Patent Publication Number: US-9842501-B2

Title: Mine management system

Description:
FIELD 
     The present invention relates to a mine management system. 
     BACKGROUND 
     Both an unmanned vehicle and a manned vehicle may operate in a mine. An unmanned vehicle and a manned vehicle can collide with each other in operations in a mine. Further, when an unmanned vehicle and a manned vehicle collide with each other, part of the operations in the mine may need to be stopped for coping with the collision. Consequently, productivity in the mine lowers. There is required a technique capable of avoiding a collision between an unmanned vehicle and a manned vehicle in order to prevent a reduction in safety and a reduction in productivity in a mine. A technique for estimating a range in which a manned vehicle is present and preventing an interference between an unmanned vehicle and the manned vehicle is disclosed in Patent Literature 1. A technique for issuing an alarm for a possible collision between a vehicle and other vehicle is disclosed in Patent Literature 2. 
     CITATION LIST 
     Patent Literature 
     Patent Literature 1: Japanese Laid-open Patent Publication No. 2000-339029 Publication 
     Patent Literature 2: Japanese Laid-open Patent Publication No. 2003-205804 Publication 
     SUMMARY 
     Technical Problem 
     It is effective to issue an alarm for avoiding a collision. However, when an unwanted alarm is issued although a collision is less likely, the operator of a manned vehicle can be accustomed to the alarm. Consequently, the original meaning of alarm can be lost. 
     It is an object of the present invention to provide a mine management system capable of preventing unwanted alarms from being issued and preventing a collision between an unmanned vehicle and a manned vehicle. 
     Solution to Problem 
     According to an embodiment of the present invention, there is provided a mine management system where an unmanned vehicle and a manned vehicle operate, the system comprising: an unmanned vehicle traveling data generation unit configured to generate unmanned vehicle traveling data including a target traveling route of the unmanned vehicle in the mine; an unmanned vehicle current situation data acquisition unit configured to acquire unmanned vehicle current situation data including unmanned vehicle region data at first time point and unmanned vehicle traveling speed data at the first time point; a manned vehicle current situation data acquisition unit configured to acquire manned vehicle current situation data including manned vehicle position data at the first time point and manned vehicle traveling speed data at the first time point; an unmanned vehicle existence range estimation unit configured to estimate a range in which the unmanned vehicle may be present at second time point at elapse of predetermined time after the first time point based on the unmanned vehicle current situation data; a manned vehicle existence position estimation unit configured to estimate a position where the manned vehicle may be present at the second time point based on the manned vehicle current situation data; and a collision risk determination unit configured to derive a risk level indicating a possibility of collision between the manned vehicle and the unmanned vehicle corresponding to the second time point at the first time point per position where the manned vehicle may be present based on an estimation result of the unmanned vehicle existence range estimation unit and an estimation result of the manned vehicle existence position estimation unit. 
     Advantageous Effects of Invention 
     According to an embodiment of the present invention, there is provided a mine management system capable of preventing unwanted alarms from being issued and avoiding a collision between an unmanned vehicle and a manned vehicle. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG. 1  is a schematic diagram illustrating an exemplary mine management system according to an embodiment. 
         FIG. 2  is a schematic diagram illustrating an exemplary management apparatus according to the embodiment. 
         FIG. 3  is a schematic diagram illustrating an exemplary unmanned vehicle according to the embodiment. 
         FIG. 4  is a schematic diagram illustrating an exemplary unmanned vehicle according to the embodiment. 
         FIG. 5  is a functional block diagram illustrating an exemplary unmanned vehicle according to the embodiment. 
         FIG. 6  is a schematic diagram illustrating an exemplary manned vehicle according to the embodiment. 
         FIG. 7  is a schematic diagram illustrating an exemplary manned vehicle according to the embodiment. 
         FIG. 8  is a functional block diagram illustrating an exemplary manned vehicle according to the embodiment. 
         FIG. 9  is a diagram illustrating an exemplary mine management method according to the embodiment. 
         FIG. 10  is a diagram illustrating an exemplary mine management method according to the embodiment. 
         FIG. 11  is a diagram illustrating an exemplary mine management method according to the embodiment. 
         FIG. 12  is a diagram illustrating an exemplary mine management method according to the embodiment. 
         FIG. 13  is a flowchart illustrating an exemplary mine management method according to the embodiment. 
         FIG. 14  is a diagram illustrating an exemplary mine management method according to the embodiment. 
         FIG. 15  is a diagram illustrating an exemplary mine management method according to the embodiment. 
         FIG. 16  is a diagram illustrating an exemplary mine management method according to the embodiment. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Embodiments according to the present invention will be described below with reference to the drawings, but the present invention is not limited thereto. The components of the embodiments described below may be combined as needed. Further, some of the components may not be employed. 
     &lt;Outline of Mining Machine Management System&gt; 
       FIG. 1  is a schematic diagram illustrating a mine management system  1  according to the present embodiment by way of example.  FIG. 1  schematically illustrates a mining site to which the management system  1  is applied. 
     The management system  1  manages a mine. Unmanned vehicles  2  and a manned vehicle  40  operate in the mine. The mine management includes management of the unmanned vehicles  2  and management of the manned vehicle  40 . 
     As illustrated in  FIG. 1 , the management system  1  includes a management apparatus  10  arranged in a control center  8  in the mine, and a communication system  9  capable of sending signals and data. 
     The management apparatus  10  includes a computer system. The communication system  9  includes a wireless communication system. The management apparatus  10 , the unmanned vehicles  2  and the manned vehicle  40  can wirelessly communicate with each other via the communication system  9 . The unmanned vehicle  2  operates in response to an instruction signal from the management apparatus  10 . A worker (operator) does not mount on the unmanned vehicle  2 . A worker (operator) mounts on the manned vehicle  40 . The unmanned vehicle  2  may be operated by an operator mounting on the unmanned vehicle  2 . For example, when at least any of parking the unmanned vehicle  2  in the parking area, putting the unmanned vehicle  2  out of the parking area, and putting petrol in the unmanned vehicle  2 , an operator may mount on the unmanned vehicle  2  and operate the unmanned vehicle  2 . 
     The unmanned vehicles  2  may be used in mining. According to the present embodiment, the unmanned vehicles  2  are assumed as dump trucks  2  as a type of transporter vehicles. The dump trucks  2  can travel in a mine and carry freights in the mine. The dump truck  2  has a vehicle  3  and a vessel  4  provided on the vehicle  3 . The dump truck  2  carries freights loaded on the vessel  4 . The freights include sediments or rocks caused in mining crushed rocks. 
     The worker mounts on the manned vehicle  40  and moves in the mine. The worker monitors and maintains the mine. 
     Loading sites LPA, unloading sites DPA, and a traveling course HL leading to at least one of the loading sites LPA and the unloading sites DPA are provided in the mining site. The dump trucks  2  can travel along the loading sites LPA, the unloading sites DPA, and the traveling course HL. The manned vehicle  40  can also travel along the loading sites LPA, the unloading sites DPA, and the traveling course HL. The traveling course HL in the mine may be dirt in many cases. 
