United States Patent: (10) Patent No.: (45) Date of Patent

US0094.
18557B2
(12) United States Patent (10) Patent No.: US 9.418,557 B2

KaWamata et al. (45) Date of Patent: Aug. 16, 2016
(54) FLEET OPERATION MANAGEMENT (58) Field of Classification Search
SYSTEM None
See application file for complete search history.
(71) Applicant: Hitachi Construction Machinery Co.,
Ltd., Bunkyo-ku, Tokyo (JP) (56) References Cited
(72) Inventors: Yukihiro Kawamata, Tokyo (JP); Mikio U.S. PATENT DOCUMENTS
Bando, Tokyo (JP); Hiroshi Ogura,
Tsuchiura (JP); Katsuaki Tanaka, 7,940,741 B2 * 5/2011 Lee ........................ G08G 1,092
370,349
Tsuchiura (JP) 8,239,127 B2 8/2012 Kono et al.
(73) Assignee: Hitachi Construction Machinery Co., FOREIGN PATENT DOCUMENTS
Ltd., Tokyo (JP)
JP 10-76864. A 3, 1998
(*) Notice: Subject to any disclaimer, the term of this JP 2009-173143 A 8, 2009
patent is extended or adjusted under 35
U.S.C. 154(b) by 130 days. (Continued)
OTHER PUBLICATIONS
(21) Appl. No.: 14/377,378
English-language translation of International Preliminary Report on
(22) PCT Fled: Feb. 19, 2013 Patentability (PCT/IB/338 & PCT/IB/373), including Written Opin
(86) PCT NO.: ion (PCT/ISA/237), dated Sep. 4, 2014 (Six (6) pages).
(Continued)
S371 (c)(1),
(2) Date: Aug. 7, 2014 Primary Examiner — Adam Alharbi
(87) PCT Pub. No.: WO2013/125538 (74) Attorney, Agent, or Firm — Crowell & Moring LLP
PCT Pub. Date: Aug. 29, 2013 (57) ABSTRACT
A fleet operation management system for a vehicle traveling
(65) Prior Publication Data
on a predetermined travel route comprises: a storage unit
US 2016/OO19792 A1 Jan. 21, 2016 (128, 142) which stores travel route information including the
position, height and Surface resistance of the vehicle's travel
(30) Foreign Application Priority Data route; a speed prediction unit (102) which predicts future
change in the speed of the vehicle coasting on the travel route
Feb. 22, 2012 (JP) ................................. 2012-036859 based on the current position, the current speed, and the travel
(51) Int. C. route information; and an operation timing calculation unit
G06F 7/70 (2006.01) (104) which judges which of acceleration, deceleration and
G08G I/00 (2006.01) coasting should be performed at the current position based on
(Continued) the change in the coasting speed so that the vehicle speed after
the lapse of a predetermined time will be within a predeter
(52) U.S. Cl. mined range. This configuration makes it possible to properly
CPC .............. G08G 1/20 (2013.01); B60R 16/0236 judge which of the acceleration, the deceleration and the
(2013.01); B60W 10/06 (2013.01); B60W 10/11 coasting should be performed on the vehicle's travel route
(2013.01); from the viewpoint of fuel-efficient operation.
(Continued) 11 Claims, 17 Drawing Sheets
AFTER t SECONDS
DECELERATION 21 O
COASTING
a-a-a-a-a-a-a-b-
RESISTANCE (SURFACE FRICTION, AIR RESISTANCE)

/
220
US 9.418,557 B2
Page 2
(51) Int. Cl. 2720/103 (2013.01); B60W 2720/106

B60R 16/023 (2006.01) (2013.01); Y02T 10/84 (2013.01)
B60V I/06 (2006.01)
B60V I/II (2012.01) (56) References Cited
B60V I/I-84 (2012.01)
B60/30/18 (2012.01) FOREIGN PATENT DOCUMENTS
B60/50/00 (2006.01) JP 2010-183687. A 8, 2010
G07C5/02 (2006.01) JP 2011-53162 A 3, 2011
G07C5/08 (2006.01) JP 2011-225103 A 11, 2011
(52) U.S. Cl. OTHER PUBLICATIONS
CPC ....... B60W 10/184 (2013.01); B60W30/18072 Corresponding International Search Report datedMar. 19, 2013 with
(2013.01); B60W50/0097 (2013.01); G07C English Translation (two (2) pages).
5/02 (2013.01); G07C5/0816 (2013.01); B60W. Japanese-language Written Opinion dated Mar. 19, 2013(PCT/ISA?
2520/10 (2013.01); B60W 2550/142 (2013.01); 237) (three (3) pages).
B60W 2550/143 (2013.01); B60W 2550/402
(2013.01); B60W 2720/10 (2013.01); B60W. * cited by examiner
U.S. Patent Aug. 16, 2016 Sheet 1 of 17 US 9,418,557 B2
FIG. 1
AFTER t SECONDS
200 DECELERATION 21 O
COASTING
a-a-a-a-a-a-b-
Essssssssss
RESISTANCE (SURFACE FRICTION, AIR RESISTANCE)

/
220
FIG. 2
AFTER t SECONDS
OASTIN ACCELERATION/
C G DECELERATION
ws
RESISTANCE (SURFACE FRICTION,

AIR RESISTANCE) 3% THRUST (DESCENDING SLOPE)
N
330
FIG. 3
STORAGE 20
DEVICE
VEHICLE
51 10
52 VEHICLE
SPEED ARITHMETIC INPUT
53- VEHICLE
PROCESSING (
DEVICE
DEVOE - 40
DRIVE FORCE
VEHICLE
54 WEIGHT
DISPLAY 30
DEVICE
U.S. Patent Aug. 16, 2016 Sheet 3 of 17 US 9.418,557 B2
FIG. 4 100
ACCELERATOR/ -1 144
BRAKE
OPERATION carrio" 112
104 - CALCULATION
TIMING OPERATION
INSTRUCTION
835AL ERATION
UNIT UNIT UNIT UNIT
HOST VEHICLE COASTING BRAKE ROUTE

SPEED OPERATION OPERATION MANAGEMENT
PREDICTION INSTRUCTION INSTRUCTION UNIT
UNIT UNIT UNIT
102 160
116 126
HOST VEHICLE
POSITION MAP SURFACE MAP
MEXSEEMENT
UNIT
MATCHING
UNIT
RESISTANCE
STORAGE
DATA
STORAGE
UNIT UNIT 164
162
GPS 118 VEHICLE C D SURFACE
WEIGHT VEHICLE RESISTANCE
GYRO 120 MEASUREMENT INFORMATION
STORAGE
INPUT UNIT 166
UNIT
ASSEER -122 UNIT SURFACE
136 RESISTANCE
SPEED-
S
124 PRESSURE
GAUGE
-24 ESTIMATION
UNIT
FIG. 5
510 512 514 INTERPOLATIONS

as S-T-4-2
certoon,
INTERPOLATION 1 S 3/,
550 560
FIG. 6
ROAD LINK TABLE 600
610
615
620
625
630
635
640
645
650 NTERPOLATION POINT in COORDINATES X:4byte,Y:4Byte
FIG. 7
ALTITUDE INFORMATION TABLE 800
610
615
620
625
630
635
810
820
830
U.S. Patent Aug. 16, 2016 Sheet 5 Of 17 US 9,418,557 B2
FIG. 8
SURFACE RESISTANCE TABLE 700
610 - LINK ID
615 - START POINT NODE ID
620 - END POINT NODE ID
625 - LINK DISTANCE
630 N START POINT NODE COORDINATES X:4byte,Y:4Byte
635 - END POINT NODE COORDINATES X:4byte,Y:4Byte
710 SURFACE RESISTANCE
FIG. 9
VEHICLE INFORMATION TABLE 900
905
910
915
920
925
FIG. 10
START 400
ACQUIRE HOST VEHICLE POSITION AND HOST VEHICLE SPEED 402
ACQUIRE MAPDATA IN THE VICINITY OF HOST VEHICLE POSITION)- 404
PERFORM MAP MATCHING ON HOST VEHICLE POSITION 406
NO
ISHOST VEHICLE POSITION ON ROUTE -4- 408
YES
ACQUIRE LINKED SET REGARDING ROUTEIN HOST VEHICLESTRAVELING DIRECTION)- 410
SCAN ROAD LINKS IN HOST VEHICLES TRAVELING DIRECTION UP 412

TO BLANCHING POINT AND SET THE ROAD LINKS AS NEW ROUTE
ACQUIRE MAPDATAON ROUTEIN HOST VEHICLES TRAVELING DIRECTION 414
ACQUIRE ALTTUDE INFORMATION ON ROUTEIN HOST VEHICLESTRAVELING DIRECTION 416
ACQUIRE SURFACE RESISTANCE ON ROUTEIN HOST VEHICLESTRAVELING DIRECTION 418
ACQUIRE VEHICLE INFORMATION ON HOST VEHICLE 420
PREDICT SPEED TRANSITION OF HOST VEHICLE 422
CALCULATEACCELERATOR OPERATION TIMING 424
CALCULATE BRAKE OPERATION TIMING 426
NO IS ACCELERATOR OPERATIONNECESSARY -s-4- 428
YES
GIVE ACCELERATOR OPERATION INSTRUCTION 430
NO
IS BRAKE OPERATIONNECESSARY os-4. 432
YES
GIVE BRAKE OPERATION INSTRUCTION 434
NO
AREACCELERATOR AND BRAKE OPERATIONSUNNECESSARY =4 436
YES
GIVE COASTING OPERATION INSTRUCTION 438
ESTIMATESURFACERESISTANCE AT HOST VEHICLEPOSITION, UPDATESURFACERESISTANCEINFORMATION 440
442
NO TERMINATION REQUEST?
YES
444
FIG. 11
ACCELERATOR OPERATION INSTRUCTION
ACCELERATOR BRAKE 1000
1010 1020
FIG. 12
BRAKE OPERATION INSTRUCTION
1110 1120
FIG. 13
COASTING OPERATION
(WITH NO ACCELERATOR/BRAKE OPERATION)
1210 1220
FIG. 14
ACCELERATOR OPERATION INSTRUCTION
OPERATE
1300 ACCELERATOR
1310
FIG. 15
BRAKE OPERATION INSTRUCTION
OPERATE
1300 P
1410
FIG. 16
COASTING OPERATION
(WITH NO ACCELERATOR/BRAKE OPERATION)
e1 -
RELEASE
ACCELERATOR
1300 AND BRAKE
PEDALS
1510
FIG. 18A
400
ACQUIRE HOST VEHICLE POSITION AND HOST VEHICLE SPEED 402
ACQUIRE MAP DATA IN THE VICINITY OF HOST VEHICLE POSITION)- 404
PERFORMMAP MATCHING ON HOST VEHICLE POSITION 406
NO
IS HOST VEHICLE POSITION ON ROUTE 2-4- 408
YES
ACQUIRE LINKID SET REGARDING ROUTEIN HOST VEHICLESTRAVELING DIRECTION)- 410
SCAN ROAD LINKS IN HOST VEHICLE'S TRAVELING DIRECTION UP 412

TO BLANCHING POINT AND SET THE ROAD LINKS AS NEW ROUTE
ACQUIRE MAPDATAON ROUTEIN HOST VEHICLES TRAVELING DIRECTION)- 414
ACQUIRE ALTTTUDENFORMATION ON ROUTEIN HOST VEHICLESTRAVELINGDIRECTION)- 416
ACQUIRE SURFACERESISTANCE ON ROUTEIN HOST VEHICLESTRAVELINGDIRECTION)- 418
ACGURE VEHICLE INFORMATION ON HOST VEHICLE 420
426
-N9 - IS ACCELERATOR OPERATIONNECESSARY -4- 428
YES
NO-IS BRAKE OPERATIONNECESSARY -2'

YES
GIVE BRAKE OPERATION INSTRUCTION
NO- AREACCELERATOR AND BRAKE OPERATIONSUNNECESSARY =4- 436

YES
GIVE COASTING OPERATION INSTRUCTION
(A1) (A2)
FIG. 18B
(A1) (A2)
CALCULATE COASTABLE DISTANCE 1710
CALCULATE POSITIONS WHERE ACCELERATION/DECELERATION 1720
CHANGES AND SPEEDATEACHTIME OF CHANG
DISPLAY COASTABLE DISTANCE 1730
DISPLAYPOSITIONS WHERE ACCELERATION/DECELERATION 1740
CHANGES AND SPEEDAT EACH TIME OF CHANG
ESTIMATE SURFACERESISTANCE AT HOST VEHICLE POSITION, 440
UPDATE SURFACE RESISTANCE INFORMATION
NO 442
TERMINATION REQUEST?
YES
END 444
FIG. 19
1820 1850
A20km/h
1835
COASTABLE TO
DESTINATION 1855
1815
1830
FIG. 20
1930 1920
A 10km/h
ACCELERATE 1925
1900
1915
1910
2000
ACCELERATION 2015
A45km/h BRAKE
2010 2020 2025
FIG. 22
COASTABLE DISTANCE: | POSSIBLE TO

