JP6929980B2 - Controllers, self-driving car systems, control methods and programs - Google Patents

Description

The present invention relates to a standby method for a traveling vehicle in an autonomous decentralized autonomous vehicle system, and particularly, in an area where there are multiple approach directions such as a confluence and the number of vehicles that can be entered at one time is limited, the standby position in front of the area can be determined. It relates to controllers, self-driving car systems, control methods and programs that maximize the number of vehicles passing per unit time by instructing.

In recent years, there has been a system that makes it possible to keep the speed of the vehicle constant without the need for the driver to operate the accelerator, and the distance to the vehicle in front is constantly measured, and the vehicle is automatically driven while maintaining an appropriate inter-vehicle distance. The system etc. are being developed. Furthermore, a system has been developed that enables key preft driving along the road regardless of the driver's steering wheel operation.

In factories and warehouses, it is also being considered to introduce an autonomous vehicle system in autonomous decentralized control that allows unmanned vehicles to travel to their destinations.

Japanese Unexamined Patent Publication No. 2000-181542 Japanese Unexamined Patent Publication No. 2009-215032

In the autonomous vehicle system in autonomous decentralized control, in order to avoid collision with other vehicles at the confluence, the direction and the number of vehicles that can enter the area at one time are limited, and the passing flow rate at the confluence is limited by the limitation. It will be reduced, and as a result, the running efficiency of the entire system will be reduced.

An object of the present invention is to provide a controller, an automatic traveling vehicle system, a control method and a program capable of preventing a decrease in the passing flow rate at a confluence as much as possible and improving the traveling efficiency of the entire system.

According to the embodiment, the controller is a controller that controls whether or not the traveling vehicle can pass in the restricted section for avoiding a collision between the traveling vehicles, and includes a standby position setting unit. When the restricted section cannot be passed, the standby position setting unit sets the standby position for the traveling vehicle existing in the standby section before the restricted section.

The schematic diagram of the automatic traveling vehicle system which concerns on 1st Embodiment. The block diagram which shows the specific structure of the automatic traveling vehicle system which concerns on this 1st Embodiment. The state transition diagram of the traveling vehicle in the first embodiment. The figure which shows an example of the restricted section and the waiting section in this 1st Embodiment. The block diagram of the restricted section controller in this 1st Embodiment. The flowchart which shows the control processing procedure of the restricted section controller in this 1st Embodiment. The flowchart of the traffic information update in this 1st Embodiment. The figure which shows an example of the traveling vehicle table of this 1st Embodiment. The figure which shows an example of the number table of this 1st Embodiment. The flowchart of passability determination of this 1st Embodiment. The figure which shows an example of the passability table of this 1st Embodiment. The flowchart of the traveling resumption setting of this 1st Embodiment. The flowchart of the standby position setting of this 1st Embodiment. The figure which shows an example of the limited number table of this 1st Embodiment. The figure which shows an example of the waiting permutation table of this 1st Embodiment. The figure which shows an example of the standby position table of this 1st Embodiment. The block diagram of the restricted section controller of this 2nd Embodiment. The flowchart of the traffic information update of this 2nd Embodiment. The figure which shows an example of the congestion degree table of this 2nd Embodiment. The flowchart of the running resumption setting of this 2nd Embodiment. The figure which shows an example of the congestion degree weight table of this 2nd Embodiment. The block diagram which shows the specific structure of the restricted section controller of this 3rd Embodiment. The flowchart of the limit number update of this 3rd Embodiment. The block diagram which shows the specific structure of the restricted section controller in this 4th Embodiment. The flowchart of the running job reassignment of this 4th Embodiment. The figure which shows an example of the reassignment waiting permutation table of this 4th Embodiment. The figure which shows an example of the reassignment traveling vehicle ID table of this 4th Embodiment.

Hereinafter, embodiments will be described with reference to the drawings.
(First Embodiment)
Hereinafter, the first embodiment of the autonomous vehicle system will be described.

FIG. 1 is a schematic view showing the configuration of the autonomous driving vehicle system according to the first embodiment.
This autonomous vehicle system includes a host system 1 that controls the entire system in real time, and restricted section controllers 2 (# 1), 2 that control driving at each confluence based on information on vehicles traveling from the host system 1. (# 2), 2 (# 3) and the traveling vehicle 3 (# 1) that automatically travels while receiving instructions from the restricted section controllers 2 (# 1), 2 (# 2), 2 (# 3) at the confluence. ), 3 (# 2), 3 (# 3), and a track 4 (# 1) provided with a track for the traveling vehicles 3 (# 1), 3 (# 2), 3 (# 3) to travel. ), 4 (# 2), 4 (# 3). Even if there are subsystems or subsystems with different control ranges between the host system 1 and the restricted interval controllers 2 (# 1), 2 (# 2), 2 (# 3), or above the host system 1. good.

FIG. 2 is a block diagram showing a configuration of a first embodiment using a computer.
The host system 1 includes a CPU 10, a recording medium 11, a RAM 12, a user interface 13, a communication interface 14, and the like.

The CPU 10 is connected to each of the hardware parts as described above via a bus, controls them, and sequentially executes a computer program stored in the recording medium 11.

The recording medium 11 is composed of an HDD (Hard Disk Drive), an SSD, or the like, and stores a computer program necessary for controlling an autonomous vehicle system.

The RAM 12 is composed of an SRAM, a DRAM, a flash memory, etc., and when the CPU 10 is executed, the computer program or the like stored in the recording medium 11 is read out and temporarily stored when the CPU 10 is executed.

The user interface 13 is composed of a display, a keyboard, a mouse, and the like, and is capable of accepting input from the user and outputting information to the user.

The communication interface 14 is an interface for connecting to a LAN (U) constructed on the site where the autonomous vehicle system is located, and communicates with the restricted section controller 2 and other systems through the LAN (U).

The restricted section controller 2 includes a CPU 20, a recording medium 21, a RAM 22, a communication interface 23, a user interface 24, a wireless communication interface 25, and the like.

The CPU 20 is connected to each of the hardware parts as described above via a bus, controls them, and sequentially executes a computer program stored in the recording medium 21.

The recording medium 21 is composed of an HDD, an SSD, or the like, and stores a computer program necessary for controlling a traveling vehicle at a confluence.

The RAM 22 is composed of an SRAM, a DRAM, a flash memory, etc., and when the CPU 20 is executed, the computer program or the like stored in the recording medium 21 is read out and temporarily stored when the CPU 20 is executed.

The communication interface 23 is for communicating with the host system 1 through the LAN (U).

The user interface 24 is composed of a display, a keyboard, a mouse, and the like, and is capable of accepting input from the user and outputting information to the user.

The wireless communication interface 25 communicates with the traveling vehicle via the radio (V), and transmits / receives the position information and the state of the traveling vehicle.

The traveling vehicle 3 is equipped with a controller 30 provided with a transmission / reception unit for exchanging information with the restricted section controller 2 via radio. The controller 30 has information necessary for traveling such as a traveling job, a destination, and a route assigned by the host system 1, and is controlled by the restricted section controller 2 at the confluence with the current position of the traveling vehicle 3. Holds the required state. The running job, destination, and route will be described later.