     Freights are loaded on the vessel  4  in the loading site LPA. Freights are loaded on the vessel  4  by a loading machine LM. The loading machine LM employs an excavator or a wheel loader. The dump truck  2  loaded with freights travels along the traveling course HL from the loading site LPA to the unloading site DPA. The freights are unloaded from the vessel  4  in the unloading site DPA. The dump truck  2  unloaded with freights travels along the traveling course HL from the unloading site DPA to the loading site LPA. The dump truck  2  may travel from the unloading site DPA to a predetermined waiting area. 
     Positions of the dump trucks  2  and a position of the manned vehicle  40  are detected by the global positioning system (GPS). The GPS has a GPS satellite ST. A position detected by the GPS is an absolute position defined on the GPS coordinate system. In the following description, a position detected by the GPS will be called GPS position as needed. A GPS position includes coordinate date such as latitude, longitude, and altitude. 
     &lt;Management Apparatus&gt; 
     The management apparatus  10  will be described below.  FIG. 2  is a block diagram illustrating the management apparatus  10  according to the present embodiment by way of example. As illustrated in  FIG. 1  and  FIG. 2 , the management apparatus  10  includes a computer system  11 , a display device  16 , an input device  17 , and a wireless communication device  18 . 
     The computer system  11  includes a processing device  12 , a storage device  13 , and an I/O unit  15 . The display device  16 , the input device  17 , and the wireless communication device  18  are connected to the computer system  11  via the I/O unit  15 . 
     The processing device  12  includes a processor such as CPU (Central Processing Unit). The processing device  12  includes a data processing unit  12 A, a first unmanned vehicle traveling data generation unit  12 B, and a no-entry region setting unit  12 C. The data processing unit  12 A processes position data indicating a position of the dump truck  2 , for example. The first unmanned vehicle traveling data generation unit  12 B generates first unmanned vehicle traveling data including a target traveling route of the dump track  2  in the mine. The dump truck  2  travels based on the first unmanned vehicle traveling data generated by the first unmanned vehicle traveling data generation unit  12 B along the loading site LPA, the unloading site DPA, and the traveling course HL. The no-entry region setting unit  12 C sets a no-entry region where the dump trucks  2  are prohibited from entering in the mine. 
     The storage device  13  is connected to the processing device  12 . The storage device  13  includes a memory such as random access memory (RAM), read only memory (ROM), flash memory, and hard disk drive. The storage device  13  includes a database  13 B registering data therein. The first unmanned vehicle traveling data generation unit  12 B generates the first unmanned vehicle traveling data by use of a computer program stored in the storage device  13 . 
     The display device  16  includes a flat panel display such as liquid crystal display. The input device  17  includes an input device such as keyboard, touch panel and mouse. When the input device  17  is operated by a manager of a control center  8 , the input device  17  generates an operation signal. The operation signal generated by the input device  17  is input into the processing device  12 . 
     The communication system  9  includes a wireless communication device  18  arranged in the control center  8 . The wireless communication device  18  is connected to the processing device  12  via the I/O unit  15 . The wireless communication device  18  has an antenna  18 A. The wireless communication device  18  is wirelessly communicable with the dump trucks  2  and the manned vehicle  40 . 
     &lt;Dump Truck&gt; 
     The dump trucks  2  will be described below.  FIG. 3  and  FIG. 4  are the diagrams schematically illustrating the dump truck  2  according to the present embodiment by way of example.  FIG. 5  is a functional block diagram illustrating the dump truck  2  according to the present embodiment by way of example. 
     The dump truck  2  includes the vehicle  3 , the vessel  4  provided on the vehicle  3 , a non-contact sensor  24  for detecting an object in a non-contact manner, a storage device  25  including a database  25 B, a gyro sensor  26  for detecting an angular speed of the dump truck  2 , a speed sensor  27  for detecting a traveling speed of the dump truck  2 , a position sensor  28  for detecting a position of the dump truck  2 , a wireless communication device  29 , and an unmanned vehicle control device  30 . 
     The vehicle  3  has a traveling device  5  capable of traveling in a mine, a vehicle main body  6  supported on the traveling device  5 , a power generation device  7  for generating power, headlights  31 , and a horn  32 . The vessel  4  is supported on the vehicle main body  6 . The headlights  31  are provided on the front of the vehicle main body  6 . The headlights  31  illuminate a space ahead of the vehicle  3 . The horn  32  issues an alarm sound. 
     The traveling device  5  has wheels  20 , axles  21  for rotatably supporting the wheels  20 , a braking device  22  capable of stopping traveling, and a steering device  23  capable of adjusting a traveling direction. 
     The traveling device  5  is driven by power generated by the power generation device  7 . The power generation device  7  drives the traveling device  5  in an electric drive system. The power generation device  7  has an internal combustion engine such as diesel engine, a generator operating by power of the internal combustion engine, and an electric motor operating by power generated by the generator. Power generated by the electric motor is transmitted to the wheels  20  in the traveling device  5 . Thereby, the traveling device  5  is driven. The dump truck  2  travels by power of the power generation device  7  provided on the vehicle  3 . Output of the power generation device  7  is adjusted so that a traveling speed of the dump truck  2  is adjusted. The power generation device  7  may drive the traveling device  5  in a mechanical drive system. For example, power generated by the internal combustion engine may be transmitted to the wheels  20  in the traveling device  5  via a power transmission device. 
     The braking device  22  can stop driving the traveling device  5 . The braking device  22  operates so that a traveling speed of the dump truck  2  is adjusted. 
     The steering device  23  can adjust a traveling direction of the traveling device  5 . A traveling direction of the dump truck  2  including the traveling device  5  includes an orientation of the front of the vehicle main body  6 . The steering device  23  adjusts a traveling direction of the dump truck  2  by changing an orientation of the front wheels. 
     The non-contact sensor  24  is provided on the front of the vehicle main body  6 . The non-contact sensor  24  detects objects around the vehicle main body  6  in a non-contact manner. The non-contact sensor  24  includes a laser scanner. The non-contact sensor  24  detects an object by use of a laser light as detection light in a non-contact manner. The non-contact sensor  24  can detect the presence of an object, a relative position to the object, and a relative speed to the object. A relative position to an object includes a relative distance to the object, and an orientation in which the object is present relative to the non-contact sensor  24 . The non-contact sensor  24  may include a radar device such as millimeter radar device. The radar device can detect an object by use of radio waves in a non-contact manner. 
     The gyro sensor  26  detects an angular speed of the dump truck  2 . An angular speed of the dump truck  2  is integrated thereby to derive an orientation of the dump truck  2 . 
     The speed sensor  27  detects a traveling speed of the dump truck  2 . The speed sensor  27  includes a rotary speed sensor for detecting a rotary speed of the wheels  20 . A rotary speed of the wheels  20  is correlated with a traveling speed of the dump truck  2 . A rotary speed value as a detected value of the rotary speed sensor is converted into a traveling speed value of the dump truck  2 . The speed sensor  27  may detect a rotary speed of the axles  21 . 