DESTINATION 2105a
500
1000 2100
21 10a
CURRENT 2120
SPEED
100 m AWAY
SPEED ACCELERATE
2125 2130
FIG. 23
COASTABLE DISTANCE: 2105b

500
1000 2100
21 1 Ob
CURRENT 2120
SPEED
100 m AWAY
SPEED ACCELERATE
2125 2210
FIG. 24 2300
N-VEHICLE TERMINAL SYSTEM
2304 2308 114 2314
VEHICLE ID BRAKE OPERATION ROUTE ROUTE
TRANSMISSION REQUEST MANAGEMENT RECEPTION
UNIT RECEPTION UNIT UNIT UNIT
HOST VEHICLE ACCELERATOR OVERALL TERMINAL
POSITION OPERATION CONTROL INPUT
TRANSMISSION REQUEST UNIT UNITT
UNIT RECEPTION UNIT
QSIVEHICLE ACCELERATOR BRAKE COASTING TERMINAL COASTING

POSITION OPERATION OPERATION OPERATION COMMUN-OPERATION
MEASUREMENTiSEoN INSTRUC REQUEST CATION INSTRUC
UNIT UNIT TION UNIT RECEPTION UNIT TION UNIT
116 UNIT
GPS 108 10 2312.2310
GYRO VEHICLE VEHICLE SURFACE SURFACE
WEIGHT WEIGHT RESISTANCE RESISTANCE
ACCELER- MEASURE TRANSMS ESTIMATION TRANSMS
OMETER MENT UNIT SION UNIT UNIT SION UNIT
SPEED 162 2332 166
OMETER
VEHICLE MANAGEMENT CENTER SYSTEM

104 2352 2356 2360
ACCELERATOR/ ACCELERATOR CENTER VEHICLE ID
BRAKE OPERATION OPERATION COMMUNICATION RECEPTION
TIMING REQUEST TRANS UNIT UNIT
CALCULATION UNIT MISSION UNIT
HOST VEHICLE
SPEED VEHICLE WEIGHT EAEPERATION SSISSIOLE
PREDICTION UNIT RECEPTION UNIT TRANSMISSION UNITRECEPTION UNIT
102 238O 2354 2358
MAP C DISURFACE
RESISTANC E|CENTERROUTE|CENTER
MATCHING CENTERVEHICLE RECEPTION MANAGEMENT OPERATION
UNIT INFORMATION UNIT INPUT UNIT
STORAGE UNIT JUNIT
2.382 2374 2366
OVERALL COASTING
SURFACE MAPDATA CONTROL TRANSMISSION OPERATION
RESISTANCE STORAGE UNIT UNIT REQUEST
STORAGE (INCLUDING TRANSMISSION
UNIT ALTITUDE) 142 Y362 2364 UNIT
U.S. Patent Aug. 16, 2016 Sheet 15 of 17 US 9.418,557 B2
FIG. 25
START 2400
(B1)-- O RECEIVE VEHICLE
RECEIVE VEHICLE POSITION AND VEHICLE
POSITION AND SPEED
VEHICLE SPEED D 2405
(B2)-- 2410
(B6)-- 2411
2412
(B7)-- 2413
2414
404
406
NO is HOST VEHICLE position ON ROUTE-2'
YES
ACQUIRELINKIDSET REGARDING ROUTEIN HOST VEHICLESTRAVELINGDIRECTION)-410
SCANROADLINKS IN HOST
TO BLANCHING POINT VEHICLESTRAVELINGDIRECTIONUP
AND SET THE ROAD LINKS AS NEW ROUTE -412
ACQUIRE MAPDATAON ROUTEIN HOST VEHICLESTRAVELINGDIRECTION)-414
ACQUIRE ALTTTUDENFORMATION ON ROUTEIN HOST VEHICLESTRAVELINGDIRECTION)-416
ACQUIRESURFACERESISTANCE ON ROUTEIN HOST VEHICLESTRAVELING DIRECTION 418
ACQUIRE VEHICLE INFORMATION CORRESPONDING TO VEHICLEID)-2415
CALCULATE BRAKE OPERATION TIMING 426
IS ACCELERATOR OPERATIONNECESSARY -2'
YES
2420
IS BRAKE- OPERATIONNECESSARY los-2.432
2425
YES
TRANSMIT COASTING OPERATION REQUEST
TERMINATIONYES
REQUEST E-22'
2440
FIG. 26
START 2500
ACOUIRE HOST VEHICLE POSITION AND HOST VEHICLE SPEED 402
(B1)-- (TRANSMIT HOST VEHICLE POSITION AND HOST VEHICLE SPEED 2505
(B2)-- TRANSMIT VEHICLE ID 2510
MEASURE VEHICLE WEIGHT 2511
(B 6) - awa
TRANSMIT VEHICLE WEIGHT 2512
ESTIMATE SURFACE RESISTANCE AT HOST VEHICLE POSITION 2513
(B7)-- TRANSMIT SURFACE RESISTANCE 2514

(B3)-- RECEIVE ACCELERATOR OPERATION REQUEST 2515
NO ACCELERATOR RECEPTION ? 2520
YES
(B4)-- RECEIVE BRAKE OPERATION REQUEST 2525
NO BRAKE RECEPTION ? -2530

YES
GIVE BRAKE OPERATION INSTRUCTION 434
(B5)-- RECEIVE COASTING OPERATION REQUEST 2535

NO 2540
GIVE COASTING OPERATION INSTRUCTION 438

NO 2545
YES
C END D-2550
FIG. 27
VEHICLE ID-SPECIFIC VEHICLE INFORMATION TABLE 2500
260
905
910
915
920
925
US 9,418,557 B2
1. 2
FLEET OPERATION MANAGEMENT JP-2011-53162-A) does not necessarily achieve the intended
SYSTEM fuel-efficient operation depending on the driver's accelerator/
brake work. Since the accelerator/brake work greatly varies
TECHNICAL FIELD from driver to driver, this factor can deteriorate the fuel effi
ciency in a greater degree than the benefit of the fuel saving
The present invention relates to a fleet operation manage effect achieved by the route selection.
ment system for Supporting fuel-efficient operation of Furthermore, the technology disclosed in JP-2010
vehicles Such as mining dump trucks. 183687-A just indicates the start timing for the coasting
10
operation, without clarifying start timing for acceleration
BACKGROUND ART operation and deceleration operation. Thus, this technology
also does not let the driver learn about concrete accelerator/
With the recent enhancement of awareness of environmen brake work suitable for reducing the fuel consumption. Espe
tal problems, a lot of efforts are being made to reduce the fuel cially, dump trucks do not mainly travel on paved roads, and
consumption of vehicles Such as motorcars, construction thus the Surface resistance on the travel route changes from
machines and dump trucks (e.g., mining dump trucks). 15
hour to hour due to variations in weather, temperature change,
Technologies of this kind include, for example, applica water sprinkling by sprinkler trucks, etc. Calculating the
tions (application programs) for providing a service of
searching for a route that minimizes the fuel consumption. coasting start timing based on the fixed travel course infor
For example, JP-2011-53162-A discloses a car navigation mation (Surface resistance, etc.) as in this technology involves
system for presenting the driver with a travel route that mini a problem in that the accuracy of the timing calculation dete
mizes the fuel consumption based on geographical features, riorates when the road Surface condition changes.
traffic information, vehicle weight, and energy consumption It is therefore the primary object of the present invention to
characteristics of the engine/motor. provide a fleet operation management system that makes it
As a technology adopting a different approach, there exists possible to properly judge which of acceleration, deceleration
a system which constantly monitors the fuel consumption of 25 and coasting should be performed during the traveling from
a vehicle and provides the driver with guidance to reduce the the viewpoint of fuel-saving operation.
fuel consumption. For example, JP-10-76864-A discloses a
vehicle operation management device which monitors the Means for Solving the Problem
fuel consumption calculated during the traveling of the
30 To achieve the above object, the present invention provides
vehicle and issues an abnormality alarm when the fuel con
Sumption reaches an alarm level. a fleet operation management system for a vehicle traveling
Further, there has been disclosed an operation support on a predetermined travel route, comprising: a storage unit
device for a diesel-electric truck, comprising: a course infor which stores travel route information including a position,
mation database storing course information on a course on height and Surface resistance of the travel route; and a calcu
35 lation unit which predicts future change in a speed of the
which the truck travels; a vehicle body information database
storing vehicle body information on the truck; a current posi vehicle coasting on the travel route based on a current position
tion judgment unit which calculates current position informa and current speed of the vehicle and the travel route informa
tion on the truck; means for calculating coasting start timing tion and judges which of acceleration, deceleration and coast
for achieving a target speed at a predetermined point in front ing of the vehicle should be performed at the current position
of the current position based on the current position and speed 40 based on the change in the coasting speed so that a predicted
of the truck and the target speed at the predetermined point by speed of the vehicle after the lapse of a predetermined time
use of the databases and inputted information; and means for will be within a predetermined range.
informing the driver of the coasting start timing according to
the output of the calculation means (JP-2010-183687-A). Effect of the Invention
45
PRIOR ART LITERATURE According to the present invention, which of acceleration,
deceleration and coasting should be performed during the
Patent Literature traveling can be judged properly from the viewpoint of fuel
saving operation, by which the fuel efficiency of vehicles can
Patent Literature 1: JP-2011-53162-A 50 be improved.
Patent Literature 2: JP-10-76864-A
Patent Literature 3: JP-2010-183687-A BRIEF DESCRIPTION OF THE DRAWINGS
SUMMARY OF THE INVENTION FIG. 1 is a schematic diagram showing a state of a mining

