JP7848668B2 - Mobile vehicle operation control device - Google Patents

Description

This invention relates to a mobile vehicle operation control device for controlling the movement of a mobile vehicle.

As a mobile operation control system (hereinafter sometimes simply referred to as "control system") that controls the operation of multiple mobile units, there exists, for example, a system like the one described in the following patent document, more specifically, a system that controls the operation of multiple ground support units (a type of mobile unit) that perform support work for aircraft on the ground. This control system determines the movement routes and order of the multiple ground support units, and also sets a reserved area in front of each ground support unit where other ground support units cannot enter.

Japanese Patent Publication No. 2021-178533

The technology described in the above-mentioned patent document is based on the premise that the movement path of a mobile object can be arbitrarily determined in a large area such as an airport. Therefore, it cannot be used to control the operation of multiple mobile objects in an area where pathways for mobile objects are predetermined, such as in a city. It is believed that the practicality of a mobile object operation control system would be improved if the operation of multiple mobile objects could be effectively managed in an area with defined pathways. This invention has been made in view of such circumstances, and aims to provide a highly practical mobile object operation control system.

To solve the above problems, the mobile vehicle operation control device of the present invention is a mobile vehicle operation control device that controls the operation of multiple mobile vehicles in an area where there is a passage that allows two-way traffic with opposing traffic lanes facing each other, and sets a stop position and a travel route for each of the multiple mobile vehicles according to the request, and is configured to: (a) when a mobile vehicle stops or is stopped at a certain stop position in a state that may obstruct the passage of other mobile vehicles on the opposing traffic lane, set the section including that stop position as a no-entry zone for other mobile vehicles traveling on either the self-traveling lane or the opposing traffic lane, and (b) when a mobile vehicle is stopped but does not obstruct the passage of the opposing traffic lane, give instructions to allow passage on the opposing traffic lane not only to other mobile vehicles traveling on the opposing traffic lane but also to following mobile vehicles traveling on the self-traveling lane .

According to the mobile vehicle operation control device of the present invention, even in areas with two-way pedestrian paths, such as in urban areas, it becomes possible to effectively manage the smooth operation of multiple mobile vehicles by setting the aforementioned no-entry zones.

Embodiments of the Invention

The "mobile objects" controlled by the mobile object operation control device of the present invention (hereinafter sometimes simply referred to as the "control device") are not particularly limited, as long as they are capable of moving in a two-way passage. For example, various vehicles are included, such as trucks that transport goods from one specific location to another, buses that carry people around a city, and vehicles that stop at predetermined points to perform some kind of work. Furthermore, the "mobile objects" are not limited to vehicles; for example, drones, robots, etc. The "mobile objects" may be manually operated by a driver or may be autonomously driven.

The control system can consist of, for example, a computer and a communication device capable of communicating with each mobile unit. For instance, based on requests input from an external source and pre-configured requests, the computer sets when, where, and which route each mobile unit will stop and travel. In other words, the control system sets the operation plan for each mobile unit. The communication device should then be configured to transmit the stopping positions and travel routes of each mobile unit based on the operation plan. If the mobile units are driven by a driver, the stopping positions and travel routes should be made recognizable to the driver within the mobile unit. If the mobile units are automatically driven, they should be configured to automatically operate according to those stopping positions and travel routes.

A manner in which a vehicle stops or remains stopped in a manner that could potentially obstruct the passage of other moving objects in the oncoming lane (hereinafter sometimes referred to as a "passage obstruction stopping manner") means, for example, a stopping manner in which the passage of other moving objects could be obstructed in both the lane in which the vehicle is traveling (hereinafter sometimes referred to as the "own lane"; if the moving object is a vehicle, this means the own lane) and the oncoming lane, which is a lane traveling in the opposite direction to the own lane (if the moving object is a vehicle, this means the oncoming lane). Furthermore, the mere fact that a moving object is stopped does not mean that it obstructs the passage of other vehicles in the oncoming lane. For example, stopping beyond the oncoming lane (crossing the oncoming lane), stopping requires an action that causes the vehicle to protrude into the oncoming lane, starting from a stopped state involves crossing or protruding into the oncoming lane, or involves operations such as loading or unloading objects from a moving object in the own lane by crossing or protruding into the oncoming lane. These are also included in the passage obstruction stopping manner. Specifically, for example, in cases where loading and unloading of goods takes place in a yard facing a passageway, any situation where a moving object enters or exits that yard and extends into an oncoming traffic lane is also included in the definition of a traffic obstruction or stopping behavior.