     The position sensor  28  is arranged on the vehicle  3 . The position sensor  28  includes a GPS receiver, and detects a position of the dump truck  2 . The position sensor  28  has a GPS antenna  28 A. The antenna  28 A receives radio waves from the GPS satellite ST. The position sensor  28  converts a signal based on a radio wave from the GPS satellite ST received by the antenna  28 A into an electric signal thereby to calculate a position of the antenna  28 A. A GPS position of the antenna  28 A is calculated so that a GPS position of the dump truck  2  is detected. 
     The communication system  9  includes the wireless communication device  29  arranged in the vehicle  3 . The wireless communication device  29  has an antenna  29 A. The wireless communication device  29  is wirelessly communicable with the management apparatus  10  and the manned vehicle  40 . 
     The unmanned vehicle control device  30  is provided on the dump truck  2 . The unmanned vehicle control device  30  controls the dump truck  2 . The unmanned vehicle control device  30  includes a computer system. The unmanned vehicle control device  30  includes a processor such as CPU and a memory such as RAM and ROM. The management apparatus  10  supplies the unmanned vehicle control device  30  with an instruction signal including the first unmanned vehicle traveling data of the dump truck  2  via the communication system  9 . The unmanned vehicle control device  30  controls the traveling device  5  in the dump truck  2  based on the first unmanned vehicle traveling data supplied from the first unmanned vehicle traveling data generation unit  12 B in the management apparatus  10 . The control of the traveling device  5  includes control of at least one of the steering wheel, the accelerator, and the brake in the traveling device  5 . 
     The first unmanned vehicle traveling data generated in the first unmanned vehicle traveling data generation unit  12 B in the management apparatus  10  indicates a target traveling route of the dump truck  2  and a limited traveling speed of the dump track  2 . The management apparatus  10  determines a limited traveling speed (maximum permitted speed) of the dump truck  2  per a plurality of positions (regions) along the traveling course HL based on environmental conditions of the mine including geographical conditions and weather conditions of the mine. The management apparatus  10  transmits the first unmanned vehicle traveling data indicating a target traveling route and a limited traveling speed of the dump truck  2  to the dump truck  2 . 
     The unmanned vehicle control device  30  has a second unmanned vehicle traveling data generation unit  30 A for generating second unmanned vehicle traveling data. The second unmanned vehicle traveling data generation unit  30 A in the unmanned vehicle control device  30  generates second unmanned vehicle traveling data including target traveling speed data of the dump truck  2  based on the first unmanned vehicle traveling data supplied from the management apparatus  10 . The unmanned vehicle control device  30  controls the traveling device  5  based on the first unmanned vehicle traveling data supplied from the management apparatus  10  and the second unmanned vehicle traveling data generated in the second unmanned vehicle traveling data generation unit  30 A. The unmanned vehicle control device  30  determines a traveling speed of the traveling device  5  within the limited traveling speed determined by the management apparatus  10  thereby to control the traveling device  5 . In other words, the dump track  2  can determine a traveling speed in the second unmanned vehicle traveling data generation unit  30 A with the limited traveling speed determined by the management apparatus  10  as an upper limit, and can freely accelerate and decelerate. 
     According to the present embodiment, the dump truck  2  travels based on the dead reckoning navigation. The dump truck  2  travels along the loading site LPA, the unloading site DPA, and the carrying course HL based on the first unmanned vehicle traveling data generated in the first unmanned vehicle traveling data generation unit  12 B and the second unmanned vehicle traveling data generated in the second unmanned vehicle traveling data generation unit  30 A. The unmanned vehicle control device  30  estimates a current position of the dump truck  2  by use of the dead reckoning navigation, and drives the dump truck  2  based on the target traveling route supplied from the first unmanned vehicle traveling data generation unit  12 B and the target traveling speed data generated in the second unmanned vehicle traveling data generation unit  30 A. The dead reckoning navigation is a navigation method for estimating a current position of the dump truck  2  based on an orientation and a motion distance from a start point of which longitude and latitude are known. An orientation of the dump truck  2  is detected by the gyro sensor  26  arranged on the dump truck  2 . A motion distance of the dump truck  2  is detected by use of the speed sensor  27  arranged on the dump truck  2 . A detection signal of the gyro sensor  26  and a detection signal of the speed sensor  27  are output to the unmanned vehicle control device  30  in the dump truck  2 . The unmanned vehicle control device  30  can find an orientation of the dump truck  2  from the known start point based on the detection signal from the gyro sensor  26 . The unmanned vehicle control device  30  can find a motion distance of the dump truck  2  from the known start point based on the detection signal from the speed sensor  27 . The unmanned vehicle control device  30  controls traveling of the traveling device  5  in the dump truck  2  to travel according to the target traveling route in the first unmanned vehicle traveling data and the target traveling speed data in the second unmanned vehicle data based on the detection signal from the gyro sensor  26  and the detection signal from the speed sensor  27 . 
     According to the present embodiment, an estimated position of the dump truck  2  found by the dead reckoning navigation is corrected by use of the GPS. As the motion distance of the dump truck  2  is longer, an error can occur between the estimated position as the estimated current position of the dump truck  2  and the actual position due to accumulated detection errors of one or both of the gyro sensor  26  and the speed sensor  27 . Consequently, the dump truck  2  can travel out of the target traveling route in the first unmanned vehicle traveling data. According to the present embodiment, the unmanned vehicle control device  30  drives the dump truck  2  while correcting the estimated position of the dump truck  2  estimated by the dead reckoning navigation by use of the GPS position data indicating the GPS position of the dump truck  2  detected by the position sensor  28 . The unmanned vehicle control device  30  calculates the correction amount for correcting the position of the dump truck  2  based on the detection signal from the gyro sensor  26 , the detection signal from the speed sensor  27 , and the GPS position data such that the dump truck  2  travels along the target traveling route, and controls traveling of the traveling device  5  in the dump truck  2  based on the calculated correction amount. 
     An estimated position found by the dead reckoning navigation is corrected by use of the GPS according to the present embodiment, but may be corrected with other method. For example, a landmark of which installation position is registered is detected by the non-contact sensor  24  mounted on the dump truck  2 , and the estimated position may be corrected based on a detection result of the non-contact sensor  24 . The landmarks may be a plurality of constructions arranged along the traveling course HL. The installation positions (absolute positions) of the landmarks are previously measured and registered. A roadside map of the traveling course HL is previously measured, and the estimated position may be corrected based on a collation result between the roadside map and the shape of the traveling course HL detected by the non-contact sensor  24 . 
     &lt;Manned Vehicle&gt; 
     The manned vehicle  40  will be described below.  FIG. 6  and  FIG. 7  are the diagrams schematically illustrating the manned vehicle  40  according to the present embodiment by way of example.  FIG. 8  is a functional block diagram illustrating the manned vehicle  40  according to the present embodiment by way of example. 
     The manned vehicle  40  includes a traveling device  41  capable of traveling in a mine, a vehicle main body  50  supported on the traveling device  41 , a power generation device  43  for generating power, and a manned vehicle control device  60 . 
     The traveling device  41  has wheels  42 , axles for rotatably supporting the wheels  42 , a braking device  44  capable of stopping traveling, and a steering device  45  capable of adjusting a traveling direction. 