55 dump truck coasting on a level ground.
Problem to be Solved by the Invention FIG. 2 is a schematic diagram showing a state of a mining
dump truck coasting on a descending slope.
In Systems monitoring the fuel consumption and issuing an FIG. 3 is a schematic block diagram of a fleet operation
alarm to the driver when the fuel consumption is significantly management system in accordance with an embodiment of
high (like the technology disclosed in JP-10-76864-A), the 60 the present invention.
driver is allowed to notice his/her poor accelerator/brake FIG. 4 is a block diagram of a fleet operation management
work (ways of operating the accelerator and brake pedals) system in accordance with a first embodiment of the present
deteriorating the fuel efficiency. However, the driver cannot invention.
learn about concrete accelerator/brake work suitable for FIG. 5 is an explanatory drawing for explaining map data
reducing the fuel consumption. 65 according to an embodiment of the present invention.
Further, just presenting the driver with a route minimizing FIG. 6 is a schematic diagram showing a road link table
the fuel consumption (like the technology disclosed in stored in a map data storage unit 142.
US 9,418,557 B2
3 4
FIG. 7 is a schematic diagram showing an altitude infor MODE FOR CARRYING OUT THE INVENTION
mation table stored in the map data storage unit 142.
FIG. 8 is a schematic diagram showing a surface resistance Referring now to the drawings, a description will be given
table stored in a surface resistance storage unit 128. in detail of preferred embodiments of the present invention.
FIG. 9 is a schematic diagram showing a vehicle informa The following explanation will be given about cases where
tion table stored in a vehicle information storage unit 136. the operation management system is employed for mining
FIG. 10 is a flow chart of a process executed by the fleet dump trucks among various types of vehicles.
operation management system in accordance with the first FIG. 1 is a schematic diagram showing a state of a mining
embodiment of the present invention. dump truck coasting on a level ground (gradient: 0) with no
FIG.11 shows an accelerator operation instruction (screen) 10 fuel injection (traveling with inertial energy with the accel
displayed on a display device 30 according to the first erator pedal and the brake pedal both released). As shown in
embodiment of the present invention. FIG.1, in the case where the mining dump truck 200 coasts on
a level ground, the mining dump truck 210 after t seconds
FIG. 12 shows a brake operation instruction (screen) dis becomes slower than the mining dump truck 200 at the origi
played on the display device 30 according to the first embodi 15 nal point due to the resistance 220 Such as Surface resistance
ment of the present invention. and air resistance.
FIG. 13 shows a coasting operation instruction (screen) FIG. 2 is a schematic diagram showing a state of a mining
displayed on the display device 30 according to the first dump truck coasting on a descending slope. As shown in FIG.
embodiment of the present invention. 2, in the case where the mining dump truck 300 coasts on a
FIG. 14 is a schematic diagram showing the accelerator descending slope, the mining dump truck accelerates/decel
operation instruction issued via a voice guidance device 1300 erates when the gradient of the descending slope is relatively
according to the first embodiment of the present invention. high/low. The acceleration/deceleration is caused by the
FIG. 15 is a schematic diagram showing the brake opera resistance 320 (Surface resistance, air resistance, etc.) and the
tion instruction issued via the voice guidance device 1300 thrust 330 due to the height difference of the descending
according to the first embodiment of the present invention. 25 slope. Thus, the mining dump truck 310 after t seconds
FIG. 16 is a schematic diagram showing the coasting becomes slower/faster than the mining dump truck 300 at the
operation instruction issued via the Voice guidance device original point if the thrust 330 is greater/less than the resis
1300 according to the first embodiment of the present inven tance 320.
tion. The present invention supports the fuel-efficient operation
FIG.17 is a block diagram of a fleet operation management 30 by promoting the Suppression of wasteful fuel injection by
system in accordance with a second embodiment of the calculating the distance for which the vehicle can travel
present invention. (coast) until the vehicle speed decreases to 0 (coastable dis
FIG. 18A is a flow chart of a process executed by the fleet tance), acceleration/deceleration/coasting timing in the trav
operation management system in accordance with the second eling on a road Such as a descending slope, and so forth.
embodiment of the present invention. 35 FIG. 3 is a schematic block diagram showing a configura
FIG. 18B is a flow chart of the process executed by the fleet tion that is common to mining dump truck operation manage
operation management system in accordance with the second ment systems according to the embodiments of the present
embodiment of the present invention. invention. The fleet operation management system shown in
FIG. 19 is a schematic diagram showing an example of a FIG. 3 is used for supporting the fuel-efficient operation of
screen in which coastable distance, etc. are overlaid on a 40 one or more mining dump trucks in manned or unmanned
travel route displayed on the display device 30. operation. The fleet operation management system comprises
FIG. 20 is a schematic diagram showing another example an arithmetic processing device 10 (e.g., CPU) as calculation
of a screen in which the coastable distance, etc. are overlaid means (calculation unit) for executing various programs, a
on a travel route displayed on the display device 30. storage device 20 (e.g., semiconductor memory (ROM,
FIG. 21 is a schematic diagram showing another example 45 RAM, flash memory, etc.) and magnetic storage device (hard
of a screen in which the coastable distance, etc. are overlaid disk drive, etc.)) as storage means (storage unit) for storing
on a travel route displayed on the display device 30. the programs and various data, a display device 30 (e.g.,
FIG. 22 is a schematic diagram showing an example of a liquid crystal monitor) for displaying information Such as
screen of the display device 30 displaying the coastable dis results of processing by the arithmetic processing device 10,
tance, etc. in the form of text/graphic display. 50 and an input device 40 (e.g., pointing device (mouse, touch
FIG. 23 is a schematic diagram showing another example panel, etc.), keyboard, etc.) as input means (input unit) for
of a screen of the display device 30 displaying the coastable letting the operator (e.g., driver or manager of the mining
distance, etc. in the form of text/graphic display. dump truck) input information to the operation management
FIG.24 is a block diagram of a fleet operation management system. Incidentally, while only one of each device 10.20, 30.
system in accordance with a third embodiment of the present 55 40 is shown in the example of FIG.3, the example is not meant
invention. to restrict the number and the installation position of each
FIG. 25 is a flow chart of a process executed by a vehicle device in the embodiments.
management center system 2350 in the fleet operation man Inputted to the fleet operation management system shown
agement system in accordance with the third embodiment of in FIG.3 are the current position 51 of a certain mining dump
the present invention. 60 truck (vehicle), the current speed 52 of the vehicle, the current
FIG. 26 is a flow chart of a process executed by one of drive force 53 of the vehicle, and the gross weight (or load
in-vehicle terminal systems 2300 installed in mining dump weight on the bed) 54 of the vehicle (the gross vehicle weight
trucks in the fleet operation management system in accor as the Sum of the vehicle weight of the mining dump truck, the
dance with the third embodiment of the present invention. load weight, etc. will be expressed simply as “vehicle weight'
FIG. 27 is a schematic diagram showing a vehicle ID 65 in the following explanation for the sake of simplification).
specific vehicle information table 2600 stored in a center For example, a GPS receiver 118 explained later is usable as
vehicle information storage unit 2368. means for detecting the current position 51, a speedometer
US 9,418,557 B2
5 6
(speed sensor) 124 explained later is usable as means for of the three operations (1)–(3) should be performed (see FIG.
detecting the current speed 52, an engine torque sensor is 14, for example) instead of the display device 30.
usable as means for detecting the drive force 53, and pressure It is also possible to have the display device 30 display a
sensors for detecting the pressures of Suspension cylinders of map for indicating the travel route while also displaying the
the mining dump truck are usable as means for detecting the 5 coastable distance on the map. Further, acceleration sections
vehicle weight 54. and deceleration sections may also be displayed on the map
The storage device 20 has prestored travel route informa based on the change in the acceleration. Furthermore, pre
tion including the position (planar information) and the dicted vehicle speed at each boundary between the accelera
height (altitude information) of the travel route of the vehicle tion and deceleration sections may also be displayed.
and surface resistance values of the travel route, vehicle infor
10 In the following, specific contents of the embodiments
mation including the frontal projected area of the vehicle, the according to the present invention will be described.
air density and the vehicle weight 54, and so forth. The FIG. 4 is a block diagram of a mining dump truck operation
management system according to a first embodiment of the
surface resistance values of the travel route may also be present invention. In this embodiment, the operation manage
calculated based on the speed 52 and the drive force 53 of the 15 ment system is installed in an in-vehicle terminal system of a
vehicle on the travel route. The surface resistance value cal mining dump truck. In the in-vehicle terminal system, an
culated in regard to each position may be stored in the storage accelerator operation instruction (accelerator pedal depress
device 20 as the Surface resistance value at each position. ing instruction), a brake operation instruction (brake pedal
The arithmetic processing device 10 predicts future change depressing instruction), or a coasting operation instruction
in the speed of the vehicle coasting on the travel route based (accelerator/brake pedal releasing instruction) is presented to
on the current position 51, the current speed 52, and the travel the operator of the mining dump truck via notification means
route information stored in the storage device 20. Then, the such as the display device 30 and/or the voice guidance device
arithmetic processing device 10 executes a process of judging 13OO.
which of (1) acceleration (accelerator pedal depressing The storage device 20 shown in FIG. 3 functions as a map
operation), (2) deceleration (brake pedal depressing opera 25 data storage unit 142, a vehicle information storage unit 136
tion) and (3) coasting (traveling with inertial energy with the and a Surface resistance storage unit 128 in the in-vehicle
acceleratorpedal and the brake pedal both released) should be terminal system 100 shown in FIG. 4. The input device 40
performed at the current position based on the previously functions as an operation input unit 144 and a surface resis
predicted change in the coasting speed so that the vehicle tance input unit 164. The arithmetic processing device 10
speed or the vehicle speed change rate (over time) after the 30 functions as a host vehicle position measurement unit 116, a
lapse of a predetermined time will be within a predetermined Surface resistance estimation unit 166, a vehicle weight mea
range. surement unit 162, a speed prediction unit 102, an operation
As an example of the calculation process, the arithmetic timing calculation unit 104, an accelerator operation instruc
processing device 10 may judge that the acceleration should tion unit 108, a brake operation instruction unit 110, a coast
be performed if the predicted speed after the lapse of a pre 35 ing operation instruction unit 160, a map matching unit 126,
determined time from the present time (time of control) is a a route management unit 114 and an overall control unit 112.
first threshold value or lower, the deceleration should be The map data storage unit 142 has stored map data regard
performed if the predicted speed is a second threshold ing the position and the height of each road related to the
value (>first threshold value) or higher, and the coasting travel route (transportation path) of the mining dump truck as
should be performed if the predicted speed is higher than the 40 the travel route information on the mining dump truck. In this
first threshold value and lower than the second threshold embodiment, as indicated in FIGS. 5, 6 and 7 which will be
value. The arithmetic processing device 10 may also be con explained later, the road shape is defined by a plurality of
figured to judge that the acceleration should be performed if nodes represented by (X,Y) coordinate points and a set of
the change rate (rate of change over time) of the predicted links (road links) each connecting two of the nodes. Each
speed is a third threshold value (different from the first and 45 node is associated with altitude information (height informa
second threshold values) or lower, the deceleration should be tion). Each link is associated with altitude difference infor
performed if the change rate of the predicted speed is a fourth mation representing the altitude difference between the two
threshold value (>third threshold value) or higher, and the nodes.
coasting should be performed if the change rate of the pre The map data handled in this embodiment will be
dicted speed is higher than the third threshold value and lower 50 explained below referring to FIG. 5. FIG. 5 is an explanatory
than the fourth threshold value. drawing for explaining the map data according to an embodi
The gross vehicle weight of the mining dump truck also ment of the present invention. As shown in FIG. 5, the map
changes greatly with the change in the load weight on the bed data handled in this embodiment is expressed by nodes and
(i.e., the load). Therefore, the arithmetic processing device 10 links. The position of each node is represented by two-dimen
is desired to make the prediction of the change in the coasting 55 sional coordinates in the latitude direction and the longitude
speed of the vehicle in consideration of the vehicle weight. direction. A link is segmented at road changing points. The
The arithmetic processing device 10 may also calculate the changing point can be, for example, a road branching point, a
coastable distance from the current position and change in point where the road gradient changes from positive (ascend
acceleration based on the change in the coasting speed. ing) to negative (descending) or from negative to positive, a
Based on the result of the judgment by the arithmetic 60 point where the road width changes, a point where the Surface
processing device 10, the display device 30 displays a screen resistance changes, or a point where a link reaches a certain
for notifying the driver which of (1) depressing the accelera length. Each link has been assigned a link ID as a number
torpedal. (2) depressing the brake pedal, and (3) releasing the unique to the link, while each node has been assigned a node
accelerator pedal and the brake pedal should be performed at ID as a number unique to the node (see FIG. 6).
a predetermined position on the travel route. The fleet opera 65 In the example shown in FIG. 5, a link 1 (550), a link 2
tion management system may also be equipped with a voice (560) and a link 3 (570) are connected together at a node 2
guidance device 1300 for vocally notifying the driver which (520) serving as a branching point. Each link is provided with
US 9,418,557 B2
7 8
a node at its start point and end point. The link 1 (550) is associated with the altitude information (height information),
provided with a node 1 (510) at its start point and the node 2 and each road link is associated with the altitude difference
(520) at its end point. The link 2 (560) is provided with the information regarding the two modes. Incidentally, it is
node 2 (520) at its start point and a node 3 (540) at its end assumed here that each road link is formed so that the altitude
point. The link3 (570) is provided with the node 2 (520) at its 5 of one of the start/endpoint nodes is relatively higher than that
start point and a node (530) at its end point. of the other node.
Each link is further provided with interpolation points for The Surface resistance storage unit 128 has stored a Surface
expressing the road shape. The position of each interpolation resistance table 700 (containing the surface resistance value
point is represented by two-dimensional coordinates in the assigned to each road link) as a type of the travel route
latitude direction and the longitude direction similarly to the 10 information on the mining dump truck. FIG. 8 is a schematic
nodes. The link 1 (550) has three interpolation points (inter diagram showing the surface resistance table 700 stored in the
polation point 1 (512), interpolation point 2 (514), interpola surface resistance storage unit 128. As shown in FIG. 8, the
tion point 3 (516)) and its road shape is expressed by using the surface resistance table 700 includes a surface resistance 710
start point node, the endpoint node and the three interpolation indicating the Surface resistance value of each road link. The
points. The link 2 (560) has two interpolation points (inter- 15 value of the surface resistance 710 is appended/updated
polation point 4 (532), interpolation point 5 (534)) and its according to the inputs from the Surface resistance input unit
road shape is expressed by using the start point node, the end 164 and the surface resistance estimation unit 166.
point node and the two interpolation points. The link3 (570) The vehicle information storage unit 136 has stored a
has three interpolation points (interpolation point 6 (522), vehicle information table 900 containing information on the
interpolation point 7(524), interpolation point 8 (526)) and its 20 mining dump truck. FIG. 9 is a schematic diagram showing
road shape is expressed by using the start point node, the end the vehicle information table 900 stored in the vehicle infor
point node and the three interpolation points. mation storage unit 136. As shown in FIG. 9, the vehicle
The travel route of the mining dump truck can be expressed information table 900 includes a frontal projected area 905
as a set of links. In FIG. 5, the travel route of the mining dump indicating the frontal projected area of the vehicle, a Cd value
truck is indicated by a thick line. Specifically, the travel route25 910 indicating the air resistance of the vehicle, an air density
in FIG.5 represents a path extending through the link 1 (550), 915 regarding the environment in which the vehicle travels, a
turning left at the point of the node 2, and heading for the link vehicle weight 920 indicating the gross weight of the vehicle,
3 (570). In this case, the travel route is expressed as a set of and a rotation-equivalent mass 925 indicating the rotation
links such as the link 1 (550) and the link3 (570). equivalent mass of the vehicle. The vehicle weight 920 stores
FIG. 6 is a schematic diagram showing a road link table as 30 the vehicle weight 54 measured by the vehicle weight mea
a set of map data stored in the map data storage unit 142. The surement unit 162. The vehicle weight 54 changes depending
road link table 600 shown in FIG. 6 includes a link ID 610 of on the load weight on the bed (a case where the mining dump
each road link, a start point node ID 615 indicating the ID of truck is carrying soil or ore, a case where no load is on the bed,