First, the current position of the traveling vehicle 3 is determined by radio from the transmission unit 40 for integrating the value of the speed sensor mounted on the traveling vehicle 3 and transmitting the position information attached to the predetermined position on the traveling vehicle 4. The current position is updated by receiving (W). Next, the state of the traveling vehicle 3 will be described with reference to FIG.

The traveling vehicle 3 can be in any of the following three states.
"Normal driving C1" when traveling outside the confluence point, that is, outside the control range of the restricted section controller 2, and "Standing C2" when traveling in the waiting section before the restricted section. If the vehicle has passed through the restricted section, it is "C3 during restricted driving". The restricted section and the waiting section will be described later.

When the traveling vehicle 3 of the traveling vehicle 3 in the normal traveling enters the standby section and receives the standby instruction from the restricted section controller 2, the traveling vehicle 3 switches to the standby C2 and issues an instruction to the servo system of the traveling vehicle 3 so that the vehicle 3 can stop at the standby position. When the traveling vehicle 3 of the normal traveling C1 or the standby C2 enters the restricted section and receives the signal from the restricted section controller 2, it switches to the restricted traveling C3 and switches to the normal traveling C1 when exiting the restricted section. ..

As a feature of the traveling method in each state, the traveling vehicle 3 of the normal traveling C1 and the restricted traveling C3 travels along the route toward the destination assigned from the host system 1, whereas the waiting C2 The traveling vehicle 3 travels so as to stop at the standby position in the form of interrupting the standby instruction from the restricted section controller 2. In all states, acceleration / deceleration is performed according to relative information such as the distance between the current position and the vehicle in front.

The description of the entire autonomous vehicle system has been described above, and an embodiment will be described below with respect to the restricted section controller 2 that performs the control that is the core of the first embodiment.

FIG. 4 is a schematic view of a confluence point of a type in which the traveling vehicle 3 enters from the approach direction A or the approach direction B and exits from the exit direction C or the exit direction D. 2 will be described. FIG. 4 is only an example of a confluence point included in the autonomous vehicle system, and the present embodiment is not limited to the type shown in FIG.

At the intersection of the merging points in FIG. 4, a restricted section 41 for avoiding collision between the traveling vehicles 3 is provided, and in the restricted section 41, the traveling vehicles 3 enter from the approach direction A and the approach direction B at the same time. It is restricted not to come. Further, in front of the restricted section 41, a waiting section A42a is provided on the approach direction A side and a waiting section B42b is provided on the approach direction B side, and if necessary, the vehicle stops before entering the restricted section 41. It is a section.

The traveling vehicle 3 is divided in the above section.
The one existing in the restricted section 41 is referred to as a traveling vehicle 31, the one existing in the standby section A42a is referred to as a traveling vehicle 32a, the one existing in the standby section A42b is referred to as a traveling vehicle 32b, and the others are referred to as a traveling vehicle 33. Of these, the traveling vehicle 31, the traveling vehicle 32a (# 1), 32a (# 2), 32a (# 3), and the traveling vehicle 32b (# 1), 32b (# 2), 32b (# 3) are restricted section controllers. It is the control target of No. 2 and exchanges information via radio (V).

The state of the traveling vehicle is as follows.
The state of the traveling vehicle 33 is C1 during normal traveling. The state of the traveling vehicle 31 is C3 during restricted traveling. The state of the traveling vehicle 32a or the traveling vehicle 32b can be any of C1 during normal traveling, C2 during standby, and C3 during restricted traveling. This depends on the presence or absence of a standby instruction and a retransmission instruction from the restricted section controller 2, and details will be described later. Strictly speaking, the state in each section is not updated from the time when the traveling vehicle 3 enters or exits each section until the restricted section controller 2 and the traveling vehicle 3 communicate with each other and the state is updated. And not as described above.

FIG. 5 is a block diagram showing a configuration of a computer program and a database stored in the recording medium 21 of the restricted section controller 2.

The database of the recording medium 21 is provided with a traveling vehicle table D00, a number table D01, a passability table D02, a limited number table D03, a standby permutation table D04, and a standby position table D05. Further, the program of the recording medium 21 is provided with a traffic information update unit P0, a passability determination unit P1, a travel restart setting unit P2, and a standby position setting unit P3.

The traffic information updating unit P0 is a program for updating the traffic congestion information of traveling vehicles near the confluence with reference to the traveling vehicle table D00 and the number table D01. The passability determination unit P1 is a program for determining passability based on the presence or absence of traveling vehicles in the restricted section with reference to the number table D01 and the passability table D02.

When the travel resumption setting unit P2 determines that the restricted section can be passed by the passability determination unit P1, the travel resumption setting unit P2 determines the approach direction to the restricted section to resume traveling, and determines the approaching vehicle in the waiting section in the approach direction. On the other hand, it is a program to restart driving. When the passability determination unit P1 determines that the restricted section cannot pass, the standby position setting unit P3 sets each standby position for the number of traveling vehicles equal to or less than the limit number existing in the standby section before the restricted section. It is a program.

The operation of the block of FIG. 5 will be described with reference to the flowchart of FIG.
(Traffic information update step S0 at the confluence)
At a predetermined update timing of the restricted section controller 2, the traffic information updating unit P0 includes traveling vehicles 31 existing in the restricted section 41 and traveling vehicles 32a (# 1), 32a (# 2), 32a (in the standby section A42a). # 3), the position information and the state are received from the traveling vehicles 32b (# 1), 32b (# 2), 32b (# 3) existing in the standby section A42b via the radio (V), and the position is adjusted according to the position. The state of the traveling vehicle 3 is calculated, and the traveling vehicle table D00, the number table D01, and the congestion degree table D04 are updated. In addition, the state updated via the radio (V) is changed to the traveling vehicle 31, the traveling vehicle 32a (# 1), 32a (# 2), 32a (# 3), 32b (# 1), 32b (# 2), It is transmitted to 32b (# 3). It is assumed that the traveling vehicle 33 exists in the section other than the restricted section 41 and the standby sections A42a and 42b.

(Passability determination step S1 of the restricted section)
The passability determination unit P1 acquires the occupancy status of the restricted section 41 from the number table D01 and updates the passability table D02.

(Running restart setting step S2)
The travel resumption setting unit P2 performs the following processing when the passability table D02 can pass (step S4) and when the traveling vehicle 3 of the waiting C2 exists in the standby section A42a or the standby section A42b (step S5). conduct.

The travel resumption setting unit P2 determines the approach direction in which the vehicle resumes traveling from the approach direction in which the vehicle was able to pass last time, and updates the passability table D02. Next, the state of the traveling vehicle 3 in the standby section in the approach direction in which the traveling is resumed is updated, and the traveling vehicle table D00 and the number table D01 are updated. In addition, the traveling vehicle 32a (# 1), 32a (# 2), 32a (# 3), or 32b (# 1), 32b (# 2), 32b (#) is updated via the radio (V). 3) Send to.