     The traveling device  41  is driven by power generated by the power generation device  43 . The power generation device  43  includes an internal combustion engine such as diesel engine. Power generated in the power generation device  43  is transmitted to the wheels  42  of the traveling device  41 . Thereby, the traveling device  41  is driven. Output of the power generation device  43  is adjusted so that a traveling speed of the manned vehicle  40  is adjusted. 
     The braking device  44  can stop driving the traveling device  41 . The braking device  44  operates so that a traveling speed of the manned vehicle  40  is adjusted. 
     The steering device  45  can adjust a traveling direction of the traveling device  41 . A traveling direction of the manned vehicle  40  including the traveling device  41  includes an orientation of the front of the vehicle main body  50 . The steering device  45  adjusts a traveling direction of the manned vehicle  40  by changing an orientation of the front wheels. 
     The manned vehicle  40  has an operator&#39;s chamber in which a worker WM sits. The manned vehicle  40  has an accelerator operation unit  43 A provided in the operator&#39;s chamber and directed for operating the power generation device  43 , a brake operation unit  44 A provided in the operator&#39;s chamber and directed for operating the braking device  44 , and a steering wheel operation unit  45 A provided in the operator&#39;s chamber and directed for operating the steering device  45 . The accelerator operation unit  43 A includes an accelerator pedal. The brake operation unit  44 A includes a brake pedal. The steering wheel operation unit  45 A includes a steering wheel. The accelerator operation unit  43 A, the brake operation unit  44 A, and the steering wheel operation unit  45 A are operated by the worker WM. The worker WM operates one or both of the accelerator operation unit  43 A and the brake operation unit  44 A thereby to adjust a traveling speed of the manned vehicle  40 . The worker WM operates the steering wheel operation unit  45 A to adjust a traveling direction of the manned vehicle  40 . 
     The manned vehicle  40  has an alarm device  48  arranged in the operator&#39;s chamber and an input device  49  arranged in the operator&#39;s chamber. The alarm device  48  includes a display device  48 A or a speech output device  48 B. The display device  48 A includes a flat panel display such as liquid crystal display. The display device  48 A can display alarm data. The speech output device  48 B can issue an alarm sound. 
     The input device  49  includes an input device such as keyboard, touch panel, and mouse. When the input device  49  is operated by the worker WM of the manned vehicle  40 , the input device  49  generates an operation signal. The operation signal generated by the input device  49  is input into the manned vehicle control device  60 . The input device  49  may include a speech recognition device and an operation signal may be generated by speech of the worker WM. When the input device  49  includes a touch panel, the input device  49  may be used as the display device  48 A. 
     The manned vehicle  40  includes a speed sensor  46  for detecting a traveling speed of the manned vehicle  40 , a steering angle sensor  47  for detecting a steering angle of the steering device  45 , a position sensor  51  for detecting a position of the manned vehicle  40 , and a wireless communication device  52 . 
     The speed sensor  46  is provided on the manned vehicle  40 . The speed sensor  46  detects a traveling speed of the traveling device  41  in the manned vehicle  40 . The speed sensor  46  includes a rotary speed sensor for detecting a rotary speed of the wheels  42 . A rotary speed of the wheels  42  is correlated with a traveling speed of the manned vehicle  40 . A rotary speed value as a detected value of the rotary speed sensor is converted into a traveling speed value of the manned vehicle  40 . A traveling speed of the manned vehicle  40  is integrated thereby to derive a motion distance of the manned vehicle  40 . 
     The steering angle sensor  47  is provided on the manned vehicle  40 . The steering angle sensor  47  detects a steering angle of the traveling device  41  in the manned vehicle  40 . A rotary encoder may be employed as the steering angle sensor  47 , for example. The steering angle sensor  47  detects the operation amount of the steering device  45  thereby to detect a steering angle. A steering angle of the steering device  45  is correlated with a traveling direction of the manned vehicle  40 . A traveling direction of the manned vehicle  40  is derived based on a detected value of the steering angle sensor  47 . Further, a steering angle of the steering device  45  is correlated with a turning radius of the traveling manned vehicle  40 . A turning radius of the manned vehicle  40  is derived based on a detected value of the steering angle sensor  47 . 
     The position sensor  51  is arranged on the manned vehicle  40 . The position sensor  51  includes a GPS receiver, and detects a position of the manned vehicle  40 . The position sensor  51  has a GPS antenna  51 A. The antenna  51 A receives radio waves from the GPS satellite ST. The position sensor  51  converts a signal based on a radio wave from the GPS satellite ST received by the antenna  51 A into an electric signal thereby to calculate a position of the antenna  51 A. A GPS position of the antenna  51 A is calculated so that a GPS position of the manned vehicle  40  is detected. 
     The communication system  9  includes the wireless communication device  52  arranged on the manned vehicle  40 . The wireless communication device  52  has an antenna  52 A. The wireless communication device  52  is wirelessly communicable with the management apparatus  10  and the dump trucks  2 . 
     The manned vehicle control device  60  is provided on the manned vehicle  40 . The manned vehicle control device  60  controls the manned vehicle  40 . The manned vehicle control device  60  includes a computer system. The manned vehicle control device  60  includes a processor such as CPU and a memory such as RAM and ROM. 
     A detection signal of the speed sensor  46  is output to the manned vehicle control device  60 . A detection signal of the steering angle sensor  47  is output to the manned vehicle control device  60 . A detection signal of the position sensor  51  is output to the manned vehicle control device  60 . An operation signal generated in the input device  49  is output to the manned vehicle control device  60 . An instruction signal from the management apparatus  10  is supplied to the manned vehicle control device  60  via the communication system  9 . The manned vehicle control device  60  controls the alarm device  48 . The manned vehicle control device  60  outputs a control signal for controlling the alarm device  48 . 
     As illustrate in  FIG. 8 , the manned vehicle control device  60  has an unmanned vehicle current situation data acquisition unit  61  for acquiring unmanned vehicle current situation data, a first unmanned vehicle traveling data acquisition unit  62  for acquiring first unmanned vehicle traveling data, a manned vehicle current situation data acquisition unit  63  for acquiring manned vehicle current situation data, a manned vehicle steering angle data acquisition unit  65  for acquiring manned vehicle steering angle data, an unmanned vehicle existence range estimation unit  66  for estimating an unmanned vehicle existence range in which the dump truck  2  may be present, a manned vehicle existence position estimation unit  67  for estimating a manned vehicle existence position where the manned vehicle  40  may be present, a collision risk determination unit  69  for determining a possibility of collision between the dump truck  2  and the manned vehicle  40 , an alarm device control unit  70  for outputting a control signal for controlling the alarm device  48 , a cancellation unit  71  for generating a cancellation signal for cancelling a control signal output from the alarm device control unit  70 , a manned vehicle position data output unit  72  for outputting manned vehicle position data, and a storage unit  73 . 
