JP2019212184A - Vehicle interference prevention system, and approach determination device - Google Patents

Abstract

To provide a technique for more appropriately setting a range in which each vehicle may move, and preventing interference between vehicles on the basis of the range.SOLUTION: A vehicle interference prevention system comprises an approach determination device that determines whether there is a risk of interference between a first vehicle and a second vehicle, and the approach determination device is characterized in that: calculating a distance traveled by the first vehicle and the second vehicle during a first vehicle travel time until a current travel speed of the first vehicle decelerates to a predetermined speed; obtaining an arrival point for each of steering angles of the first vehicle at the time when the first vehicle is calculated and moves a distance; obtaining a first area including the respective arrival points and having a center thereof in front of the traveling direction of the first vehicle; obtaining an arrival point for each steering angle of the second vehicle at the time when the second vehicle moves the calculated distance; obtaining a second area including the respective arrival points and having a center thereof in front of the traveling direction of the second vehicle; and determining whether these areas interfere with each other.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a technique for detecting the approach of a vehicle and preventing interference between the vehicles.

  In a mine site, there are cases where an autonomous traveling system that unmanned a large number of dump trucks and travels around a conveyance path is introduced. In such a mine site, an auxiliary work vehicle that is operated by manpower also travels, and therefore unmanned vehicles and manned vehicles are mixed.

  Further, in the mine site, it is assumed that another autonomous traveling dump or a manned auxiliary working vehicle travels in the vicinity of the autonomous traveling dump that is traveling around. In order to improve the safety of each vehicle, particularly the safety of manned vehicles, it is conceivable that when the vehicles approach each other, the speed of the autonomous traveling dump is reduced and the vehicle travels at a low speed. In order to realize this reduction in speed, it is necessary to determine approach based on the positional relationship between vehicles.

  In Patent Literature 1, an area where the in-vehicle terminal can move after a predetermined time from its current position is set as a self-risk area, and an area where the pedestrian terminal can move after a predetermined time from the current position is set as a partner danger area And the technique which determines whether a self danger area and a partner dangerous area overlap and judges the possibility that a vehicle and a pedestrian collide is disclosed. Further, Patent Document 1 also discloses that when a possibility of a collision is specified, this is notified.

JP 2017-76274 A

  In the technique described in Patent Document 1, the movable area in the left-right direction of the vehicle is estimated only by the values of the moving speeds of the host vehicle and the other vehicle at that moment, but the traveling direction of the vehicle changes greatly by steering. To do. For this reason, when the left and right movable areas are estimated only from the traveling speed, there is a possibility that the estimation result has low accuracy. In Patent Document 1, the movable area is estimated using a predetermined fixed time. However, since this time changes depending on the traveling speed of each vehicle, the accurate area is estimated at the fixed time. It can be difficult.

  On the other hand, at a site where a transport operation such as a mine site is generated, if the vehicle is frequently decelerated to ensure safety, the transport efficiency is reduced. For this reason, suitable deceleration control is required.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a technique for more appropriately setting a range in which each vehicle may move from now on and preventing interference between vehicles based on this. To do.

  In order to solve the above problems, a representative vehicle interference prevention system according to the present invention is a positioning calculation for calculating first vehicle positioning information including current position information, speed value, and azimuth value of a first vehicle. A wireless communication device for receiving second vehicle positioning information including current position information, speed value, and azimuth value of the second vehicle from a second vehicle different from the first vehicle; An approach determination device that acquires two-vehicle positioning information and determines whether the first vehicle and the second vehicle are approaching based on the first vehicle positioning information and the second vehicle positioning information; A vehicle interference prevention system mounted on one vehicle, wherein the approach determination device includes an approach speed storage unit that stores an approach speed that is a speed employed when the first vehicle approaches another vehicle; A deceleration storage unit for storing the deceleration of the first vehicle , Based on the approach speed stored in the approach speed storage unit, the deceleration stored in the deceleration storage unit, and the first vehicle positioning information calculated by the positioning calculation device, A first vehicle movement distance calculation unit that calculates a distance that the first vehicle moves during a first vehicle movement time that is a time from the current traveling speed of the first vehicle to the speed at the time of approach; Based on the two-vehicle positioning information, a second vehicle movement distance calculation unit that calculates a distance that the second vehicle moves during the first vehicle movement time, and the first vehicle calculated by the first vehicle movement distance calculation unit The reaching point when the distance is moved is determined for each steering angle when increasing in increments of a specified angle from zero degrees, and includes the respective reaching points, and the straight traveling direction of the first vehicle The center is located in front of A first vehicle predicted movement region calculating unit that calculates a length that defines a center of the first vehicle predicted movement region that is a region and a range of the first vehicle predicted movement region; and the second vehicle includes the second vehicle The reaching point when the distance calculated by the vehicle moving distance calculating unit is moved is obtained for each steering angle when increasing in increments of a specified angle from zero degrees, including each reaching point, and The second vehicle that calculates the length of the second vehicle predicted movement area, which is the area where the center is located in front of the second vehicle in the straight traveling direction, that defines the center and the range of the second vehicle predicted movement area Based on the predicted movement area calculation unit, the center and the length of the first vehicle predicted movement area, and the center and the length of the second vehicle predicted movement area, the first vehicle predicted movement area and the second Mutually predictive movement area When the determination result of the interference determination unit and the interference determination unit are interference with each other, the travel motor and the steering motor of the first vehicle are controlled. A deceleration command generation unit that outputs a command for decelerating to the approaching speed toward a travel control device that controls either one or both of the electric brake and the mechanical brake of the first vehicle. And

The range of the movable range of each vehicle can be set more appropriately, and it is possible to prevent the vehicles from interfering with each other and reduce the tendency of the transport efficiency to decrease.
Problems, configurations, and effects other than those described above will become apparent from the following description of embodiments.

It is a schematic diagram of a mining vehicle operation system. It is a figure which shows the structural example of the vehicle interference prevention system of embodiment. It is a figure which shows the structural example in the case of calculating a part of information which the autonomous running control apparatus of embodiment uses with a 2nd positioning calculation apparatus. It is a figure which shows the structural example of the approach determination apparatus of 1st Embodiment. It is a figure for demonstrating a predicted movement area | region circle. It is a figure which shows the structural example of the other vehicle moving distance calculation part of 1st Embodiment. It is a figure which shows the structural example of the other vehicle moving distance calculation part of 1st Embodiment at the time of providing a communication delay time calculation part. It is a figure which shows the structural example of the own vehicle moving distance calculation part of 1st Embodiment. It is a figure which shows the structural example of the own vehicle moving distance calculation part of 1st Embodiment at the time of assuming an electric brake and a mechanical brake. It is a figure which shows the structural example of the own vehicle moving distance calculation part of 1st Embodiment at the time of providing a loading amount detection apparatus and a pitch angle detection apparatus. It is the figure which illustrated the run track for every steering angle of an autonomous run dump. It is a figure for demonstrating the calculation method of the center position and radius of the estimated movement area | region circle of embodiment. It is a flowchart which shows the operation example at the time of calculating the center position and radius of the prediction movement area | region circle of the own vehicle of embodiment. It is a flowchart which shows the operation example at the time of calculating the center position and radius of the estimated movement area | region circle of the other vehicle of embodiment. It is the flowchart which put together the operation | movement of the approach determination apparatus. It is a figure which shows the structural example of the autonomous running control apparatus of embodiment. It is a figure which shows the hardware structural example of the approach determination apparatus of embodiment. It is the figure which contrasted the circle | round | yen when the rectilinear advance distance is made into a radius centering on the own vehicle position, and the prediction movement area | region circle of embodiment. It is a figure which shows the structural example of 2nd Embodiment, and is a figure which mainly shows the structure of an approach determination apparatus. The relationship between the traveling speed of the other vehicle and the radius of the predicted moving area circle of the other vehicle and the relationship between the traveling speed of the other vehicle and the center position (offset) of the predicted moving area circle of the other vehicle according to the second embodiment are shown. FIG. The relationship between the traveling speed of the own vehicle and the radius of the predicted movement area circle of the own vehicle and the relation between the traveling speed of the own vehicle and the center position (offset) of the predicted movement area circle of the own vehicle according to the second embodiment is shown. FIG.