the node as the start point of each road link, an endpoint node etc.), and thus the vehicle weight 54 is updated each time.
ID 620 indicating the ID of the node as the end point of each 35 The operation input unit 144 is a component for receiving
road link, a link distance 625 indicating the length of each inputs according to operations by the operator (e.g., driver of
road link, a start point node coordinates 630 indicating the the mining dump truck) via various operating devices. The
two-dimensional coordinates of the start point node in the Surface resistance input unit 164 is a component through
latitude direction and the longitude direction, an end point which the surface resistance values of the vehicle's travel
node coordinates 635 indicating the two-dimensional coordi- 40 route are inputted. The Surface resistance values are inputted
nates of the end point node in the latitude direction and the via an electronic file storing Surface resistance values regard
longitude direction, an interpolation point count 640 indicat ing a particular area or the entire area of a mine, for example.
ing the number of interpolation points (as coordinate points The electronic file may also be inputted from another terminal
for expressing the road link shape) existing between the start that is wirelessly connected with the in-vehicle terminal sys
point node 615 and the end point node 620, an interpolation 45 tem 100. The surface resistance values inputted through the
point #1 coordinates 645 indicating the two-dimensional surface resistance input unit 164 can be newly stored in the
coordinates of the first interpolation point in the latitude Surface resistance storage unit 128 while being associated
direction and the longitude direction, and an interpolation with road links (link IDs), or used for updating the surface
point in coordinates 650 indicating the two-dimensional resistance values already stored in the Surface resistance Stor
coordinates of the n-th interpolation point in the latitude 50 age unit 128. The Surface resistance values may also be input
direction and the longitude direction. It is assumed that the ted by the operator through the operation input unit 144 based
same number of interpolation points as the interpolation point on various information sources describing Surface resistance
count 640 (the number of interpolation points) have been values.
stored in the road link table. The host vehicle position measurement unit 116 is a com
FIG. 7 is a schematic diagram showing an altitude infor- 55 ponent for executing a process of calculating the position of
mation table as a set of map data stored in the map data storage the host vehicle (in which the system has been installed). The
unit 142. Elements in FIG. 7 equivalent to those in FIG. 6 are host vehicle position measurement unit 116 is connected with
assigned the already used reference characters and repeated a GPS receiver 118 for measuring the absolute position of the
explanation thereof is omitted for brevity (ditto for subse host vehicle based on signals received from GPS (Global
quent figures). 60 Positioning System) satellites, a gyro sensor (angular speed
The altitude information table 800 shown in FIG. 7 detector) 120 for measuring angular speed to be used for
includes a start point altitude 810 indicating the altitude of the estimating the traveling direction of the host vehicle, an accel
start point node of each road link, an end point altitude 820 erometer (acceleration detector) 122 for measuring the accel
indicating the altitude of the endpoint node of each road link, eration of the host vehicle in the longitudinal direction, the
and an altitude difference 830 indicating the altitude differ- 65 transverse direction and the vertical direction, and a speed
ence of the end point altitude relative to the start point alti ometer (speed detector) 124 for measuring the current speed
tude. As shown in FIG. 7, each node in each road link is of the host vehicle. The host vehicle position measurement
US 9,418,557 B2
9 10
unit 116 estimates the host vehicle position (position of the tion timing), brake pedal depressing timing (deceleration
host vehicle) by using absolute position information from the operation timing), or accelerator/brake pedal releasing timing
GPS receiver 118, angular speed information from the gyro (coasting operation timing) based on the result of the judg
sensor 120, acceleration information from the accelerometer ment. Concrete methods employed by the accelerator/brake
122, and speed information from the speedometer 124. operation timing calculation unit 104 will be explained later.
The map matching unit 126 is a component for executing a The accelerator operation instruction unit 108 is a compo
process of placing the host vehicle position on the map by nent for executing a process of instructing (prompting) the
matching the shape of the travel locus of the host vehicle operator to depress the accelerator pedal via the display
determined from the host vehicle positions estimated by the device 30, the voice guidance device 1300, or the like when
host vehicle position measurement unit 116 with the shape of 10
the operation timing calculation unit 104 judges that the vehi
the map data (road link set) stored in the map data storage unit cle's current position corresponds to the accelerator pedal
142 (map matching process). The host vehicle position on a depressing timing. Concrete examples of the notification by
road link can be calculated by this process. use of the display device 30 and the voice guidance device
The route management unit 114 is a component for check 1300 will be described later.
ing and managing whether the host vehicle position is situated 15
on the previously set travel route or not based on the calcula The brake operation instruction unit 110 is a component for
tion result by the map matching unit 126 and the road links. executing a process of instructing (prompting) the operator to
When the host vehicle position is on the travel route, the route depress the brake pedal via the display device 30, the voice
management unit 114 manages the travel route from the posi guidance device 1300, or the like when the operation timing
tion to the destination by using the road links. In contrast, calculation unit 104 judges that the vehicle's current position
when the host vehicle position is not on the travel route, the corresponds to the brake pedal depressing timing. Concrete
route management unit 114 scans road link sets in the vehi examples of the notification by use of the display device 30
cle's traveling direction to the end point of the road (e.g., and the voice guidance device 1300 will be described later.
loading site or unloading site of ore or soil) and sets a new The coasting operation instruction unit 160 is a component
route as a set of the link IDs of the road link set (set of road 25 for executing a process of instructing (prompting) the opera
links) acquired as the result of the scan. Incidentally, the tor to release the accelerator pedal and the brake pedal via the
setting of the travel route may also be made according to the display device 30, the voice guidance device 1300, or the like
operators input through the operation input unit 144 or when the operation timing calculation unit 104 judges that the
according to information downloaded from a terminal in a vehicle's current position corresponds to the accelerator/
station (vehicle management center) wirelessly connected 30 brake pedal releasing timing. Concrete examples of the noti
with the in-vehicle terminal system 100. fication by use of the display device 30 and the voice guidance
The surface resistance estimation unit 166 is a component device 1300 will be described later.
for executing a process of estimating the Surface resistance at The overall control unit 112 is a component for executing
the point where the vehicle is traveling based on the accelera the overall control of the in-vehicle terminal system 100.
tion of the vehicle inputted from the accelerometer 122 and 35 FIG. 10 is a flow chart of a process executed by the fleet
information on the drive force 53 of the vehicle. The surface operation management system in accordance with the first
resistance value estimated by the Surface resistance estima embodiment of the present invention. In the first step 400 in
tion unit 166 is outputted to and stored in the surface resis FIG. 10, an initial setting process for setting the travel route of
tance storage unit 128 while being associated with the ID of the mining dump truck, setting the Surface resistance regard
the road link where the vehicle is traveling. 40 ing the travel route, etc. is executed. The setting of the travel
The vehicle weight measurement unit 162 is a component route may either be made manually according to the opera
for executing a process of measuring the vehicle weight of the tors input through the operation input unit 144 or automati
mining dump truck based on input values from the pressure cally according to information downloaded from anotherter
sensors for detecting the Suspension cylinder pressures of the minal (e.g., terminal in the vehicle management center)
mining dump truck, for example. The vehicle weight changes 45 wirelessly connected with the in-vehicle terminal system 100.
depending on the loading status of the bed. The vehicle The setting of the Surface resistance regarding the travel route
weight calculated by the vehicle weight measurement unit may either be made via an electronic file storing Surface
162 is outputted to and stored in the vehicle information resistance values or according to the operators input through
storage unit 136. the operation input unit 144. It is also possible to input Surface
The host vehicle speed prediction unit 102 is a component 50 resistance values of the entire route, or exclusively input
for executing a process of predicting the change in the speed Surface resistance values of the route's particular sections in
of the host vehicle in the case of the coasting (with no fuel which the Surface resistance has changed, that are down
injection) based on a fuel consumption prediction model loaded from another terminal wirelessly connected with the
expressed in terms of the energy of the vehicle (e.g., the Sum in-vehicle terminal system 100. The inputted surface resis
of potential energy, Velocity energy, air resistance energy and 55 tance is outputted to and stored in the Surface resistance
Surface resistance energy), road gradient determined from the storage unit 128.
altitude information stored in the map data storage unit 142, In step 402, the host vehicle position is acquired by the host
and so forth. Concrete methods for the prediction of the vehicle position measurement unit 116. In this step, the host
vehicle speed change will be explained later. vehicle position measurement unit 116 acquires the absolute
The accelerator/brake operation timing calculation unit 60 position of the host vehicle (in terms of the latitude and
104 is a component for executing a process of judging which longitude) measured by the GPS receiver 118, acquires the
of the acceleration, the deceleration and the coasting should angular speed from the gyro sensor 120, acquires the accel
be performed at the vehicle's traveling position (current posi eration of the host vehicle in the longitudinal direction, the
tion) based on the vehicle speed change predicted by the host transverse direction and the vertical direction from the accel
vehicle speed prediction unit 102 and further executing a 65 erometer 122, and acquires the speed from the speedometer
process of figuring out whether the present time corresponds 124. The host vehicle position is estimated by integrating
to accelerator pedal depressing timing (acceleration opera these pieces of information together.
US 9,418,557 B2
11 12
In step 404, a request for map information in the vicinity of The speed change is predicted by using a calculation for
the host vehicle position estimated in the step 402 is sent to the mula that is designed to set the energy balance (regarding the
map data storage unit 142, and a set of road links around of the Surface resistance, altitude change, air resistance and accel
host vehicle position is acquired from the map data stored in eration/deceleration in the coasting of the mining dump
the map data storage unit 142. It is assumed here that a road truck) at 0. This host vehicle speed change calculation for
link set included in an area necessary for the map matching mula will be explained below by using the following expres
executed in the Subsequent step 406 (e.g., road links within at S1O.
least 500 m of the host vehicle) is acquired. Incidentally, the
acquisition of the road link set can be achieved by acquiring
the IDs of the road links included in the necessary area. 10
2a: Mgy, T+2Mgcy, T / 100+ pSCdviT
In step 406, the map matching unit 126 executes the map will
M -- in
matching process by using the travel locus of the host vehicle
determined from the host vehicle positions estimated by the
host vehicle position measurement unit 116 and road line In the above expression, V, represents the average speed
shapes determined from the road link set acquired in the step 15 (m/s) in a section i on the travel route, T represents the
404. By the map matching process, a road line shape closest sampling time (sec), , represents the surface resistance in the
to the travel route is extracted and the host vehicle position is sectioni, p represents the air density (kg/m), S represents the
placed on a road link included in the road line shape. Further, vehicle's frontal projected area (m), Cd represents the vehi
the link ID assigned to the road link (on which the host vehicle cle's Cd value, M represents the vehicle weight (kg), m rep
position is placed) is acquired. resents the rotation-equivalent mass (kg), c, represents the
In step 408, the route management unit 114 judges whether gradient (%) of the travel route, and g represents the accel
or not the host vehicle position acquired by the map matching eration of gravity.
process (step 406) is on the travel route that has been set in the The speed change is calculated by setting the sampling
step 400. When the route management unit 114 judges that the time T at a constant value, defining the present time as i=0,
host vehicle is on the travel route, the process is advanced by 25 defining T seconds later as i=1, defining 2T seconds later as
the overall control unit 112 to step 410. In the step 410, the i=2, and so forth. In the above expression, Vo represents the
route management unit 114 acquires a set of link IDs of the current speed, LL represents the Surface resistance at the cur
route (road links) in front of the host vehicle from the road rent position, and co represents the gradient at the current
link set regarding the travel route set in the step 400. position. The air density p, the frontal projected area S, the
In contrast, when the route management unit 114 judges 30 gross vehicle weight M, the rotation-equivalent mass m and
that the host vehicle is not on the travel route in the step 408, the Cd value are assumed to be constant.
the process is advanced by the overall control unit 112 to step By using this expression, speed change (every T seconds)
412. In the step 412, the route management unit 114 scans in a timeline along the travel route until the speed videcreases
(searches for) a branching point that exists in the vehicle's to 0 or speed change (every T seconds) in a time line regarding
traveling direction and that connects to the original travel 35 the entire travel route is calculated. After calculating the
route set in the step 400 based on the link ID of the road link speed change, the process advances to step S424.
(on which the host vehicle exists) acquired by the map match In the step 424, the accelerator/brake operation timing
ing process of the step 406. When a branching point is found calculation unit 104 calculates the accelerator operation tim
Successfully, the route management unit 114 acquires a set of ing by using the speed change (every T seconds) calculated in
link IDs regarding a road link set that extends from the host 40 the step 422. The operation timing calculation unit 104 in this
vehicle position to the original destination via the branching embodiment judges that the accelerator operation is neces
point. When no branching point is found, the route manage sary when the predicted speed drops quickly or falls below a
ment unit 114 scans (searches for) a road link set that extends lower limit value. Specifically, the operation timing calcula
to the end point of a road existing in the vehicle's traveling tion unit 104 estimates that acceleration is necessary (i.e.,
direction (e.g., loading site or unloading site of ore or Soil) 45 judges that the accelerator operation is necessary) when the
and acquires a set of link IDs regarding the road link set. deviation between the current speed and the predicted speed
In step 414, the road link set corresponding to the link ID after the lapse of a predetermined time (e.g., 10 seconds)
set acquired in the step 410 or 412 is acquired from the map (change rate of the predicted speed over time) represents
data storage unit 142. In step 416, the altitude information deceleration and the speed deviation is within a threshold
regarding the link ID set acquired in the step 410 or 412 is 50 value, and when the current speed is below the lower limit
acquired from the map data storage unit 142. In step 418, the value. The operation timing calculation unit 104 may also be
Surface resistance values regarding the link ID set acquired in configured to judge that the accelerator operation is necessary
the step 410 or 412 are acquired from the map data storage until the vehicle speed reaches a preset target speed and to
unit 142. In step 420, the vehicle information on the host judge that the accelerator operation is unnecessary when the
vehicle is acquired from the vehicle information storage unit 55 vehicle speed reaches the target speed. The target speed may
136. be changed depending on the speed limit of the road, the
In step 422, the host vehicle speed prediction unit 102 gradient of the road, the Surface resistance of the road, the
predicts the host vehicle's speed change on the travel route by vehicle weight (loading status of the bed), etc., for example.
using the host vehicle speed information acquired in the step In step 426, the operation timing calculation unit 104 cal
402, the host vehicle position on the link acquired by the map 60 culates the brake operation timing by using the speed change
matching process of the step 406, the road link set of the route (every T seconds) calculated in the step 422. The operation
in front of the host vehicle acquired in the step 414, the timing calculation unit 104 in this embodimentjudges that the
altitude information on the route in front of the host vehicle brake operation is necessary when the predicted speed rises
acquired in the step 416, the Surface resistance of the route in quickly or exceeds an upper limit value. Specifically, the
front of the host vehicle acquired in the step 418, and the 65 operation timing calculation unit 104 estimates that decelera
vehicle information on the host vehicle acquired in the step tion is necessary (i.e., judges that the brake operation is nec
420. essary) when the deviation between the current speed and the
US 9,418,557 B2
13 14
predicted speed after the lapse of a predetermined time (e.g., mining dump truck via the display device (e.g., monitor) 30
10 seconds) (change rate of the predicted speed over time) (notification means). FIG. 13 shows the coasting operation
represents acceleration and the speed deviation is a threshold instruction (screen) displayed on the display device 30
value or more, and when the current speed is above the upper according to the first embodiment of the present invention. As
limit value. The operation timing calculation unit 104 may shown in FIG. 13, the coasting operation instruction unit 160
also be configured to judge that the brake operation is neces extinguishes both an accelerator lamp 1210 and a brake lamp