(Standby position setting step S3)
The standby position setting unit P3 has a case where a traveling vehicle 3 of C1 during normal traveling exists in the standby section A42a or the standby section A42b for each of the approach direction A and the approach direction B (repetitive processing of steps S6 to S9) (step S7). If the number of traveling vehicles 3 in the standby C2 is less than the limited number in the limited number table D03 (step S8), the following processing is performed.

The standby position setting unit P3 sets the standby position setting unit P3 as a standby instruction target for the traveling vehicle 3 of the standby C2 and the traveling vehicle 3 which is the normal traveling C1 but should be set to the standby C2, from the standby permutation table D04 and the standby position table D05. Acquire the standby position of the traveling vehicle 3. Regarding the traveling vehicle 3 that is the target of the standby instruction, the traveling vehicle table D00 and the number table D01 are updated to C2 in which the state is waiting. In addition, the traveling vehicle 32a (# 1), 32a (# 2), 32a (# 3), or 32b (# 1), 32b (# 2), 32b (#) is updated via the radio (V). 3) Send to.

Hereinafter, steps S0 to S3, which correspond to the operations of blocks P0 to P3, will be described in detail with reference to examples of flowcharts and tables, respectively. It should be noted that the configuration and data examples of each table are merely examples for explaining the present embodiment, and are not limited to the present invention. Further, it may be practically necessary to add the data registration time and the registered user name to the configuration of each table and manage them as historical data, but in this embodiment, the explanation is omitted and only when necessary. Mention.

FIG. 7 is a flowchart showing the process of the traffic information update step S0 at the confluence.
The traffic information updating unit P0 updates the traveling vehicle table D00 based on the acquired information about the traveling vehicle 3 existing in the restricted section 41, the waiting section A42a, and the waiting section A42b (S00). FIG. 8 shows an example of the traveling vehicle table D00. The traveling vehicle table D00 is composed of information on a traveling vehicle ID, a state, an approach direction, an exit direction, a travel job ID, a destination ID, a route ID, and a current position. Here, each information of the traveling vehicle table D00 is supplemented.

The traveling vehicle ID is a number or a character string assigned from the host system 1 to identify the traveling vehicle 3, and is acquired from the traveling vehicle 3 via the radio (V). As described above, the state is one of the normal traveling C1, the standby C2, and the restricted traveling C3, and is acquired from the traveling vehicle 3 via the radio (V). The approach direction is either A or B, and is specified from the route ID described later. The exit direction is either C or D, and is specified from the route ID described later as in the approach direction. The traveling job ID is a number or a character string assigned from the host system 1 according to the current traveling purpose of the traveling vehicle 3, and the traveling job ID associated with the corresponding traveling vehicle ID in the host system 1 is LAN ( Obtained via U).

Here, the traveling purpose of the traveling vehicle 3 is, for example, in the case of an automatic guided vehicle in a factory, (A) the semi-finished product before processing is being picked up from the storage shelf, and (B) the semi-finished product before processing is scheduled to be loaded and processed. (C) Traveling to pick up the processed semi-finished products, (D) Loading the processed semi-finished products and transporting them to the storage shelves, (E) Patroling for no purpose, etc. , It is assumed that the running job ID is uniquely assigned to one running so that the above purpose can be specified. The route ID is a number or character string assigned from the host system 1 including information that can identify the travel path 4 in the travel job ID, and the route ID associated with the corresponding travel job ID in the host system 1 is a LAN. Obtained via (U).

Therefore, the above-mentioned approach direction and exit direction can be specified based on the route information indicated by the route ID. The current position represents the distance from the approach point of the restricted section 41 (takes a negative value in the waiting section A42a or the waiting section A42b, becomes 0 at the boundary between the waiting section A42a or the waiting section A42b and the restricted section 41, and is a restricted section. (Takes a positive value at 41), is acquired from the traveling vehicle 3 via radio (V).

Next, the traffic information updating unit P0 updates the number table D01 based on the traveling vehicle table D00 (step S01). FIG. 9 shows an example of the number table D01. The number table D01 is composed of information on a section, a state, and a number. Here, the section represents the restricted section 41, the waiting section A42a, and the waiting section A42b, and the number of records of the traveling vehicle table D00 aggregated in terms of section and state is stored in the number of units.

Finally, the traffic information updating unit P0 transmits the state to the traveling vehicle 3 via the radio (V) based on the traveling vehicle table D00 (step S02). That is, C1 during normal driving is transmitted to the traveling vehicle 3 detected to have exited the restricted section 41 and the traveling vehicle 3 detected to have entered the standby section A42a or the standby section A42b, and the traveling vehicle 3 is transmitted. Status is updated.

FIG. 10 is a flowchart showing the process of the passability determination S1 of the restricted section in the passability determination unit P1.
The passability determination unit P1 determines the occupancy of the restricted section 41 based on the number table D01 (step S10). The simplest example of the occupancy determination in the present embodiment is a method in which the section of the number table D01 = the restricted section, if the number of units = 0, it is unoccupied, and if the number of units = a positive value, it is occupied. As a slightly more complicated example, based on the traveling vehicle table D00, the state = one or less traveling vehicle 3 of C3 during restricted traveling, and the current position of the traveling vehicle 3 = the length of the restricted section 41-5,000 mm or more (exit direction). (When = C) or when the current position = the length of the restricted section 41 is -10,000 mm or more (when the exit direction = D), it is unoccupied. The determination method given here is merely an example for explaining the present embodiment, and does not limit the present invention.

Next, the passability determination unit P1 updates the passability table D02 based on the determination result in step S10 (step S11). FIG. 11 shows an example of the passability table D02. The passability table D02 is composed of information on the approach direction and passability. Here, the approach direction represents the approach direction of A or B that actually passed when the vehicle was able to pass immediately before, and the details will be described later. Passability represents a flag of ○ if it can pass, and × if it cannot pass, and is updated as ○ if the determination result in step S10 is unoccupied and × if it is occupied.

FIG. 12 is a flowchart showing the process of the traveling restart setting step S2 in the traveling restart setting unit P2.
The travel resumption setting unit P2 selects the travel resumption direction based on the passability table D02 (step S20). As the selection method, a direction different from the previous approach direction stored in the approach direction of the passability table D02 is selected. By doing so, the traveling vehicle 3 can be passed alternately in the approach directions A and B.

Next, the travel resumption setting unit P2 updates the passability table D02 with the approach direction selected in step S20 (step S21). That is, with respect to the record in the passability table D02, the approach direction is changed to the approach direction selected in S20, and the passability is updated to × (passage not possible).

Next, the traveling restart setting unit P2 updates the traveling vehicle table D00 with respect to the traveling vehicle 3 of the waiting C2 in the approach direction selected in step S20 (step S22). That is, among the records of the traveling vehicle table D00, the record of the state = waiting C2 and the approach direction = the approach direction selected in step S20 is searched and extracted, and the state is updated to the restricted traveling C3.

Next, the traveling restart setting unit P2 updates the number table D01 based on the traveling vehicle table D00 (step S23). As the state is changed from the waiting C2 to the restricted running C3 by the process of S22, the total is calculated again.