  Hereinafter, embodiments will be described with reference to the drawings. In the following description, specific examples of the contents of the present invention are shown, and the present invention is not limited to these descriptions. Various modifications by those skilled in the art are within the scope of the technical idea disclosed in this specification. Changes and modifications are possible. In all the drawings for explaining the present invention, components having the same function are denoted by the same reference numerals, and repeated description thereof may be omitted.

(First embodiment)
FIG. 1 is a schematic diagram of a mining vehicle operation system 1. As shown in FIG. 1, at a mine site, minerals and topsoil are excavated by an excavator 10 such as an excavator or a wheel loader, and loaded on an autonomous dump 20, and minerals loaded on the autonomous dump 20. There is also a release ground 602 where the topsoil is taken down. There is also a parking lot at the mine site where vehicles and machines used in the mine are parked. These loading place 601, earthmoving place 602, and parking area are connected by a conveyance path 600.

  The mining vehicle operation system 1 installed in the mine site has a wireless communication line 40 between one or a plurality of autonomous traveling dump trucks 20 and the traffic control device 300 installed in the control station 30. It is the structure which connected by communication. The autonomous traveling dump 20 is an unmanned vehicle that autonomously travels unmannedly, receives the control instruction information transmitted from the traffic control device 300, and autonomously travels in accordance with this information.

  Auxiliary work vehicles 90 such as a grader, a dozer, a water truck, and a light vehicle also run on the transport path 600 and the loading place 601. The auxiliary work vehicle 90 and the excavating machine 10 are manned vehicles in this embodiment.

<Overall Configuration of Vehicle Interference Prevention System 1000>
FIG. 2 is a configuration diagram of the vehicle interference prevention system 1000. In the following description, focusing on one of the autonomous traveling dump trucks 20, this vehicle will be referred to as the own vehicle and will be referred to as the own vehicle 15. Further, vehicles other than the host vehicle 15 such as the auxiliary work vehicle 90 and the excavating machine 10 are referred to as other vehicles and are referred to as other vehicles 70. The other vehicle 70 is a manned vehicle in the present embodiment, but may be an unmanned vehicle or an autonomous traveling dump 20 other than the own vehicle 15.

  The other vehicle 70 includes a positioning device 71, a positioning calculation device 72, and a wireless communication device 73. The positioning device 71 detects its own position of the other vehicle 70 using a GNSS (Global Navigation Satellite System) or the like. The positioning calculation device 72 calculates the position information, current speed value, and azimuth angle of the other vehicle 70 in the mine site based on the position information and time information obtained from the positioning device 71. Moreover, the implementation which acquires a speed value and an azimuth angle using a speed sensor or an azimuth sensor may be sufficient. The wireless communication device 73 transmits the position information, speed value, and azimuth obtained by the positioning calculation device 72 on radio waves. At the time of this transmission, the wireless communication device 73 may add the information indicating the attribute of the other vehicle 70 for transmission. Further, the wireless communication device 73 may transmit the time information obtained from GNSS, for example, so that the time information can be determined.

  The autonomous traveling dump 20 includes a map data storage unit 19, a positioning device 21, a positioning calculation device 22, a wireless communication device 23, an approach determining device 24, an autonomous traveling control device 25, a vehicle control device 26, and a traveling. A motor 27, a steering motor 28, a mechanical brake 61, and an electric brake 62 are provided. In addition, the autonomous running dump 20 shown here is demonstrated as the own vehicle 15. FIG.

  The positioning device 21 detects the position of the autonomous traveling dump 20 itself using GNSS or the like. The positioning calculation device 22 calculates the position information, the current speed value, and the azimuth angle of the autonomous traveling dump 20 itself in the mine site based on the position information and time information obtained from the positioning device 21. Moreover, the implementation which acquires a speed value and an azimuth angle using a speed sensor or an azimuth sensor may be sufficient. The position information, the current speed value, and the azimuth obtained in this way are set as a set, and this set is set as the own vehicle positioning information.

  The wireless communication device 23 receives position information, a speed value, and an azimuth angle transmitted from the other vehicle 70. The position information, speed value, and azimuth angle transmitted from the other vehicle 70 are set as one set, and this set is used as other vehicle positioning information.

  The approach determination device 24 determines whether there is a possibility of interference between the autonomous traveling dump 20 (the host vehicle 15) and the other vehicle 70 based on the host vehicle positioning information and the other vehicle positioning information.

  The autonomous traveling control device 25 generates a traveling speed and a steering angle necessary for autonomously traveling the autonomous traveling dump 20. The autonomous travel control device 25 is transmitted from the traffic control device 300, obtained from the control instruction information obtained via the in-vehicle communication unit 170, the position information of the autonomous travel dump 20 itself obtained from the positioning calculation device 22, and the current speed. Based on the value and azimuth information, the traveling speed and steering angle are determined. In addition, the autonomous traveling control device 25 acquires the determination result by the approach determining device 24 and controls the traveling speed based on the determination result.

  The vehicle control device 26 controls the travel motor 27, the steering motor 28, and either one or both of the electric brake 62 and the mechanical brake 61 so as to realize the travel speed and the steering angle notified from the autonomous travel control device 25. Control.

  The map data storage unit 19 stores information necessary for determining where the autonomous traveling dump 20 itself is in the mine. For example, the map data storage unit 19 can be compared and collated with position information obtained by GNSS. Various information is stored. The approach determination device 24 stores in the position information and map data storage unit 19 obtained by GNSS whether it is currently traveling on the transport path 600 or whether it is in the work area of the loading field 601 or the earthing field 602. It also has a function of making a determination based on the information that has been made.

  FIG. 3 shows a configuration example in the case where the information used by the autonomous traveling control device 25 is calculated by the second positioning calculation device 29. In FIG. 3, the configuration of the difference from FIG. 2 is indicated by a thick frame line. As shown in FIG. 3, the information obtained from the IMU (Inertial Measurement Unit) 150 and the wheel speed sensor 151 is used for the information used for the autonomous traveling control to have higher accuracy than the information obtained by the GNSS. It may be used.

<Configuration of Approach Determination Device 24>
The detailed configuration of the approach determination device 24 shown in FIGS. 2 and 3 will be described below. FIG. 4 is a diagram illustrating a configuration example of the approach determination device 24. The approach determination device 24 includes a host vehicle movement distance calculation unit 31, a host vehicle predicted movement region calculation unit 32, another vehicle movement distance calculation unit 33, another vehicle predicted movement region calculation unit 34, an interference determination unit 35, A deceleration command generation unit 36.

  The own vehicle moving distance calculation unit 31 calculates the time required to reach the approaching speed from the current traveling speed of the own vehicle 15 (this time is referred to as the own vehicle moving time) and the moving distance. The autonomous traveling dump 20 can improve safety by traveling at a predetermined speed, for example, at a low speed of about 10 km / h when another vehicle is traveling in the vicinity. This predetermined speed is referred to herein as an approach speed.

  The own vehicle predicted movement area calculation unit 32 calculates the center position and radius of the predicted movement area circle of the own vehicle 15. The predicted movement area circle of the host vehicle 15 is a plane in which the host vehicle 15 moves within the time required for the host vehicle 15 to decelerate from the current travel speed to the approaching speed (that is, the host vehicle travel time). This is the area indicated by. In addition, the center position of the host vehicle predicted movement area circle is indicated as an offset position from the current position of the host vehicle in the present embodiment. The radius and offset of the own vehicle predicted movement area circle will be described later with reference to FIG.

  The other vehicle movement distance calculation unit 33 calculates the distance that the other vehicle 70 moves during the own vehicle movement time based on the current traveling speed of the other vehicle 70. The other vehicle 70 also moves until the host vehicle 15 decelerates to the approaching speed. The other vehicle movement distance calculation unit 33 calculates this movement distance.

  The other vehicle predicted movement area calculation unit 34 calculates the center position and radius of the predicted movement area circle of the other vehicle 70. The predicted movement area circle of the other vehicle 70 is an area in which the other vehicle 70 moves in a plane until the own vehicle 15 decelerates to the approaching speed (that is, the own vehicle movement time). Further, the center position of the other vehicle predicted movement area circle is indicated as an offset position from the current position of the other vehicle 70 in the present embodiment. The radius and offset of the predicted movement area circle of the other vehicle 70 will be described with reference to FIG.

