JP6651822B2 - Travel management system - Google Patents

Description

  The present invention relates to a travel management system.

  Patent Document 1 discloses a conventional travel management system. This traveling management system includes a plurality of automatic traveling vehicles traveling on a preset traveling route, and a radio base station as a management device for managing traveling of each automatic traveling vehicle.

  Each automatic traveling vehicle holds in-route intersection information indicating the status of intersections included in the traveling route. The wireless base station holds intersection management information indicating the entry / exit status of the autonomous vehicle at the intersection.

  When the self-propelled vehicle arrives before the intersection, communication is transmitted and received between the self-propelled vehicle and the wireless base station. Thereby, the wireless base station updates the intersection management information and determines whether or not the automatic traveling vehicle can enter the intersection based on the updated intersection management information. Along with that, communication is transmitted and received again between the self-driving vehicle and the wireless base station. As a result, the self-driving vehicle recognizes the result of the determination as to whether or not the vehicle can enter, and based on the result of the determination, enters the intersection or waits at the intersection.

  Even after the autonomous vehicle enters or stands by at the intersection and after the autonomous vehicle exits the intersection, communication is performed between the autonomous vehicle and the wireless base station. Each time, the wireless base station updates the intersection management information.

  In other words, when a plurality of self-driving vehicles try to enter the same intersection, the radio base station permits the self-driving vehicle that arrives first before the intersection, that is, the preceding vehicle, to enter the intersection, An autonomous vehicle that arrives after the preceding vehicle before the intersection, that is, a following vehicle, waits in front of the intersection until the preceding vehicle leaves the intersection. In this way, in the traveling management system, the collision between the automatic traveling vehicles at the intersection is prevented.

JP 2006-293588 A

  However, in the above-mentioned conventional traveling management system, while the preceding vehicle permitted to enter the intersection passes through the intersection, for example, an abnormality may occur in the vehicle itself, or an obstacle may be present near the vehicle. Such detection may cause the preceding vehicle to stop. When such a situation occurs, even in a situation where the preceding vehicle does not block the intersection, more specifically, the area where the succeeding vehicle that is going to enter the intersection passes, Even if there is no overlap with the area occupied by the preceding vehicle that stops at the intersection, even if the following vehicle can pass through the intersection without being hindered by the preceding vehicle that stops, until the preceding vehicle leaves the intersection, The train is waiting just before the intersection. For this reason, in this travel management system, the period during which the following vehicle stops is lengthened, and the chance that each automatic travel vehicle can travel decreases, so that it may be difficult to efficiently drive a plurality of automatic travel vehicles. .

  The present invention has been made in view of the above-described conventional circumstances, and has as an object to solve the problem of providing a travel management system capable of efficiently driving a plurality of automatic traveling vehicles.

A traveling management system of the present invention is a traveling management system including a plurality of automatic traveling vehicles traveling on a preset traveling route and a management device that manages traveling of each of the automatic traveling vehicles,
The travel route includes a plurality of traffic routes, an intersection formed by intersection of at least two of the traffic routes, an intersection region set in a part of the traffic route including the intersection, and the intersection region. And a stop point set before the intersection in
Each of the self-driving vehicles has a first communication unit that performs transmission and reception of communication with the management device,
The first communication unit performs a first transmission process of transmitting stop position information to the management device when the self-driving vehicle stops in the intersection area,
The management device stores a control unit that performs travel control of each of the automatic traveling vehicles, a second communication unit that transmits and receives communication with the first communication unit, and a vehicle size of each of the automatic traveling vehicles. A storage unit,
A first certifying process for certifying the self-driving vehicle that has entered the intersection area first as a preceding vehicle;
A second qualification process of certifying the self-driving vehicle that has entered the intersection area after the preceding vehicle as a following vehicle;
Until the preceding vehicle leaves the intersection, a first control process for stopping the following vehicle at the stop point;
When the second communication unit receives the stop position information of the preceding vehicle in the intersection area, the stop position information, the vehicle size of the preceding vehicle, and the vehicle size of the following vehicle A first determination process for determining whether or not the following vehicle can enter the intersection based on the first determination process;
When it is determined in the first determination process that the following vehicle can enter the intersection, a second control process of permitting the following vehicle to enter the intersection is performed.

  In the travel management system of the present invention, the travel route includes a traffic route, an intersection, an intersection area, and a stop point. Then, the first communication unit of each autonomous vehicle performs the first transmission process, and the control unit of the management device performs the first qualification process, the second qualification process, the first control process, the first determination process, and the second control process. Do. Thereby, even when the preceding vehicle stops in the intersection area including the intersection, the following vehicle can pass through the intersection under specific conditions. As a result, the period during which the following vehicle stops can be shortened, and the chances that each automatic vehicle can travel can be increased.

  Therefore, according to the traveling management system of the present invention, a plurality of automatic traveling vehicles can travel efficiently.

  The travel route desirably includes an entry point set at an entrance approaching an intersection on each traffic road and an exit point set at an exit away from the intersection on each traffic road. It is desirable that the intersection area is set in a range from an entry point to an exit point in each traffic path. It is desirable that the stop point is set between the approach point and the intersection in each traffic route. The first communication unit transmits the entry information to the management device when the automatic traveling vehicle reaches the entry point, and transmits the exit information to the management device when the automatic traveling vehicle reaches the exit point. It is desirable to perform transmission processing. In the first certification process, the control unit recognizes the automatic traveling vehicle that transmitted the entry information first as the preceding vehicle, and in the second certification process, determines the automatic traveling vehicle that transmitted the entry information later than the preceding vehicle. In the first control process, it is desirable to stop the following vehicle at the stop point until the second communication unit receives the exit information of the preceding vehicle in the first control process. With such a specific configuration, the control unit of the management device can more effectively perform the first qualification process, the second qualification process, the first control process, the first determination process, and the second control process.

  When permitting the following vehicle to enter the intersection in the second control process, the control unit desirably performs a third control process for inhibiting the traveling of the preceding vehicle in advance. In this case, the second control process can prevent the preceding vehicle from suddenly resuming traveling when the following vehicle is traveling at the intersection.

