し、
前記車間距離が前記基準距離以下である場合に、前記自律走行車両は、
‐前記自律走行車両と前記有人車両との間に、前記第1通信回線と通信経路の異なる第2通信回線が確立されているか否かを判断し、
‐前記第2通信回線が確立されていると判断された場合には、前記自律走行車両の走行速度の上限を第1速度とし、
‐前記第2通信回線が確立されていないと判断された場合には、前記自律走行車両の走行速度の上限を第2速度とする、
ことを特徴とする。
本明細書は本願の優先権の基礎となる日本国特許出願番号2020-095568号の開示内容を包含する。
以下、本発明の第1実施形態に係る車両制御システムについて、図面を参照しながら詳細に説明する。図1は、第1実施形態に係る車両制御システム1000の全体構成の一例を示した概略図である。車両制御システム1000は、非常時に自律走行車両を停止させる非常停止システムとしても機能する。
・各中継基地局4の間、または各中継基地局4と統括基地局5との間で相互に通信を行うための無線回線を「路々間通信510」と呼ぶ。
・各中継基地局4と、無人ダンプ10又は有人車両20との間で相互に通信を行うための無線回線を「路車間通信520」と呼ぶ。
・携帯型送信端末1と無人ダンプ10との間で相互に通信を行うための無線回線を「歩車間通信530」と呼ぶ。
・携帯型送信端末1と各中継基地局4との相互に通信を行うための無線回線を「歩路間通信540」と呼ぶ。
・無人ダンプ10と有人車両20との間で相互に通信を行うための無線回線を「車々間通信550」と呼ぶ。
・中継基地局4と有人車両20との間で相互に通信を行うための路車間通信520の通信遅延時間をT1とする。
・各中継基地局4と統括基地局5との間で相互に通信を行うための路々間通信510の通信遅延時間をT2とする。
・中継基地局4と無人ダンプ10との間で相互に通信を行うための路車間通信520の通信遅延時間をT3とする。
・無人ダンプ10と有人車両20との間で相互に通信を行うための車々間通信550の通信遅延時間をT4とする。
図9のブロック図は、上記実施形態の車載型送信端末2の構成例を示している。車載型送信端末2は、一例として、送受信アンテナ101、無線装置102、電源装置105、表示装置106、非常停止ボタン107、コントローラ108、GPS受信機109、及びGPSアンテナ110を有する。また、コントローラ108は、マイコン装置104、及びベースバンド装置103を含む。ベースバンド装置103の機能は、無線装置102が有していても良い。
本明細書で引用した全ての刊行物、特許及び特許出願はそのまま引用により本明細書に組み入れられるものとする。
Claims (8)
- 自律走行車両と、
有人車両と、
前記自律走行車両と前記有人車両とを接続する複数の通信回線と、
を備え、
前記有人車両は、第1通信回線を用いて前記有人車両の位置情報を送信し、
前記自律走行車両は、前記第1通信回線を用いて前記有人車両の前記位置情報を受信し、
前記自律走行車両は、前記有人車両の前記位置情報と、前記自律走行車両の位置情報とに基づいて、前記自律走行車両と前記有人車両との車間距離が基準距離以下であるか否かを判断し、
前記車間距離が前記基準距離以下である場合に、前記自律走行車両は、
‐前記自律走行車両と前記有人車両との間に、前記第1通信回線と通信経路の異なる第2通信回線が確立されているか否かを判断し、
‐前記第2通信回線が確立されていると判断された場合には、前記自律走行車両の走行速度の上限を第1速度とし、
‐前記第2通信回線が確立されていないと判断された場合には、前記自律走行車両の走行速度の上限を第2速度とする、
ことを特徴とする、車両制御システム。 - 前記第2通信回線に係る通信遅延時間は、前記第1通信回線に係る通信遅延時間より小さいことを特徴とする、請求項1に記載の車両制御システム。
- 前記第1速度は前記第2速度より大きいことを特徴とする、請求項1に記載の車両制御システム。
- 前記第1通信回線は、無線基地局を介した通信回線であり、
前記第2通信回線は、無線基地局を介さない通信回線である、
ことを特徴とする、請求項1に記載の車両制御システム。 - 前記車両制御システムは、前記自律走行車両の停止を指示する非常停止命令信号を送信可能な端末をさらに備えることを特徴とする、請求項1に記載の車両制御システム。
- 前記有人車両は前記端末を備え、前記第1通信回線を用いて前記非常停止命令信号を送信することを特徴とする、請求項5に記載の車両制御システム。
- 前記第1通信回線および前記第2通信回線は、互いに重複する周波数帯において、時分割多重化方式で用いられることを特徴とする、請求項1に記載の車両制御システム。
- 前記車間距離が前記基準距離を超える場合に、前記自律走行車両の走行速度の上限を所定の通常速度とし、
前記通常速度は、前記第1速度および前記第2速度より大きい、
ことを特徴とする、請求項1に記載の車両制御システム。
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- 2021-05-11 WO PCT/JP2021/017822 patent/WO2021246114A1/ja unknown
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Also Published As
Publication number | Publication date |
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EP4159571A1 (en) | 2023-04-05 |
CN115605387A (zh) | 2023-01-13 |
CA3180448A1 (en) | 2021-12-09 |
JP7379273B2 (ja) | 2023-11-14 |
US20230202512A1 (en) | 2023-06-29 |
JP2021187345A (ja) | 2021-12-13 |
EP4159571A4 (en) | 2024-04-10 |
AU2021284330A1 (en) | 2023-01-19 |
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