<Center and radius of predicted moving area circle>
FIG. 5 is a diagram for explaining the calculation results of the own vehicle predicted movement area calculation unit 32 and the other vehicle predicted movement area calculation unit 34. As described above, the predicted movement area circle is a circle in which the own vehicle 15 and other nearby vehicles 70 are predicted to move before the own vehicle 15 decelerates from the current speed to the approaching speed. Is. In the present embodiment, when the predicted moving area circles are in contact with each other or intersect with each other, for example, it is determined that these vehicles are approaching. The predicted movement area circle is represented by a circle having a center at a position having an offset forward in the traveling direction from the position of the vehicle.

  Here, the moving distance until the host vehicle 15 reaches the approach speed from the current speed is assumed to be DA. Further, here, the distance that the other vehicle 70 moves while the host vehicle 15 is decelerating until reaching the approaching speed is DM. If the host vehicle 15 can detect the approach of the other vehicle 70 and start decelerating at a distance of the total distance of DA and DM, the speed at the time of approach can be reached at a position keeping a necessary and sufficient distance. That is, if the own vehicle 15 can determine that the approach of the other vehicle 70 is at least a distance D that is determined by the sum of DA and DM and start deceleration, the own vehicle 15 On the other hand, even when an emergency stop is performed with a mechanical brake, the speed at the time of approach can be reached up to a point having a distance that can be safely stopped. Note that how to obtain the predicted movement region circle will be described later with reference to FIGS.

  As described above, the autonomous traveling dump 20 also moves the other vehicle 70 from the time when the approach of the other vehicle 70 is detected until the speed at the time of approach is reached, that is, while the own vehicle moving time elapses. Therefore, it is necessary to predict the approach between the host vehicle 15 and the other vehicle 70 in consideration of the travel time of the host vehicle. Further, a delay occurs even after the approach is detected until the brake is driven. Further, a delay occurs until the position information is notified from the other vehicle 70. In addition to this, considering the time for safety margin, the autonomous traveling dump 20 detects the approach of the other vehicle 70 and approaches the vehicle. The time required to decelerate to the hourly speed needs to be obtained by adding the total of these values to the own vehicle moving time. Below, the implementation example of the own vehicle moving distance calculation part 31 and the other vehicle moving distance calculation part 33 which considered this point is demonstrated.

<Configuration of Other Vehicle Movement Distance Calculation Unit 33>
FIG. 6 is a diagram illustrating a configuration example of the other vehicle movement distance calculation unit 33 incorporated in the approach determination device 24. The other vehicle travel distance calculation unit 33 includes a host vehicle deceleration storage unit 41, an approach speed storage unit 42, a host vehicle deceleration required time calculation unit 43, a communication delay time storage unit 44, and a maximum acceleration storage unit 45. The safety margin time storage unit 46, the brake delay time storage unit 47, and the movement distance calculation unit 48 are provided.

  The communication delay time storage unit 44, the maximum acceleration storage unit 45, the safety margin time storage unit 46, and the brake delay time storage unit 47 are storage units that previously store various numerical data as parameters. The communication delay time storage unit 44 stores a delay time generated in communication with the other vehicle 70. The maximum acceleration storage unit 45 stores the maximum acceleration of the other vehicle 70. The reason why the maximum acceleration is stored is that it is assumed that the other vehicle 70 is accelerated.

  The brake delay time storage unit 47 stores a delay time from when it is detected that braking is required until the other vehicle 70 enters a deceleration operation, that is, a delay time generated during the deceleration operation of the vehicle. The safety margin time storage unit 46 stores a margin time for safety.

  The own vehicle deceleration required time calculation unit 43 acquires the deceleration of the autonomous traveling dump 20 stored in the own vehicle deceleration storage unit 41 and acquires the approach speed stored in the approach speed storage unit 42. . Then, the own vehicle deceleration required time calculation unit 43 calculates the time required for the vehicle to decelerate from the current traveling speed to the proximity speed using the acquired information.

  In the present embodiment, by adding the respective times acquired from the safety margin time storage unit 46, the brake delay time storage unit 47, and the communication delay time storage unit 44 to the calculation result of the host vehicle deceleration required time calculation unit 43, The final time (here, time T) can be obtained. The travel distance calculation unit 48 obtains the time T and calculates the travel distance of the other vehicle 70 using the current speed value obtained from the other vehicle 70 and the time T. The movement distance calculation unit 48 may calculate the movement distance on the assumption that the other vehicle 70 accelerates at the maximum acceleration stored in the maximum acceleration storage unit 45.

  In addition, about communication delay, time information is acquired from the information transmitted from the other vehicle 70, and the difference between this time information and the time information of the GNSS measured by the autonomous traveling dump 20 or acquired from the positioning device 21 is obtained. It may be possible to calculate by taking. FIG. 7 is a diagram showing a configuration example in this case. The communication delay time calculation unit 49 indicated by a thick frame line in the figure compares the time information obtained from the other vehicle 70 via the wireless communication device 23 with the time measured by the own vehicle 15 to determine the communication delay. Calculate time. The movement distance calculation unit 48 acquires the communication delay time from the communication delay time calculation unit 49 and calculates the time T using this value. In this way, the time T can be obtained more accurately by using the communication delay time as the actual measurement data.

<Configuration of Own Vehicle Movement Distance Calculation Unit 31>
FIG. 8 is a diagram illustrating a configuration example of the own vehicle movement distance calculation unit 31. The own vehicle movement distance calculation unit 31 includes a own vehicle deceleration required time calculation unit 51, an own vehicle deceleration storage unit 52, a safety margin time storage unit 53, a brake delay time storage unit 54, and an approaching speed storage unit 55. And a movement distance calculation unit 56. These have functions equivalent to those described in FIG. 6 above, but the safety margin time storage unit 53 and the brake delay time storage unit 54 store values for the autonomous traveling dump 20.

  The travel distance DA of the host vehicle 15 can be calculated by using the instantaneous travel speed, the preset approach speed, and the preset deceleration of the autonomous travel dump 20. Further, the travel distance calculation unit 56 calculates the travel distance DA of the host vehicle 15 by adding each parameter value stored in the safety margin time storage unit 53 and the brake delay time storage unit 54 to the time.

  Further, since the autonomous traveling dumper 20 includes two types of speed reduction means, that is, an electric brake 62 and a mechanical brake 61, each deceleration may be configured to be set individually. FIG. 9 is a diagram showing a configuration in which the own vehicle deceleration storage unit 52 is divided into two parts, a mechanical brake deceleration storage unit 57 and an electric brake deceleration storage unit 58 (both are shown by thick frame lines). . The mechanical brake deceleration storage unit 57 stores the deceleration caused by the mechanical brake 61, and the electric brake deceleration storage unit 58 stores the deceleration caused by the electric brake 62. The moving distance calculation unit 56 shown in FIG. 9 has a mechanical brake 61 having a stronger deceleration when the distance to the other vehicle 70 is equal to or less than a predetermined value provided in advance in consideration of safety, that is, relatively close. The travel distance is calculated by adopting the deceleration, and if it is larger than the predetermined value, the travel distance is calculated by employing the deceleration of the electric brake 62.

  In addition, the autonomously traveling dump truck 20 greatly varies in weight depending on the loading state, and the deceleration that can be generated varies accordingly. Therefore, as shown in FIG. 10, a load amount detection device 159 (shown by a thick frame) may be provided to change the deceleration according to the load amount. In this case, the own vehicle deceleration storage unit 52 stores the load amount and the deceleration in association with each other. The movement distance calculation unit 56 extracts the deceleration from the own vehicle deceleration storage unit 52 using the detection value of the load amount detection device 159, and calculates the movement distance using this.

  Further, the distance and time required for deceleration vary depending on the conveyance path 600 and the road surface gradient in the work area. In order to cope with this point, as shown in FIG. 10, a pitch angle detection device 160 (shown by a thick frame) capable of detecting the pitch angle in the longitudinal direction of the vehicle body is provided. In this case, the own vehicle deceleration storage unit 52 stores the gradient and the deceleration in association with each other. The movement distance calculation unit 56 extracts the deceleration from the own vehicle deceleration storage unit 52 using the detection value of the pitch angle detection device 160, and calculates the movement distance using this.

  Thus, by changing the deceleration based on the detection values of the load amount detection device 159 and the pitch angle detection device 160, the accuracy of the movement distance can be further increased.