  It is preferable that the first communication unit performs a fourth transmission process of transmitting stop reason information to the management device when the self-driving vehicle stops in the intersection area. When the following vehicle stops at the stop point by the first control process, the control unit determines whether or not the preceding vehicle can advance or retreat based on the stop reason information. If it is determined that the preceding vehicle can advance or retreat, the preceding vehicle is moved forward or backward to a position where the following vehicle can enter the intersection, and then the following vehicle is allowed to enter the intersection. It is desirable to perform the fourth control process. For example, if the stop reason information is information indicating that an obstacle is present near the vehicle, the preceding vehicle is considered to be able to move forward or backward so as to avoid the obstacle. In such a case, the period during which the following vehicle stops can be further reduced by moving the preceding vehicle forward or backward to a position where the following vehicle can enter the intersection.

  ADVANTAGE OF THE INVENTION The travel management system of this invention can drive several autonomous vehicles efficiently.

FIG. 1 is a schematic plan view illustrating the outline of the travel management system according to the embodiment. FIG. 2 is a block diagram illustrating a relationship between the automatic guided vehicle and the management device. FIG. 3 is a schematic plan view showing a passage, an intersection, an entry point, an exit point, a stop point, and an intersection area. FIG. 4 is a flowchart of a control program executed by the management device when a self-propelled vehicle enters an intersection. FIG. 5 is a flowchart of a control program executed by the management device when the preceding vehicle and the following vehicle are certified. FIG. 6 is a flowchart of a processing program executed by an automatic guided vehicle entering an intersection. FIG. 7 is a flowchart of a processing program executed by an automatic guided vehicle entering an intersection. FIG. 8 is a schematic plan view illustrating processing performed between the preceding vehicle and the following vehicle, and the management device. FIG. 9 is a schematic plan view illustrating a process performed between the preceding vehicle, the following vehicle, and the management device. FIG. 10 is a schematic plan view illustrating a process performed between the preceding and following vehicles and the management device. FIG. 11 is a schematic plan view illustrating a process performed between the preceding vehicle, the following vehicle, and the management device. FIG. 12 is a schematic plan view illustrating a process performed between the preceding vehicle, the following vehicle, and the management device. FIG. 13 is a schematic plan view illustrating a process performed between the preceding vehicle, the following vehicle, and the management device. FIG. 14 is a schematic plan view illustrating a process performed between the preceding vehicle, the following vehicle, and the management device. FIG. 15 is a schematic plan view illustrating a process performed between the preceding vehicle, the following vehicle, and the management device. FIG. 16 is a schematic plan view illustrating a process performed between the preceding vehicle, the following vehicle, and the management device. FIG. 17 is a schematic plan view illustrating a process performed between the preceding vehicle, the following vehicle, and the management device.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Example)
As shown in FIG. 1, the travel management system 1 of the embodiment is an example of a specific embodiment of the travel management system of the present invention. As shown in FIGS. 1 and 2, the travel management system 1 includes a plurality of automatic guided vehicles 10 and a management device 20. As shown in FIG. 1, for example, as shown in FIG. 1, each unmanned vehicle traveling in a traveling area 9 provided around a production line and a storage area, a distribution port and a warehouse, inside or outside a factory, The carrier 10 is managed by the management device 20.

<Structure of traffic roads, intersections, and travel routes>
The traveling area 9 is provided with a plurality of traffic paths. In this embodiment, a plurality of traffic paths A, B, C, D, a, b, c, and d are arranged in a grid in the traveling area 9 for convenience of explanation. The four traffic paths A to D extend in the left-right direction on the paper surface of FIG. The four traffic paths a to d extend in the vertical direction on the paper surface of FIG.

  Each of the passages A to D and a to d forms a plurality of intersections J by arbitrary two intersections. To give a specific example, the road A and the road b intersect to form an intersection J (Ab). The passage C and the passage b intersect to form an intersection J (Cb). The passage C and the passage c intersect to form an intersection J (Cc). The automatic guided vehicle 10 can turn straight, turn right, and turn left at each intersection J.

  In FIG. 1, the traffic paths A to D and a to d are shown by lines, but actually, as shown by virtual lines in FIG. 3, the traffic paths A to D and a to d Are set to be larger than the vehicle length and the vehicle width of each automatic guided vehicle 10, and extend substantially in a belt shape. Also, in FIG. 1, each intersection J is shown by a dot, but in actuality, as shown by a virtual line in FIG. 3, each intersection J is formed by each of the roads A to D, a to d extending in a belt shape. Are substantially rectangular areas intersecting with each other. In FIGS. 1 and 3, each of the traffic paths A to D and a to d is shown by a straight line. However, in practice, each of the traffic paths may be curved or may be bent in an S shape. In FIG. 3, the vicinity of the intersection J (Cb) shown in FIG. 1 is enlarged. 8 to 17 shown later are the same as FIG.

  Although illustration is omitted, a specific one of the traffic paths A to D and a to d has a loading position for loading articles on the automatic guided vehicle 10 and an article loaded on the automatic guided vehicle 10. The loading / unloading position for loading / unloading is set.

  In the traveling area 9, a traveling route on which each automatic guided vehicle 10 travels is set in advance. The travel route is formed by arbitrarily selecting a section between the intersections J in each of the traffic routes A to D and a to d, and combining them so that they are continuous. As a specific example, the traveling route of the automatic guided vehicle 10 (10A) shown in FIG. 1 goes straight from the left end of the traffic path C to the right, passes through the intersection J (Cb), turns at the intersection J (Cc), and turns upward. The route is set to go straight to. The traveling route of the automatic guided vehicle 10 (10B) shown in FIG. 1 goes straight upward from the lower end of the traffic path b, passes through the intersection J (Cb), turns at the intersection J (Ab), and goes straight to the right. Is set to root.