sary until the vehicle speed reaches a preset target speed and 1220 on the screen 1000 of the display device 30. It is also
to judge that the brake operation is unnecessary when the possible to provide a coasting lamp separately on the Screen
vehicle speed has reached the target speed. The target speed and light up the coasting lamp while extinguishing the accel
may be changed depending on the speed limit of the road, the 10 erator lamp 1210 and the brake lamp 1220. FIG. 16 is a
gradient of the road, the Surface resistance of the road, the schematic diagram showing the coasting operation instruc
vehicle weight, etc., for example. tion issued via the voice guidance device (speaker) 1300
In step 428, the overall control unit 112 acquires the cal according to the first embodiment of the present invention. As
culation result from the operation timing calculation unit 104 shown in FIG.16, the coasting operation instruction may also
and advances to step 430 if the calculation result specifies that 15 be issued by installing the speaker 1300 as the notification
the accelerator operation is necessary, or to step 432 if the means in place of the display device 30 and outputting a voice
calculation result specifies that the accelerator operation is 15101KeRELEASEACCELERATOR AND BRAKE PED
unnecessary. ALS” from the speaker 1300.
In the step 430, the accelerator operation instruction unit In the step 440, the surface resistance estimation unit 166
108 gives the accelerator operation instruction to the operator estimates the surface resistance in the vicinity of the host
of the mining dump truck via the display device (e.g., moni vehicle position based on the current values of the accelera
tor) 30 (notification means). FIG. 11 shows the accelerator tion and the drive force of the vehicle. Data of the acceleration
operation instruction (screen) displayed on the display device and the drive force of the vehicle are communicated on an
30 according to the first embodiment of the present invention. in-vehicle network (e.g., CAN (Control Area Network)) used
As shown in FIG. 11, the accelerator operation instruction 25 for in-vehicle communication of sensor information and con
unit 108 lights up an accelerator lamp 1010 and extinguishes trol information and these data are inputted and used in this
a brake lamp 1020 on the screen 1000 of the display device embodiment. Since the drive force equals the sum of the
30. FIG. 14 is a schematic diagram showing the accelerator product of the surface resistance, the vehicle weight and the
operation instruction issued via the Voice guidance device gravity acceleration and the product of the vehicle weight and
(speaker) 1300 according to the first embodiment of the 30 the acceleration, the Surface resistance is calculated based on
present invention. As shown in FIG. 14, the accelerator opera this relationship. After estimating the new surface resistance
tion instruction may also be issued by installing the speaker as above, the surface resistance is compared with the surface
1300 as the notification means in place of the display device resistance (regarding the same place) already stored in the
30 and outputting a voice 1310 like “OPERATE ACCEL surface resistance storage unit 128. If the two surface resis
ERATOR' from the speaker 1300. 35 tance values are judged to differ from each other, the old
In the step 432, the overall control unit 112 acquires the Surface resistance stored in the Surface resistance storage unit
calculation result from the operation timing calculation unit 128 is updated to the new Surface resistance. In the updating
104 and advances to step 434 if the calculation result specifies of the Surface resistance, it is desirable to make a judgment on
that the brake operation is necessary, or to step 436 if the abnormal values of the Surface resistance (too large, too
calculation result specifies that the brake operation is unnec 40 Small, differing from the tendency up to the present time, etc.)
essary. and exclusively use normal values for the updating of the
In the step 434, the brake operation instruction unit 110 Surface resistance.
gives the brake operation instruction to the operator of the In step 442, the overall control unit 112 judges whether
mining dump truck via the display device (e.g., monitor) there is a termination request or not. If there is no termination
(notification means). FIG. 12 shows the brake operation 45 request, the process returns to the step 402. If there is the
instruction (screen) displayed on the display device 30 termination request, the process advances to step S444. In the
according to the first embodiment of the present invention. As step 444, a system termination process is executed. The ter
shown in FIG. 12, the brake operation instruction unit 110 mination request in the step 442 can be a termination request
lights up a brake lamp 1120 and extinguishes an accelerator that is inputted by the operator of the mining dump truck
lamp 1110 on the screen 1000 of the display device 30. FIG. 50 through the operation input unit 144 or a termination request
15 is a schematic diagram showing the brake operation that is properly outputted when the host vehicle reaches the
instruction issued via the Voice guidance device (speaker) end point of the route of the mining dump truck (e.g., loading
1300 according to the first embodiment of the present inven site or unloading site of ore or soil), for example.
tion. As shown in FIG. 15, the brake operation instruction Conventional fleet operation management systems involve
may also be issued by installing the speaker 1300 as the 55 the following problems: First, even though there is a conven
notification means in place of the display device 30 and tional technology for presenting a minimum fuel consump
outputting a voice 1410 like “OPERATE BRAKE” from the tion route (achieving the minimum fuel consumption) to the
speaker 1300. operator (driver) of the vehicle, the technology does not nec
In the step 436, the overall control unit 112 acquires the essarily achieve the intended fuel-efficient operation depend
calculation result from the operation timing calculation unit 60 ing on the operator's accelerator/brake work (ways of oper
104 and judges that the coasting operation instruction is nec ating the accelerator and brake pedals). Since the accelerator/
essary and advances to step 438 if the calculation result speci brake work greatly varies from operator to operator, this
fies that the accelerator operation and the brake operation are factor can deteriorate the fuel efficiency in a greater degree
both unnecessary. Otherwise, the overall control unit 112 than the benefit of the fuel saving effect achieved by the route
advances to step 440. 65 selection. There is another conventional technology in which
In the step 438, the coasting operation instruction unit 160 a system monitors the fuel consumption in real time and
gives the coasting operation instruction to the operator of the issues an alarm to the operator when the fuel consumption is
US 9,418,557 B2
15 16
significantly high. This technology clarifies that the operator Next, a second embodiment of the present invention will be
has performed poor accelerator/brake work deteriorating the described below. This embodiment is characterized in that
fuel efficiency; however, the operator cannot learn about con fuel-efficient operation guidance information is presented to
crete accelerator/brake work suitable for reducing the fuel the operator of the mining dump truck by overlaying fuel
consumption. There is still another technology in which fixed efficient operation support information on the travel route
travel route information and Surface resistance information map displayed on the display device 30. The overlaid fuel
are set to the vehicle and the coastable distance is calculated efficient operation Support information includes acceleration
by using the preset information. However, Such a technology sections in which the vehicle speed increases on the travel
is hardly capable of dealing with the changes in the Surface route of the mining dump truck, deceleration sections in
resistance accompanying the variations in the road Surface 10 which the vehicle speed decreases, points at which the brake
condition. operation becomes necessary for Suppressing excessive
In contrast, in the fleet operation management system in acceleration in a section judged to be an acceleration section,
points at which the accelerator operation becomes necessary
accordance with the first embodiment configured as above, for Suppressing excessive deceleration in a section judged to
the optimum instruction regarding the accelerator pedal 15 be a deceleration section, etc. Other types of information will
operation and the brake pedal operation at the current position be described concretely below.
from the viewpoint of fuel-efficient operation is given to the FIG. 17 is a block diagram of a mining dump truck opera
mining dump truck's operator based on factors like the tion management system according to the second embodi
changes in the Surface resistance and the gradient of the travel ment of the present invention. The in-vehicle terminal system
route. This prevents the operator from performing wasteful 1600 shown in FIG. 17 corresponds to a configuration
acceleration/deceleration, enabling the reduction in the fuel obtained by adding a coastable distance calculation unit 1610,
consumption of the mining dump truck. Further, the issuance an acceleration calculation unit 1620 and a display control
of the accelerator pedal depressing instruction and the brake unit 1630 to the system 100 in the first embodiment. The
pedal depressing instruction makes it possible to educate the arithmetic processing device 10 in this embodiment functions
operator concerning how to perform optimum fuel-efficient 25 also as the coastable distance calculation unit 1610, the accel
operation depending on the Surface resistance/gradient con eration calculation unit 1620 and the display control unit
ditions. As described above, the fuel efficiency of the vehicle 1630.
can be improved according to this embodiment. The coastable distance calculation unit 1610 is a compo
Furthermore, dump trucks such as mining dump trucks do nent for executing a process of predictively calculating the
not mainly travel on roads having Substantially uniform Sur 30 distance for which the host vehicle can coast from the position
face resistance (e.g., paved roads). On the roads where Such where the host vehicle speed change is predicted by the speed
dump trucks travel, the surface resistance tends to change prediction unit 102 (coastable distance) based on the pre
greatly due to variations in weather (e.g., rain), water sprin dicted speed change.
kling by sprinkler trucks, temperature change at an oil sand The acceleration calculation unit 1620 is a component for
mining site, etc. The fuel efficiency (or fuel consumption) is 35 executing a process of predictively calculating change of the
greatly influenced by the change in the Surface resistance. In acceleration (time-variation of the speed) based on the speed
this embodiment, however, the Surface resistance information change predicted by the host vehicle speed prediction unit
varying from hour to hour is inputted through the Surface 102. Based on the acceleration change, the sections in which
resistance input unit 164 and the operation instructions are the vehicle speed increases (acceleration sections) and the
given to the operator based on the inputted Surface resistance. 40 sections in which the vehicle speed decreases (deceleration
This enables the operator to perform optimum accelerator/ sections) can be discriminated from each other on the travel
brake operations for reducing the vehicle's fuel consumption rOute.
even in environments in which the Surface resistance changes. The display control unit 1630 is a component for executing
Moreover, in this embodiment, the surface resistance at the a control process for having the display device 30 display the
host vehicle's traveling position (current position) is esti 45 coastable distance calculated by the coastable distance calcu
mated by the surface resistance estimation unit 166 and stored lation unit 1610, the acceleration change calculated by the
in the Surface resistance storage unit 128, and the operation acceleration calculation unit 1620, and the map information
instructions to the operator are issued by using the stored stored in the map data storage unit 142.
Surface resistance. This enables the operator to perform accel FIGS. 18A and 18B are flow charts of a process executed
erator/brake operations suitable for the latest road surface 50 by the fleet operation management system in accordance with
condition. Especially in the case of mining dump trucks, each the second embodiment of the present invention. In this flow
vehicle tends to travel through the same travel route a plural chart, a coastable distance calculation process and an accel
ity of times and there is an advantage in that it is easy to adapt eration calculation process have been added to the flow chart
to the changes in the Surface resistance. in the first embodiment. The steps 400-438 in FIG. 18A are
While this embodiment has been configured to give the 55 equivalent to those in the flow chart of FIG. 10 and thus
operation instructions to the mining dump trucks operator repeated explanation thereof is omitted for brevity. After fin
via the notification means on the assumption that the system ishing the step 438, the process advances to step 1710 in FIG.
is employed for dump trucks in manned operation, the present 18B.
invention is applicable also to dump trucks capable of travel In the step 1710, the coastable distance calculation unit
ing autonomously (i.e., dump trucks in unmanned operation). 60 1610 calculates the coastable distance by using the speed
In this case, the process for the issuance of the operation change (e.g., speed change at times every T seconds in the
instructions to the operator via the notification means (step time line along the travel route) calculated in the step 422. In
428-438) may be left out, and the travel control of the target this embodiment, the coastable distance is defined as the
vehicle may be carried out by outputting operation signals distance for which the vehicle travels (coasts) until the aver
(acceleration signal, deceleration signal, coasting signal) 65 age speed Vi in a section i drops to the speed requiring the
according to the operation timing calculated in the steps 424 accelerator operation. The coastable distance is calculated by
and 426. obtaining the Sum of the product of the speed information in
US 9,418,557 B2
17 18
the time series and the sampling time T. In cases where the obvious from the illustration, the acceleration sections in the
average speed Vi remains higher than the speed requiring the travel route are indicated by “vertical stripes” and the decel
accelerator operation even at the end point of the travel route eration sections in the travel route are indicated by “filling
(destination), the distance to the destination is calculated. In with black” in the examples of FIGS. 19-21. The discrimina
this case, information indicating that the coasting to the end tion between acceleration sections and deceleration sections
point of the route is possible is displayed on the display device may also be made by attaching a text 1825 ACCELERA
30 via the display control unit 1630 (see FIGS. 19, 21 and 22 TION’ to the first acceleration section 1810, a text 1830
which will be explained later). “DECELERATION’ to the first deceleration section 1815,
In step 1720, the acceleration calculation unit 1620 extracts and a text 1835 ACCELERATION’ to the second accelera
the sections in which the vehicle speed increases on the travel 10 tion section 1820, for example.
route (acceleration sections) and the sections in which the On the screen 1800, at the boundary from the first accel
vehicle speed decreases on the travel route (deceleration sec eration section 1810 to the first deceleration section 1815, a
tions) by using the speed change calculated in the step 422. text 1845 “35 km/h representing the predicted speed at the
Further, the acceleration calculation unit 1620 also extracts point is displayed. At the boundary from the first deceleration
points at which the predicted speed Switches from accelera 15 section 1815 to the second acceleration section 1820, a text
tion to deceleration (i.e., boundaries between an acceleration 1850 “20 km/h representing the predicted speed at the point
section and a deceleration section), the vehicle speed at each is displayed.
of the points, points at which the vehicle speed switches from The screen 1800 further displays the host vehicle position
deceleration to acceleration, and speed at each of the points. 1805 representing the current position of the host vehicle on
In the acceleration sections, there is a possibility that the the travel route. The screen 1800 is further provided with a
vehicle speed increases over the speed limit due to the accel display part for indicating the coastable distance. In the dis
eration in the coasting on a descending slope (excessive play part, a text 1855 “COASTABLE TO DESTINATION,
acceleration). In the deceleration sections, there is a possibil indicating that the coasting to the destination (endpoint of the
ity of excessive deceleration due to the deceleration in the travel route) is possible, is displayed.
coasting on an ascending slope. Therefore, the acceleration 25 FIG. 20 is a schematic diagram showing an example of a
calculation unit 1620 in this embodiment also extracts points screen in which the coastable distance, the vehicle's decel
at which the excessive acceleration or excessive deceleration eration section, a point at which the depressing of the accel
occurs (e.g., points at which the predicted speed reaches a eratorpedal is necessary, the predicted speed at the point, and
preset speed) and the vehicle speed at each of the points of the host vehicle position are overlaid on the travel route (map)
excessive acceleration/deceleration. The points of excessive 30 displayed on the display device 30. The example of FIG. 20
acceleration, the points of excessive deceleration, and the shows a case where the coasting is possible to the destination
vehicle speed at each of the points extracted in this step are and both acceleration and deceleration sections exist between
displayed on the display device 30 via the display control unit the current position and the destination. The example of FIG.
1630 (see FIGS. 19-21 for details). 20 shows a case where the coasting is possible to a point 800
In step 1730, the display control unit 1630 displays the 35 m away from the current position, the accelerator operation is
coastable distance calculated by the coastable distance calcu necessary at the 800 m point, and the predicted speed at the
lation unit 1610 on the display device 30. In step 1740, the point is 10 km/h.
display control unit 1630 displays the acceleration sections, Displayed on the screen 1900 in FIG. 20 are the host
the deceleration sections, etc. calculated by the acceleration vehicle position mark 1805 indicating the current position of
calculation unit 1620 on the display device 30. Details of the 40 the host vehicle and a first deceleration section 1910. Also for
display Screens in these cases will be explained later referring the first deceleration section 1910, a text 1915 “DECELERA
to FIGS 19-23. TION’ may be displayed similarly to the above example.
After finishing the step 1740, the process advances to the Similarly to the screen 1800, the screen 1900 displays the host
step 440. The steps 440-444 are equivalent to those in the flow vehicle position 1805 representing the current position of the
chart of FIG. 10 and thus repeated explanation thereof is 45 host vehicle on the route.
omitted for brevity. The screen 1900 also displays a text 1920 “10 km/h” rep
The screens displayed on the display device 30 by the steps resenting the predicted speed at the point where the accelera
1730 and 1740 will be explained here by referring to FIGS. torpedal depressing operation is necessary and a text 1925