Generally, when multiple moving objects enter an intersection or similar location simultaneously, one object may obstruct the passage of other objects. Such obstruction is based on the passage itself. However, the obstruction stopping mechanism in this invention is not of that nature; rather, it is based on a designated stopping position, or in other words, on the operation plan of each moving object determined by the control system.

According to this control system, setting "no-entry zones" enables the smooth operation of multiple moving objects. For example, if another moving object attempts to enter a no-entry zone, it should be instructed to wait before reaching that zone. Furthermore, the no-entry zone setting can be lifted when there is no longer any possibility of obstruction to the passage of other moving objects by a moving object that is about to stop or has stopped. In other words, the control system can flexibly set no-entry zones according to the operation plan.

Incidentally, even if one moving object is stopped, if it does not obstruct the passage of other moving objects in the opposing lane, their passage may be permitted. In other words, the control system may instruct other moving objects to allow passage in the opposing lane. More specifically, for example, a following moving object traveling in its own lane may encroach on the opposing lane to overtake the stopped moving object.

This diagram shows how vehicles travel in a city with roads that allow for two-way traffic. This diagram illustrates whether a vehicle is stopped and whether it obstructs the passage of other vehicles in the oncoming lane. This is another diagram illustrating whether a vehicle is stopped and whether it obstructs the passage of other vehicles in the oncoming lane. This diagram shows a no-entry zone that is set up to obstruct the passage of other vehicles in the oncoming lane. This is a functional block diagram that schematically shows the functional configuration of the control system.

The following describes in detail, with reference to the figures, a mobile vehicle operation control device, which is an embodiment of the present invention, as an example for carrying out the present invention. In addition to the embodiments described below, the present invention can be implemented in various forms, including those described in the section on "Aspects of the Invention," based on the knowledge of those skilled in the art.

[A] Controlled Area and Controlled Vehicles As shown in Figure 1, the mobile vehicle operation control device (hereinafter sometimes referred to as "this control device") 10 of this embodiment controls the entire city where roads 12 exist as pathways, and controls the operation of multiple vehicles C as multiple mobile vehicles moving within that area. Incidentally, the control device 10 is installed in a control building 14 located in the center of the city. Each road 12 is a paved road with one lane in each direction, allowing for two-way traffic with opposing lanes. Only a part of the city is shown in Figure 1. Note that vehicles C is a general term, and in Figure 1, they are numbered C1, C2, ... to distinguish them individually. In the following explanation, arbitrary subscripts will be added as necessary.

Vehicle C includes vehicles of various uses and sizes, such as cargo transport vehicles and passenger vehicles, but all operate autonomously based on instructions from the control unit 10. In other words, in this city, all vehicles C operate autonomously, not by human drivers. Each vehicle C is equipped with a camera and GPS function, which are used to understand the surrounding environment and its own position. The autonomous driving methods used in each vehicle C follow general technology, and a detailed explanation is omitted here.

The control unit 10, as will be explained in detail later, creates an operation plan for each vehicle C. The operation plan includes when, in what order, and where each vehicle C should travel on the road 12, including the travel route (a sub-concept of "stop") and the stopping location (a sub-concept of "stopping location"). Based on the created operation plan, the control unit 10 issues instructions to each vehicle C. Each vehicle C performs automatic driving based on the instructions from the control unit 10 based on the operation plan. Furthermore, each vehicle C continuously transmits its own location information, acquired via GPS, and information about whether it is moving, and its speed and direction when moving, to the control unit 10. Based on this information, the control unit 10 understands the driving status of each vehicle (a concept that also includes the "stopped state").

[B] Vehicle Driving Rules In this town, all vehicles C are, in principle, required to drive in the left lane of road 12, and a maximum speed limit is set. In principle, overtaking a vehicle C that is ahead in your lane is prohibited, and if a preceding vehicle C is stopped, you are required to stop behind that vehicle C.

The city has intersections 16 and pedestrian crossings 18. Traffic lights are installed at pedestrian crossing 18, and according to these lights, vehicle C is permitted to stop before pedestrian crossing 18 and cross it. Traffic lights are also installed at intersection 16, and according to these lights, vehicle C is permitted to stop and proceed straight or turn left or right. For example, if a vehicle going straight and a vehicle turning right enter intersection 16 from opposite directions simultaneously, the vehicle going straight has priority. The operation of vehicle C at pedestrian crossings 18 and intersection 16 follows general traffic rules, so a detailed explanation is omitted here. Incidentally, when each vehicle C approaches intersection 16 or pedestrian crossing 18, it receives information to that effect from the control device 10 and confirms this based on information obtained from its own camera.