  As shown in FIG. 3, the traveling route is set including an entry point P1, an exit point P2, a stop point P3, and an intersection area E1. Note that FIG. 3 illustrates the setting in the case where the vehicle goes straight ahead at the intersection J (Cb). However, the vehicle turns left or right at the intersection J (Cb), or passes through the intersection J (Cb) in the opposite direction. In such a case, the entry point P1, the exit point P2, the stop point P3, and the intersection area E1 are set as appropriate. In addition, the entry point P1, the exit point P2, the stop point P3, and the intersection area E1 are similarly set around each intersection J other than the intersection J (Cb) shown in FIG.

  When the automatic guided vehicle 10 goes straight ahead at the intersection J (Cb), the entry point P1 is an entrance approaching the intersection J (Cb) on the passage C, that is, the intersection J (Cb) on the passage C. It is set at a position shifted leftward from the substantially rectangular area. The exit point P2 is an exit on the road C separated from the intersection J (Cb), that is, a position shifted to the right from the substantially rectangular area which is the intersection J (Cb) on the road C, and The rear end of the automatic guided vehicle 10 is set at a position separated from the intersection J (Cb) in a state where a sensor 16 to be described later of the guided vehicle 10 has reached just above the exit point P2. The stop point P3 is set so as not to obstruct the automatic guided vehicle 10 traveling on the other passage b between the entry point P1 on the passage C and the intersection J (Cb), that is, at the intersection J ( It is set to a position shifted to the left from the substantially rectangular area Cb) and shifted to the right from the entry point P1. The intersection area E1 is set in a range extending in a belt shape from the entry point P1 to the exit point P2 on the passage C.

  In each of the passages A to D and a to d, the location corresponding to the loading position, the unloading position, the entry point P1, the exit point P2, and the stop point P3 is a non-illustrated detected object such as a magnetic marker. Members are installed. The detected member is for recognizing that the automatic guided vehicle 10 has reached the loading position, the unloading position, the entry point P1, the exit point P2, or the stop point P3.

<Configuration of automatic guided vehicle>
As shown in FIG. 1, each automatic guided vehicle 10 in the present embodiment is an automatic traveling vehicle that travels by a motor (not shown) driven by electric power of a battery. Each automatic guided vehicle 10 has a loading platform (not shown) for loading articles and a transfer mechanism (not shown) for loading and unloading articles. Each unmanned guided vehicle 10 moves between the production line and the storage area inside the factory, performs operations such as loading parts and unloading finished products, and moves outside the factory between logistics ports and warehouses to unload goods. , Carry-in and storage work. As shown in FIG. 2, each automatic guided vehicle 10 includes a vehicle control unit 15, a sensor 16, and a first communication unit 11.

  The vehicle control unit 15 is an arithmetic processing unit including a CPU, a ROM, a RAM, and the like. The vehicle control unit 15 controls each unit such as a drive system of the automatic guided vehicle 10 and causes the automatic guided vehicle 10 to travel automatically. In addition, the vehicle control unit 15 stores in advance information on a traveling route and information on each of the traffic routes A to D, a to d, and each of the intersections J. Further, the vehicle control unit 15 executes a processing program shown in FIGS. Note that the vehicle control unit 15 may perform, for example, the following process instead of storing information regarding the intersection J or the like in advance. A mark in which information about the intersection J and the like is set is placed at various places on the floor of the traveling area 9. Then, when the automatic guided vehicle 10 passes near the mark, the vehicle control unit 15 acquires information on the intersection J and the like from the mark and uses the information for controlling the automatic guided vehicle 10.

  As shown in FIG. 2, in the present embodiment, the sensor 16 is provided so as to protrude downward from the lower surface of the front end of the automatic guided vehicle 10. The sensor 16 detects the detected member by reaching the position directly above the position where the above-described detected member is installed in each of the traffic paths A to D and a to d, and transmits a detection signal to the vehicle control unit 15. I do. The installation position of the sensor 16 is not limited to the front end of the automatic guided vehicle 10, and may be installed at any position as long as the member to be detected can be detected.

  The first communication unit 11 performs transmission and reception of wireless communication with the management device 20 under the control of the vehicle control unit 15. Specifically, when a detection signal of the sensor 16 is transmitted to the vehicle control unit 15, the vehicle control unit 15 determines the loading position, the unloading position, the entry point P1, the exit point P2, It recognizes that the automatic guided vehicle 10 has reached the stop point P3. Further, when an abnormality occurs in the vehicle itself or when it is detected that an obstacle is present near the vehicle, the vehicle control unit 15 stops the control of the drive system and causes the automatic guided vehicle 10 to stop abnormally. In these cases, the vehicle control unit 15 transmits information related to the current position of the automatic guided vehicle 10 to the management device 20 by the first communication unit 11.

  Specifically, when the vehicle control unit 15 recognizes that the automatic guided vehicle 10 has reached the entry point P1 based on the detection signal of the sensor 16, the first communication unit 11 sets the “unmanned guided vehicle 10 to the entry point P1”. To the management device 20. The entry information means that the automatic guided vehicle 10 has entered the intersection area E1. This transmission process is a process of step S202 shown in FIG. 6 described later.

  Further, when the vehicle control unit 15 recognizes that the automatic guided vehicle 10 has reached the exit point P2 based on the detection signal of the sensor 16, the first communication unit 11 determines that “the automatic guided vehicle 10 has reached the exit point P2. Is transmitted to the management device 20. The exit information means that the automatic guided vehicle 10 has exited the intersection J. This transmission processing is processing of steps S208 and S225 shown in FIG. 6 described later.

  When the vehicle control unit 15 recognizes that the automatic guided vehicle 10 has stopped in the intersection area E1 based on the detection signal of the sensor 16, the abnormal stop of the automatic guided vehicle 10, and the like, the first communication unit 11 performs “ Stop position information indicating the position in the intersection area E1 where the automatic guided vehicle 10 has stopped "is transmitted to the management device 20. This transmission process is a process of step S210 shown in FIG. 7 described later.

  When the vehicle control unit 15 recognizes that the automatic guided vehicle 10 has stopped in the intersection area E1 based on the detection signal of the sensor 16, the abnormal stop of the automatic guided vehicle 10, and the like, the first communication unit 11 performs “ To the management device 20 indicating the reason why the automatic guided vehicle 10 stopped in the intersection area E1. Here, the stop reason is, for example, a reason such as “an abnormality has occurred in the vehicle itself” or “an obstacle exists near the vehicle”. This transmission process is a process of step S211 shown in FIG. 7 described below.