19-21. Incidentally, the display screens (notification) regard ACCELERATE indicating that the accelerator pedal
ing the accelerator pedal operation instruction and the brake 50 depressing operation is necessary at the point. Further, the
pedal operation instruction displayed in the steps 430, 434 screen 1900 displays a text 1930 “COASTABLE: 800 m”
and 436 are equivalent to those in the first embodiment and indicating that the host vehicle can coast to a point 800 m
thus repeated explanation thereof is omitted for brevity. away from the current position.
FIG. 19 is a schematic diagram showing an example of a FIG. 21 is a schematic diagram showing an example of a
screen in which the coastable distance, the vehicle's accel 55 screen in which the coastable distance, the vehicle's accel
eration sections and deceleration section, the predicted eration section, a point at which the depressing of the brake
speeds at the boundaries between acceleration/deceleration pedal is necessary, the predicted speed at the point, and the
sections, and the host vehicle position are overlaid on the host vehicle position are overlaid on the travel route (map)
travel route (map) displayed on the display device 30. The displayed on the display device 30. The example of FIG. 21
example of FIG. 19 shows a case where the coasting is pos 60 shows a case where the coasting is possible from the current
sible to the destination and both acceleration and deceleration position to the destination and there exists a point where the
sections exist between the current position and the destina vehicle speed reaches a preset speed at which the braking
tion. might not work in the middle of the acceleration section (i.e.,
Displayed on the screen 1800 in FIG. 19 area host vehicle point at which the brake pedal depressing operation is neces
position mark 1805 indicating the current position of the host 65 sary).
vehicle, a first acceleration section 1810, a first deceleration Displayed on the screen 2000 in FIG. 21 are the host
section 1815, and a second acceleration section 1820. As is vehicle position mark 1805 indicating the current position of
US 9,418,557 B2
19 20
the host vehicle and a first acceleration section 2010. Also for is allowed to perform the accelerator/brake operations with
the first acceleration section 2010, a text 2015 ACCELERA out urgency and in a relaxed manner.
TION’ may be displayed similarly to the above example. Next, a third embodiment of the present invention will be
Similarly to the screen 1800, the screen 2000 displays the host described below. This embodiment is mainly characterized in
vehicle position 1805 representing the current position of the that the functions of the mining dump truck operation man
host vehicle on the route. agement system explained in the above embodiments are
The screen 2000 also displays a text 2020 “45 km/h” rep divided and installed in a plurality of mining dump trucks and
resenting the predicted speed at the point where the brake a station (vehicle management system center) for managing
pedal depressing operation is necessary and a text 2025 the mining dump trucks. For example, in this embodiment,
“BRAKE indicating that the brake pedal depressing opera 10 the accelerator/brake operation timing calculation unit 104
tion is necessary at the point. Further, the screen 2000 dis and the storage means (e.g., the map data storage unit 142 and
plays a text 2030 "COASTABLE TO DESTINATION' indi the Surface resistance storage unit 128) are installed in a
terminal on the vehicle management system center's side.
cating that the host vehicle can coast from the current position According to this embodiment, the configuration of the
to the destination. 15 in-vehicle terminal system can be simplified compared to that
Next, another form of the screen displayed on the display in the first embodiment, and the total system cost can be
device 30 by the steps 1730 and 1740 will be explained below reduced in cases where the number of mining dump trucks to
referring to FIGS. 22 and 23. Also in this explanation, be managed is large (i.e., when the number of in-vehicle
repeated explanation of the display screens (notification) terminal systems is large). Further, since the necessary types
regarding the accelerator pedal operation instruction and the of information (map information, altitude information, Sur
brake pedal operation instruction displayed in the steps 430, face resistance, etc.) are managed centrally by the vehicle
434 and 436 is omitted. management system center, the instructions regarding the
FIGS. 22 and 23 are schematic diagrams showing an accelerator operation timing, the brake operation timing, etc.
example of a screen displaying the coastable distance, the can be issued by constantly using the latest information even
current speed, the predicted speed at a point 100 m away, and 25 when the actual road conditions have changed. Furthermore,
an operation instruction regarding an operation necessary at by the integration of the information (e.g., Surface resistance)
the point (instruction for the accelerator pedal depressing uploaded from the vehicles into the vehicle management sys
operation or the brake pedal depressing operation) in the form tem center, the latest information can be shared by the
of text/graphic display. The example of FIGS. 22 and 23 vehicles at their respective sites, by which further fuel saving
shows a case where the coasting is possible to the destination, 30 can be achieved for the vehicles at their respective sites.
the current speed is 20 km/h, the predicted speed at the point FIG. 24 is a block diagram of a mining dump truck opera
100 m away from the current position is 10 km/h, and the tion management system according to the third embodiment
accelerator operation is necessary at the point. of the present invention. The system shown in FIG.24 is made
Displayed on the screen 2100 in FIG. 22 are a text 2105a up of an in-vehicle terminal system 2300 installed in each
“POSSIBLE TO DESTINATION” (as the coastable distance) 35 mining dump truck and a vehicle management center system
indicating that the coasting is possible from the current posi 2350 installed in the terminal of the vehicle management
tion to the destination, a meter graphic 2110a indicating the system center. Each of the systems 2300 and 2350 has a
same thing as the text 2105a, a text 2120“20km/h indicating hardware configuration similar to that shown in FIG. 3.
the current speed, and a text 2125 “10 km/h indicating the Referring to FIG. 24, the in-vehicle terminal system 2300
predicted speed at the point 100 m away. 40 includes the overall control unit 112, the route management
The screen 2100 is also provided with a display part 2130 unit 114, the operation input unit 144, the host vehicle posi
for indicating that the accelerator pedal operation becomes tion measurement unit 116 (including the GPS receiver 118,
necessary at a point 100 m away. A text ACCELERATE is the gyro sensor 120, the accelerometer 122 and the speedom
displayed in the display part 2130. The text is highlighted eter 124), the accelerator operation instruction unit 108, the
(2210) as shown in FIG. 23 when the vehicle reaches a point 45 brake operation instruction unit 110, the coasting operation
where the accelerator operation is expected to become nec instruction unit 160, the surface resistance estimation unit
essary at a point 100 m away. The screen 2100 in FIG. 23 also 166 and the vehicle weight measurement unit 162 as a con
displays a text 2105b "100 m indicating that the coasting is figuration equivalent to that in the in-vehicle terminal system
possible to a point 100 m away from the current position and 100 in the first embodiment.
a meter graphic 2110b indicating the same thing as the text 50 The in-vehicle terminal system 2300 in this embodiment
2105E. further includes a terminal communication unit 2310, a host
Incidentally, the accelerator pedal operation instruction vehicle position transmission unit 2302, a vehicle ID trans
may also be issued by outputting a voice (e.g., “OPERATE mission unit 2304, an accelerator operation request reception
ACCELERATOR') through the voice guidance device 1300 unit 2306, a brake operation request reception unit 2308, a
instead of outputting the instruction through the display part 55 route reception unit 2314, a vehicle weight transmission unit
2130. While only the accelerator pedal operation instruction 2332, and a surface resistance transmission unit 2330 as com
is issued in this example, it goes without saying that the brake munication means for transmitting and receiving data to/from
pedal operation instruction may also be issued through a the vehicle management center system 2350.
similar display part or through the Voice guidance device The terminal communication unit 2310 is a component for
13OO. 60 executing wireless communication with the vehicle manage
In the fleet operation management system in accordance ment center system 2350. Various types of information com
with the second embodiment configured as above, the fuel municated with the vehicle management center system 2350
efficient operation Support information is displayed on the are inputted and outputted via the terminal communication
screen of the display device 30. This allows the operator of the unit 2310.
mining dump truck to intuitively understand the information. 65 The host vehicle position transmission unit 2302 is a com
Further, since the points requiring the accelerator/brake ponent for executing a process for transmitting the host
operations in the future are displayed previously, the operator vehicle position and the host vehicle speed information
US 9,418,557 B2
21 22
obtained by the host vehicle position measurement unit 116 to request calculated by the accelerator/brake operation timing
the vehicle management center system 2350 via the terminal calculation unit 104 to the in-vehicle terminal system 2300
communication unit 2310. The vehicle ID transmission unit via the center communication unit 2356. The brake operation
2304 is a component for transmitting identification informa request transmission unit 2354 is a component for transmit
tion (vehicleID), which has been assigned uniquely to each of 5 ting the brake operation request calculated by the accelerator/
the mining dump trucks as the objects of management by the brake operation timing calculation unit 104 to the in-vehicle
vehicle management center, to the vehicle management cen terminal system 2300 via the center communication unit
ter system 2350 via the terminal communication unit 2310. 2356. The coasting operation request transmission unit 2372
The surface resistance transmission unit 2330 is a component is a component for transmitting the coasting operation request
fortransmitting the Surface resistance acquired via the Surface 10 according to the result of the calculation by the accelerator/
resistance estimation unit 166, etc. to the vehicle manage brake operation timing calculation unit 104 to the in-vehicle
ment center system 2350 via the terminal communication unit terminal system 2300 via the center communication unit
2310. The vehicle weight transmission unit 2332 is a compo 2356. The route transmission unit 2364 is a component for
nent for transmitting the vehicle weight measured by the transmitting the route managed by the center route manage
vehicle weight measurement unit 162 to the vehicle manage 15 ment unit 2374 to the in-vehicle terminal system 2300 via the
ment center system 2350 via the terminal communication unit center communication unit 2356.
2310. The host vehicle position reception unit 2358 is a compo
The accelerator operation request reception unit 2306 is a nent for receiving the host vehicle position and the host
component for receiving an accelerator operation request vehicle speed transmitted from the in-vehicle terminal system
transmitted from the vehicle management center system 2350 2300 via the center communication unit 2356. The vehicle ID
via the terminal communication unit 2310. The brake opera reception unit 2360 is a component for receiving the vehicle
tion request reception unit 2308 is a component for receiving ID transmitted from the in-vehicle terminal system 2300 via
a brake operation request transmitted from the vehicle man the center communication unit 2356. The vehicle weight
agement center system 2350 via the terminal communication reception unit 2380 is a component for receiving the vehicle
unit 2310. A coasting operation request reception unit 2312 is 25 weight transmitted from the in-vehicle terminal system 2300
a component for receiving a coasting operation request trans via the center communication unit 2356. The surface resis
mitted from the vehicle management center system 2350 via tance reception unit 2382 is a component for receiving the
the terminal communication unit 2310. The route reception surface resistance transmitted from the in-vehicle terminal
unit 2314 is a component for receiving a route transmitted system 2300 via the center communication unit 2356.
from the vehicle management center system 2350 via the 30 FIG.25 is a flow chart of a process executed by the vehicle
terminal communication unit 2310. management center system 2350 (management station) in the
In FIG. 24, the vehicle management center system 2350 fleet operation management system in accordance with the
includes the host vehicle speed prediction unit 102, the accel third embodiment of the present invention. FIG. 26 is a flow
erator/brake operation timing calculation unit 104, the map chart of a process executed by one of the in-vehicle terminal
matching unit 126, the Surface resistance storage unit 128 and 35 systems 2300 installed in the mining dump trucks in the fleet
the map data storage unit 142 as a configuration equivalent to operation management system in accordance with the third
that in the in-vehicle terminal system 100 in the first embodi embodiment of the present invention. Steps in the flow charts
ment. equivalent to those in FIG. 10 are assigned the already-used
The vehicle management center system 2350 further reference characters (step numbers) and repeated explanation
includes a center vehicle information storage unit 2368 for 40 thereof can be omitted in the following description.
storing vehicle information (frontal projected area, Cd value The vehicle management center system 2350 in this
regarding air resistance, vehicle weight, etc.) on the mining embodiment is configured to execute the accelerator opera
dump trucks as the management objects, a center route man tion timing calculation process and the brake operation tim
agement unit 2374 for executing a process of managing the ing calculation process in the flow chart in the first embodi
travel routes of the mining dump trucks as the management 45 ment and Supply the result of the processes to the in-vehicle
objects in regard to each vehicleID, a center operation input terminal system 2300. Meanwhile, the in-vehicle terminal
unit 2366 for inputting operations by a manager in the vehicle system 2300 executes the host vehicle position acquisition
management center (e.g., termination request), and an overall process in the first embodiment and the issuance of the
control unit 2362 for executing the overall control of the instructions to the operator of the mining dump truck. The
vehicle management center system 2350. Incidentally, the 50 instructions to the operator are issued according to the accel
center vehicle information storage unit 2368 is included in the erator operation request, the brake operation request and the
storage device, the center operation input unit 2366 is coasting operation request from the vehicle management cen
included in the input device, and the center route management ter 2350.
unit 2374 and the overall control unit 2362 are included in the Next, the contents of the processes in the flow charts of
functions of the arithmetic processing device. 55 FIGS.25 and 26 will be explained below. In the first step 2400
The vehicle management center system 2350 in this in FIG. 25, the vehicle management center system 2350
embodiment further includes a center communication unit executes an initial setting process such as the setting of the
2356, an accelerator operation request transmission unit information regarding the travel route of a mining dump
2352, a brake operation request transmission unit 2354, a truck. It is assumed here that the setting of the travel route
coasting operation request transmission unit 2372, a route 60 information is made according to inputs by a manager in the
transmission unit 2364, a host vehicle position reception unit vehicle management center through the center operation
2358, a vehicle ID reception unit 2360, a vehicle weight input unit 2366, and the inputted travel route is managed in
reception unit 2380 and a surface resistance reception unit the center route management unit 2374.
2382 as means for transmitting and receiving data to/from the Meanwhile, in the in-vehicle terminal system 2300, an
in-vehicle terminal systems 2300. 65 initial setting process (e.g., the setting of the route informa
The accelerator operation request transmission unit 2352 is tion on the travel route for the mining dump truck) is executed
a component for transmitting the accelerator operation in step 2500 and the process advances to the step 402. The
US 9,418,557 B2
23 24
setting of the route information in this step may either be link closest to the host vehicle position received in the step
made by the operators input through the operation input unit 2405. The judgment on which road link is the closest to the
144 or by use of a route that is managed by the center route host vehicle position received in the step 2405 is made by the
management unit 2374 of the vehicle management center map matching unit 126 by performing the matching between
system 2350, transmitted from the route transmission unit 5 the host vehicle position and road links. Incidentally, if the
2364 and received by the route reception unit 2314 (e.g., the Surface resistance storage unit 128 has already stored Surface
route inputted in the step 2400). In the step 402, the host resistance associated with the same ID as that of the road link
vehicle position and the host vehicle speed are acquired simi corresponding to the Surface resistance received in the step
larly to the first embodiment and the process advances to step 2413, the two surface resistance values are compared with
2505. 10
In the step 2505, the host vehicle position and the host each other. If the two surface resistance values are judged to
vehicle speed acquired in the step 402 are transmitted from differ from each other, the surface resistance stored in the
the host vehicle position transmission unit 2302 to the vehicle Surface resistance storage unit 128 is updated to the Surface
management center system 2350 via the terminal communi resistance received in the step 2413. In the updating of the
cation unit 2310 (B1). 15 Surface resistance, it is desirable to make the judgment on
In step 2510, the vehicle ID uniquely assigned to the abnormal values of the Surface resistance and exclusively use
vehicle for identification is transmitted from the vehicle ID normal values for the updating of the Surface resistance.
transmission unit 2304 to the vehicle management center The steps 404-418 in FIG. 25 are equivalent those in the
system 2350 via the terminal communication unit 2310 (B2). first embodiment and thus repeated explanation thereof is
In step 2511, the vehicle weight is measured by the vehicle omitted for brevity. In the next step 2415, vehicle information
weight measurement unit 162 similarly to the first embodi (vehicle weight, frontal projected area, Cd value regarding air
ment. The measured vehicle weight is transmitted from the resistance, etc.) corresponding to the vehicle ID received in
vehicle weight transmission unit 2332 to the vehicle manage the step 2410 is acquired from a vehicle ID-specific vehicle
ment center system 2350 via the terminal communication unit information table 2600 (see FIG. 27 which will be explained
2310 (B6) (step 2512). 25 later) stored in the center vehicle information storage unit
In the next step 2513, the surface resistance estimation unit 2368.