<Calculation method by own vehicle predicted movement area calculation unit 32 and other vehicle predicted movement area calculation unit 34>
Next, a method of calculating the center position (offset) of the predicted movement area circle and its radius by the own vehicle predicted movement area calculation unit 32 and the other vehicle predicted movement area calculation unit 34 will be described. The own vehicle predicted movement area calculation unit 32 is configured to calculate an offset and a radius from the current position of the own vehicle 15 to the center position of the predicted movement area circle. The other vehicle predicted movement area calculation unit 34 is configured to be able to calculate an offset and a radius from the current position of the other vehicle 70 to the center position of the predicted movement area circle. Here, the own vehicle predicted movement area calculation unit 32 will be mainly described, but the other vehicle predicted movement area calculation unit 34 uses the same method.

  Vehicles such as the autonomous traveling dump 20 can change the traveling direction by steering. FIG. 11 is a diagram showing each traveling trajectory when the autonomous traveling dump truck 20 increases the steering angle to the maximum steering angle in the specified angular increments (for example, in increments of 1 degree) with the travel distance DA obtained above. It is. The end point of each trajectory is the arrival position, and the length of each arc indicated by the bold line is the movement distance DA. FIG. 11 shows a circle surrounding each reaching point. It can be said that no matter what steering is performed, the vehicle will not reach outside this circle. The area within this circle is the predicted movement area, and the circle is the predicted movement area circle.

  FIG. 12 is a diagram showing how to calculate the center position (offset from the host vehicle) of the predicted movement area circle and the radius. FIG. 13 is a flowchart mainly showing processing of the own vehicle predicted movement area calculation unit 32. The own vehicle predicted movement area calculation unit 32 numerically calculates a circle including all the arrival points according to the procedure of the flowchart shown in FIG. Here, each step shown in FIG. 13 will be described, but FIG. 12 is also referred to if necessary.

  First, the host vehicle movement distance calculation unit 31 acquires the position, azimuth angle, and current speed value of the host vehicle 15 from the positioning calculation device 22 (S001), and each configuration described above with reference to FIGS. Using this, the travel distance DA of the host vehicle 15 is calculated (S002).

  The own vehicle predicted movement area calculation unit 32 obtains all the arrival points when the steering angle is taken from zero degrees to the maximum steering angle of the autonomous traveling dump 20 (S003). Then, the own vehicle predicted movement area calculation unit 32 obtains a perpendicular extending from each reaching point in the straight traveling direction of the own vehicle 15 (direction when steering is not performed), and obtains a distance between the intersection and the reaching point ( S004). Here, the distance E in FIG. 12 is obtained for each reaching point. This distance is referred to herein as “distance to the leg of the perpendicular”.

  The own vehicle predicted movement area calculation unit 32 selects the longest of all the “distances to the vertical foot”, and obtains the position of the vertical foot corresponding to the selected arrival point (S005). In FIG. 12, if reaching point A is selected as the reaching point with the longest “distance to vertical foot”, the corresponding vertical foot position is point B. The own vehicle predicted movement area calculation unit 32 obtains a distance (distance KA in FIG. 12) from the arrival point A to the position B of the perpendicular foot (S005).

  The own vehicle predicted movement area calculation unit 32 compares the distance KA with the distance (distance D in FIG. 12) from the arrival point (point C in FIG. 12) to the position B of the perpendicular foot in the straight direction, The larger length is provisionally selected as the radius RA (S006). Then, the own vehicle predicted movement area calculation unit 32 obtains a circle centered on the position of the foot of the perpendicular (point B in FIG. 12) and having a radius RA (S007).

  The own vehicle predicted movement area calculation unit 32 determines whether or not all reaching points are included in the circle obtained in S007 (S008). When there is a reaching point that is not included (S008: No), the radius is extended by adding a predetermined adjustment amount to the current radius so that the reaching point is in the circle (S009), and again in S008 Judgment processing is performed. In the case of FIG. 12, if the distance KA is provisionally selected as the radius RA, when the distance KA is further extended by the distance F, all the reaching points are included in the circle. The own vehicle predicted movement area calculation unit 32 repeatedly executes the loop of S008 and S009 until the length of the distance F is reached, and adds the adjustment amount to the radius.

  When all the arrival points fall within the circle (S008: Yes), the vehicle predicted movement area calculation unit 32 outputs the offset position (position B in FIG. 12) and the finally obtained radius ( S010), the process of FIG. 13 ends.

  It can be seen that the predicted movement area circle obtained as described above is centered at a position offset in the vehicle traveling direction (position B in FIG. 12).

  FIG. 14 is a flowchart showing an operation example of the other vehicle predicted movement area calculation unit 34. The other vehicle predicted movement area calculation unit 34 is the same process as in FIG. 13 except that the information for the other vehicle 70 is used, and the description here is omitted.

<Interference determination unit 35>
Next, the interference determination unit 35 will be described. The interference determination unit 35 determines whether the predicted movement area circle of the own vehicle 15 and the predicted movement area circle of the other vehicle 70 interfere with each other, so that the own vehicle 15 and the other vehicle 70 approach each other. It is determined whether or not. For example, as shown in FIG. 5, the predicted movement area circle of the host vehicle 15 and the predicted movement area circle of the other vehicle 70 are each expressed in the shape of a circle. By comparing with the total value of the radii, it is possible to determine whether each circle is in contact with or intersects. As described above, the center of the predicted movement area circle of the own vehicle 15 is the offset position of the own vehicle 15, and the center of the predicted movement area circle of the other vehicle 70 is the offset position of the other vehicle. Therefore, the interference determination unit 35 compares the distance between the offset positions and the sum of the radii. If the sum of the radii is numerically larger, the interference determination unit 35 determines that each vehicle is approaching and determines the distance between the offset positions. Is numerically large, it is determined that the vehicles are not approaching.

<Deceleration command generator 36>
The deceleration command generator 36 will be described. The deceleration command generation unit 36 inputs the determination result from the interference determination unit 35, and when the determination result indicates that the vehicle is approaching, the deceleration command generation unit 36 commands the autonomous traveling control device 25 to decelerate. If the deceleration command generator 36 continues to receive the determination result that the vehicle is approaching, the deceleration command generator 36 continues to issue the deceleration command, and cancels the deceleration command when this is resolved.

<Example of Overall Operation of Approach Determination Device 24>
FIG. 15 is a flowchart summarizing the overall operation of the approach determination device 24. The flowchart in FIG. 15 will be described assuming that each component in the approach determination device 24 shown in FIG.

  The own vehicle movement distance calculation unit 31 and the other vehicle movement distance calculation unit 33 obtain the position information, azimuth angle, and speed value of the own vehicle 15 from the positioning calculation device 22 (S201). The position information, azimuth angle, and speed value of the other vehicle 70 are acquired through the wireless communication device 23 (S202). The other vehicle movement distance calculation unit 33 acquires position information, an azimuth angle, and a speed value from one or a plurality of other vehicles existing in a receivable neighboring position. Here, the number of other vehicles is a numerical value N.

  A large number of vehicles are traveling in the mine site, and there may be a plurality of vehicles around the own vehicle 15 that is the autonomous traveling dump 20. Therefore, in this embodiment, the process after S203 is performed with respect to all the vehicles which acquire information by radio | wireless communication. At this time, the processing after S203 may be performed in the order in which the information is acquired through communication, or the processing after S203 may be performed in the order of the closest linear distance. In addition, since a vehicle whose linear distance is more than a certain distance can be handled as needing no approach determination, the processing after S203 may be performed only for a vehicle whose linear distance is equal to or less than a certain threshold.

  The other vehicle movement distance calculation unit 33 selects one set to be processed from the set of position information, azimuth angle, and speed value for each other vehicle, and performs processing based on the selected position information, azimuth angle, and speed value. The movement distance of the target other vehicle is calculated (S203). The other vehicle movement distance calculation unit 33 outputs the calculated movement distance to the other vehicle predicted movement region calculation unit 34.

  The own vehicle movement distance calculation unit 31 calculates the movement distance of the own vehicle 15 based on the position information, the azimuth angle, and the speed value of the own vehicle 15 (S204), and the calculated movement distance is calculated as the own vehicle predicted movement region calculation unit 32. Output to.