<Configuration of management device>
As shown in FIG. 1, the management device 20 is installed in the traveling area 9 in the present embodiment. Note that the management device 20 can be installed outside the traveling area 9 as long as wireless communication can be performed with the first communication unit 11 of each automatic guided vehicle 10. In this embodiment, the management device 20 is a well-known information terminal such as a personal computer. As illustrated in FIG. 2, the management device 20 includes a control unit 25, a storage unit 27, and a second communication unit 22.

  The control unit 25 is an arithmetic processing unit including a CPU, a ROM, a RAM, and the like. The control unit 25 executes the control programs and the like shown in FIGS. 4 and 5 and controls the traveling of each automatic guided vehicle 10.

  The storage unit 27 stores detailed information of each automatic guided vehicle 10, detailed information of a traveling route, and detailed information of each of the traffic routes A to D, a to d, and each of the intersections J. In the present embodiment, the storage unit 27 stores the vehicle dimensions of each of the automatic guided vehicles 10, for example, the vehicle length and the vehicle width.

  The second communication unit 22 transmits and receives wireless communication with the first communication unit 11 of each of the automatic guided vehicles 10 under the control of the control unit 25. Specifically, the second communication unit 22 performs polling communication with each of the automatic guided vehicles 10 under the control of the control unit 25 as needed. In the polling communication, the second communication unit 22 periodically inquires each of the automatic guided vehicles 10 in order, and when a certain automatic guided vehicle 10 satisfies a certain condition, the second automatic communication unit 22 relates to the automatic guided vehicle 10. Perform transmission / reception and processing. By such polling communication, the control unit 25 acquires various information indicating the current position, the traveling state, and the like of each of the automatic guided vehicles 10 as needed, and updates the control information stored therein.

<Travel control when two unmanned guided vehicles enter the intersection before and after>
In the traveling management system 1 of the embodiment, when the two automatic guided vehicles 10 enter the intersection J before and after, the control unit 25 of the management device 20 executes the control program shown in FIGS. The vehicle control unit 15 of the automatic guided vehicle 10 executes the processing program shown in FIGS. 6 and 7 while executing the traveling control processing for the automatic guided vehicle 10 and responds to the instruction of the control unit 25. To run. In the following description, two automatic guided vehicles 10 (10A, 10B) entering before and after an intersection J (Cb) will be described as an example, as shown in FIG. 3 and FIGS.

  The control unit 25 of the management device 20 executes a control program shown in FIG. 4 when starting the traveling control of each automatic guided vehicle 10. When the vehicle control unit 15 of each automatic guided vehicle 10 starts running, the vehicle control unit 15 executes a processing program illustrated in FIGS. 6 and 7.

  As shown in FIG. 4, when the entry information is transmitted from any one of the automatic guided vehicles 10 in step S101, the control unit 25 receives the entry information. Then, control goes to a step S102.

  As shown in FIG. 6, when the vehicle control unit 15 of each of the automatic guided vehicles 10 recognizes that the vehicle has reached the entry point P1 based on the detection signal of the sensor 16 in step S201, the process proceeds to step S202. After transmitting the entry information to the second communication unit 22 of the management device 20 by the one communication unit 11, the process proceeds to step S203. Step S202 is an example of the “second transmission process” of the present invention.

  Specifically, as shown in FIG. 3, an unmanned guided vehicle 10 (10A) traveling right on the passage C and an unmanned guided vehicle 10 (10B) traveling upward on the passage b intersect at an intersection J (Cb). ). Then, as shown in FIG. 8, when the automatic guided vehicle 10 (10A) reaches the entry point P1 first, it transmits entry information. Thereafter, as shown in FIG. 9, when the automatic guided vehicle 10 (10B) reaches the entry point P1 after the automatic guided vehicle 10 (10A), it transmits the entry information.

  When the control unit 25 of the management device 20 proceeds to step S102 as illustrated in FIG. 4, the control unit 25 checks the current position information of the automatic guided vehicle 10 that has transmitted the entry information, and checks the intersection J ( Check the state of Cb).

  Next, the control unit 25 proceeds to step S103, and determines whether or not the automatic guided vehicle 10 enters the intersection J (Cb) first. Specifically, when the control unit 25 receives the entry information of the automatic guided vehicle 10 (10A) in step S101, "Yes" is determined in step S103, and the process proceeds to step S104. On the other hand, when the control unit 25 receives the entry information of the automatic guided vehicle 10 (10B) in step S101, the result is “No” in step S103, and the process proceeds to step S106.

  When the control unit 25 proceeds from step S103 to step S104, the control unit 25 identifies the automatic guided vehicle 10 (10A) as the preceding vehicle 10A. Step S104 is an example of the “first certification process” of the present invention. Then, the control unit 25 proceeds to step S105, and transmits a command to the preceding vehicle 10A to permit entry into the intersection J (Cb) through the second communication unit 22. Then, after ending the control program shown in FIG. 4, the control unit 25 repeats from step S101.

  On the other hand, when shifting from step S103 to step S106, the control unit 25 recognizes the automatic guided vehicle 10 (10B) as the following vehicle 10B. Step S106 is an example of the “second certification process” of the present invention. Then, the control unit 25 proceeds to step S107, and transmits a command to the following vehicle 10B to stop at the stop point P3 before the intersection J (Cb) by the second communication unit 22. Then, after ending the control program shown in FIG. 4, the control unit 25 repeats from step S101.