Finally, the traveling restart setting unit P2 transmits the state to the traveling vehicle 3 via the radio (V) based on the traveling vehicle table D00 (step S24). That is, with respect to the traveling vehicle 3 in which the state of the traveling vehicle table D00 is changed from the standby C2 to the restricted traveling C3 in step S22, the traveling vehicle 3 matching the corresponding traveling vehicle ID is detected, and the traveling vehicle 3 during the restricted traveling is detected. The status of the traveling vehicle 3 is transmitted and the status of the traveling vehicle 3 is updated.

FIG. 13 is a flowchart showing the processing of the standby position setting S3 in the standby position setting unit P3.
The standby position setting unit P3 updates the permutation state (standby permutation) of the traveling vehicle 3 which is the standby C2 based on the traveling vehicle table D00 and the limited number table D03 (step S30). FIG. 14 shows an example of the limited number table D03. The limited number table D03 is composed of information on the approach direction and the limited number of units. The limited number table D03 is a table having two records corresponding to the approach directions = A and B. The limited number of vehicles stores the number of traveling vehicles 3 that can continuously enter the restricted section 41 at one time. Hereinafter, the waiting permutation in the approach direction A will be described with an example. Now, it is assumed that there are the following four records of approach direction = A and state = normal running C1 or waiting C2 on the traveling vehicle table D00.
(A1) Traveling vehicle ID = # 0001, status = waiting C2, exit direction = D, current position = 0 mm
(A2) Traveling vehicle ID = # 0002, Status = Standby C2, Exit direction = C, Current position = -1000 mm (a3) Traveling vehicle ID = # 0003, Status = Normal driving C1, Exit direction = C, Current position = -2000mm
(A4) Traveling vehicle ID = # 0004, state = normal driving C1, exit direction = D, current position = -3000 mm

Further, the approach direction of the limited number table D03 = the limited number of A is set to 3. The standby position setting unit P3 sets the standby C2 in descending order of the current position for the traveling vehicles 3 having a limited number or less. In the above example, the traveling vehicle ID = # 0001, # 0002, and # 0003 are in standby C2, and the traveling vehicle ID = # 0003 is different from the current state (normal traveling C1). The waiting permutation represents a permutation in which the exit directions are arranged according to the order from the beginning with respect to the approach direction and the number of waiting C2s. In the above example, the approach direction = A, the number of standby units = 3, and the standby permutation: (D, C, C). The same applies to the approach direction B.

Next, the standby position setting unit P3 reflects the state of the traveling vehicle 3 updated by the process of step S30 on the traveling vehicle table D00 (step S31). In the above example, the state of the traveling vehicle ID = # 0003 is updated from C1 during normal traveling to C2 during standby.

Next, the standby position setting unit P3 updates the number table D01 based on the traveling vehicle table D00 (step S32). As a result of the process of step S31, the state is changed from C1 during normal running to C2 during standby, and the total is calculated again.

Next, the standby position setting unit P3 calculates the standby position based on the standby permutation calculated in step S30, the standby permutation table D04, and the standby position table D05 (step S33). FIG. 15 shows an example of the standby permutation table D04. The waiting permutation table D04 is composed of information on the approach direction, the number of waiting units, the waiting permutation ID, the waiting order, and the exit direction. The approach direction and the number of waiting units represent the approaching direction and the number of waiting units for defining the waiting permutation (in the above example, the approaching direction = A, the number of waiting units = 3), and the waiting permutation ID is the above-mentioned approaching direction and waiting number. Represents a number or character string assigned by the restricted section controller 2 to distinguish the standby permutation in the number of units. The waiting order and the exit direction represent the order from the beginning and the exit direction in the above-mentioned waiting permutation ID.

Further, FIG. 16 shows an example of the standby position table D05. The standby position table D05 is composed of information such as a standby permutation ID, a standby order, a standby position, and a passing time. The traveling vehicle 3 is specified by the waiting permutation ID and the waiting order, and the standby position represents a stop position in the coordinate system in which the approach point of the restricted section 41 is 0, like the current position of the traveling vehicle 3.

The passing time is a calculated value of the elapsed time from the start of restarting from the corresponding standby position to the exit from the restricted section 41, and is reference information in the present embodiment (see the fourth embodiment described later). In the process of step S33, the waiting permutation ID that matches the waiting permutation calculated in step S30 is searched / acquired from the waiting permutation table D04, and the record that matches the waiting permutation ID is searched / extracted from the waiting position table D05. (There are records for the number of waiting units), and the waiting position for the waiting order of the extracted records is acquired.

Here, a method of calculating the standby position of the traveling vehicle 3, which is indispensable for obtaining the effect of the present embodiment, will be described. The standby position and the transit time stored in the standby position table D05 are calculated by the following method.

ただし、X_n(t)は待機順nの走行車３の時間tにおける現在位置、τ₁とτ₂はそれぞれ走行車３の前方車との距離を測定するまでの計測系の時遅れと加減速を切り替えるまでの駆動系の時遅れ、k_nは待機順nの走行車３の退出方向（k_n=CまたはD）、V_kn(z)は退出方向k_nまでの走行路４上で定義される引数の車間距離zに応じた目標制御速度、Y_mn(t)は待機順nの走行車３の時間tにおける前方車mとの車間距離、A(z)は目標制御速度と実際の速度との差分ｚに応じた制御加速度、を表す。 As an example, the equation of motion at time t (t> = 0) of the traveling vehicle 3 in the standby order n (n = 1,2, ..., N; N is the number of standby vehicles) that entered from the approach direction A is expressed by the following equation. Consider the case given.

However, X _n (t) is the current position of the traveling vehicle 3 in the standby order n at the time t, and τ ₁ and τ ₂ are the time delay and addition of the measurement system until the distance of the traveling vehicle 3 to the vehicle in front is measured, respectively. The time delay of the drive system until the deceleration is switched, k _{n is the exit direction (k n} = C or D) of the traveling vehicle 3 in the standby order n _{, and V kn} (z) is on the traveling path 4 up to the _{exit direction k n.} The target control speed according to the inter-vehicle distance z of the defined argument, Y _mn (t) is the inter-vehicle distance from the vehicle ahead m at the time t of the traveling vehicle 3 in the standby order n, and A (z) is the target control speed and the actual Represents the control acceleration according to the difference z from the speed of.

Here, the forward vehicle in the inter-vehicle distance Y _mn (t) m, if the k _n = k _n-1 is _{m = n-1, Y mn} (t) = X n-1 (t) -X n It is given by (t) -l (l; vehicle length), but when k _n ≠ k _n-1 , the traveling direction is divided in the middle of the restricted section 41, so m is not always n-1. For example, Y _mn (t) may be given by the inter-vehicle distance with m = n-2. Further, here, it is assumed that V _kn (z) in (Equation 1) when n = 1 gives a target control speed according to the maximum inter-vehicle distance. The equation of motion of (Equation 1) is merely an example for explaining the present embodiment, and does not limit the present invention.

When the equation of motion of (Equation 1) is considered to describe the period until the stopped traveling vehicle 3 resumes traveling and passes through the restricted section 41, the initial conditions at that time t (t <= 0) are as follows. Given in the formula.