     The unmanned vehicle current situation data acquisition unit  61  acquires unmanned vehicle current situation data including unmanned vehicle region data at first time point t 0  and unmanned vehicle traveling speed data at first time point t 0  via the communication system  9  including the wireless communication device  52 . The unmanned vehicle current situation data acquisition unit  61  may acquire the unmanned vehicle current situation data not via the communication system  9 . For example, the unmanned vehicle current situation data acquisition unit  61  may acquire the unmanned vehicle current situation data via vehicle-to-vehicle communication with the dump truck  2 . Further, when unmanned vehicle current situation data of the dump trucks  2  operating in the mine is output to the management apparatus  10 , the unmanned vehicle current situation data acquisition unit  61  may acquire the unmanned vehicle current situation data from the management apparatus  10 . 
     According to the present embodiment, first time point t 0  is current time point. In the following description, first time point t 0  will be called current time point t 0  as needed. First time point t 0  may not be current time point. 
     The unmanned vehicle region data indicating a region where the dump truck  2  is present at current time point t 0  is acquired from the position sensor  28  in the dump truck  2  via the communication system  9 . The unmanned vehicle region data at current time point t 0  is acquired based on a GPS position of the dump truck  2  detected by the position sensor  28 . According to the present embodiment, the large-sized dump truck  2  traveling in a mine is handled in consideration of not only position but also vehicle width and vehicle length. The unmanned vehicle traveling speed data indicating a traveling speed of the dump truck  2  at current time point t 0  is acquired from the first unmanned vehicle traveling data generation unit  12 B in the management apparatus  10  via the communication system  9 . The unmanned vehicle region data at current time point t 0  and the unmanned vehicle traveling speed data at current time point t 0  are transmitted to the manned vehicle  40  via the communication system  9 . 
     The first unmanned vehicle traveling data acquisition unit  62  acquires the first unmanned vehicle traveling data generated in the first unmanned vehicle traveling data generation unit  12 B in the management apparatus  10  via the communication system  9  including the wireless communication device  52 . 
     The manned vehicle current situation data acquisition unit  63  acquires manned vehicle current situation data including manned vehicle position data at current time point t 0  and manned vehicle traveling speed data at current time point t 0 . 
     The manned vehicle position data indicating a position where the manned vehicle is present at current time point t 0  is acquired from the position sensor  51 . The manned vehicle traveling speed data indicating a traveling speed of the manned vehicle  40  at current time point t 0  is acquired from the speed sensor  46 . 
     The manned vehicle steering angle data acquisition unit  65  acquires manned vehicle steering angle data indicating a steering angle of the traveling device  41  in the manned vehicle  40  from the steering angle sensor  47 . 
     The unmanned vehicle existence range estimation unit  66  estimates an unmanned vehicle existence range ER where the dump truck  2  may be present at predetermined time point t (t 1 , t 2 , . . . , tn) as second time point when a predetermined time elapses from current time point t 0  based on the unmanned vehicle current situation data at current time point t 0 . The predetermined time point t includes a plurality of predetermined time points t 1 , t 2 , . . . , tn which are different in elapsed time from current time point t 0 . Predetermined time point t 1  is when a first time elapses from current time point t 0 . Predetermined time point t 2  is when a second time elapses from current time point t 0 . Predetermined time point tn is when an n-th time elapses from current time point t 0 . The unmanned vehicle existence range estimation unit  66  estimates an unmanned vehicle existence range ER(t 1 ), ER(t 2 ), . . . , ER(tn) at a plurality of predetermined time points t 1 , t 2 , . . . , tn, respectively. 
     The manned vehicle existence position estimation unit  67  estimates a manned vehicle existence position EP where the manned vehicle  40  may be present at predetermined time point t based on the manned vehicle current situation data at current time point t 0 . The manned vehicle existence position estimation unit  67  estimates manned vehicle existence positions EP(t 1 ), EP(t 2 ), . . . , EP(tn) at a plurality of predetermined time points t 1 , t 2 , . . . , tn, respectively. 
     The manned vehicle existence position estimation unit  67  estimates a plurality of manned vehicle existence positions EP (EP 1 , EP 2 , . . . , EPm) indicating where the manned vehicle  40  may be present at predetermined time point t when the traveling device  41  in the manned vehicle  40  travels at a plurality of different steering angles r (r 1 , r 2 , . . . , rm), respectively, based on the manned vehicle current situation data at current time point t 0 . When the traveling device  41  travels at the first steering angle r 1 , a position where the manned vehicle  40  may be present at predetermined time point t 1  is the manned vehicle existence position EP 1 ( t   1 ), a position where the manned vehicle  40  may be present at predetermined time point t 2  is the manned vehicle existence position EP 1 ( t   2 ), and a position where the manned vehicle  40  may be present at predetermined time point tn is the manned vehicle existence position EP 1 ( tn ). When the traveling device  41  travels at the second steering angle r 2 , a position where the manned vehicle  40  may be present at predetermined time point t 1  is the manned vehicle existence position EP 2 ( t   1 ), a position where the manned vehicle  40  may be present at predetermined time point t 2  is the manned vehicle existence position EP 2 ( t   2 ), and a position where the manned vehicle  40  may be present at predetermined time point tn is the manned vehicle existence position EP 2 ( tn ). When the traveling device  41  travels at the m-th steering angle rm, a position where the manned vehicle  40  may be present at predetermined time point t 1  is the manned vehicle existence position EPm(t 1 ), a position where the manned vehicle  40  may be present at predetermined time point t 2  is the manned vehicle existence position EPm(t 2 ), and a position where the manned vehicle  40  may be present at predetermined time point tn is the manned vehicle existence position EPm(tn). 
     The collision risk determination unit  69  derives a risk level indicating a possibility of collision between the manned vehicle  40  and the dump truck  2  corresponding to predetermined time point t at current time point t 0  per manned vehicle existence position EP where the manned vehicle  40  may be present based on an estimation result of the unmanned vehicle existence range estimation unit  66  and an estimation result of the manned vehicle existence position estimation unit  67 . 
     The alarm device control unit  70  outputs a control signal for controlling the alarm device  48  for issuing an alarm to the manned vehicle  40  based on a risk level derived in the collision risk determination unit  69 . 
     The cancellation unit  71  generates a cancellation signal for cancelling a control signal output from the alarm device control unit  70 . 
     The manned vehicle position data output unit  72  acquires manned vehicle position data indicating a position of the manned vehicle  40  from the position sensor  51 , and outputs the manned vehicle position data to the management apparatus  10  via the communication system  9 . 
     The storage unit  73  stores various items of data on the dump trucks  2  and the manned vehicle  40 . According to the present embodiment, the storage unit  73  stores at least maximum acceleration data indicating a maximum acceleration at which the dump truck  2  can accelerate and maximum deceleration data indicating a maximum deceleration at which the dump truck  2  can decelerate. 
     &lt;Traveling Method of Dump Trucks&gt; 
     The traveling method of the dump trucks  2  will be described below by way of example.  FIG. 9  and  FIG. 10  are the diagrams schematically illustrating the dump truck  2  traveling according to the first unmanned vehicle traveling data and the second unmanned vehicle traveling data. 