  As shown in FIG. 6, the vehicle control unit 15 of each of the automatic guided vehicles 10 determines whether or not the vehicle has been recognized as a preceding vehicle when the process proceeds to step S203. Specifically, since the vehicle control unit 15 of the automatic guided vehicle 10 (10A) is recognized as the preceding vehicle 10A as described above, “Yes” is determined in step S203, and the process proceeds to step S204. On the other hand, since the vehicle control unit 15 of the automatic guided vehicle 10 (10B) has been recognized as the following vehicle 10B as described above, “No” is determined in step S203, and the process proceeds to step S221.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S203 to step S204, the vehicle control unit 15 determines whether or not the preceding vehicle 10A can enter the intersection J (Cb). If the first communication unit 11 of the preceding vehicle 10A has received the command to permit entry into the intersection J (Cb) transmitted by the control unit 25 of the management device 20 in step S105 of FIG. 4, the result is “Yes” in step S204. Then, the process proceeds to step S206. On the other hand, if the first communication unit 11 of the preceding vehicle 10A has not received the command to permit entry into the intersection J (Cb), “No” is determined in step S204, and the process proceeds to step S205. Then, in Step S205, the motor is controlled so that the preceding vehicle 10A stops at the stop point P3, and Step S204 is performed until the first communication unit 11 of the preceding vehicle 10A receives a command to permit entry into the intersection J (Cb). , S205 are repeated.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S204 to step S206, the vehicle control unit 15 controls the motor so that the preceding vehicle 10A enters the intersection J (Cb) beyond the stop point P3. Then, control goes to a step S207. FIG. 9 shows a preceding vehicle 10A passing an intersection J (Cb).

  As shown in FIG. 6, when the vehicle controller 15 of the preceding vehicle 10A proceeds to step S207, it determines whether or not the preceding vehicle 10A has reached the exit point P2. When the vehicle control unit 15 of the preceding vehicle 10A recognizes that the preceding vehicle 10A has reached the exit point P2 based on the detection signal of the sensor 16, "Yes" is determined in step S207, and the process proceeds to step S208. FIG. 10 shows the preceding vehicle 10A that has reached the exit point P2. On the other hand, when the vehicle control unit 15 of the preceding vehicle 10A does not recognize that the preceding vehicle 10A has reached the exit point P2, as illustrated in FIG. 6, “No” is determined in step S207, and the process proceeds to step S209.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S207 to step S208, the first communication unit 11 of the preceding vehicle 10A transmits the exit information to the second communication unit 22 of the management device 20. Then, the processing program shown in FIGS. 6 and 7 ends. Step S208 is an example of the “third transmission process” of the present invention.

  On the other hand, when the vehicle control unit 15 of the preceding vehicle 10A shifts from step S207 to step S209, the vehicle control unit 15 determines whether or not the preceding vehicle 10A has stopped in the intersection area E1. When the vehicle control unit 15 of the preceding vehicle 10A recognizes that the preceding vehicle 10A has stopped in the intersection area E1 based on the detection signal of the sensor 16, the abnormal stop of the automatic guided vehicle 10, and the like, “Yes” in step S209. Then, the process proceeds to step S210 shown in FIG. On the other hand, when the vehicle control unit 15 of the preceding vehicle 10A does not recognize that the preceding vehicle 10A has stopped in the intersection area E1, the result is “No” in step S209, and the process returns to step S207 shown in FIG. FIGS. 12 to 14 and 16 show the preceding vehicle stopped in the intersection area E1 by detecting the occurrence of the abnormality G1 in the vehicle itself or detecting the presence of obstacles G2 and G3 near the vehicle. 10A is shown.

  When the vehicle control unit 15 of the preceding vehicle 10A shifts from step S209 illustrated in FIG. 6 to step S210 illustrated in FIG. 7, the first communication unit 11 of the preceding vehicle 10A directs the vehicle control unit 15 to the second communication unit 22 of the management device 20. Send stop position information. Step S210 is an example of the “first transmission process” of the present invention.

  Next, when the vehicle control unit 15 of the preceding vehicle 10A proceeds to step S211, the first communication unit 11 of the preceding vehicle 10A transmits stop reason information to the second communication unit 22 of the management device 20. Step S211 is an example of the “fourth transmission process” of the present invention.

  The processing of steps S212 to S215 shown in FIG. 7 will be described later.

  When the control unit 25 of the management device 20 recognizes the preceding vehicle 10A and the following vehicle 10B in the control program shown in FIG. 4, the control unit 25 executes the control program shown in FIG.

  The control unit 25 determines whether the exit information of the preceding vehicle 10A has been received in Step S121. If the preceding vehicle 10A has reached the exit point P2, the exit information of the preceding vehicle 10A is transmitted in step S208 shown in FIG. 6, so that "Yes" is obtained in step S121, and the process proceeds to step S132. On the other hand, when the preceding vehicle 10A has not reached the exit point P2, as shown in FIG. 5, “No” is obtained in step S121, and the process proceeds to step S122.

  When the control unit 25 proceeds from step S121 to step S132, the second communication unit 22 transmits to the following vehicle 10B a command to permit entry into the intersection J (Cb). Then, the control unit 25 ends the control program shown in FIG.

  When shifting from step S121 to step S122, the control unit 25 determines whether or not stop position information and stop reason information of the preceding vehicle 10A have been received. When the control unit 25 receives the stop position information and the stop reason information of the preceding vehicle 10A transmitted in steps S210 and S211 shown in FIG. 7, "Yes" is obtained in step S122 as shown in FIG. 5, and step S123 is performed. Move to On the other hand, when the control unit 25 does not receive the stop position information and the stop reason information of the preceding vehicle 10A, “No” is determined in the step S122, and the process returns to the step S121.

 Steps S121 and S122 are examples of the “first control process” of the present invention. The processing of steps S123 to S131 is related to the processing of steps S212 to S215 shown in FIG.

  As shown in FIG. 6, the vehicle control unit 15 of the following vehicle 10B controls the motor so that the following vehicle 10B stops at the stop point P3 when the process proceeds from step S203 to step S221. Then, the process shifts to step S222 to determine whether or not the following vehicle 10B can enter the intersection J (Cb). If the control unit 25 of the management device 20 has received the command to permit entry into the intersection J (Cb) transmitted in step S132 of FIG. 5 by the first communication unit 11 of the following vehicle 10B, the result is “Yes” in step S222. , To step S223. On the other hand, if the first communication unit 11 of the following vehicle 10B has not received the command to permit entry into the intersection J (Cb), the result is “No” in step S222. The vehicle control unit 15 of the following vehicle 10B repeats step S222 until the first communication unit 11 of the following vehicle 10B receives a command to permit entry into the intersection J (Cb). FIG. 9 shows a state in which the preceding vehicle 10A is passing through the intersection J (Cb), so that the following vehicle 10B that has not received a command to permit entry into the intersection J (Cb) stops at the stop point P3.