However, H _n represents the standby position of the traveling vehicle 3 in the standby order n, and satisfies the following inequality.

However, L is a position coordinate indicating an approach point of the waiting section A42a. The simultaneous equations of motion of (Equation 1) having (Equation 2) as the initial condition can be sequentially obtained by solving in ascending order of standby order n from the characteristics determined according to the relative distance to the vehicle in front. In general, it is difficult to obtain an exact solution analytically. Therefore, an approximate solution of (Equation 1) is usually obtained by discretizing the time t of (Equation 1) and solving it by numerical calculation. The solution thus obtained is given as (Equation 4).

ただし、Mは待機順Nの走行車３の退出方向（k_N）における制限区間４１の退出地点を示す位置座標である。 (Equation 4) shows that the solution X _n (t) can be obtained as a function of the time t and the waiting position H _n. Using (Equation 4), the time T at which the last traveling vehicle 3 (standby order N) exits the restricted section 41 is expressed as in (Equation 5).

However, M is a position coordinate indicating the exit point of the restricted section 41 in _{the exit direction (k N} ) of the traveling vehicle 3 in the standby order N.

Waiting position H _n of the vehicle 3 waiting order n satisfies the constraint of equation (3), to minimize the time T (Equation 5), it is numerically calculated as a solution of the optimization problem. A simplex method, simulated annealing, a genetic algorithm, or the like is used as a method for obtaining this optimum solution. _{The waiting position H n} and the time T calculated by these methods are associated with the corresponding waiting permutation ID and the waiting order n and stored in the waiting position table D05.

Finally, the standby position setting unit P3 transmits information to the traveling vehicle 3 via the radio (V) based on the traveling vehicle table D00 and the standby position table D05 (step S34). That is, in step S31, the state of the waiting C2 and the waiting position associated with the corresponding waiting permutation ID / waiting order are transmitted to the traveling vehicle 3 whose state of the traveling vehicle table D00 is the waiting C2.

As described above, according to the first embodiment, the time required for the plurality of traveling vehicles 3 that have resumed traveling in the restricted section 41 to pass through the restricted section 41 is minimized, and the number of vehicles passing through the restricted section 41 per unit time. As a result, congestion in the restricted section 41 can be avoided / eliminated by maximizing.

(Second Embodiment)
Hereinafter, a second embodiment of the autonomous vehicle system will be described.

In the second embodiment, in addition to the first embodiment described above, when the traveling vehicle waiting at the confluence is resumed, the approach direction for resuming the traveling is determined in consideration of the degree of traffic congestion. This is an embodiment that enables more efficient driving. Since the first embodiment and the second embodiment are substantially the same except for some differences, only the parts different from the first embodiment will be described below.

FIG. 17 is a block diagram showing a configuration of a computer program and a database of the restricted interval controller 2 in the second embodiment. The difference from the first embodiment is that the traffic jam degree table D06 and the traffic jam degree weight table D07 have been added to the database, and the processing of the traffic information update unit P0 and the travel restart setting unit P2 has been partially changed ( Highlighted portion of FIG. 17).

FIG. 18 is a flowchart showing the processing of the traffic information updating unit P0.
The difference from the first embodiment is that the update of the congestion degree table D06 (step S03) is added between steps S01 and S02 (highlighted portion in FIG. 18). The traffic information updating unit P0 updates the traffic congestion degree table D06 based on the traveling vehicle table D00 (step S03).

FIG. 19 shows an example of the congestion degree table D06. The congestion degree table D06 is composed of information on the approach direction, the queue length, the maximum waiting time, and the average flow rate. Here, each information of the congestion degree table D06 is supplemented. The congestion degree table D06 is a table having two records in the approach direction A and B. The queue length represents the number of traveling vehicles 3 in the normal traveling C1 or the waiting C2 in the waiting section A42a or the waiting section A42b, and is totaled based on the traveling vehicle table D00. As for the maximum waiting time, the value having the longest elapsed time since becoming the waiting C2 among the traveling vehicles 3 of the waiting C2 is searched and acquired based on the history data of the traveling vehicle table D00. The average flow rate is calculated by searching for the number of traveling vehicles 3 that have exited the standby section A42a or the standby section A42b and entered the restricted section 41 based on the historical data within the predetermined time of the traveling vehicle table D00, and set the number per unit time. The converted value is retrieved.

FIG. 20 is a flowchart showing the processing of the traveling restart setting unit P2.
The difference from the first embodiment is that the processing content of step S20 has been changed, and the calculation of the degree of congestion for each direction (step S25) has been added before step 20 (highlighted portion in FIG. 20). ).

The travel resumption setting unit P2 calculates the degree of congestion for each direction of approach directions A and B based on the degree of congestion table D06 and the degree of congestion weight table D07 (step S25). FIG. 21 shows an example of the congestion degree weight table D07. The congestion degree weight table D07 is composed of information on a matrix length weight, a maximum waiting time weight, an average flow rate weight, and a threshold value. The congestion degree weight table D07 is a table with only one record. Positive coefficients for calculating the degree of congestion for each direction, which will be described later, are stored in the matrix length weight, the maximum waiting time weight, and the average flow rate weight. Further, the threshold value is a positive value for determining whether or not the approach direction has a degree of congestion that should be passed with priority.

Hereinafter, the method of calculating the degree of congestion for each direction will be described by taking the approach direction A as an example. Record approach direction = A congestion level table D06, the queue size _{Q A,} the maximum wait time _{W A,} the average flow rate and _{F A,} the record of the congestion level weight table D07, the queue size weight CQ, the maximum waiting Assuming that the time weight is CW and the average flow weight is CF, the direction-specific congestion degree JA in the approach direction _A is calculated by the following formula.

The same applies to the approach direction B. In the present embodiment, the degree of congestion for each direction is calculated from the queue length, the maximum waiting time, and the average flow rate, but the present invention is not limited to the above three, and the traveling vehicle 3 is crowded in each approach direction. Any index indicating the condition may be used. In that case, the description of the present embodiment may be read again, assuming that the information necessary for calculating the congestion degree for each direction is stored in the congestion degree table D06 and the coefficient is stored in the congestion degree weight table D07.

Next, the travel resumption setting unit P2 selects the travel resumption direction based on the direction-specific congestion degree, the passability table D02, and the congestion degree weight table D07 calculated in step S25 (step S20). The selection method is an approach direction with a large degree of congestion for each direction when there is a difference of more than a threshold in the degree of congestion for each direction of approach directions A and B, and an approach direction different from the approach direction of the passability table D02 when there is no difference. Is the way to choose. Here, the case where the degree of congestion in each direction of the approach direction A has a difference of more than the threshold value as compared with B means that, for example, the following equation holds.

However, TH represents the threshold value of the congestion degree weight table D07. The same applies to the determination formula when the approach direction B is larger than that of A.

