JP2024098710A - Cruise control system - Google Patents

Abstract

[Problem] To improve the flow of moving bodies. [Solution] In this travel control system, the travel of at least one of a first moving body and a second moving body is controlled so that the second moving body is less susceptible to the effects of dust estimated to be generated by the travel of a first moving body among a plurality of moving bodies. This makes it possible to set the relative positional relationship between the first moving body and the second moving body such that the second moving body is less susceptible to the effects of dust estimated to be generated by the travel of the first moving body. As a result, it is possible to suppress a decrease in speed due to poor visibility and improve the flow of moving bodies. [Selected Figure] Figure 7

Description

The present invention relates to a driving control system that controls the driving of at least one of multiple moving objects.

Patent document 1 describes a route guidance device that, when it receives information about a location that is obstructing passage due to falling rocks or the like, sets a route to avoid the location.

JP2005-345152A

The objective of this invention is to improve the flow of moving objects.

Means for solving the problems, actions and effects

In the travel control system according to the present invention, the travel of at least one of the first and second moving bodies is controlled based on the state of dust estimated to be generated by the travel of a first moving body among a plurality of moving bodies, so that the second moving body is less susceptible to the effects of the dust. This makes it possible to set the relative positional relationship between the first and second moving bodies such that the second moving body is less susceptible to the effects of dust estimated to be generated by the travel of the first moving body. As a result, it is possible to suppress a decrease in speed due to poor visibility, and to improve the flow of moving bodies.

1 is a diagram conceptually illustrating an entire management system as a cruise control system according to a first embodiment of the present invention; 5 is a diagram conceptually showing a method for determining the level of dust conditions in the cruise control system. FIG. 4 is a flowchart showing a target route etc. determination program stored in a control ECU of a central control device of the cruise control system. 4 is a flowchart showing a dust condition acquisition program stored in the control ECU. 5 is a flowchart showing a mobile body driving control program stored in a mobile body ECU of a mobile body that is an object to be controlled by the driving control system. 10 is a diagram conceptually illustrating a state of dust that is assumed to be generated by the traveling of a first moving body among the plurality of moving bodies. FIG. 10 is a diagram conceptually showing a target route of a second moving body different from the first moving body, which is determined by execution of the target route etc. determination program. FIG. 13 is a diagram conceptually showing another target route of the second moving body determined by execution of the target route etc. determination program. FIG. 10A to 10C are diagrams conceptually illustrating other states of dust that is assumed to be generated by the traveling of the first moving body. 13 is a diagram showing a state in which deceleration control is performed on the first moving body by executing the target route etc. determination program. FIG. 10 is a diagram conceptually showing a target route of a first moving body determined by execution of the target route etc. determination program. FIG. FIG. 13 is a diagram conceptually illustrating an entire cruise control system according to a second embodiment of the present invention. 10A and 10B are diagrams conceptually illustrating the state of dust that is assumed to be generated by the traveling of the moving object.

The following describes a driving control system according to one embodiment of the present invention with reference to the drawings.

As shown in FIG. 1, the travel control system according to this embodiment controls the travel of multiple mobile objects V performing work in a mine or the like. The travel control system includes a central control unit C as a control device capable of communicating with the multiple mobile objects V, one or more antennas A, etc. The multiple mobile objects V travel on a travel path as a predetermined travel area. Wireless communication is performed between the multiple mobile objects V and the central control unit C directly or via the antenna A.

The multiple moving bodies V include one or more heavy machinery HV and one or more light vehicles LV. In this embodiment, these heavy machinery HV, light vehicles LV, etc. may be collectively or individually referred to as simply moving bodies V.

Each of the one or more heavy machines HV is a machine used in heavy industry, and in this embodiment, is a mobile body that performs work in a mine. The heavy machines HV are operated (including traveling) based on commands from the central control device C, and are automatically driven mobile bodies.
Each of the one or more light vehicles LV is a mobile body having a light weight compared to the heavy equipment HV. The light vehicles LV often travel with workers or loads required for work on board. In this embodiment, the light vehicles LV may be manually operated mobile bodies that can travel by a driver's driving operation, or may be automatically operated mobile bodies that can travel without a driver's driving operation.