In specific locations within the city, designated bus stops (stopping points) 20 are established. Vehicles C, such as route buses (vehicles C1 and C2 in Figure 1), travel along designated routes and pick up and drop off passengers at bus stops 20. More specifically, such vehicles C travel along designated routes and stop at bus stops 20 along the way. At bus stop 20, as shown in Figure 2(a), vehicle Ca pulls over to the shoulder of the road 12 and stops. At the location of bus stop 20, other vehicles C are permitted to pass in the oncoming lane. That is, as shown by the solid line in Figure 2(a), oncoming vehicle Cb is permitted to continue straight in the oncoming lane. On the other hand, following vehicle Cc, as an exception to the above principle, is permitted, based on information from the control device 10, to veer into the oncoming lane and overtake the stopped vehicle Ca, as shown by the dashed line, provided it does not interfere with the oncoming vehicle.

On the other hand, for vehicles C such as trucks (vehicles C3, C4, and C5 in Figure 1), numerous loading/unloading yards 22 are provided in the city as stopping positions (parking spots) facing the road 12. Vehicles C enter the loading/unloading yards 22 from the road 12 to load and unload cargo. More specifically, as shown in Figure 2(b), for example, vehicles stop in loading/unloading yards 22 located beside their own lane, that is, on the left side of the road 12. Figure 2(b) shows vehicle Cd reversing into and stopping in the loading/unloading yard 22 on the side of its own lane. Also, as shown in Figure 2(c), for example, vehicles cross the oncoming lane and stop in loading/unloading yards 22 located beside the oncoming lane, that is, on the right side of the road 12. Figure 2(c) shows vehicle Ce moving forward into and stopping in the loading/unloading yard 22 on the oncoming lane side.

In the case shown in Figure 2(b), when transitioning from forward to reverse, vehicle Cd will veer into the oncoming lane. Similarly, in the case shown in Figure 2(c), vehicle Ce will cross the oncoming lane. In both cases, vehicle C will stop at the designated stopping position while obstructing the passage of other vehicles C not only in its own lane but also in the oncoming lane.

Next, let's consider the case where vehicle C, which is parked in the loading/unloading yard 22, returns to road 12. For example, when vehicle Cd, which is parked in reverse as shown in Figure 2(b), returns to road 12, it moves forward to enter road 12 as shown in Figure 3(a). More specifically, as shown by the solid line, it may return to road 12 by moving to the left, and as shown by the dashed line, it may return to road 12 by moving to the right. Also, for example, when vehicle Ce, which is parked in forward position as shown in Figure 2(c), returns to road 12, it moves backward to enter road 12 as shown in Figure 3(b). More specifically, as shown by the solid line, it may return to road 12 by moving to the left, and as shown by the dashed line, it may return to road 12 by moving to the right. If we consider the lane the vehicle travels in after returning to road 12 as its own lane, then in the case shown with a solid line in Figure 3(a), the passage of other vehicles C in the oncoming lane is not obstructed. However, in the case shown with a dashed line in Figure 3(a) and a solid line in Figure 3(b), the passage of other vehicles C in the oncoming lane is obstructed, as well as the passage of vehicles C in the oncoming lane.

The stopping at the loading/unloading yard 22 and the departure from the loading/unloading yard 22 described above are just examples, and these stopping and departures may also obstruct the passage of other vehicles C in the oncoming lane. In other words, the way a vehicle C stops at a certain stopping position may obstruct the passage of other vehicles C in the oncoming lane (hereinafter sometimes referred to as a "passage obstruction stopping configuration"). Therefore, in this city, when a vehicle C is in a passage obstruction stopping configuration, specifically, as shown in Figure 4(a), when vehicle Cd is about to stop at the loading/unloading yard 22, or as shown in Figure 4(b), when vehicle Ce is about to depart from the loading/unloading yard 22, the section including the loading/unloading yard 22, or more precisely, a certain distance before and after the loading/unloading yard 22, is designated as a no-entry zone for other vehicles C, prohibiting entry to both the oncoming lane and the oncoming lane.

When a no-entry zone is set, as shown in Figure 4, both vehicles C traveling in their own lane and vehicles C traveling in the oncoming lane are made to wait before that zone. Although not shown in the illustration, the no-entry zone setting is lifted when vehicles Cd and Ce, which are attempting to stop in the loading/unloading yard 22, stop and begin loading or unloading, or when vehicles Cd and Ce, which were stopped in the loading/unloading yard 22, depart and leave the set no-entry zone. In other words, it is lifted when the possibility of obstruction to other vehicles C by vehicles Cd and Ce, which are attempting to stop or were stopped in the loading/unloading yard 22, disappears.