As described above, according to the second embodiment, in the travel resumption setting unit P2, not only the updated traffic jam information but also the traffic jam degree table D06 and the traffic jam degree weight table D07 can be passed through in the past. Since the approach direction in which the vehicle is to be restarted next is determined in consideration of the approach direction and the congestion situation of the traveling vehicle in each approach direction, the congestion at the confluence can be efficiently avoided and eliminated.

(Third Embodiment)
Hereinafter, a third embodiment of the autonomous vehicle system will be described.
In the third embodiment, in addition to the second embodiment described above, more efficient driving is possible by dynamically changing the limited number of vehicles passing through the restricted section at one time in consideration of the degree of traffic congestion. It is an embodiment to carry out. Since the second embodiment and the third embodiment are substantially the same except for some differences, only the parts different from the second embodiment will be described below.

FIG. 22 is a block diagram showing a configuration of a computer program and a database of the restricted interval controller 2 according to the third embodiment. The difference from the second embodiment is that the limited number update unit P4 is added to the computer program (highlighted portion in FIG. 22).

FIG. 23 is a flowchart showing the processing of the limited number update unit P4.
The limited number update unit P4 calculates the limited number of units for each approach direction based on the congestion degree table D06 and the congestion degree weight table D07 (step S40). Approach direction A, the direction-specific congestion degree _J A against B, J _B is given by (Equation 6). Approach direction A, restricted to B number N _A, N _B, for example the reference limit number as N, is calculated by the following equation.

However, round [・] represents the value rounded off. Here, (Equation 8) is an example for explaining the present embodiment, and any calculation formula may be used as long as the limited number of units is changed according to the degree of congestion for each direction, and the present invention is not limited.

Next, the limited number update unit P4 updates the limited number table D03 with the value calculated by (Equation 8) (step S41).

Next, the limited number updating unit P4 updates the traveling vehicle table D00 based on the updated limited number (step S42). That is, the state of the traveling vehicle 3 is also updated with the update of the limited number of vehicles.

Hereinafter, an example will be described.
It is assumed that the following four records are stored in the traveling vehicle table D00 before the update.
(B1) Traveling vehicle ID = # 0001, state = waiting C2, approach direction = A, exit direction = D, current position = 0 mm
(B2) Traveling vehicle ID = # 0002, state = normal driving C1, approach direction = A, exit direction = C, current position = -1000 mm
(B3) Traveling vehicle ID = # 0003, status = waiting C2, approach direction = B, exit direction = C, current position = 0 mm
(B4) Traveling vehicle ID = # 0004, status = waiting C2, approach direction = B, exit direction = D, current position = -1000 mm

However, the limit before updating is N _A = 1 and N _B = 2. Now, suppose that the limit number is updated to _{N A} = 2 and N _{B = 1 by step 41.} In step S42, the state of the record of the traveling vehicle table D00 is updated so that the waiting C2 → the normal traveling C1 in descending order of the current position according to the updated limited number of vehicles. That is, the above four records are updated as follows. (C1) Traveling vehicle ID = # 0001, status = waiting C2, ...
(C2) Traveling vehicle ID = # 0002, status = waiting C2, ...
(C3) Traveling vehicle ID = # 0003, status = waiting C2, ...
(C4) Traveling vehicle ID = # 0004, status = normal driving C1, ...

Finally, the limited number update unit P4 updates the number table D01 based on the traveling vehicle table D00 (step S43). That is, as the state is changed by the process of step S42, the total is recalculated.

As described above, according to the third embodiment, by providing the limit number update unit P4, the limit number of vehicles passing through the limit section 41 at one time can be obtained from the congestion degree table D06 and the congestion degree weight table D07. By dynamically changing the vehicle in consideration of the degree, the traveling vehicle 3 can travel more efficiently at the confluence.

(Fourth Embodiment)
Hereinafter, a fourth embodiment of the autonomous vehicle system will be described.
In the fourth embodiment, in addition to the second embodiment described above, the role of the traveling vehicle on standby is partially replaced to minimize the passing time and change the traveling vehicle to enable more efficient traveling. It is an embodiment to carry out. Since the second embodiment and the fourth embodiment are substantially the same except for some differences, only the parts different from the second embodiment will be described below.

FIG. 24 is a block diagram showing a configuration of a computer program and a database of the restricted interval controller 2 according to the fourth embodiment. The difference from the second embodiment is that the reassignment standby permutation table D08 and the reassignment traveling vehicle ID table D09 are added to the database, and the traveling job reassignment unit P5 is added to the computer program (emphasis in FIG. 24). Displayed part).

FIG. 25 is a flowchart showing the processing of the running job reassignment unit P5.
The traveling job reassignment unit P5 selects a vehicle to be reassigned from the traveling vehicles 3 of the standby C2 (step S50). That is, from the records of the traveling vehicle 3 in the state = waiting C2 stored in the traveling vehicle table D00, the records in which the traveling job ID can be exchanged (at the same time, the destination ID, the route ID, and the exit direction are also exchanged) are extracted. do.

Here, an example of an automatic guided vehicle in a factory will be given as an explanation that "the traveling job ID can be replaced". For the purpose of traveling the traveling vehicle 3 associated with the traveling job ID, in the case of an automatic guided vehicle in a factory, (A) the semi-finished product before processing is being picked up from the storage shelf, and (B) the semi-finished product before processing is loaded. Transporting to the equipment to be processed, (C) traveling to pick up the processed semi-finished product, (D) loading the processed semi-finished product and transporting it to the storage shelf, (E) patrol for no purpose, etc. Can be mentioned. Of (A) to (E), except for (B) and (D), the vehicle is running with no lots loaded, and it is considered that there is no problem even if the running jobs are exchanged with each other during the running. As in this example, in step S50, it is determined whether or not the travel purpose associated with the travel job ID can be replaced, and the replaceable records are extracted as the reassignment target.

Hereinafter, an example will be described. The following four records of state = waiting C2 stored in the traveling vehicle table D00 are assumed.
(D1) Traveling vehicle ID = # 0001, traveling job ID = C001, approach direction = A, exit direction = D, destination ID = # 01, route ID = R0101, current position = 0 mm
(D2) Traveling vehicle ID = # 0002, traveling job ID = C002, approach direction = A, exit direction = C, destination ID = # 02, route ID = R0202, current position = -1000 mm
(D3) Traveling vehicle ID = # 0003, traveling job ID = C013, approach direction = B, exit direction = C, destination ID = # 03, route ID = R0303, current position = 0 mm
(D4) Traveling vehicle ID = # 0004, traveling job ID = C004, approach direction = B, exit direction = D, destination ID = # 04, route ID = R0404, current position = -1500 mm
Of the above running job IDs, C001, C002, and C004 can be exchanged with each other, and C013 cannot be exchanged. In this example, the traveling vehicle 3 having the traveling vehicle IDs = # 0001, # 0002, and # 0004 is selected as the vehicle to be reassigned.

Next, the traveling job reassignment unit P5 generates a waiting permutation from the set of vehicles to be reassigned, and updates the reassignment waiting permutation table D08 (step S51). FIG. 26 shows an example of the reassignment standby permutation table D08. The reassignment waiting permutation table D08 is composed of information such as waiting permutation ID1, waiting permutation ID2, and transit time. Here, the waiting permutation ID1 is the waiting permutation in the approach direction A, and the waiting permutation ID2 is the waiting permutation in the approaching direction B. Represents a combination of.