In a manually driven vehicle, the driver visually recognizes the surrounding environment of the vehicle V, and the driver performs driving operations based on the recognized surrounding environment. Therefore, in a state where visibility is poor, it is difficult for the manually driven vehicle to travel.
In an autonomous vehicle, the environment around the vehicle V is recognized by a camera, a lidar, etc., and the vehicle is made to travel automatically based on an operation plan provided by a central control device C and the surrounding environment recognized by the camera, lidar, etc. Therefore, when the visibility of the camera lens is poor or when the condition of the signal from the lidar is poor, even an autonomous vehicle may have difficulty traveling.

As shown in FIG. 1, each of the mobile bodies V includes a driving device D that drives the mobile body V, a braking device B that brakes the mobile body V, a steering device T that steers the steering wheels of the mobile body V, a GPS receiver 10 that receives GPS (Global Positioning System) signals, a surrounding information acquisition device 14 that includes a camera, a lidar, etc., a mobile body communication device 12 that serves as a mobile body communication device that transmits and receives wireless information, and a mobile body ECU 20 that is mainly a computer.

The drive device D can include, for example, an electric motor as a drive source connected to multiple drive wheels among the multiple wheels 28. A drive circuit (e.g., an inverter) is provided corresponding to the electric motor, and the drive force applied to the multiple drive wheels is controlled by controlling the drive circuit, and the drive force applied to the moving body V is automatically controlled.

The drive device D may also include an engine or the like in addition to or instead of the electric motor.

The braking device B can include, for example, friction brakes provided for each of the multiple wheels 28, which suppress the rotation of the wheels 28 by pressing a friction engagement member against a brake rotor that can rotate integrally with the wheels 28, and a pressing force control actuator capable of controlling the pressing force of each of the multiple friction brakes. By controlling the pressing force control actuator, the pressing force of the friction brakes provided for each of the multiple wheels 28 is controlled, the braking force applied to each of the multiple wheels 28 is controlled, and the braking force applied to the moving body V is automatically controlled. Note that regenerative braking may also be applied to the wheels 28 by braking the electric motor included in the drive device D.

The steering device T steers the left and right wheels, which are steerable wheels among the multiple wheels 28. The steering device T includes, for example, a pair of tie rods connecting the left and right wheels, a steering rod connecting the pair of tie rods, and a steering actuator provided on the steering rod. The steering actuator moves the steering rod in the axial direction of the vehicle, thereby automatically steering the left and right wheels.

The GPS receiver 10 receives a signal (e.g., a GPS signal) from a GPS, which is an example of a Global Navigation Satellite System (GNSS), and based on the GPS signal, obtains the position of the vehicle, which is a moving body V. Based on the GPS signal, a three-dimensional position of latitude, longitude, and altitude may be obtained, or a two-dimensional position of latitude and longitude may be obtained.
The surrounding information acquisition device 14 includes multiple cameras, lidars, etc., and recognizes objects around the moving body V, which is the moving body itself, and acquires information such as the relative positional relationship between the objects and the moving body itself.

The mobile communication device 12 wirelessly transmits mobile information created in the mobile ECU 20 and receives control information wirelessly transmitted from the central control device C.

The mobile unit ECU 20 is connected to the drive circuit of the drive unit D, the pressing force control actuator of the braking unit B, the steering actuator of the steering unit T, the GPS receiver 10, the surrounding information acquisition device 14, the mobile unit communication device 12, etc. The mobile unit ECU 20 also includes an identification information storage unit 22, a mobile unit information creation unit 24, a driving control unit 26, etc.

The identification information storage unit 22 stores identification information etc. set for the vehicle, which is the moving body V. Each of the multiple heavy equipment HVs and light vehicles LVs is assigned different identification information.

The mobile body information creation unit 24 creates mobile body information including mobile body position information indicating the position of the mobile body V acquired based on the GPS signal, and identification information of the mobile body V. The created mobile body information is output to the mobile body communication device 12. The mobile body communication device 12 transmits the mobile body information.

The driving control unit 26 controls the driving of the mobile body V by controlling the drive device D, the braking device B, and the steering device T. In this embodiment, the driving control unit 26 controls the drive device D, the braking device B, the steering device T, etc. based on driving commands contained in the control information transmitted from the central control device C and received by the mobile body communication device 12.