[C] Functions of the control device As shown in Figure 5, the control device 10 is composed of a computer 30 as its main component and includes a communication device 32 that enables communication with each vehicle C. As shown in Figure 5, the computer 30 has a plurality of functional units that operate by the execution of a program, specifically a vehicle status recognition unit 34, an operation management unit 36, a driving management unit 38, and an instruction issuance unit 40.

The vehicle status monitoring unit 34, based on information sent from each vehicle C, determines the current status of each vehicle C, specifically its current position, orientation, whether it is moving or stationary, and, if moving, its speed.

The Operations Management Unit 36 has an Operations Planning Unit 42, which creates an operations plan for each vehicle C. Specifically, for example, if vehicle C is a bus like the one described above, it determines, based on a pre-set timetable, when and from which stop 20 vehicle C will depart, what route it will take, and when it will arrive at which stop 20. Similarly, if vehicle C is a truck like the one described above, it determines, based on a request from a supplier for cargo transport, when and at which loading/unloading yard 22 vehicle C will receive the cargo, what route it will take, and when and at which loading/unloading yard 22 it will deliver the cargo. Based on the operations plan for each vehicle C created by the Operations Planning Unit 42 and the status of each vehicle C as determined by the Vehicle Status Monitoring Unit 34, the Operations Management Unit 36 manages the operation of each vehicle, including its progress toward the operations plan.

The driving management unit 38 manages the driving of each vehicle C on the road 12 based on the status of each vehicle C as determined by the vehicle status recognition unit 34. For example, as explained earlier, if a vehicle C is stopped at a bus stop 20, it allows following vehicles C to overtake the stopped vehicle C, as long as it does not obstruct the passage of a third vehicle C.

Furthermore, the vehicle management unit 38 includes a no-entry zone setting unit 44. As explained earlier, in the loading/unloading yard 22, if a vehicle C is about to stop, or is stopped and about to depart, it may obstruct the passage of other vehicles C in the oncoming lane. Taking this into consideration, the no-entry zone setting unit 44 sets a no-entry zone for other vehicles C if a vehicle C is stopped or stopped in a manner that could obstruct the passage of other vehicles C in the oncoming lane. The vehicle management unit 38 also manages the movement of each vehicle C on the road 12 based on the set no-entry zone. The no-entry zone setting unit 44 then removes the set no-entry zone when the above possibility ceases.

The instruction issuing unit 40 issues instructions to each vehicle C regarding starting, stopping, turning left or right, and speed when driving, based on the operation management by the operation management unit 36 and the driving management by the driving management unit 38.

According to this control device 10, by setting the entry-restricted zone, it becomes possible to effectively address not only obstructions to vehicle C traffic caused by the road 12 itself, such as simultaneous entry into intersection 16, but also obstructions to traffic based on the user's predetermined operation plan. In other words, in areas with roads where two-way traffic is possible, such as in urban areas, it becomes possible to effectively manage the operation of multiple vehicles according to their respective operation plans.

10: Mobile Vehicle Control System 12: Road (Passageway) 14: Control Building 16: Intersection 18: Pedestrian Crossing 20: Bus Stop 22: Inbound/Outbound Yard 30: Computer 32: Communication Equipment 34: Vehicle Status Monitoring Unit 36: Operation Management Unit 38: Driving Management Unit 40: Instruction Issuance Unit 42: Operation Plan Creation Unit 44: No-Entry Zone Setting Unit C, C1, C2, ..., Ca, Cb, ...: Vehicle (Mobile Vehicle)

Claims (4)

A mobile vehicle operation control device for controlling the operation of multiple mobile vehicles in an area where there is a passage with opposing lanes allowing two-way traffic,
A mobile vehicle operation control device configured to set a stop position and travel route for each of multiple mobile vehicles according to the request, and to set the section including the stop position as a no-entry zone for other mobile vehicles traveling on either the own lane or the oncoming lane when a mobile vehicle stops or is stopped at a certain stop position in a manner that may obstruct the passage of other mobile vehicles on the oncoming lane, and to give instructions to allow passage on the oncoming lane not only to other mobile vehicles traveling on the oncoming lane but also to following mobile vehicles traveling on the own lane . The mobile vehicle operation control device according to claim 1, configured to release the setting of the no-entry zone when the possibility of obstruction by a mobile vehicle that is about to stop or has stopped has ceased. The mobile vehicle operation control device according to claim 1, configured to instruct another mobile vehicle to wait before entering the no-entry zone when that vehicle attempts to enter the no-entry zone. A mobile vehicle operation control device according to any one of claims 1 to 3, wherein each of the multiple mobile vehicles is a vehicle that operates autonomously.