  As shown in FIG. 6, the vehicle control unit 15 of the following vehicle 10B controls the motor such that when the process proceeds from step S222 to step S223, the following vehicle 10B enters the intersection J (Cb) beyond the stop point P3. . Then, control goes to a step S224. FIG. 10 shows the following vehicle 10B that is allowed to enter the intersection J (Cb) from the management device 20 when the preceding vehicle 10A reaches the exit point P2 and tries to start from the stop point P3 toward the intersection J (Cb). Is shown. FIG. 11 shows a following vehicle 10B that passes an intersection J (Cb) after the preceding vehicle 10A has passed the exit point P2.

  As shown in FIG. 6, when the vehicle control unit 15 of the following vehicle 10B proceeds to step S224, it determines whether or not the following vehicle 10B has reached the exit point P2. When the vehicle control unit 15 of the following vehicle 10B recognizes that the following vehicle 10B has reached the exit point P2 based on the detection signal of the sensor 16, "Yes" is determined in step S224, and the process proceeds to step S225. On the other hand, if the vehicle control unit 15 of the following vehicle 10B does not recognize that the following vehicle 10B has reached the exit point P2, the determination becomes “No” in step S224, and the vehicle control unit 15 performs steps until the following vehicle 10B reaches the exit point P2. S224 is repeated.

  When the vehicle control unit 15 of the following vehicle 10B proceeds from step S224 to step S225, the first communication unit 11 of the following vehicle 10B transmits the exit information to the second communication unit 22 of the management device 20. Then, the processing program shown in FIGS. 6 and 7 ends. Step S225 is also an example of the “third transmission process” of the present invention.

  In the present embodiment, as shown in FIG. 12, an abnormality G1 occurs in the vehicle itself, and as shown in FIGS. 14 and 16, it is detected that obstacles G2, G3 exist near the vehicle. Accordingly, even when the preceding vehicle 10A stops in the intersection area E1, the control unit 25 of the management device 20 and the vehicle control unit 15 of the preceding vehicle 10A execute a process described below, so that a specific Under the conditions, as shown in FIGS. 13, 15 and 17, the following vehicle 10B can pass through the intersection J (Cb).

  As described above, when the preceding vehicle 10A stops in the intersection area E1, the vehicle control unit 15 of the preceding vehicle 10A stops at step S210 by the first communication unit 11 of the preceding vehicle 10A as shown in FIG. After transmitting the position information and transmitting the stop reason information in step S211, the control unit 25 of the management device 20 waits for a command. Then, as illustrated in FIG. 5, the control unit 25 of the management device 20 determines “Yes” in step S122, shifts to step S123, and determines that the preceding vehicle 10A has stopped in the intersection area E1.

  Next, the control unit 25 proceeds to step S124, and acquires the stop position of the preceding vehicle 10A from the received stop position information.

  Next, the control unit 25 proceeds to step S125 and acquires the vehicle dimensions of the preceding vehicle 10A and the following vehicle 10B from the storage unit 27 of the management device 20. In the present embodiment, the control unit 25 acquires the vehicle length and the vehicle width of the preceding vehicle 10A and the vehicle length and the vehicle width of the following vehicle 10B.

  Next, the control unit 25 proceeds to step S126, and based on the stop position of the preceding vehicle 10A, the vehicle length and the vehicle width of the preceding vehicle 10A, and the vehicle length and the vehicle width of the following vehicle 10B, the following vehicle An arithmetic process is performed to determine whether or not to enter the intersection J (Cb) of 10B.

  Next, the control unit 25 proceeds to step S127, and determines whether or not the following vehicle 10B can enter the intersection J (Cb). If the following vehicle 10B can enter the intersection J (Cb) based on the calculation result of step S126, the control unit 25 determines “Yes” in step S127, and proceeds to step S131. On the other hand, if the following vehicle 10B cannot enter the intersection J (Cb) based on the calculation result in step S126, the control unit 25 determines “No” in step S127 and proceeds to step S128. Steps S126 and S127 are an example of the “first determination process” of the present invention.

  In the example of FIG. 12, the control unit 25 recognizes that the front end of the preceding vehicle 10A is located to the left of the left side surface of the following vehicle 10B by the arithmetic processing. Therefore, "Yes" is obtained in step S127. On the other hand, in the example of FIG. 14, the control unit 25 recognizes that the front end and the rear end of the preceding vehicle 10A are located within the intersection J (Cb) and blocks the front of the following vehicle 10B by the arithmetic processing. . Therefore, "No" is obtained in step S127. In the example of FIG. 16, the control unit 25 recognizes that the rear end of the preceding vehicle 10A is located within the intersection J (Cb) and blocks the front of the following vehicle 10B by the arithmetic processing. Therefore, "No" is obtained in step S127.

  As shown in FIG. 5, when the process proceeds from step S127 to step S131, the control unit 25 transmits a traveling prohibition command to the preceding vehicle 10A by the second communication unit 22. Step S131 is an example of the "third control process" of the present invention. Then, the control unit 25 proceeds to step S132, and transmits, to the following vehicle 10B, a command to permit entry into the intersection J (Cb) through the second communication unit 22. Then, the control program shown in FIG. 5 ends. Step S132 via step S123 and the like is an example of the “second control process” of the present invention.

  On the other hand, when the control unit 25 proceeds from step S127 to step S128, the control unit 25 acquires the stop reason of the preceding vehicle 10A from the received stop reason information.

  Next, the control unit 25 proceeds to step S129 to determine whether or not the preceding vehicle 10A has acquired a stop reason that allows the preceding vehicle 10A to move forward or backward. As illustrated in the example of FIG. 12, when the reason for the stop is the abnormality G1 or the like occurring in the vehicle itself, the control unit 25 determines that “No” is determined in step S129 because the preceding vehicle 10A is likely to be unable to run on its own. And the control program shown in FIG. 5 ends. Then, an abnormality recovery operation for the preceding vehicle 10A is separately performed.