When a road surface sensor is attached to the tire of the wheel 28 of the mobile body V, the road surface condition is detected by the road surface sensor. The road surface condition includes the humidity of the road surface, etc. When the road surface sensor includes a communication function (when the tire is provided with a communication device capable of transmitting the detection result of the road surface sensor), the detection result of the road surface sensor can be supplied to the vehicle body by wireless communication between the tire and the vehicle body. The mobile body ECU 20 can create mobile body information including information representing the road surface condition detected by the road surface sensor.

The central control device C includes a control ECU 40, which is mainly a computer, and a control communication device 42 connected to the control ECU 40. The control ECU 40 includes a target route determination unit 52, which includes a dust condition acquisition unit 50, a control information creation unit 54, etc.

The control communication device 42 wirelessly transmits the control information created by the control information creation unit 54 and receives mobile body information wirelessly transmitted from the mobile body V.

The dust state acquisition unit 50 acquires the state of dust that is assumed to occur within the travel path. Dust is sand that is blown up and looks like smoke, and can be called sand smoke, sand dust, etc. In this embodiment, dust refers to dust that is thick enough to impede the travel of the moving body V due to poor visibility (including human visibility, camera visibility, etc.) caused by the blown up sand. In other words, dust that can be determined to cause poor visibility because the concentration of sand, etc. suspended in the air is equal to or greater than a set concentration. When "sand is easily stirred up and the wind volume is large," the range of dust becomes wide, but when "sand is easily stirred up and the wind volume is small" or "sand is difficult to stir up," the range of dust becomes narrow. In this way, the state of dust is determined based on the ease of stirring up sand, the ease of spreading sand, etc. In addition, the state of dust often indicates the range of dust that is assumed to occur. The range of dust can also be expressed as a dust level that is higher when sand is easily stirred up and spreads than when sand is not easily stirred up and spreads, as shown in Figure 2.

The ease with which sand is stirred up is determined by the state of the first moving body V1 of the multiple moving bodies V, the state of the road surface, weather information, etc. The ease with which sand spreads is determined by the state of the road surface, weather information, etc.
The state of the first moving body V1 corresponds to the travel speed of the first moving body, the total weight which is the sum of the weight of the first moving body and the load weight, the shape of the tires of the first moving body, etc. If the travel speed of the first moving body V1 is fast, it is easier to kick up sand than if it is slow. If the total weight of the first moving body is heavy, it is easier to kick up sand than if it is light. If the tire diameter of the first moving body V1 is large and the grooves are deep, it is easier to kick up sand than if the tire diameter is small and the grooves are shallow.

The road surface condition includes the dryness of the road surface, etc. If the road surface is very dry, sand is more likely to be stirred up and spread than if the road surface is not very dry.
Weather information includes humidity, wind volume (wind speed), wind direction, etc. When humidity is low, dust spreads more easily than when humidity is high. When wind volume is high, dust spreads more easily than when wind speed is low (fast wind speed is slow). Also, the direction in which dust spreads is determined by wind direction.

The target route etc. determination unit 52 determines the target route etc. of at least one of the first moving body V1 and the second moving body V2 (heavy equipment HV or light vehicle LV) based on the state of the dust acquired by the dust state acquisition unit 50. For example, the target route etc. of at least one of the first moving body V1 and the second moving body V2 is determined so that the second moving body V2 does not enter the dust determined based on the state of the dust estimated to be generated by the traveling of the first moving body V1. In other words, the target route etc. is determined so that the relative positional relationship between the first moving body V1 and the second moving body V2 is not a relationship estimated to cause the second moving body to be affected by the dust estimated to be generated by the traveling of the first moving body V1. This can be considered as the relative positional relationship between the first moving body V1 and the second moving body V2 being controlled.

In addition, the target route determined by the target route determination unit 52 often differs from the target route determined in the work plan before the departure of the multiple moving bodies V. It can be considered that the target route determined in advance in the work plan is changed by the target route determination unit 52.
In addition, the determination of the target route, etc. can be performed using AI (Artificial Intelligence).