     As illustrated in  FIG. 9 , a target traveling route CS is set for the traveling course HL. The first unmanned vehicle traveling data indicating a target traveling route CS of the dump truck  2  and a limited traveling speed of the dump truck  2  in the carrying work is generated by the first unmanned vehicle traveling data generation unit  12 B. The limited traveling speed of the dump truck  2  is a maximum permitted speed of the dump truck  2  which is determined based on the environmental conditions of the mine including the environments of the traveling course HL. The environments of traveling course HL include various environmental conditions of the traveling course HL such as gradient of the traveling course HL, curvature of curve, other working machines, and presence of oncoming vehicle. 
     The target traveling route CS is defined on the traveling course HL. The first unmanned vehicle traveling data generated in the first unmanned vehicle traveling data generation unit  12 B is supplied to the unmanned vehicle control device  30  in the dump truck  2  via the communication system  9 . The unmanned vehicle control device  30  controls the traveling device  5  based on the first unmanned vehicle traveling data supplied from the first unmanned vehicle traveling data generation unit  12 B. The second unmanned vehicle traveling data generation unit  30 A in the unmanned vehicle control device  30  generates target traveling speed data of the dump truck  2  along the traveling course HL based on the first unmanned vehicle traveling data. The second unmanned vehicle traveling data generation unit  30 A determines a target traveling speed of the dump truck  2  along the traveling course HL so as not to exceed the limited traveling speed supplied from the first unmanned vehicle traveling data generation unit  12 B. Further, the target traveling speed of the dump truck  2  includes a target acceleration and a target deceleration of the dump truck  2 . The unmanned vehicle control device  30  controls the traveling device  5  based on the target traveling route CS and the target traveling speed data. 
     The unmanned vehicle control device  30  controls the steering device  23  such that the traveling device  5  travels along the target traveling route CS in the first unmanned vehicle traveling data. The unmanned vehicle control device  30  controls the power generation device  7  and the braking device  22  such that the traveling device  5  travels at the target traveling speed in the second unmanned vehicle traveling data. 
     According to the present embodiment, the target traveling route CS is a collection of points PI indicating the GPS positions. The points PI are set at constant intervals. The interval between the points PI may be 1 m or 5 m, for example. A limited traveling speed and a target traveling speed are given to each of the points PI. That is, the first unmanned vehicle traveling data generation unit  12 B in the management apparatus  10  determines a limited traveling speed per points PI. The second unmanned vehicle traveling data generation unit  30 A in the dump truck  2  determines a target traveling speed per points PI. 
     The management apparatus  10  sets a traveling permitted region AP of the dump truck  2 . The dump truck  2  can travel in the set traveling permitted region AP. The traveling permitted region AP is set along the target traveling route CS. The traveling permitted region AP is set forward in a traveling direction of the dump truck  2 . The traveling permitted region AP is set to include the points PI. In the example illustrated in  FIG. 9 , the traveling permitted region AP includes five points PI. The traveling permitted region AP is updated along with motion of the dump truck  2 . For example, as the dump truck  2  advances, the traveling permitted region AP is updated to move forward in synchronization with the dump truck  2 . After the dump truck  2  passes, the traveling permitted region AP along the traveling course HL, where the dump truck  2  has passed, is unset. 
       FIG. 10  schematically illustrates a state in which two dump trucks  2  travel along the traveling course HL to approach each other. The management apparatus  10  sets the traveling permitted regions AP of the two dump trucks  2 , respectively. The management apparatus  10  sets the traveling permitted regions AP of the two dump trucks  2 , respectively, such that the two dump trucks  2  do not collide with each other. In the example illustrated in  FIG. 10 , the traveling permitted region AP of one dump truck  2  is set to include five points PI. The traveling permitted region AP of the other dump truck  2  is set to include three points PI. The management apparatus  10  sets the two traveling permitted regions AP such that the traveling permitted region AP of one dump truck  2  does not overlap on the traveling permitted region AP of the other dump truck  2 . Thereby, a collision between the dump trucks  2  can be avoided. 
     &lt;Unmanned Vehicle Existence Range&gt; 
     The unmanned vehicle existence range ER will be described below. The unmanned vehicle existence range ER is where the dump truck  2  may be present at predetermined time point t at elapse of predetermined time after current time point t 0 . The unmanned vehicle existence range ER is estimated by the unmanned vehicle existence range estimation unit  66 . The second unmanned vehicle traveling data generation unit  30 A in the dump truck  2  generates the second unmanned vehicle traveling data including a target traveling speed within a limited traveling speed given by the first unmanned vehicle traveling data generation unit  12 B. The dump truck  2  travels along the traveling course HL based on the target traveling route CS given by the management apparatus  10  and the target traveling speed generated in the second unmanned vehicle traveling data generation unit  30 A. That is, the dump truck  2  can freely accelerate or decelerate within the limited traveling speed given by the first unmanned vehicle traveling data generation unit  12 B in the traveling permitted region AP. 
     The unmanned vehicle existence range ER is estimated in consideration of acceleration and deceleration of the dump truck  2  based on the second unmanned vehicle traveling data. The manned vehicle  40  is supplied with the first unmanned vehicle traveling data defining a limited traveling speed from the management apparatus  10 . On the other hand, the manned vehicle  40  is not supplied with the second unmanned vehicle traveling data defining a target traveling speed. The dump truck  2  freely accelerates and decelerates within the limited traveling speed defined by the first unmanned vehicle traveling data. That is, the manned vehicle control device  60  acquires the limited traveling speed data (the first unmanned vehicle traveling data) of the dump truck  2  but does not acquire a target traveling speed, acceleration, and deceleration (the second unmanned vehicle traveling data) defined within the limited traveling speed. Therefore, the unmanned vehicle existence range estimation unit  66  in the manned vehicle control device  60  estimates an unmanned vehicle existence range ER based on the first unmanned vehicle traveling data in consideration of acceleration and deceleration of the dump truck  2  based on the second unmanned vehicle traveling data. 
     An unmanned vehicle existence range ER at predetermined time point t is estimated based on unmanned vehicle current situation data at current time point t 0 . According to the present embodiment, an unmanned vehicle existence range ER at predetermined time point t is estimated based on the unmanned vehicle current situation data at current time point t 0  and the first unmanned vehicle traveling data generated in the first unmanned vehicle traveling data generation unit  12 B. The unmanned vehicle existence range ER is estimated as a shape along the target traveling route CS in the first unmanned vehicle traveling data. 
     When the dump truck  2  travels at a constant speed, a size of the unmanned vehicle existence range ER slightly enlarges for a control error or the like, but is almost the same as the size of the dump truck  2 . When the dump truck  2  travels while accelerating or decelerating, a size of the unmanned vehicle existence range ER is different from the size of the dump truck  2 . According to the present embodiment, the unmanned vehicle existence range estimation unit  66  estimates an unmanned vehicle existence range ER based on the maximum acceleration data indicating a maximum acceleration at which the dump truck  2  can accelerate and the maximum deceleration data indicating a maximum deceleration at which the dump truck  2  can decelerate. The maximum acceleration of the dump truck  2  is an acceleration at which the dump truck  2  can accelerate at maximum output of the power generation device  7  in the dump truck  2 . The maximum deceleration of the dump truck  2  is a deceleration (negative acceleration) at which the dump truck  2  can decelerate when the braking device  22  in the dump truck  2  produces a maximum braking force or is in the full-braking state. The maximum acceleration data and the maximum deceleration data are known data and are stored in the storage unit  73 . An unmanned vehicle existence range ER is estimated based on the maximum acceleration data and the maximum deceleration data so that an actual position EPr of the dump truck  2  at predetermined time point t is arranged within the unmanned vehicle existence range ER. 