  The own vehicle predicted movement area calculation unit 32 calculates the center position (offset) and radius of the predicted movement area circle of the own vehicle based on the movement distance obtained from the own vehicle movement distance calculation unit 31 (S205). Is output to the interference determination unit 35. The other vehicle predicted movement area calculation unit 34 calculates the center position (offset) and radius of the predicted movement area circle of the other vehicle based on the movement distance obtained from the other vehicle movement distance calculation unit 33 (S206), and the calculation result Is output to the interference determination unit 35.

  The interference determination unit 35 compares the obtained distance between the two center positions (the distance between the offsets) with the total value of the two obtained radii (S207). The interference determination unit 35 determines whether these two vehicles are approaching based on the comparison result (S208).

  When it is a determination result that the total value of radii is numerically larger and approaching (S209: Yes), the interference determination unit 35 outputs the determination result to the deceleration command generation unit 36. When acquiring the determination result that the vehicle is approaching, the deceleration command generator 36 instructs the autonomous traveling control device 25 to decelerate (S212). In this flowchart, when a deceleration command is generated even once, the process ends even if an unprocessed position, direction, and speed information set remains.

  On the other hand, when the distance between the center positions (the distance between the offsets) is larger in numerical value and the determination result indicates that they are not approaching (S209: No), the interference determination unit 35 determines the other vehicle obtained in S202. The numerical value N indicating the number is compared with the variable n indicating the number of sets that have been processed (S210). When the numerical value n is smaller than the numerical value N (S210: Yes), the interference determination unit 35 increases the numerical value n by 1 (S211), and returns the process to S203. Thereby, it becomes operation after S203 which made the following other vehicles processing.

  When the numerical value n is greater than or equal to the numerical value N (S210: No), the processing for all other vehicles has been completed, and thus this flowchart ends.

<Autonomous driving control device 25>
Next, the autonomous traveling control device 25 will be described. FIG. 16 is a diagram mainly illustrating a configuration example of the autonomous traveling control device 25.

  The autonomous traveling control device 25 includes a route acquisition unit 101, a host vehicle position acquisition unit 102, a host vehicle position link acquisition unit 103, and an output switching unit 104. The route acquisition unit 101 acquires route information on which the host vehicle 15 should travel from the traffic control device 300 of the control station 30 via the in-vehicle communication unit 170. The autonomous traveling dump 20 travels along a given route toward the end.

  The route information has a data configuration in which a route to the destination is expressed by a plurality of nodes and a plurality of links. Each node is indicated by position information (coordinate values) and is provided along the route. A link is formed between the nodes. That is, the route information is formed by a plurality of links separated by nodes.

  The own vehicle position acquisition unit 102 acquires current position information from the positioning calculation device 22 or the second positioning calculation device 29 and outputs the current position information to the own vehicle position link acquisition unit 103.

  The own vehicle position link acquisition unit 103 selects the own vehicle position link, which is a link where the own vehicle 15 is located, based on the position of the autonomous traveling dump 20 obtained from the own vehicle position acquisition unit 102. Then, the target speed added to the link included in the route information is read and output to the output switching unit 104.

  In principle, the output switching unit 104 outputs the target speed output from the own vehicle position link acquisition unit 103 to the vehicle control device 26 as it is. However, when the deceleration determination command is input from the approach determination device 24, the output switching unit 104 outputs Is switched from the target speed to the approaching speed, and the approaching speed is output to the vehicle control device 26. When the deceleration command is stopped, the output switching unit 104 switches the output from the approaching speed to the target speed, and outputs the target speed to the vehicle control device 26.

  On the other hand, the traffic control device 300 in the control station 30 includes a map data management unit 301 and a route generation unit 302. The map data management unit 301 stores master data related to links and nodes. In addition, the map data management unit 301 includes at least link identification information for uniquely identifying a link, node identification information of nodes at both ends of the link, target speed in the link, and the like as 1 Store them as one record. Further, the complementary position information complemented so as to fill in between the two end nodes may be stored in association with the link identification information.

  The route generation unit 302 uses the information stored in the map data management unit 301 and information on the current position of the autonomous traveling dump 20 received from the autonomous traveling dump 20 to determine the next traveling route (referred to as the next link). Identify. The route generation unit 302 transmits the control instruction information to which the identification information, the both-end nodes, the target speed, the complementary position information, and the like associated with the specified next link are given to the autonomous traveling dump 20 via the communication unit 310.

<Vehicle control device 26>
The vehicle control device 26 sets the traveling speed so as to be the target speed acquired by the host vehicle position link acquisition unit 103 or the approaching speed when a deceleration command is notified from the deceleration command generation unit 36. Then, the traveling motor 27 of each wheel is controlled so as to realize this traveling speed. The vehicle control device 26 determines the steering angle based on the current position information, the complementary position information, the azimuth angle, and the current traveling speed, and controls the steering motor 28.

<Switching speed when approaching>
In the above description, the approaching speed is described as the same value (for example, 10 km / h), but the approaching speed may be changed depending on the location. For example, as shown in FIG. 1, a work area such as a loading field 601 and a dumping field 602 and a conveyance path 600 exist in the mine. It is considered that the traveling speed is relatively faster than when traveling in an area.

  In the case of the conveyance path 600, it is assumed that proximity / interference is determined when each vehicle passes the oncoming lane, but the conveyance path 600 is wide enough to ensure a sufficient inter-vehicle distance. Therefore, in the case of the conveyance path 600, since safety is high, it is thought that it is not necessary to reduce the approach speed so much. On the other hand, in the work area such as the loading place 601, in addition to traveling at a low speed from the beginning, it is a situation where vehicles (vehicle and loading machine) are likely to approach each other due to the convenience of loading work. In comparison, safety is relatively low. Therefore, it is desirable to set the approaching speed of the work area smaller than the approaching speed of the conveyance path 600. As described above, it is possible to realize a more appropriate vehicle approach determination system by changing the approach speed according to the travel location of the autonomous travel dump 20.

  As described above, the map data storage unit 19 illustrated in FIG. 2 stores information necessary for determining which area the autonomous traveling dump 20 is traveling by itself. The own vehicle movement distance calculation unit 31 compares the position information of the own vehicle obtained from the positioning calculation device 22 with the map data stored in the map data storage unit 19 to determine the traveling area, and determines the current traveling area. Is the transport path 600, the approach speed is 10 km / h, for example, and the approach speed is 0 km / h or more and less than 10 km / h as described above. The approach speed storage unit 42 is configured to store an approach speed for each travel area, and configured to output an approach speed corresponding to the travel area.

<Hardware Configuration of Approach Determination Device 24>
FIG. 17 is a diagram illustrating a hardware configuration example of the approach determination device 24. The approach determination device 24 has the same configuration as the computer configuration.

  A CPU 701 (CPU: Central Processing Unit) is a processing device that expands a program stored in the ROM 703 and the storage 704 to the RAM 702 and executes the calculation. The CPU 701 performs overall control of each piece of hardware inside the approach determination device 24 by executing a program. A RAM 702 is a volatile memory, and is a work memory that directly inputs and outputs data with the CPU 701. The RAM 702 temporarily stores necessary data while the CPU 701 is executing a program.

  A ROM 703 is a nonvolatile memory and stores firmware executed by the CPU 701. The storage 704 is an auxiliary storage device such as a flash memory, an SSD (Solid State Drive), and a hard disk drive. The storage 704 stores a program that the CPU 701 executes and control data such as parameters in a nonvolatile manner.

  The network I / F 705 includes a network card that controls wireless communication with the other vehicle 70 and wireless communication with the traffic control device 300. A network card that performs communication control with the other vehicle 70 and a network card that performs communication control with the traffic control device 300 may be individually provided. The general-purpose I / F 706 includes, for example, a serial bus terminal conforming to the USB (Universal Serial Bus) standard and a GPIO (General Purpose Input / Output) interface.

  Although the approach determination device 24 has the above-described configuration, a part or all of the approach determination device 24 may be mounted by an integrated circuit such as an ASIC (Application Specific Integrated Circuit). Note that even when a part or all of the components are mounted on an integrated circuit or the like, the configuration is regarded as a form of a computer. Further, the positioning calculation device 22, the wireless communication device 23, the map data storage unit 19, and the vehicle control device 26 may also be implemented with the configuration shown in FIG. Furthermore, the hardware configuration illustrated in FIG. 17 may be shared by the positioning calculation device 22, the wireless communication device 23, the approach determination device 24, the map data storage unit 19, and the vehicle control device 26.