Explaining with the above example, the waiting permutation 1 (approaching direction A) and the waiting permutation 2 (approaching direction B) before the replacement are as follows.
(E1) Standby permutation 1: (D, C), Standby permutation 2: (C, D)
In addition to this, by exchanging the records of the running job ID = C001, C002, C004, the following combination of the two waiting permutations can be obtained.
(E2) Standby permutation 1: (C, D), Standby permutation 2: (C, D)
(E3) Standby permutation 1: (D, D), Standby permutation 2: (C, C)

For the combination of the above three waiting permutations, the passing time associated with the corresponding waiting permutation ID is stored in the waiting position table D05, and the value obtained by adding the passing times of the waiting permutation 1 and the waiting permutation 2 is added to the corresponding waiting permutation. It is stored in the passage time of the reassignment waiting permutation table D08 together with the combination of IDs.

Next, the traveling job reassignment unit P5 searches and acquires the combination of the waiting permutation IDs having the shortest transit time based on the reassignment waiting permutation table D08, and updates the reassigned traveling vehicle ID table D09 according to the acquired combinations ( Step S52).

FIG. 27 shows an example of the reassigned traveling vehicle ID table D09. The reassignment traveling vehicle ID table D09 is composed of information of the traveling vehicle ID before reassignment and the traveling vehicle ID after reassignment. First, the running job reassignment unit P5 selects the record having the shortest transit time from the reassignment standby permutation table D08. Explaining with the above example, for example, it is assumed that the following transit times are the shortest among the three combinations.
Standby permutation 1: (D, D), Standby permutation 2: (C, C)

Comparing this combination with the combination before replacement, it can be seen that the traveling vehicle IDs = # 0002 and # 0004 should be replaced. In this example, two records are reassigned: the vehicle ID before reassignment = # 0002 and the vehicle ID after reassignment = # 0004, the vehicle ID before reassignment = # 0004 and the vehicle ID after reassignment = # 0002. It is stored in the traveling vehicle ID table D09.

Next, the traveling job reassignment unit P5 updates the traveling vehicle table D00 based on the reassigned traveling vehicle ID table D09 (step S53). In the traveling vehicle table D00, the information of the traveling vehicle ID, the exit direction, the destination ID, and the route ID of the record matching the traveling vehicle ID = the traveling vehicle ID before reassignment is changed to the traveling vehicle ID = the traveling vehicle ID after the reassignment. Update with the corresponding value in the matching record. In the above example, the two records of the traveling vehicle ID = # 0002 and # 0004 are changed as follows.
(F1) Traveling vehicle ID = # 0002, traveling job ID = C004, approach direction = A, exit direction = D, destination ID = # 04, route ID = R0404, current position = -1000 mm
(F2) Traveling vehicle ID = # 0004, traveling job ID = C002, approach direction = B, exit direction = C, destination ID = # 02, route ID = R0202, current position = -1500 mm

Finally, the traveling job reassignment unit P5 transmits the reassigned information to the host system 1 via the LAN (U) (step S54). That is, the information of the traveling job ID, the destination ID, and the route ID associated with the traveling vehicle ID reassigned in step S53 is transmitted to the host system 1, and the information stored in the recording medium 11 of the host system 1 is transmitted. To update.

As described above, according to the fourth embodiment, the traveling job reassignment unit P5 refers to the reassignment standby permutation table D08 and the reassignment traveling vehicle ID table D09, and plays the role of the waiting traveling vehicle. By exchanging parts to minimize the passing time and changing the parts, more efficient traveling at the confluence becomes possible.

(Other embodiments)
Although some embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other embodiments, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are also included in the scope of the invention described in the claims and the equivalent scope thereof.
The inventions described in the claims at the time of granting the patent of the original application of the present application are added below. [1] A traveling vehicle that automatically controls the traveling of the own vehicle based on at least the traveling information of the distance between the current position and the vehicle in front.
A driving path that includes a confluence and has a restricted section to avoid collisions between vehicles,
An automatic traveling vehicle system including a restricted section controller that monitors the congestion state of the traveling vehicle at least in the vicinity of the confluence in the restricted section and controls whether or not the traveling vehicle can pass.
The restricted interval controller
A determination unit that determines whether or not to pass the vehicle based on the presence or absence of the traveling vehicle in the restricted section obtained from the traffic congestion information of the traveling vehicle near the confluence.
When the restricted section cannot be passed, a standby position setting unit for setting each standby position for the traveling vehicles having a limited number or less existing in the standby section before the restricted section.
When the restricted section is passable, the traveling restart setting unit that determines the approach direction to the restricted section to resume traveling and causes the traveling vehicle waiting in the waiting section in the approach direction to resume traveling.
Self-driving car system equipped with.
[2] The standby position setting unit is
For each of the traveling vehicles existing in the standby section, which is equal to or less than the limit number, the standby positions are calculated in order to minimize the time from the stopped state to the completion of the last passage through the restricted section. The automatic traveling vehicle system according to claim 1, wherein information is transmitted to the traveling vehicle. [3] The running restart setting unit is
The automatic traveling vehicle system according to claim 1 or 2, wherein the approaching direction in which traveling is resumed is determined based on the approaching direction that has been passed in the past and the traffic jam condition of the traveling vehicle in each approaching direction.
[4] The restricted section controller is
The automatic traveling vehicle system according to any one of claims 1 to 3, further comprising a limited number updating unit that updates the limited number of vehicles based on the congestion situation of the traveling vehicle in the approaching direction.
[5] The restricted section controller is
When each of the traveling vehicles has information on the destination / route / exit direction in the restricted section and the destination / route / exit direction of the traveling vehicle waiting in the restricted section can be exchanged, the said The automatic driving according to any one of claims 1 to 4, further comprising a traveling job reassignment unit for reallocating the destination, route, and exit direction in order to minimize the time required to complete passing through the restricted section. Car system.
[6] This is a control method used in the restricted section controller that monitors the congestion status of traveling vehicles at least in the vicinity of the confluence in the restricted section for avoiding collisions between traveling vehicles and controls whether or not the traveling vehicles can pass. hand,
The restricted section controller determines whether or not to pass based on the presence or absence of the traveling vehicle in the restricted section obtained from the congestion information of the traveling vehicle near the confluence.
When the restricted section cannot be passed, the restricted section controller sets each standby position for the traveling vehicles having a limited number or less existing in the standby section before the restricted section.
When the restricted section is passable, the restricted section controller determines the approach direction to the restricted section to resume traveling, and controls the traveling vehicle waiting in the waiting section in the approach direction to resume traveling. Method.
[7] This is a program executed by a restricted section controller that monitors the congestion status of traveling vehicles at least in the vicinity of the confluence in the restricted section for avoiding collisions between traveling vehicles and controls whether or not the traveling vehicles can pass. A determination unit that determines whether or not to pass the restricted section controller based on the presence or absence of the traveling vehicle in the restricted section obtained from the congestion information of the traveling vehicle near the confluence.
When the restricted section cannot be passed, a standby position setting unit for setting each standby position for the traveling vehicles having a limited number or less existing in the standby section before the restricted section.
When the restricted section is passable, the traveling restart setting unit that determines the approach direction to the restricted section to resume traveling and causes the traveling vehicle waiting in the waiting section in the approach direction to resume traveling.
Program to operate.
[8] A restricted section controller that monitors the congestion status of traveling vehicles at least in the vicinity of the confluence in the restricted section for avoiding collisions between traveling vehicles and controls whether or not the traveling vehicles can pass.
A determination unit that determines whether or not to pass the vehicle based on the presence or absence of the traveling vehicle in the restricted section obtained from the traffic congestion information of the traveling vehicle near the confluence.
When the restricted section cannot be passed, a standby position setting unit for setting each standby position for the traveling vehicles having a limited number or less existing in the standby section before the restricted section.
When the restricted section is passable, the traveling restart setting unit that determines the approach direction to the restricted section to resume traveling and causes the traveling vehicle waiting in the waiting section in the approach direction to resume traveling.
A restricted section controller that comprises.