       FIG. 11  is a diagram schematically illustrating an unmanned vehicle existence range ER estimated in consideration of a maximum acceleration and a maximum deceleration of the dump truck  2  by way of example. In consideration of a maximum acceleration of the dump truck  2 , an unmanned vehicle existence range ER is set to extend ahead of a position PJ of the dump truck  2  at predetermined time point t when the dump truck  2  travels at a constant traveling speed at current time point t 0 . In consideration of a maximum deceleration of the dump truck  2 , an unmanned vehicle existence range ER is set to extend behind the position PJ of the dump truck  2  at predetermined time point t when the dump truck  2  travels at a constant traveling speed at current time point t 0 . 
     In the example illustrated in  FIG. 11 , the unmanned vehicle existence range ER includes an acceleration range AR where the dump truck  2  may be present at predetermine time point t when traveling at maximum acceleration from a position PJ 0  where the dump truck  2  is present at current time point t 0  between current time point t 0  and predetermined time point t while the dump truck  2  is traveling at a traveling speed (reference speed) at current time point t 0 . The unmanned vehicle existence range ER includes a deceleration range BR where the dump truck  2  may be present at predetermined time point t when traveling at maximum deceleration from the position PJ 0  where the dump truck  2  is present at current time point t 0  between current time point t 0  and predetermined time point t while the dump truck  2  is traveling at a traveling speed (reference speed) at current time point t 0 . The unmanned vehicle existence range ER is a range between a predicted arrival point of the dump truck  2  at predetermined time point t when traveling at maximum acceleration and a predicted arrival point of the dump truck  2  at predetermined time point t when traveling at maximum deceleration. In this way, even when the dump truck  2  accelerates and decelerates, an unmanned vehicle existence range ER is set in consideration of maximum acceleration and maximum deceleration. 
     The regions where the dump truck  2  is present when the dump truck  2  is located at the respective predicted arrival points are assumed for the tip end of the acceleration range AR and the rear end of the deceleration range BR. 
     The unmanned vehicle existence range estimation unit  66  may estimate an acceleration range AR in consideration of a limited traveling speed of the dump truck  2 . For example, the unmanned vehicle existence range estimation unit  66  may estimate an acceleration range AR based on a state in which the accelerating dump truck  2  reaches a limited traveling speed and keeps on traveling at the limited traveling speed. 
     As illustrated in  FIG. 12 , the unmanned vehicle existence range ER may include a range which is extended by a predetermined distance SL in a traveling direction of the dump truck  2  from the acceleration range AR where the dump truck  2  may be present at predetermined time point t when traveling at maximum acceleration from a position where the dump truck  2  is present between current time point t 0  and predetermined time point t. A length of the predetermined distance SL may be arbitrarily set. A predetermined distance SL is set so that when the manned vehicle  40  cuts in front of the dump truck  2  and hinders traveling thereof, the manned vehicle control device  60  can issue an alarm assuming a possible collision. For example, the predetermined distance SL is a distance from the manned vehicle  40  when the dump truck  2  starts an operation of avoiding a collision with the manned vehicle  40  at predetermined time point t. When the braking device  22  in the dump truck  2  is operated at predetermined time point t in order for the dump truck  2  to avoid a collision with the manned vehicle  40 , a distance between the dump truck  2  and the manned vehicle  40  when the braking device  22  in the dump truck  2  is operated is set as the predetermined distance SL. 
     Management Method: First Embodiment 
     A mine management method according to the present embodiment will be described below by way of example.  FIG. 13  is a flowchart illustrating the mine management method according to the present embodiment by way of example.  FIG. 14  is a schematic diagram for explaining the mine management method according to the present embodiment by way of example. 
     The processings described below are performed at current time point t 0 . A plurality of traveling routes CP (CP 1 , CP 2 , . . . , CPM) are set at current time point t 0 , manned vehicle existence positions EP where the manned vehicle  40  may be present and unmanned vehicle existence ranges ER where the dump truck  2  may be present are estimated at time points t (t 1 , t 2 , t 3 , . . . , tN) at elapse of predetermined time after current time point t 0 , respectively, per traveling route CP, and risk levels indicating a possibility of collision between the manned vehicle  40  and the dump truck  2  are derived corresponding to time points t (the manned vehicle existence positions EP) per manned vehicle existence position EP where the manned vehicle  40  may be present. 
     The first unmanned vehicle traveling data of the dump truck  2  is generated in the first unmanned vehicle traveling data generation unit  12 B in the management apparatus  10 . The second unmanned vehicle traveling data of the dump truck  2  is generated in the second unmanned vehicle traveling data generation unit  30 A in the unmanned vehicle control device  30 . The unmanned vehicle control device  30  controls the traveling device  5  in the dump truck  2  based on the first unmanned vehicle traveling data and the second unmanned vehicle traveling data. The dump truck  2  travels in the mine based on the first unmanned vehicle traveling data including a target traveling route CS and the second unmanned vehicle traveling data including a target traveling speed. The manned vehicle  40  travels in the mine with the driving operation of the worker WM. 
     The manned vehicle control device  60  including the unmanned vehicle current situation data acquisition unit  61  and the manned vehicle current situation data acquisition unit  63  acquires the unmanned vehicle current situation data including a position (region) and a traveling speed of the dump truck  2  at current time point t 0  and the manned vehicle current situation data indicating a position and a traveling speed of the manned vehicle  40  at current time point t 0  (step SP 1 ). 
     The first unmanned vehicle traveling data acquisition unit  62  acquires the first unmanned vehicle traveling data from the management apparatus  10 . 
     A counter m is set at an initial value “1” (step SP 2 ). The counter m is a natural number. 
     The manned vehicle existence position estimation unit  67  calculates a traveling route CPm when the manned vehicle  40  travels at a constant turning radius corresponding to a steering angle rm from a current position indicating a position of the manned vehicle  40  at current time point t 0  (step SP 3 ). 
     The manned vehicle existence position estimation unit  67  determines a steering angle rm of the traveling device  41  in a range in which the traveling device  41  in the manned vehicle  40  can steer. The center of the steerable range is in the traveling direction of the manned vehicle  40  or at a current steering angle. The manned vehicle steering angle data indicating the steering angle rm is acquired by the manned vehicle steering angle data acquisition unit  65 . 
     A counter n is set at an initial value “1” (step SP 4 ). The counter n is a natural number. 
     Predetermined time point t is then set (step SP 5 ). Predetermined time point t is set in the following Equation (1).