<Advantages of using the predicted movement area circle of the embodiment>
FIG. 18 is a diagram comparing the predicted movement area circle S1 of the embodiment with the circle S2 when the movement distance DA in the straight traveling direction is set as the radius with the current position of the host vehicle 15 as the center. Since the circle S2 has a longer radius than the predicted movement region circle S1 of the embodiment, a region regarded as approaching becomes larger. Therefore, when the circle S2 is used as the predicted movement range of the host vehicle 15, since the detection range is wide, the autonomous traveling dump truck 20 is frequently decelerated, and accordingly the transport efficiency is also reduced.

  On the other hand, by taking an offset ahead of the current position of the autonomous traveling dump 20 and making a circle centered on the position of the offset as the predicted moving range, such as the predicted moving area circle S1, the area in front of the vehicle can be reduced. The region can be defined so that the wide and rear region is narrow. In this way, by defining the region so that the front of the vehicle assumed to move is widened, it is possible to set a detection range in accordance with the range in which the autonomous traveling dump truck 20 actually moves. Further, by taking an offset forward and centering on the position of the offset, the radius of the circle including all the reaching points can be shortened by about an offset. Therefore, the detection area is also reduced, and the chance of being considered close can be reduced, and the occurrence of unnecessary deceleration can be reduced.

  As described above, according to the present embodiment, it is possible to more appropriately set the range of the movable range of each vehicle, to prevent the vehicles from interfering with each other and to reduce the tendency of the transportation efficiency to decrease. .

(Second Embodiment)
The predicted movement area circles of the host vehicle and other vehicles are represented by a circle represented by a center position and a radius in consideration of an offset in the vehicle position. Considering that the offset and the radius are obtained by calculation as in the first embodiment, the calculation load by the CPU or the like becomes high, and hardware resources are pressed. On the other hand, by predetermining values for calculation such as delay time, the offset and radius are uniquely determined according to the traveling speed of the host vehicle and the traveling speed of the other vehicle.

  In the second embodiment, an implementation example for reducing the calculation load with respect to the first embodiment will be described.

  FIG. 19 is a diagram illustrating a configuration example of the autonomous traveling dump 20 of the second embodiment. The autonomous traveling dump 20 of the second embodiment is provided with an offset / radius storage device 80, and the approach determination device 24 is provided with a host vehicle predicted circle extraction unit 81 and another vehicle predicted circle extraction unit 82. Yes. Except for this configuration, the second embodiment is the same as the first embodiment.

  The offset / radius storage device 80 stores the offset and radius values from the traveling speed to the center position of the predicted moving area circle. The offset and radius values are results calculated in advance for each traveling speed of the host vehicle 15 and the other vehicle 70 using the method described in the first embodiment, and are stored in association with the traveling speed. ing.

  The own vehicle predicted circle extracting unit 81 extracts the offset and radius of the predicted moving area circle of the own vehicle 15 from the offset / radius storage device 80 based on the traveling speed of the own vehicle 15.

  The other vehicle predicted circle extraction unit 82 predicts the other vehicle 70 from the offset / radius storage device 80 based on the traveling speed of the other vehicle 70 acquired through the wireless communication device 23 and the traveling speed of the host vehicle 15. Extract the offset and radius of the moving area circle.

  20A is a diagram illustrating the relationship between the traveling speed of the other vehicle 70 and the radius of the predicted moving area circle, and FIG. 20B is an offset between the traveling speed of the other vehicle 70 and the predicted moving area circle. It is the figure which illustrated the relationship. The correspondence relationships expressed in FIGS. 20A and 20B are stored in the offset / radius storage device 80. That is, in the offset / radius storage device 80, the traveling speed of the host vehicle 15, the traveling speed of the other vehicle 70, the radius of the predicted movement area circle of the other vehicle 70 after the calculation in advance, Data in which an offset is associated is stored.

  The other vehicle predicted circle extraction unit 82 acquires the current traveling speed of the host vehicle 15 and also acquires the traveling speed of the other vehicle via the wireless communication device 23. The other vehicle predicted circle extraction unit 82 calculates the radius and offset of the predicted moving area circle of the other vehicle 70 from the offset / radius storage device 80 using the traveling speed of the host vehicle and the traveling speed of the other vehicle as search keys. Extract.

  Moreover, you may obtain | require the radius and offset of the estimated movement area | region circle of the other vehicle 70 using a relational expression as shown in FIG. 20 (A) and (B). Here, a method of obtaining the radius of the predicted movement area circle of the other vehicle 70 using the relational expression will be described with reference to FIG. The other vehicle predicted circle extraction unit 82 acquires the current traveling speed of the host vehicle 15 and acquires a relational expression corresponding to the host vehicle speed from the offset / radius storage device 80. The offset / radius storage device 80 stores a data structure in which the traveling speed of the host vehicle 15 is associated with a relational expression. When the current traveling speed of the host vehicle 15 is input, the offset / radius storage device 80 is uniquely associated. Output relational expressions as search results. Here, it is assumed that the relational expression F1 illustrated in FIG. The other vehicle predicted circle extraction unit 82 acquires the traveling speed of the other vehicle via the wireless communication device 23 (here, V1), substitutes the traveling speed V1 into the relational expression F1, and predicts the movement area of the other vehicle. Find the radius R1 of the circle.

  A similar method is used for the method of obtaining the offset of the predicted moving area circle of the other vehicle 70 using the relational expression by the other vehicle predicted circle extracting unit 82 (see FIG. 20B). The other vehicle predicted circle extraction unit 82 acquires the current traveling speed of the host vehicle 15 and acquires the relational expression F2 corresponding to the host vehicle speed from the offset / radius storage device 80. Then, the other vehicle predicted circle extraction unit 82 substitutes the traveling speed V1 of the other vehicle 70 into the relational expression F2, and obtains the offset L1 of the predicted movement region circle of the other vehicle 70.

  FIG. 21A is a diagram illustrating the relationship between the traveling speed of the host vehicle 15 and the radius of the predicted movement area circle of the host vehicle 15, and FIG. 21B is a diagram illustrating the traveling speed of the host vehicle 15 and the host vehicle. It is the figure which illustrated the relationship with the offset of 15 prediction movement area | region circles. Various types of information expressed in FIGS. 21A and 21B are stored in the offset / radius storage device 80. That is, the offset / radius storage device 80 has data in which the traveling speed of the host vehicle 15, the radius of the predicted moving area circle of the host vehicle 15 after being calculated in advance, and the offset after being calculated in advance are associated with each other. It is remembered.

  The own vehicle predicted circle extracting unit 81 extracts the offset and radius of the predicted moving area circle of the own vehicle 15 from the offset / radius storage device 80 using the current traveling speed of the own vehicle 15 as a search key.

  Further, the radius and offset of the predicted moving area circle of the host vehicle 15 may be obtained using the relational expressions as shown in FIGS. First, how to calculate the radius of the predicted movement area circle of the host vehicle 15 by the host vehicle predicted circle extraction unit 81 will be described with reference to FIG. The own vehicle predicted circle extraction unit 81 obtains the current traveling speed V3 of the own vehicle 15 and obtains the relational expression F3 from the offset / radius storage device 80. The own vehicle predicted circle extraction unit 81 substitutes the traveling speed V3 into the relational expression F3 to obtain the radius R3 of the predicted movement area circle of the own vehicle 15. The same method is used for obtaining the offset of the predicted movement area circle of the host vehicle 15 (see FIG. 21B). That is, the own vehicle predicted circle extraction unit 81 acquires the relational expression F4 from the offset / radius storage device 80, substitutes the traveling speed V3 of the own vehicle 15 into the relational expression F4, and offsets the predicted movement area circle of the own vehicle. L3 is obtained.

  The calculation load can be reduced by the aspect of 2nd Embodiment compared with the aspect of 1st Embodiment. Alternatively, a representative value may be recorded in the offset / radius storage device 80 and obtained by using interpolation or extrapolation based on the value.

  In each of the above-described embodiments, the predicted movement region has been described as a perfect circle shape, but is not limited thereto, and may be an elliptical shape or a polygonal shape. Moreover, the circular shape of the closed area | region where the rear part of the vehicle advancing direction was missing may be sufficient. In addition to these, the predicted movement region may be any region that includes each reaching point provided for each steering angle in the region and whose center is ahead of the traveling direction of the vehicle. In the case of a perfect circle, since the range of the circular region is determined when the radius is determined, the radius is positioned as the length that defines the range. Similarly, in the case of an ellipse, the length defining the range is, for example, a major axis or a minor axis, and in the case of a polygon, the length defining the range is, for example, the length from the center to a specific vertex.