166 estimates the surface resistance in the vicinity of the FIG. 27 is a schematic diagram showing the vehicle ID
current position based on the acceleration and the drive force specific vehicle information table 2600 stored in the center
of the vehicle. Data of the acceleration and the drive force of vehicle information storage unit 2368 in the third embodi
the vehicle are communicated on the in-vehicle network (e.g., 30 ment of the present invention. The vehicleID-specific vehicle
CAN (Control Area Network)) used for in-vehicle commu information table 2600 shown in FIG. 27 is a table for man
nication of sensor information, control information, etc., and aging the vehicle information (stored in the vehicle informa
thus these data can be used in this step. The Surface resistance tion table 900 in the first embodiment) in regard to each
is calculated based on the relationship that the drive force vehicle ID. In this table, the vehicle ID 2610 for the identifi
equals the Sum of the product of the Surface resistance, the 35 cation of the vehicle is assigned to each piece of information.
vehicle weight and the gravity acceleration and the product of By storing the vehicle information in regard to each vehicle
the vehicle weight and the acceleration. ID as above, instructions Suitable for each mining dump truck
In the next step 2514, the surface resistance estimated in the can be issued even in management of a plurality of mining
step 2513 is transmitted from the surface resistance transmis dump trucks differing in specifications, conditions, travel
sion unit 2330 to the vehicle management center system 2350 40 route, etc.
via the terminal communication unit 2310 (B7). The steps 422-428 after the step 2415 are equivalent to
Returning to FIG. 25 (the process in the vehicle manage those in the first embodiment and thus repeated explanation
ment center system 2350), in step 2405, the information on thereof is omitted for brevity. When the accelerator pedal
the host vehicle position and the host vehicle speed transmit depressing operation (accelerator operation) is judged to be
ted from the in-vehicle terminal system 2300 in the step 2505 45 necessary in the step 428, the accelerator operation request
is received by the host vehicle position reception unit 2358 of transmission unit 2352 transmits the accelerator operation
the vehicle management center system 2350 via the center request to the in-vehicle terminal system 2300 via the center
communication unit 2356 (B1). In step 2410, the vehicle ID communication unit 2356 together with the vehicle ID
transmitted from the in-vehicle terminal system 2300 in the received in the step 2410 (B3) (step 2420).
step 2510 is received by the vehicleID reception unit 2360 via 50 The step 432 for judging whether the brake pedal depress
the center communication unit 2356 (B2). ing operation is necessary or not is equivalent to that in the
In step 2411, the vehicle weight transmitted from the in first embodiment. When the brake pedal depressing operation
vehicle terminal system 2300 in the step 2511 is received by (brake operation) is judged to be necessary in the step 432, the
the vehicle weight reception unit 2380 via the center commu brake operation request transmission unit 2354 transmits the
nication unit 2356 (B6). The received vehicle weight is stored 55 brake operation request to the in-vehicle terminal system
in the center vehicle information storage unit 2368 (step 2300 via the center communication unit 2356 together with
2412). In the storing in the center vehicle information storage the vehicle ID received in the step 2410 (B4) (step 2425).
unit 2368, the vehicle weight is stored as vehicle weight The step 436 for judging whether the accelerator/brake
corresponding to the vehicle ID received in the step 2410. pedal releasing operation is necessary or not is equivalent to
In step 2413, the surface resistance in the vicinity of the 60 that in the first embodiment. When the accelerator operation
host vehicle position received in the step 2405 is received by and the brake operation are judged to be both unnecessary
the surface resistance reception unit 2382 via the centercom (i.e., the coasting operation is judged to be necessary) in the
munication unit 2356 (B7). The surface resistance in the step 436, the coasting operation request transmission unit
vicinity of the host vehicle position is stored in the surface 2372 transmits the coasting operation request to the in-ve
resistance storage unit 128 (step 2414). In the storing in the 65 hicle terminal system 2300 via the centercommunication unit
Surface resistance storage unit 128, the Surface resistance is 2356 together with the vehicle ID received in the step 2410
stored while being associated with the ID (link ID) of the road (B5) (step 2430).
US 9,418,557 B2
25 26
In step 2435, the overall control unit 2362 judges whether vehicle reaches the endpoint of the route of the mining dump
there is a termination request or not. If there is no termination truck (e.g., loading site or unloading site of ore or Soil), for
request, the process returns to the step 2405. If there is the example.
termination request, the process advances to step S2440. The In the fleet operation management system in accordance
termination request in the step 2435 can be a termination 5 with the third embodiment configured as above, the processes
request by a manager in the vehicle management center for calculating the accelerator operation timing and the brake
through the center operation input unit 2366, for example. In operation timing and the management of information Such as
the step 2440, a system termination process is executed. the map information, the altitude information and the Surface
Returning FIG. 26 (the process in the in-vehicle terminal resistance are assigned to the management center's side,
system 2300), in step 2515, if the accelerator operation 10 while the function of giving operation instructions to the
request with the vehicle ID of the host vehicle has been operator of each mining dump truck is assigned to the in
transmitted from the vehicle management center system vehicle terminal system's side. Thus, the configuration of the
2350, the accelerator operation request reception unit 2306 of in-vehicle terminal system can be simplified compared to that
the in-vehicle terminal system 2300 receives the accelerator in the first embodiment, and the total system cost can be
operation request via the terminal communication unit 2310 15 reduced especially when the number of mining dump trucks
(B3). In step 2520, the overall control unit 112 judges whether to be managed is large (i.e., when the number of in-vehicle
the accelerator operation request has been received in the step terminal systems is large). Further, since the necessary types
2515 or not. If “Yes” (received), the process advances to the of information (map information, altitude information, Sur
step 430. If “No” (not received), the process advances to step face resistance, etc.) are shared and centrally managed by the
2525. vehicle management system center, operation instructions
The step 430 is equivalent to that in the first embodiment. based on the latest information can be given to each mining
Specifically, as the accelerator operation instruction to the dump truck, which allows each mining dump truck to travel in
operator of the mining dump truck, the accelerator lamp 1010 an optimum manner from the viewpoint of reducing the fuel
is lit up while extinguishing the brake lamp 1020 on the consumption. For example, since the Surface resistance
screen 1000 of the display device 30 as shown in FIG. 11. It is 25 acquired by a mining dump truck at a certain position can be
also possible to output the voice 1310 “OPERATEACCEL shared with other mining dump trucks, operation instructions
ERATOR' from the speaker 1300 as shown in FIG. 14. based on the latest information can be given to other mining
In step 2525, if the brake operation request with the vehicle dump trucks Subsequently traveling at the position.
ID of the host vehicle has been transmitted from the vehicle Incidentally, while the components of the fleet operation
management center system 2350, the brake operation request 30 management system are divided and assigned to the manage
reception unit 2308 receives the brake operation request via ment center and the mining dump trucks as shown in FIG. 24
the terminal communication unit 2310 (B4). In step 2530, the in this embodiment, it is of course possible to employ other
overall control unit 112 judges whether the brake operation types of configurations. While this embodiment has been
request has been received in the step 2525 or not. If “Yes” configured to give the operation instructions to the operator of
(received), the process advances to the step 434. If “No” (not 35 each mining dump truck via the notification means on the
received), the process advances to step 2535. assumption that the system is employed for dump trucks in
The step 434 is equivalent to that in the first embodiment. manned operation, the present invention is applicable also to
Specifically, as the brake operation instruction to the operator, dump trucks capable of traveling autonomously. In this case,
the brake lamp 1120 is lit up while extinguishing the accel instead of transmitting various operation requests in the steps
erator lamp 1110 on the screen 1000 of the display device 30 40 2420, 2425 and 2430, the traveling of each vehicle may be
as shown in FIG. 12. It is also possible to output the voice directly controlled on the management center's side by out
1410 from the speaker 1300 as shown in FIG. 15. putting operation signals for implementing equivalent opera
In step 2535, if the coasting operation request with the tions to the in-vehicle terminal of each vehicle.
vehicle ID of the host vehicle has been transmitted from the While the explanation of the above embodiments has been
vehicle management center system 2350, the coasting opera 45 given by taking operation management systems for mining
tion request reception unit 2312 receives the coasting opera dump trucks as examples, it goes without saying that the
tion request via the terminal communication unit 2310 (B5). present invention is applicable also to other types of dump
In step 2540, the overall control unit 112 judges whether the trucks (other than mining dump trucks), ordinary types of
coasting operation request has been received in the step 2535 vehicles, etc.
or not. If “Yes” (received), the process advances to the step 50
438. If “No” (not received), the process advances to step DESCRIPTION OF REFERENCE CHARACTERS
2545.
The step 438 is equivalent to that in the first embodiment. 10 arithmetic processing device
Specifically, as the coasting operation instruction to the 20 storage device
operator, the accelerator lamp 1210 and the brake lamp 1120 55 30 display device
are extinguished on the screen 1000 of the display device 30 40 input device
as shown in FIG. 13. It is also possible to output the voice 51 vehicle position
1510 from the speaker 1300 as shown in FIG. 16. 52 vehicle speed
In the step 2545, the overall control unit 112 judges 53 vehicle drive force
whether there is a termination request or not. If there is no 60 54 vehicle weight
termination request, the process returns to the step 402. If 100 in-vehicle terminal system
there is the termination request, the process advances to step 102 host vehicle speed prediction unit
S2550. In the step 2550, a system termination process is 104 accelerator/brake operation timing calculation unit
executed. The termination request in the step 2545 can be a 108 accelerator operation instruction unit
termination request that is inputted by the operator of the 65 110 brake operation instruction unit
mining dump truck through the operation input unit 144 or a 112 overall control unit (terminal)
termination request that is properly outputted when the host 114 route management unit (terminal)
US 9,418,557 B2
27 28
116 host vehicle position measurement unit performed at the current position based on the change in
118 GPS receiver the coasting speed so that a predicted speed of the
120 gyro sensor vehicle after the lapse of a predetermined time will be
122 accelerometer within a predetermined range;
124 speedometer a display device for notifying the vehicle's driver which of
126 map matching unit depressing of the accelerator pedal, depressing of the
128 Surface resistance storage unit brake pedal and releasing of the accelerator and brake
136 vehicle information storage unit pedals should be performed at the current position or at
142 map data storage unit a predetermined position on the travel route based on the
144 operation input unit (terminal) 10 result of the judgment by the calculation unit;
160 coasting operation instruction unit a vehicle weight measurement unit configured to measure
162 vehicle weight measurement unit weight of the vehicle continuously, wherein:
164 Surface resistance input unit the calculation unit further predicts the change in the coast
166 surface resistance estimation unit ing speed by further considering weight of the vehicle
200 mining dump truck 15 measured by the vehicle weight measurement unit, and
300 mining dump truck change in an acceleration of the vehicle based on the
600 road link table change in the coasting speed, and
700 surface resistance table acceleration sections and deceleration sections calculated
800 altitude information table based on the change in the acceleration are displayed on
900 vehicle information table a map that is displayed on the display device to indicate
1010 accelerator operation instruction lamp (lit up) the travel route.
1120 brake operation instruction lamp (lit up) 2. The fleet operation management system according to
1600 in-vehicle terminal system claim 1, wherein:
1610 coastable distance calculation unit the calculation unit estimates Surface resistance at the cur
1620 acceleration calculation unit 25 rent position based on the current speed and current
1630 display control unit drive force of the vehicle, and
1800 screen for displaying coastable distance information or the Surface resistance is stored in the storage unit as Surface
information regarding acceleration/deceleration resistance at the current position.
1900 display screen 3. The fleet operation management system according to
2000 display screen 30 claim 1, wherein the calculation unit predicts the change in
2100 display screen the coasting speed by further considering weight of the
2300 in-vehicle terminal system vehicle.
2302 host vehicle position transmission unit 4. The fleet operation management system according to
2304 vehicle ID transmission unit claim 1, wherein:
2306 accelerator operation request reception unit 35 the calculation unit further predicts coastable distance
2308 brake operation request reception unit from the current position based on the change in the
2310 terminal communication unit coasting speed, and
2312 coasting operation request reception unit the coastable distance is displayed on the display device.
2314 route reception unit 5. The fleet operation management system according to
2330 surface resistance transmission unit 40 claim 1, wherein:
2332 vehicle weight transmission unit speed of the vehicle at each boundary between acceleration
2350 vehicle management center system and deceleration sections is predicted, and
2352 accelerator operation request transmission unit the predicted speed is displayed on the display device.
2354 brake operation request transmission unit 6. The fleet operation management system according to
2356 center communication unit 45 claim 1, wherein:
2358 host vehicle position reception unit the calculation unit executes a process of extracting points
2360 vehicle ID reception unit at which excessive acceleration or excessive decelera
2362 overall control unit (management center) tion occurs in the acceleration/deceleration section, and
2364 route transmission unit the display device displays a brake pedal depressing
2366 center operation input unit 50 instruction at the points of excessive acceleration and an
2368 center vehicle information storage unit accelerator pedal depressing instruction at the points of
2372 coasting operation request transmission unit excessive deceleration.
2374 center route management unit 7. The fleet operation management system according to
2380 vehicle weight reception unit claim 1, wherein the calculation unitjudges that the accelera
2382 surface resistance reception unit 55 tion should be performed at the current position if the pre
2600 vehicle ID-specific vehicle information table dicted speed of the vehicle after the lapse of the predeter
The invention claimed is: mined time is lower than or equal to a first threshold value, the
1. A fleet operation management system for a vehicle trav deceleration should be performed at the current position if the
eling on a predetermined travel route, comprising: predicted speed of the vehicle after the lapse of the predeter
a storage unit which stores travel route information includ 60 mined time is higher than or equal to a second threshold value
ing a position, height and Surface resistance of the travel that is greater than the first threshold value, and the coasting
route; and should be performed at the current position if the predicted
a calculation unit which predicts future change in a speed speed of the vehicle after the lapse of the predetermined time
of the vehicle coasting on the travel route based on a is higher than the first threshold value and lower than the
current position and current speed of the vehicle and the 65 second threshold value.
travel route information and judges which of accelera 8. The fleet operation management system according to
tion, deceleration and coasting of the vehicle should be claim 1, wherein the calculation unitjudges that the accelera
US 9,418,557 B2
29 30
tion should be performed if a change rate of the predicted current position and current speed of the vehicle and the
speed of the vehicle over time after the lapse of the predeter travel route information and judges which of accelera
mined time is lower than or equal to a third threshold value, tion, deceleration and coasting of the vehicle should be
the deceleration should be performed if the change rate is performed at the current position based on the change in
higher than or equal to a fourth threshold value, and the the coasting speed so that a predicted speed of the
coasting should be performed if the change rate is higher than vehicle after the lapse of a predetermined time will be
the third threshold value and lower than the fourth threshold
value. within a predetermined range;
9. The fleet operation management system according to a display device that notifies the vehicle's driver which of
claim 1, further comprising an input unit for inputting the 10
depressing of the accelerator pedal, depressing of the
travel route. brake pedal and releasing of the accelerator and brake
10. The fleet operation management system according to pedals should be performed at the current position or at
claim 1, wherein a predetermined position on the travel route based on the
the travel route displayed on the display device is an opti result of the judgment by the calculation unit, wherein
mized travel route, and 15 the calculation unit predicts change in an acceleration of
the vehicle's fuel efficiency is higher on the optimized the vehicle based on the change in the coasting speed,
travel route than on a non-optimized travel route. acceleration sections and deceleration sections calcu
11. A fleet operation management system for a vehicle lated based on the change in the acceleration are dis
traveling on a predetermined travel route, comprising: played on a map that is displayed on the display
a storage unit which stores travel route information includ device to indicate an optimized travel route, and
ing a position, height and Surface resistance of the travel the vehicle's fuel efficiency is higher on the optimized
route; and
a calculation unit which predicts future change in a speed travel route than on a non-optimized travel route.
of the vehicle coasting on the travel route based on a k k k k k