1 ... Host system, 2 ... Restricted section controller, 3 ... Travel vehicle, 4 ... Travel path, P0 ... Traffic information update unit, P1 ... Passability determination unit, P2 ... Travel restart setting unit, P3 ... Standby position setting unit, P4 ... Limited number of units update unit, P5 ... Traveling job reassignment unit, D00 ... Traveling vehicle table, D01 ... Number of units table, D02 ... Passability table, D03 ... Limited number of units table, D04 ... Standby sequence table, D05 ... Standby position table, D06 ... Congestion degree table, D07 ... Congestion degree weight table, D08 ... Reassignment standby sequence table, D09 ... Reassignment traveling vehicle ID table, U ... LAN, V ... Wireless.

Claims (13)

The number of traveling vehicles existing in the waiting section is less than or equal to the limit number in the restricted section with respect to the approach direction of the traveling vehicle, with respect to one or more traveling vehicles existing in the waiting section before the restricted section that restricts the passage of the traveling vehicle. In this case, the standby sequence of the traveling vehicle is calculated from the traveling state of the traveling vehicle, the approach direction of the traveling vehicle, the current position of the traveling vehicle, and the limited number of vehicles, and the standby sequence of the traveling vehicle and the standby sequence are described. A controller including a standby position setting unit that acquires the number of standby vehicles and the standby order with respect to the approach direction of the traveling vehicle and sets the standby sequence of the traveling vehicle, the number of standby vehicles of the traveling vehicle, and the standby position corresponding to the standby order. The controller according to claim 1, wherein the standby position setting unit sets the standby position based on travel information of a traveling vehicle existing in the standby section and a vehicle in front of the traveling vehicle. The controller according to claim 1 or 2, further comprising a determination unit for determining whether or not to pass based on the presence or absence of the traveling vehicle in the restricted section obtained from traffic congestion information of traveling vehicles in the vicinity of at least the confluence in the restricted section. When the restricted section is passable, the traveling restart setting unit for determining the approach direction to the restricted section to resume traveling and restarting the traveling for the traveling vehicle waiting in the waiting section in the approach direction is further provided. The controller according to any one of claims 1 to 3. The standby position setting unit is
For each of the traveling vehicles having a limited number or less existing in the waiting section, the waiting position is calculated for each of the traveling vehicles so as to minimize the time from the stopped state to the completion of the last passing through the restricted section. The controller according to any one of claims 1 to 4, which transmits information to a traveling vehicle. The running restart setting unit is
The controller according to claim 4, wherein the approach direction in which the vehicle has passed in the past and the approach direction in which the vehicle resumes traveling next are determined based on the congestion situation of the traveling vehicle in each approach direction. The controller according to any one of claims 1 to 6, further comprising a limit number update unit that updates the limit number based on the congestion situation of the traveling vehicle in the approach direction. When each of the traveling vehicles has information on the destination / route / exit direction in the restricted section and the destination / route / exit direction of the traveling vehicle waiting in the restricted section can be exchanged, the said The controller according to any one of claims 1 to 7, further comprising a traveling job reassignment unit for reallocating a destination, a route, and an exit direction in order to minimize the time required to complete passing through the restricted section. A traveling vehicle that automatically controls the traveling of the own vehicle based on at least the traveling information of the current position and the vehicle in front,
A driving path that includes a confluence and has a restricted section that restricts the passage of traveling vehicles to avoid collisions between traveling vehicles.
An automatic traveling vehicle system including a controller for controlling whether or not a traveling vehicle can pass in the restricted section.
The controller
When the number of traveling vehicles existing in the waiting section is less than or equal to the limit number in the restricted section with respect to the approach direction of the traveling vehicle with respect to one or more traveling vehicles existing in the waiting section before the restricted section, the traveling vehicle The standby sequence of the traveling vehicle is calculated from the traveling state, the approach direction of the traveling vehicle, the current position of the traveling vehicle, and the limited number of vehicles, and the standby sequence of the traveling vehicle and the approach direction of the traveling vehicle are calculated. A standby position setting unit that acquires the standby number and the standby order of the traveling vehicle and sets the standby sequence of the traveling vehicle, the standby number of the traveling vehicle, and the standby position corresponding to the standby order.
Self-driving car system equipped with. The controller that controls whether or not the traveling vehicle can pass is one or more traveling vehicles existing in the waiting section before the restricted section that restricts the passage of the traveling vehicle, whereas the traveling vehicle existing in the standby section is the traveling vehicle. When the number of vehicles is less than or equal to the limit in the restricted section with respect to the approach direction, the waiting order of the traveling vehicle is determined from the traveling state of the traveling vehicle, the approaching direction of the traveling vehicle, the current position of the traveling vehicle, and the limited number of vehicles. Is calculated, the number of waiting units and the waiting order with respect to the waiting order of the traveling vehicle and the approach direction of the traveling vehicle are acquired, and the waiting order of the traveling vehicle, the waiting number of the traveling vehicle, and the standby position corresponding to the standby order are obtained. Control method to set. A program executed by a controller for controlling the passableness of vehicle, relative to one or more of the traveling vehicle in the controller in front of the waiting period limit section which limits the passage of said vehicle, said stand-by area When the number of traveling vehicles existing in is less than or equal to the limit number in the restricted section with respect to the approaching direction of the traveling vehicle, the traveling state of the traveling vehicle, the approaching direction of the traveling vehicle, the current position of the traveling vehicle, and the above. waiting permutations of the vehicle is calculated from the limiting number, acquires the wait number and waiting order for the approach direction of the vehicle and wait permutation of the vehicle, waiting permutation of the vehicle, the waiting of the vehicle A standby position setting unit that sets the number of units and the standby position corresponding to the standby order,
Program to operate. The controller according to any one of claims 1 to 8, wherein the standby position setting unit sets the standby position based on the equation of motion of the traveling vehicle. The controller according to any one of claims 1 to 8 or 12 , wherein the standby position setting unit sets the standby position for each traveling vehicle.

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