  In each of the embodiments described above, the configuration in which the approach determination device 24 is mounted on the autonomous traveling dump 20 has been described. However, the approach determination device 24 may be introduced as a function of a server system (computer) of the traffic control device 300 and integratedly managed. In this case, the traffic control device 300 acquires the identification information of each vehicle, the position information of each vehicle, the current speed value, and the azimuth angle from the autonomous traveling dump 20 and the auxiliary work vehicle 90, and the predicted movement area as described above. Each is created and it is judged whether it is approaching. And when it is the determination result that it is approaching, the traffic control apparatus 300 notifies this to the applicable autonomous traveling dump 20, and performs deceleration control.

  In the case of centralized management by the traffic control device 300, the traffic control device 300 may display the position of each vehicle and the predicted movement area as shown in FIG. 5 on a display device such as a monitor. . In this case, for example, when a vehicle in the display screen is selected with a mouse pointer or the like, the own vehicle predicted movement area and the other vehicle predicted movement area may be displayed using the selected vehicle as the own vehicle.

  As described above, the approach determination device 24 may be a system configuration provided on the server system side of the traffic control device 300, or as a system configuration provided on the vehicle side of the autonomous traveling dump truck 20 as described in each embodiment. Also good. Moreover, the approach determination apparatus 24 may be provided in manned vehicles, such as the auxiliary work vehicle 90, and the deceleration control similar to said each embodiment, or notification may be performed with respect to a manned vehicle.

  In the case of centralized management by the traffic control device 300, each vehicle is distinguished from each other rather than distinguishing itself from each other such as own vehicle and other vehicles. Therefore, the own vehicle in the above description is, for example, the first vehicle, and the other vehicle is, for example, the second vehicle.

  Although the own vehicle movement distance calculation unit 31 and the other vehicle movement distance calculation unit 33 have been described as having the respective storage units, the load amount detection device 159, and the pitch angle detection device 160, they are merely examples. . Some or all of these storage units and devices may be mounted outside the own vehicle movement distance calculation unit 31 and the other vehicle movement distance calculation unit 33. In this case, the storage unit may be a storage device.

  Although the implementation example which determines the possibility of interference between vehicles was demonstrated in the said embodiment, it can apply also to determining the possibility of interference with a vehicle and a person. For example, an operator walking on a conveyance path or a work area holds a terminal device having the same function as the positioning device 71, the positioning calculation device 72, and the wireless communication device 73 provided in the other vehicle 70, and sets various parameters to the worker. By substituting it with a value in accordance with the walking speed of (or assuming that it is in a stopped state), it is possible to make an approach determination similar to the above. In addition, by holding such a terminal device to an operator who operates the auxiliary work vehicle 90, the above-described implementation can be performed without mounting the positioning device 71, the positioning calculation device 72, and the wireless communication device 73 on the auxiliary work vehicle 90. A mode equivalent to the mode can be performed.

  The travel trajectory shown in FIG. 11 and FIG. 12 is a trajectory when the travel is continued with a fixed steering angle without changing the steering angle during travel (that is, a trajectory not including a clothoid curve). It is good also as an included run track.

  It is good also as an apparatus structure and functional structure which considered the own vehicle as the 1st vehicle and the other vehicle as the 2nd vehicle. In this case, the first vehicle movement distance calculation unit corresponds to the own vehicle movement distance calculation unit 31, and the second vehicle movement distance calculation unit corresponds to the other vehicle movement distance calculation unit 33. The first vehicle positioning information corresponds to the own vehicle positioning information, and the second vehicle positioning information corresponds to the other vehicle positioning information. The first predicted vehicle movement area corresponds to the predicted movement area of the host vehicle 15, and the second predicted vehicle movement area corresponds to the predicted movement area of the other vehicle 70. The first predicted vehicle movement area calculation unit corresponds to the own vehicle predicted movement area calculation unit 32, and the second predicted vehicle movement region calculation unit corresponds to the other vehicle predicted movement area calculation unit 34. The first vehicle movement time corresponds to the own vehicle movement time. The first vehicle predicted movement area extracting unit corresponds to the own vehicle predicted circle extracting unit 81. The second vehicle predicted movement area extracting unit corresponds to the other vehicle predicted circle extracting unit 82.

  In addition, this invention is not limited to above-described embodiment, Various modifications are included. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. In addition, a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment. In addition, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment. Each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor. Information such as programs, tables, and files for realizing each function can be stored in a recording device such as a memory, a hard disk, or an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

1: Mining vehicle operation system 15: own vehicle 20: autonomous traveling dump 21: positioning device 22: positioning calculation device 23: wireless communication device 24: approach determination device 25: autonomous traveling control device 26: vehicle control device 31: own vehicle movement Distance calculation unit 32: Own vehicle predicted movement region calculation unit 33: Other vehicle movement distance calculation unit 34: Other vehicle predicted movement region calculation unit 35: Interference determination unit 36: Deceleration command generation unit 40: Wireless communication line 41: Own vehicle reduction Speed storage unit 42: approaching speed storage unit 43: own vehicle deceleration required time calculation unit 44: communication delay time storage unit 45: maximum acceleration storage unit 46: safety margin time storage unit 47: brake delay time storage unit 48: travel distance Calculation unit 49: communication delay time calculation unit 51: own vehicle deceleration required time calculation unit 52: own vehicle deceleration storage unit 53: safety margin time storage unit 54: brake delay time storage unit 55: approaching Degree storage unit 56: travel distance calculation unit 57: mechanical brake deceleration storage unit 58: electric brake deceleration storage unit 61: mechanical brake 62: electric brake 70: other vehicle 71: positioning device 72: positioning calculation device 73: wireless communication Device 80: Offset / radius storage device 81: Own vehicle prediction circle extraction unit 82: Other vehicle prediction circle extraction unit 151: Wheel speed sensor 159: Load amount detection device 160: Pitch angle detection device 170: In-vehicle communication unit 300: Traffic control Device 1000: Vehicle interference prevention system

Claims (15)