  On the other hand, as shown in the examples of FIGS. 14 and 16, when the stop reason is the obstacle G2, G3, or the like, the control unit 25 considers that the preceding vehicle 10A can move forward or backward, and thus, Yes ", and the process moves to step S130.

  Steps S128 and S129 are an example of the “second determination process” of the present invention.

  When the control unit 25 proceeds from step S129 to step S130, the second communication unit 22 transmits a command to the preceding vehicle 10A to move forward or backward to a position where the following vehicle 10B can enter the intersection J (Cb). . When the stop reason is the obstacle G2 illustrated in FIG. 14, the control unit 25 determines whether the front end of the preceding vehicle 10A is located to the left of the left side surface of the following vehicle 10B as illustrated in FIG. A command to retreat the preceding vehicle 10A is transmitted. When the stop reason is the obstacle G3 illustrated in FIG. 16, the control unit 25 determines, as illustrated in FIG. 17, that the rear end of the preceding vehicle 10A is located to the right of the right side of the following vehicle 10B. Then, a command to move the preceding vehicle 10A forward is transmitted.

  Next, the control unit 25 proceeds to step S131, and transmits a traveling prohibition command to the preceding vehicle 10A through the second communication unit 22. Then, the control unit 25 proceeds to step S132, and transmits, to the following vehicle 10B, a command to permit entry into the intersection J (Cb) through the second communication unit 22. Then, the control program shown in FIG. 5 ends.

  Steps S130 and S132 are examples of the “fourth control process” of the present invention.

  As shown in FIG. 7, the vehicle control unit 15 of the preceding vehicle 10A waiting for a command from the control unit 25 of the management device 20 determines whether a forward or backward command has been received in step S212. When the first communication unit 11 of the preceding vehicle 10A receives a command from the control unit 25 of the management device 20 to move forward or backward to a position where the following vehicle 10B can enter the intersection J (Cb), in step S212, “Yes” And the process proceeds to step S213. On the other hand, when the first communication unit 11 of the preceding vehicle 10A does not receive the forward or backward command from the control unit 25 of the management device 20, the result is “No” in step S212, and the process proceeds to step S214.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S212 to step S213, it controls the motor so that the preceding vehicle 10A moves forward or backward to a position where the following vehicle 10B can enter the intersection J (Cb). To control the motor. Then, control goes to a step S214.

  As shown in FIG. 14, when the preceding vehicle 10A is stopped by the obstacle G2, the vehicle control unit 15 of the preceding vehicle 10A retreats the preceding vehicle 10A to the position shown in FIG. Open the front. As shown in FIG. 16, when the preceding vehicle 10A is stopped by the obstacle G3, the vehicle control unit 15 of the preceding vehicle 10A advances the preceding vehicle 10A to the position shown in FIG. Open the front.

  When the vehicle control unit 15 of the preceding vehicle 10A shifts from step S212 or step S213 to step S214, the vehicle control unit 15 determines whether or not a travel prohibition command has been received. When the first communication unit 11 of the preceding vehicle 10A receives the traveling prohibition command from the control unit 25 of the management device 20, “Yes” is determined in step S214, and the process proceeds to step S215. On the other hand, if the first communication unit 11 of the preceding vehicle 10A has not received the traveling prohibition command from the control unit 25 of the management device 20, the determination becomes “No” in step S214. Then, the processing program shown in FIGS. 6 and 7 ends. Then, an abnormality recovery operation for the preceding vehicle 10A is separately performed.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds to step S215 from step S214, the vehicle control unit 15 controls the motor to maintain the stopped state of the preceding vehicle 10A so as not to hinder the entry of the following vehicle 10B into the intersection J (Cb). I do. Then, the processing program shown in FIGS. 6 and 7 ends. Then, an abnormality recovery operation for the preceding vehicle 10A is separately performed.

  As shown in FIG. 12, when the preceding vehicle 10A stops in the intersection area E1 due to the abnormality G1 occurring in the vehicle itself, the vehicle control unit 15 of the following vehicle 10B sends the intersection J from the control unit 25 of the management device 20 to the intersection J. When a command to permit entry into (Cb) is received, the following vehicle 10B that stops at the stop point P3 is started, as shown in FIG. As a result, the following vehicle 10B can pass through the intersection J (Cb) without being obstructed by the preceding vehicle 10A.

  Further, when the preceding vehicle 10A stops in the intersection area E1 due to the obstacle G2 as shown in FIG. 14, the vehicle control unit 15 of the following vehicle 10B retreats the preceding vehicle 10A as shown in FIG. Then, when a command to permit entry into the intersection J (Cb) is received from the control unit 25 of the management device 20, the following vehicle 10B that stops at the stop point P3 is started. As a result, the following vehicle 10B can pass through the intersection J (Cb) without being obstructed by the preceding vehicle 10A.

  Further, when the preceding vehicle 10A stops in the intersection area E1 due to the obstacle G3 as shown in FIG. 16, the vehicle control unit 15 of the following vehicle 10B moves the preceding vehicle 10A forward as shown in FIG. Then, when a command to permit entry into the intersection J (Cb) is received from the control unit 25 of the management device 20 by opening the front of the following vehicle 10B, the following vehicle 10B that stops at the stop point P3 is started. As a result, the following vehicle 10B can pass through the intersection J (Cb) without being obstructed by the preceding vehicle 10A.

<Effects>
In the travel management system 1 according to the embodiment, when the two automatic guided vehicles 10 enter the intersection J before and after, the control unit 25 of the management device 20 executes the control program shown in FIGS. 4 and 5. Further, the vehicle control unit 15 of each automatic guided vehicle 10 executes the processing program shown in FIGS. 6 and 7, and performs processing as the preceding vehicle 10A or the following vehicle 10B. Accordingly, as shown in FIGS. 12, 14, and 16, even when the preceding vehicle 10A stops in the intersection area E1 including the intersection J, under the specific conditions described above, FIGS. 17, the following vehicle 10B can pass through the intersection J. As a result, the period during which the following vehicle 10B stops can be shortened, and the chances that each automatic guided vehicle 10 can travel can be increased.