If the moving body V is located within a dust area, the driver's visibility may be impaired, and it may be difficult for the camera or lidar to recognize the surrounding environment. This may result in a decrease in the traveling speed of the moving body V. Water may also be sprayed to suppress the generation of dust, but it is difficult to spray water over the entire traveling area. In contrast, in this embodiment, the target route is determined so that the relative positional relationship between the first moving body V1 and the second moving body V2 is not such that the second moving body is affected by the dust that is predicted to be generated by the traveling of the first moving body V1. This reduces the need for water spraying, and it is possible to suppress a decrease in the traveling speed of the moving body.

For example, in the case shown in FIG. 6 where the first moving body V1 is a heavy machine HV and the second moving body V2 is a light vehicle LV, it is estimated that dust particles X1 will be generated when the first moving body V1 travels along portion P of the travel path S. If the second moving body V2 travels along the target route RT shown by the dashed line, there is a possibility that it will enter the dust particles X1.

In contrast, in this embodiment, as shown in FIG. 7, the target route R1 of the second moving body V2 is determined so as to avoid the dust X1. In other words, when it is estimated that the travel of the first moving body V1 will generate dust X1, the target route R1 is determined so that the relative positional relationship between the first moving body V1 and the second moving body V2 is such that the second moving body V2 is not affected by the dust X1. As a result, even if dust X1 is generated by the travel of the first moving body V1, the second moving body V2 can be made less susceptible to the effects of the dust X1. This suppresses a decrease in the travel speed of the second moving body V2, improves the flow, and improves the workability of the multiple moving bodies V.

Also, as shown in FIG. 8, the first moving body V1 can be stopped before it arrives at part P or when it is located at part P. This prevents dust from being generated. Then, a target route R2 is determined for the second moving body V2 following the first moving body V1. The second moving body V2 can overtake the first moving body V1 by traveling along the target route R2. Furthermore, when multiple second moving bodies V2 are located close to each other, a target route R2' is also determined for the other second moving bodies V2. This allows the multiple second moving bodies V2 to be ahead of the first moving body V1.

9, when it is estimated that the first moving body V1 generates dust X2 in the portion P of the travel path S due to the wind direction, wind volume, etc., if the second moving body V2 travels along the target route Ra, the second moving body V2 is likely to enter the dust X2. In response to this, for example, as shown in FIG. 11, the target route R3 is determined so that the first moving body V1 travels in a portion close to the edge Sh of the travel path S (the end of the travel path S). For example, when the wind direction f is from the edge Sh of the travel path S toward the outside of the travel path S, as shown in FIG. 11, if the first moving body V1 travels in a portion close to the leeward edge Sh of the travel path S along the target route R3, the dust X2 will mainly reach outside the travel path and will be less likely to reach inside the travel path. Therefore, even if the second moving body V2 travels along the target route Ra shown by the dashed line, it is less likely to enter the dust X2.

In addition, as shown in FIG. 10, the travel speed of the first moving body V1 can be slowed down. This can narrow the range X2' of dust particles that are expected to occur. Even if the second moving body V2 travels along the target route Ra, it can be made difficult for it to enter the range X2' of dust particles.

When estimating the range of sand and dust, obstructions such as buildings can be taken into consideration.
Furthermore, if there is a mobile body V among the multiple mobile bodies V that travels according to control commands from the central control device C and can travel without using information such as images captured by the camera of the surrounding information acquisition device 14 of the mobile body V or signals from a LIDAR, the mobile body V can travel through the dust without slowing down. Therefore, for such a mobile body V, there is little need to determine a target route taking into account the dust conditions.

The control information creation unit 54 creates the control information. The created control information is output to the control communication device 42 and transmitted. The control information includes control commands indicating the target route, driving speed, etc., set based on the dust conditions, and identification information of the moving object to be controlled.