A positioning calculation device for calculating first vehicle positioning information including current position information of the first vehicle, a speed value, and an azimuth value; and a current of the second vehicle from a second vehicle different from the first vehicle A wireless communication device that receives second vehicle positioning information including position information, a speed value, and an azimuth value, and acquires the second vehicle positioning information, and acquires the first vehicle positioning information and the second vehicle positioning information. An approach determination device for determining whether the first vehicle and the second vehicle are approaching based on information is a vehicle interference prevention system mounted on the first vehicle,
The approach determination device includes:
An approach speed storage unit that stores an approach speed, which is a speed adopted when the first vehicle approaches another vehicle;
A deceleration storage unit for storing the deceleration of the first vehicle;
Based on the approach speed stored in the approach speed storage unit, the deceleration stored in the deceleration storage unit, and the first vehicle positioning information calculated by the positioning calculation device, the first vehicle positioning information. A first vehicle movement distance calculation unit that calculates a distance that the first vehicle moves during a first vehicle movement time that is a time from the current traveling speed of one vehicle to the speed at the time of approach;
A second vehicle movement distance calculation unit that calculates a distance that the second vehicle moves during the first vehicle movement time based on the second vehicle positioning information;
Obtaining the arrival point when the first vehicle has moved the distance calculated by the first vehicle movement distance calculation unit for each steering angle when increasing in increments of a specified angle from zero degrees, A range of the first vehicle predicted movement area and a range of the first vehicle predicted movement area that includes the respective arrival points and that is located in front of the first vehicle in the straight traveling direction is defined. A first vehicle predicted movement region calculation unit for calculating a length to be
Obtaining the reaching point when the second vehicle has moved the distance calculated by the second vehicle moving distance calculating unit for each steering angle when increasing from zero degrees in increments of a specified angle, The center of the second vehicle predicted movement area that includes each of the arrival points and is centered in front of the second vehicle in the straight traveling direction and the range of the second vehicle predicted movement area are defined. A second vehicle predicted movement region calculation unit for calculating a length to be
Based on the center and the length of the first vehicle predicted movement area and the center and the length of the second vehicle predicted movement area, the first vehicle predicted movement area and the second vehicle predicted movement area are mutually An interference determination unit for determining whether or not there is interference,
When the determination result in the interference determination unit is a result of mutual interference, the travel motor and the steering motor of the first vehicle are controlled and either the electric brake or the mechanical brake of the first vehicle A deceleration command generating unit that outputs a command for decelerating to the approaching speed toward a traveling control device that controls one or both,
A vehicle interference prevention system comprising: The vehicle interference prevention system according to claim 1,
The approach determination device further includes a communication delay time storage unit that stores a delay time generated in communication with the second vehicle,
The second vehicle movement distance calculation unit adds the delay time stored in the communication delay time storage unit to the first vehicle movement time, and uses the time after the addition to move the second vehicle. A vehicle interference prevention system characterized by calculating a distance. The vehicle interference prevention system according to claim 1,
The approach determination device further includes a maximum acceleration storage unit that stores a maximum acceleration of the second vehicle,
The second vehicle movement distance calculation unit calculates the movement distance of the second vehicle on the assumption that the second vehicle has accelerated at the maximum acceleration stored in the maximum acceleration storage unit. system. The vehicle interference prevention system according to claim 1,
The approach determination device further includes a safety margin time storage unit that stores a margin time for safety,
Either or both of the first vehicle movement distance calculation unit and the second vehicle movement distance calculation unit add the margin time stored in the safety margin time storage unit to the first vehicle movement time, The vehicle interference prevention system characterized in that the distance is calculated using the time after the addition. The vehicle interference prevention system according to claim 1,
The approach determination device further includes a brake delay time storage unit that stores a brake delay time generated during a deceleration operation of the vehicle,
Either or both of the first vehicle movement distance calculation unit and the second vehicle movement distance calculation unit add the brake delay time stored in the brake delay time storage unit to the first vehicle movement time. The vehicle interference prevention system characterized in that the distance is calculated using the time after the addition. The vehicle interference prevention system according to claim 1,
The deceleration storage unit stores deceleration due to the electric brake, and deceleration due to the mechanical brake,
The first vehicle movement distance calculation unit calculates a movement distance of the first vehicle using a deceleration by the mechanical brake when a distance between the first vehicle and the second vehicle is a predetermined value or less. The vehicle interference prevention system characterized in that, when the predetermined value is larger, the moving distance of the first vehicle is calculated using the deceleration by the electric brake. The vehicle interference prevention system according to claim 1,
And a load detection device for detecting the load of the first vehicle.
The first vehicle movement distance calculation unit calculates a movement distance of the first vehicle using a deceleration according to a value detected by the load detection device. The vehicle interference prevention system according to claim 1,
And a pitch angle detecting device for detecting a pitch angle in a longitudinal direction of the vehicle body of the first vehicle,
The first vehicle movement distance calculation unit calculates a movement distance of the first vehicle using a deceleration according to a value detected by the pitch angle detection device. The vehicle interference prevention system according to claim 1,
The first vehicle predicted movement region and the second vehicle predicted movement region are both circular regions, and the length defining the range is the radius of the circular shape. Prevention system. The vehicle interference prevention system according to claim 9,
The first predicted vehicle movement area calculation unit and the second predicted vehicle movement area calculation unit respectively calculate the lengths of perpendiculars extending from the respective arrival points in the straight-ahead direction of the vehicle and reach the longest length. A vehicle interference prevention system, wherein a point is selected, and an intersection of the vehicle straight direction and a perpendicular extending from the selected arrival point in the vehicle straight direction is set as the center of the circular region. The vehicle interference prevention system according to claim 10, wherein
The first vehicle predicted movement area calculation unit and the second vehicle predicted movement area calculation unit compare the distance from the center of the circular area to the arrival point in the vehicle straight direction and the longest length. And the longer one is made into the radius of the said circular area | region, The vehicle interference prevention system characterized by the above-mentioned. The vehicle interference prevention system according to claim 11,
When the first vehicle predicted movement area calculation unit and the second vehicle predicted movement area calculation unit do not include all the reaching points in the circular area, the first vehicle predicted movement area calculation unit and the second vehicle predicted movement area calculation unit A vehicle interference prevention system characterized in that the radius is extended by continuously adding a predetermined adjustment amount to the length. The vehicle interference prevention system according to claim 1,
The approach speed storage unit stores a plurality of the approach speeds,
The first vehicle movement distance calculation unit identifies a traveling area where the first vehicle is currently located based on the position information in the first vehicle positioning information, and calculates an approaching speed according to the traveling area. The vehicle interference prevention system characterized in that the moving distance of the first vehicle is calculated using the selected approaching speed selected from the plurality. First vehicle positioning information including current position information, speed value, and azimuth value of the first vehicle, and current position information, speed value, and azimuth of the second vehicle different from the first vehicle An approach determination device for determining whether the first vehicle and the second vehicle are approaching based on second vehicle positioning information including an angle value,
An approach speed storage unit that stores an approach speed, which is a speed adopted when the first vehicle approaches another vehicle;
A deceleration storage unit for storing the deceleration of the first vehicle;
Based on the approach speed stored in the approach speed storage section, the deceleration stored in the deceleration storage section, and the first vehicle positioning information, from the current traveling speed of the first vehicle A first vehicle movement distance calculation unit that calculates a distance that the first vehicle moves in a first vehicle movement time that is a time until the vehicle decelerates to the approaching speed;
A second vehicle movement distance calculation unit that calculates a distance that the second vehicle moves during the first vehicle movement time based on the second vehicle positioning information;
Obtaining the arrival point when the first vehicle has moved the distance calculated by the first vehicle movement distance calculation unit for each steering angle when increasing in increments of a specified angle from zero degrees, A range of the first vehicle predicted movement area and a range of the first vehicle predicted movement area that includes the respective arrival points and that is located in front of the first vehicle in the straight traveling direction is defined. A first vehicle predicted movement region calculation unit for calculating a length to be
Obtaining the reaching point when the second vehicle has moved the distance calculated by the second vehicle moving distance calculating unit for each steering angle when increasing from zero degrees in increments of a specified angle, The center of the second vehicle predicted movement area that includes each of the arrival points and is centered in front of the second vehicle in the straight traveling direction and the range of the second vehicle predicted movement area are defined. A second vehicle predicted movement region calculation unit for calculating a length to be
Based on the center and the length of the first vehicle predicted movement area and the center and the length of the second vehicle predicted movement area, the first vehicle predicted movement area and the second vehicle predicted movement area are mutually An interference determination unit for determining whether or not there is interference,
An approach determination device characterized by comprising: First vehicle positioning information including current position information, speed value, and azimuth value of the first vehicle, and current position information, speed value, and azimuth of the second vehicle different from the first vehicle An approach determination device for determining whether the first vehicle and the second vehicle are approaching based on second vehicle positioning information including an angle value,
A value indicating the center position of the first vehicle predicted movement area, which is the predicted movement range of the first vehicle, and a length defining the range of the area are stored in association with the traveling speed, and the predicted movement of the second vehicle A storage device for storing a value indicating the center position of the second predicted vehicle movement area, which is a range, and a length defining the range of the area, in association with the traveling speed;
A first vehicle predicted movement region extraction unit that extracts the value indicating the center of the first vehicle predicted movement region and the length from the storage device using a speed value included in the first vehicle positioning information;
Using the speed value included in the first vehicle positioning information and the speed value included in the second vehicle positioning information, the length indicating the center of the second vehicle predicted movement area from the storage device is calculated. A second vehicle predicted movement region extraction unit to extract;
Based on the value and the length indicating the center of the first predicted vehicle movement region, and the value and the length indicating the center of the second predicted vehicle movement region, the first predicted vehicle movement region and the second vehicle. An interference determination unit that determines whether or not the predicted moving area interferes with each other;
Have
The first vehicle predicted movement area traveled during the first vehicle travel time until the first vehicle decelerates from the current travel speed to the approach speed, which is a speed employed when approaching another vehicle. Region that includes each reaching point when the steering angle is increased in increments of a specified angle from zero degrees, and the center is located in front of the straight direction of the first vehicle And
The second vehicle predicted movement area is an arrival point when the second vehicle travels during the first vehicle movement time, and each of the cases where the steering angle is increased from zero degrees in increments of a specified angle. An approach determination device characterized by being an area including a reaching point and having a center positioned in front of the second vehicle in a straight ahead direction.

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