  Therefore, according to the travel management system 1 of the embodiment, the plurality of automatic guided vehicles 10 can travel efficiently.

  Further, in the traveling management system 1, when the preceding vehicle 10A stops in the intersection area E1, the control unit 25 of the management device 20 executing the control program shown in FIG. After transmitting the command to prohibit traveling, the command to permit entry into the intersection J is transmitted to the following vehicle 10B in step S132. Thus, the traveling management system 1 prevents the preceding vehicle 10A from unexpectedly restarting traveling when the following vehicle 10B is traveling at the intersection J while the preceding vehicle 10A is stopped in the intersection area E1. it can.

  Further, in the traveling management system 1, as shown in specific examples in FIGS. 14 to 17, when the preceding vehicle 10A stops in the intersection area E1 due to obstacles G2, G3, etc., the control program shown in FIG. In steps S128 to S130, the control unit 25 of the management device 20 that executes the command transmits a command to move the preceding vehicle 10A forward or backward to a position where the following vehicle 10B can enter the intersection J, as shown in FIGS. 6 and 7. The vehicle control unit 15 of the preceding vehicle 10A that executes the processing program moves the preceding vehicle 10A forward or backward to a position where the following vehicle 10B can enter the intersection J in steps S212 and S213 shown in FIG. As a result, in the travel management system 1, the period during which the following vehicle 10B stops can be further reduced.

  In the above, the present invention has been described with reference to the embodiments. However, it is needless to say that the present invention is not limited to the above-described embodiments, and can be appropriately modified and applied without departing from the spirit thereof.

  The automatic traveling vehicle is the automatic guided vehicle 10 in the embodiment, but is not limited to this configuration. The self-driving vehicle may be, for example, an industrial vehicle that performs work other than transportation, or may be a transportation system such as an autonomous driving bus that transports people by automatic driving without a driver.

  The intersection is the intersection J of the crossroads in the embodiment, but is not limited to this configuration. The intersection may be, for example, an intersection such as a T-shaped road, a Y-shaped road, or a radial road.

  INDUSTRIAL APPLICABILITY The present invention can be used for traveling management of a plurality of automatic traveling vehicles.

1. Running management system 10. Automatic traveling vehicle (automated guided vehicle)
Reference Signs List 20 management device A, B, C, D, a, b, c, d ... traffic road J ... intersection P1 ... entry point P2 ... exit point P3 ... stop point E1 ... intersection area 11 ... first communication unit 22 ... first 2 communication unit 25 control unit 27 storage unit 10A preceding vehicle 10B following vehicle S210 first transmission process S202 second transmission process S208, S225 third transmission process S211 fourth transmission process S104 first authorization Process S106: Second authorization process S121, S122: First control process S132: Second control process S131: Third control process S130, S132: Fourth control process S126, S127: First judgment process S128, S129: Second judgment processing

Claims (4)

A traveling management system including a plurality of automatic traveling vehicles traveling on a preset traveling route, and a management device that manages traveling of each of the automatic traveling vehicles,
The travel route includes a plurality of traffic routes, an intersection formed by intersection of at least two of the traffic routes, an intersection region set in a part of the traffic route including the intersection, and the intersection region. And a stop point set before the intersection in
Each of the self-driving vehicles has a first communication unit that performs transmission and reception of communication with the management device,
The first communication unit performs a first transmission process of transmitting stop position information to the management device when the self-driving vehicle stops in the intersection area,
The management device stores a control unit that controls travel of each of the automatic driving vehicles, a second communication unit that transmits and receives communication with the first communication unit, and a vehicle size of each of the automatic driving vehicles. A storage unit,
A first certifying process for certifying the self-driving vehicle that has entered the intersection area first as a preceding vehicle;
A second qualification process of certifying the self-driving vehicle that has entered the intersection area after the preceding vehicle as a following vehicle;
A first control process for stopping the following vehicle at the stop point until the preceding vehicle leaves the intersection;
When the second communication unit receives the stop position information of the preceding vehicle in the intersection area, the stop position information, the vehicle size of the preceding vehicle, and the vehicle size of the following vehicle A first determination process for determining whether or not the following vehicle can enter the intersection based on the first determination process;
When it is determined in the first determination process that the following vehicle can enter the intersection, a second control process of permitting the following vehicle to enter the intersection is performed. system. The traveling route includes an entry point set at an entrance approaching the intersection on each of the traffic routes, and an exit point set at an exit away from the intersection on each of the traffic routes,
The intersection area is set in a range from the entry point to the exit point in each of the traffic paths,
The stop point is set between the approach point and the intersection in each of the traffic paths,
A second transmission process for transmitting entry information to the management device when the self-driving vehicle reaches the entry point;
Performing a third transmission process of transmitting exit information to the management device if the self-driving vehicle reaches the exit point;
The control unit, in the first authorization process, identifies the self-driving vehicle that transmitted the entry information first as the preceding vehicle,
In the second certification process, the automatic traveling vehicle that has transmitted the entry information after the preceding vehicle is certified as the following vehicle,
The travel management system according to claim 1, wherein in the first control process, the subsequent vehicle is stopped at the stop point until the second communication unit receives the exit information of the preceding vehicle.   The control unit performs a third control process of prohibiting traveling of the preceding vehicle in advance when permitting the following vehicle to enter the intersection in the second control process. The running management system described. The first communication unit performs a fourth transmission process of transmitting stop reason information to the management device when the self-driving vehicle stops in the intersection area,
The control unit, when the following vehicle stops at the stop point by the first control process, a second determination process that determines whether the preceding vehicle is allowed to advance or retreat based on the stop reason information,
If it is determined in the second determination process that the preceding vehicle is capable of moving forward or backward, the preceding vehicle is moved forward or backward to a position where the following vehicle can enter the intersection, and The travel management system according to any one of claims 1 to 3, wherein a fourth control process for permitting a traveling vehicle to enter the intersection is performed.

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