In the target route etc. determining unit 52, a driving route etc. determining program shown in the flowchart of FIG. 3 is executed at predetermined set time intervals.
In step 1 (hereinafter, simply abbreviated as S1, the same applies to the other steps), the first moving body V1 and the second moving body V2 are identified based on the moving body information received by the control communication device 42, and their positions are acquired. In S2, the state of sand and dust that is assumed to occur when the first moving body V1 travels in the front part of the travel path is acquired. In S3, a target route, etc. for at least one of the first moving body V1 and the second moving body V2 is created, and a deceleration command, a stop command, an overtaking command, etc. for the first moving body V1 are created. In S4, control information including identification information of at least one of the first moving body V1 and the second moving body V2 to be controlled, information representing the target route, information representing a control command such as a deceleration command or a stop command, etc. is created and transmitted.

In addition, the time it takes for the dust that is expected to be generated when the first moving body V1 travels through part P to spread throughout that range can be estimated based on the wind volume, etc. Therefore, when the first moving body V1 travels through part P and it is expected that dust will be generated, control information can be supplied to at least one of the first moving body V1 and the second moving body V2 at a timing determined based on the time it takes for the dust to spread.

The acquisition of the dust conditions in S2 above is performed by the dust condition acquisition unit 50 executing a dust condition acquisition routine shown in the flowchart of Fig. 4. In the central control unit C, the road surface conditions in each of the multiple parts of the traveling area and the conditions of each of the multiple moving bodies V are acquired in advance, and weather information, etc. is acquired each time.
In S11, the state of the road surface in a portion P of the travel area ahead of the first moving body V1 is acquired, in S12, weather information and the like for the portion P ahead of the first moving body V1 is acquired, and in S13, the state of the first moving body V1 is acquired. Then, in S14, based on these, the state of sand and dust that is expected to occur when the first moving body V1 travels through the portion P is acquired.

In the moving body ECU 20 of each of the moving bodies V, a moving body travel control program represented by the flowchart of FIG. 5 is executed.
In S31, it is determined whether or not control information has been received. If the determination is YES, in S32, it is determined whether or not the identification information matches, and if the determination is YES, the content of the control command is acquired. In S33, it is determined whether or not the control command is a stop command, in S34, whether or not the control command is a deceleration command, in S35, whether or not the control command is an overtaking command, and in S36, whether or not the control command is a target route.

If the determination in S33 is YES, stop control is performed in S37. The moving body V is stopped by controlling the braking device B. If the determination in S34 is YES, deceleration control is performed in S38. The traveling speed of the first moving body V1 is slowed down by controlling the braking device B and the driving device D. If the determination in S35 is YES, the driving device D, steering device T, etc. are controlled in S39 so that the second moving body V2 overtakes the first moving body V1. If the determination in S36 is YES, the driving device D, steering device T, braking device B, etc. are controlled in S40 so that the second moving body V2 travels along the determined target route.

As described above, in this embodiment, the state of the dust generated by the travel of the first moving body V1 is estimated before the second moving body V2 enters the dust, in other words, before the second moving body V2 reaches a state of poor visibility. If poor visibility is detected in the second moving body V2, or if the concentration of sand or the like in the air detected by the dust sensor provided at the rear of the first moving body V1 or the front of the second moving body V2 is equal to or greater than the set concentration, in other words, if the relative positional relationship between the first moving body V1 and the second moving body V2 is controlled after the second moving body V2 enters the dust, problems such as a decrease in the travel speed of the second moving body V2 will occur. In contrast, in this embodiment, control of the relative positional relationship is started before the second moving body V2 enters the dust. As a result, it is possible to avoid the second moving body V2 entering the dust X. This suppresses the decrease in travel speed caused by the second moving body V2 reaching a state of poor visibility, thereby enabling the moving body V to travel smoothly and improving workability.

In addition, the dust level can be reduced by slowing down the travel speed of the first moving body V1.

In the above embodiment, the dust conditions were obtained each time and the target route, etc. were set, but it is also possible to create a work plan taking into account the dust conditions that are predicted to occur.
For example, before the multiple moving bodies V start work, road surface conditions, weather information, etc. in each of the multiple parts of the travel path S are acquired, and a work plan can be created taking into consideration the dust conditions that are predicted to occur. For example, based on the dust conditions predicted to occur when each of the multiple moving bodies V travels along each of the multiple parts of the travel path S and the relative positional relationship between the first moving body V1 and the second moving body V2, etc., optimal solutions can be found for the travel route, travel speed, total weight, etc. of each of the multiple moving bodies V, and a work plan can be created on the condition that a predetermined amount of work is performed within a set time.