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US0094.

(12) United States Patent (10) Patent No.: US 9.418,557 B2

RESISTANCE (SURFACE FRICTION, AIR RESISTANCE)

(51) Int. Cl. 2720/103 (2013.01); B60W 2720/106

RESISTANCE (SURFACE FRICTION, AIR RESISTANCE)

RESISTANCE (SURFACE FRICTION,

HOST VEHICLE COASTING BRAKE ROUTE

510 512 514 INTERPOLATIONS

650 NTERPOLATION POINT in COORDINATES X:4byte,Y:4Byte

SCAN ROAD LINKS IN HOST VEHICLES TRAVELING DIRECTION UP 412

ACCELERATOR BRAKE 1000

ACCELERATOR BRAKE 1000

ACCELERATOR BRAKE 1000

SCAN ROAD LINKS IN HOST VEHICLE'S TRAVELING DIRECTION UP 412

NO-IS BRAKE OPERATIONNECESSARY -2'

NO- AREACCELERATOR AND BRAKE OPERATIONSUNNECESSARY =4- 436

COASTABLE DISTANCE: | POSSIBLE TO

COASTABLE DISTANCE: 2105b

QSIVEHICLE ACCELERATOR BRAKE COASTING TERMINAL COASTING

VEHICLE MANAGEMENT CENTER SYSTEM

ACOUIRE HOST VEHICLE POSITION AND HOST VEHICLE SPEED 402

MEASURE VEHICLE WEIGHT 2511

ESTIMATE SURFACE RESISTANCE AT HOST VEHICLE POSITION 2513

(B7)-- TRANSMIT SURFACE RESISTANCE 2514

NO BRAKE RECEPTION ? -2530

(B5)-- RECEIVE COASTING OPERATION REQUEST 2535

GIVE COASTING OPERATION INSTRUCTION 438

SUMMARY OF THE INVENTION FIG. 1 is a schematic diagram showing a state of a mining

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