In this way, in this embodiment, if a work plan is created based on the dust conditions before work begins for multiple moving bodies V, after work begins, weather information, etc. can be appropriately revised, the dust conditions can be revised, etc., and the target route, etc. can be revised.

As described above, in this embodiment, the driving control device can be considered to be composed of a part that stores and executes the target route etc. determination program of the control ECU 40 of the central control device C. The driving control device can include a part that stores and executes S33-40 of the driving control program of the mobile object ECU 20. The driving control device is also a relative position relationship control device. The dust condition acquisition unit is composed of the part of the driving control device that stores and executes S2 (dust condition acquisition program) of the control ECU 40, and the target route etc. determination unit is composed of the part that stores and executes S3.

In the above embodiment, the first moving body is a heavy machine HV and the second moving body is a light vehicle LV, but this is not limited to the above. For example, both the first moving body and the second moving body may be light vehicles or heavy machines, etc.

In addition, when the mobile body V includes a road surface sensor, information representing the detection results of the road surface sensor can be included in the mobile body information and supplied to the central control device C. In the central control device C, the previously input road surface condition can be corrected based on the detection results of the road surface sensor included in the mobile body information, and the dust condition can be corrected. This makes it possible to obtain detailed information about the road surface condition of each of multiple parts of the travel path S, and more accurate information about the dust condition can be obtained.

Furthermore, this embodiment can be applied after dust is generated by the movement of the first moving body V1 and before the second moving body V2 is affected by the dust. If dust is generated by the movement of the first moving body V1 and before the second moving body V2 is affected by the dust, the second moving body V2 can run while avoiding the dust.

The present invention can be applied to a case where a plurality of moving objects Vc travel on an unpaved road, as shown in FIGS.
As shown in Fig. 12, each of the multiple mobile bodies Vc includes a drive unit Dc, a braking unit Bc, a steering unit Tc, a GPS receiver 10c, a surrounding information acquisition unit 14c, a mobile body communication device 12c, a mobile body ECU 20c, etc. The mobile body ECU 20c includes an identification information storage unit 22c, a mobile body information creation unit 24c, a travel control unit 26c, a dust condition acquisition unit 72c, a target route determination unit 74c, etc. The drive unit Dc, the braking unit Bc, the steering unit Tc, the GPS receiver 10c, the mobile body communication device 12c, the surrounding information acquisition unit 14c, the identification information storage unit 22c, the mobile body information creation unit 24c, the travel control unit 26c, etc. are the same as those in the above embodiment, so description thereof will be omitted.

The external information transmission device 80c transmits information such as road surface conditions and weather information in each of multiple sections included in the driving path, which is the driving area on which multiple mobile bodies Vc travel. The information transmitted from the external information transmission device 80c is received by the mobile body communication device 12c of the mobile body Vc.

The dust condition acquisition unit 72c acquires the dust condition that is expected to occur when the own moving body Vc travels in the forward part of the roadway, which is the travel area. The dust condition is acquired based on the road surface condition information and weather information transmitted from the external information transmission device 80c and the condition of the own moving body Vc.

The mobile body information creation unit 24c creates mobile body information including the position of the mobile body Vc and dust condition information that indicates the dust condition that is expected to occur when the mobile body Vc travels in the forward section. The created mobile body information is wirelessly transmitted from the mobile body communication device 12c.

The target route determination unit 74c creates a target route for the own moving body Vc to avoid entering the dust cloud, based on the state of the dust cloud that is predicted to occur based on the received moving body information.
The traveling control unit 26c controls the drive device Dc, the braking device Bc, the steering device Tc, etc. so that the moving object travels along the target route created by the target route determination unit 74c.

For example, as shown in FIG. 13, the mobile body Vcx acquires the dust conditions that are predicted to occur when the mobile body Vcx travels through the forward portion Px based on the road surface conditions of the forward portion Px, weather information, and the state of the mobile body Vcx itself. Then, the mobile body creates and transmits mobile body information that includes position information that indicates the position of the mobile body Vcx itself and information that indicates the dust conditions (such as the range of dust) that are predicted to occur when the mobile body Vcx travels through the forward portion Px of the travel path.

A moving body Vcy, which is separate from the moving body Vcx, obtains from the moving body information received from the moving body Vcx the state of dust (such as the range of dust Ax) that is predicted to occur when the moving body Vcx travels through the forward portion Px of the travel path. Then, the moving body Vcy creates a target route so as to avoid entering the dust Ax, and travels along the target route. This makes it difficult for the moving body Vcy to enter the dust Ax.

The moving body Vcy acquires the state of the sand dust Ay that is expected to occur when the moving body Vcy travels along the forward portion Py of the target route, and creates and transmits moving body information that includes information representing the state of the sand dust Ay and information representing its own position.

In this way, through communication between mobile bodies, communication between mobile body Vc and external information transmission device 80c, etc., each of the multiple mobile bodies Vc can acquire the state of the dust estimated to be generated by another mobile body Vc. Then, based on the acquired state of the dust, it is possible to prevent entry into the dust. This allows each mobile body to travel smoothly, and the flow of the multiple mobile bodies to be improved.

In this embodiment, a driving control system is configured by a plurality of moving bodies Vc, an external information transmission device 80c, etc., and a driving control device is configured by a dust condition acquisition unit 72c, a target route determination unit 74c, a driving control unit 26c, etc. of each of the moving body ECUs 20c of the plurality of moving bodies Vc.

If each of the multiple mobile bodies Vc includes a road surface condition sensor, each of the multiple mobile bodies Vc can also transmit information representing the road surface condition detected by the road surface condition sensor in the mobile body information. In this embodiment, the external information transmission device 80c is not essential.

Furthermore, the camera, lidar, etc. included in the surrounding information acquisition device 14c can acquire road surface conditions indicating the condition of sand, etc. contained in the road surface.
In this way, it may be possible to acquire the condition of the road surface ahead of the moving body based on the surrounding information and weather information acquired by the surrounding information acquisition device 14c. In this case, the state of sand and dust that is predicted to occur based on the state of the road surface ahead and the state of the moving body can be acquired.

In addition, the present invention can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

10, 10c: GPS receiver 14, 14c: Mobile communication device 20, 20c: Mobile ECU 24, 24c: Mobile information creation unit 26, 26c: Driving control unit 40: Control ECU 42: Control communication device 50, 72c: Dust condition acquisition unit 52, 74c: Target route etc. determination unit 70c: Road surface sensor C: Central control unit V: Mobile body

Patentable inventions

The following paragraphs describe inventions that can be claimed as patents.

(1) A travel control system that controls travel of at least one of a first moving body and a second moving body among a plurality of moving bodies, comprising:
The driving control system includes a driving control device that suppresses the effects of dust that is estimated to be generated by the movement of the first moving body by controlling the movement of at least one of the first moving body and the second moving body based on the state of dust that is estimated to be generated by the movement of the first moving body, thereby suppressing the effects of dust that is estimated to be generated by the movement of the first moving body.

The control of travel includes control of travel speed, control of travel route, etc. Control of travel speed also includes stopping. By controlling the travel of at least one of the first moving body and the second moving body, the relative positional relationship between the first moving body and the second moving body is controlled.

(2) The driving control system described in (1) above, in which the driving control device controls the driving of at least one of the first moving body and the second moving body based on the state of the dust so that the relative positional relationship between the first moving body and the second moving body is different from the relationship in which it is assumed that the second moving body is affected by the dust.

(3) The driving control system described in (2) in which the driving control device determines a target route for at least one of the first moving body and the second moving body.

The relative positional relationship between the first moving body and the second moving body is determined by the travel path of the first moving body and the second moving body.

(4) The driving control system described in (3) in which the driving control device determines the target route of the first moving body to be a route that passes through an end of a road on which the multiple moving bodies travel.

For example, by determining the target route for the first moving body to be a route that passes through the end of the road (the part near the edge of the road) based on the wind direction and the direction in which the road extends, it is possible to prevent sand and dust from spreading mainly to the outside of the road and to prevent it from spreading inward.

(5) A driving control system according to any one of (2) to (4), in which the driving control device temporarily stops the first moving body and controls the driving of at least one of the first moving body and the second moving body so that the second moving body overtakes the first moving body.

When multiple second moving bodies are located within the set range, it is desirable for the multiple second moving bodies to overtake the first moving body.

(6) A driving control system according to any one of items (2) to (5), in which the driving control device slows down the driving speed of the first moving body.

By slowing down the traveling speed of the first moving body, the amount of sand stirred up can be reduced, making the sand in the dust cloud thinner and narrowing the range of the dust cloud.
In addition, in the driving control system described in this section, it can be considered that the range of dust is narrowed so that the relative positional relationship between the first moving body and the second moving body is not a relationship in which the second moving body is presumed to be affected by dust presumed to be generated by the driving of the first moving body.
It can also be considered that the relative positional relationship between the first moving body and the second moving body changes when the traveling speed of the first moving body is slowed down relative to the traveling speed of the second moving body.

(7) A driving control system according to any one of items (1) to (6), in which the driving control device acquires the state of the dust based on at least one of the ease with which sand is stirred up by the driving of the first moving body and the ease with which the dust spreads.

(8) A driving control system according to any one of items (1) to (7), in which the driving control device acquires the state of the dust based on one or more of the state of the road surface of the driving area in which the multiple moving bodies are driving, the state of the first moving body, and weather information.

(9) A driving control system according to any one of items (1) to (8), in which the driving control device starts controlling the driving of at least one of the first moving body and the second moving body before the second moving body is affected by the dust.

Before the second moving body is actually affected by the dust, the state of the dust is predicted, and a target route is determined so that the second moving body does not enter the dust (the area affected by the dust).
In the driving control system described in this section, driving control may be started before dust is generated by the driving of the first moving body, or driving control may be started after the dust is generated but before the second moving body is affected by the dust.

(10) A travel control system that controls travel of at least one of a first moving body and a second moving body among a plurality of moving bodies, comprising:
The driving control system includes a relative position relationship control device that controls the relative position relationship between the first moving body and the second moving body based on the state of dust that is estimated to be generated by the movement of the first moving body, thereby suppressing the effects of the dust that is estimated to be experienced by the second moving body if the dust is assumed to be generated.

The driving control system described in this section may employ any one of the technical features described in sections (1) to (9). The relative position control device is an example of a driving control device.

(11) A management system for managing a plurality of moving objects, comprising:
The management system includes a work plan creation device that creates a work plan for the multiple moving bodies based on the relative positional relationship between a first moving body and a second moving body among the multiple moving bodies and the state of dust that is estimated to be generated by the movement of the first moving body, so as to suppress the effect of the dust that is estimated to be generated by the second moving body.

The management system described in this section may employ any one of the technical features described in sections (1) to (10).
In the management system described in this section, for example, on the premise that a predetermined amount of work is performed for multiple moving bodies within a set time, the relative positional relationship between a first moving body and a second moving body is determined and a work plan is created so as to suppress the effects of dust that is expected to be experienced by the second moving body.

Claims (6)

A travel control system that controls travel of at least one of a first moving body and a second moving body among a plurality of moving bodies,
The driving control system includes a driving control device that suppresses the effects of dust that is estimated to be generated by the movement of the first moving body by controlling the movement of at least one of the first moving body and the second moving body based on the state of dust that is estimated to be generated by the movement of the first moving body, thereby suppressing the effects of dust that is estimated to be generated by the movement of the first moving body. The driving control system according to claim 1, wherein the driving control device controls the driving of at least one of the first moving body and the second moving body based on the state of the dust so that the relative positional relationship between the first moving body and the second moving body is different from the relationship in which the second moving body is presumed to be affected by the dust presumed to be generated by the driving of the first moving body. The driving control system according to claim 2, wherein the driving control device determines a target route for at least one of the first moving body and the second moving body. The driving control system according to claim 3, wherein the driving control device determines the target route of the first moving body to be a route that passes through an end of a road on which the multiple moving bodies travel. The driving control system according to any one of claims 1 to 4, wherein the driving control device slows down the driving speed of the first moving body. The driving control system according to any one of claims 1 to 4, wherein the driving control device acquires the state of the dust based on at least one of the ease with which sand is stirred up by the driving of the first moving body and the ease with which the dust spreads.

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