 
 t=t 0+ n×Δt   (1)
 
     In Equation (1), t 0  is current time point. n is the counter. Δt is a preset time. Δt may be 0.1 [seconds] or 1 [second], for example. n×Δt indicates an elapsed time from current time point t 0 . Therefore, at n=1, predetermined time point t is at elapse of 1×Δt [hours] from current time point t 0 . In the following description, it will be assumed that the counter n is set at “1” and predetermined time point t at elapse of 1×Δt [hours] from current time point t 0  is called time point t 1  as needed. 
     The manned vehicle current situation data at current time point t 0  indicates a start point of the manned vehicle  40  in a movement between current time point t 0  and time point t 1 . 
     The manned vehicle existence position estimation unit  67  estimates a manned vehicle existence position EPm(t 1 ) indicating where the manned vehicle  40  may be present at time point t 1  when the traveling device  41  in the manned vehicle  40  travels at a steering angle rm based on the manned vehicle current situation data at current time point t 0  (step SP 6 ). 
     Since the counter m is set at “1”, a traveling route CPm is the traveling route CP 1 , a steering angle rm is the steering angle r 1 , and a manned vehicle existence position EPm is the manned vehicle existence position EP 1 . 
     The manned vehicle existence position estimation unit  67  estimates the manned vehicle existence position EP 1 ( t   1 ) at time point t 1  assuming that a traveling speed of the manned vehicle  40  at current time point t 0  is kept at a constant value until the manned vehicle  40  reaches the manned vehicle existence position EP 1 . 
     A relationship between the steering angle r 1  of the traveling device  41  and the traveling route CP 1  of the manned vehicle  40  at the steering angle r 1  is stored in the storage unit  73 . A relationship between the steering angle r 1  of the traveling device  41  and the traveling route CP 1  of the manned vehicle  40  may be a table or map data previously found by previous experiments or simulation, or may be a predefined relational expression. Thereby, the manned vehicle control device  60  can estimate the manned vehicle existence position EP 1 ( t   1 ) indicating an arrival position of the manned vehicle  40  at time point t 1  when the traveling device  41  in the manned vehicle  40  travels at the steering angle r 1  based on the manned vehicle current situation data at current time point t 0 . 
     The unmanned vehicle existence range estimation unit  66  estimates the unmanned vehicle existence range ER(t 1 ) indicating a range in which the dump truck  2  may be present at time point t 1  at elapse of 1×Δt [hours] from current time point t 0  based on the unmanned vehicle current situation data at current time point t 0  and the first unmanned vehicle traveling data (step SP 7 ). 
     The first unmanned vehicle traveling data indicating a target traveling route CS and a limited traveling speed is generated in the first unmanned vehicle traveling data generation unit  12 B and is transmitted to the manned vehicle control device  60  via the communication system  9 . The unmanned vehicle current situation data at current time point t 0  is transmitted to the manned vehicle control device  60  via the communication system  9 . The unmanned vehicle existence range estimation unit  66  can estimate the unmanned vehicle existence range ER(t 1 ) at time point t 1  based on the unmanned vehicle current situation data at current time point t 0  and the first unmanned vehicle traveling data. An unmanned vehicle existence range ER includes an absolute position and an absolute range defined on the GPS coordinate system. An unmanned vehicle existence range ER is estimated in consideration of the second unmanned vehicle traveling data including acceleration or deceleration of the dump truck  2 . 
     A positional relationship between the manned vehicle existence position EP 1 ( t   1 ) at time point t 1  estimated in the manned vehicle existence position estimation unit  67  and the unmanned vehicle existence range ER(t 1 ) at time point t 1  estimated in the unmanned vehicle existence range estimation unit  66  along the traveling route CP 1  calculated in the manned vehicle existence position estimation unit  67  is as indicated in  FIG. 14 . A positional relationship between the manned vehicle  40  and the dump truck  2  at current time point t 0  and the unmanned vehicle existence range ER(t 1 ) is as indicated in  FIG. 14 . As illustrated in  FIG. 14 , the unmanned vehicle existence range ER(t 1 ) is set in a substantially rectangular shape to include the target traveling route CS. 
     The unmanned vehicle existence range estimation unit  66  finds a virtual cross point Sm between an unmanned vehicle existence range ER and a traveling route CPm of the manned vehicle  40 . The counter m is set at “1”, and thus a virtual cross point Sm(t 1 ) at time point t 1  is the virtual cross point S 1 ( t   1 ). 
     The manned vehicle existence position EP 1 ( t   1 ) is a position of the manned vehicle  40  along the traveling route CP 1  at time point t 1  when the manned vehicle  40  travels along the traveling route CP 1  at a constant turning radius corresponding to the steering angle r 1  between the current position indicating a position of the manned vehicle  40  at current time point t 0  and the virtual cross point S 1 ( t   1 ) relative to the virtual cross point S 1 ( t   1 ) set in the unmanned vehicle existence range ER(t 1 ). 
     The manned vehicle existence position estimation unit  67  finds the virtual cross point S 1 ( t   1 ) assuming that a traveling speed of the manned vehicle  40  at current time point t 0  is kept at a constant value until the manned vehicle  40  reaches the virtual cross point S 1 ( t   1 ). The manned vehicle  40  travels at the steering angle r 1  from a current position, travels along the traveling route CP 1  at a constant turning radius, passes the manned vehicle existence position EP 1 ( t   1 ) at time point t 1 , and reaches the virtual cross point S 1 ( t   1 ). 
     Then, the collision risk determination unit  69  derives a risk level indicating a possibility of collision between the manned vehicle  40  and the dump truck  2  at current time point t 0  in the positional relationship between the manned vehicle  40  and the dump truck  2  at time point t 1  based on an estimation result of the unmanned vehicle existence range estimation unit  66  and an estimation result of the manned vehicle existence position estimation unit  67 . Specifically, the collision risk determination unit  69  derives a risk level indicating a possibility of collision with the dump truck  2  at the virtual cross point S 1 ( t   1 ) after the manned vehicle  40  passes the manned vehicle existence position EP 1 ( t   1 ) (step SP 8 ). 
     According to the present embodiment, the collision risk determination unit  69  calculates, at current time point t 0 , a time d 1 ( t   1 ) required for the manned vehicle  40  to move from the manned vehicle existence position EP 1 ( t   1 ) at time point t 1  to the unmanned vehicle existence range ER(t 1 ). A degree of approach of the manned vehicle  40  to an unmanned vehicle existence range ER is known by the time d 1 . The collision risk determination unit  69  derives a risk level corresponding to time point t 1  at current time point t 0  based on the calculated time d 1 ( t   1 ), the steering angle r 1  of the manned vehicle  40  when traveling along the traveling route CP 1 , and an elapsed time h from current time point t 0 . The manned vehicle existence position EP 1 ( t   1 ) at time point t 1  is estimated in the manned vehicle existence position estimation unit  67 . 
     The time d 1 ( t   1 ) is derived based on a distance between the manned vehicle existence position EP 1 ( t   1 ) and the virtual cross point S 1 ( t   1 ), and a traveling speed of the manned vehicle  40  traveling along the traveling route CP 1 . 
     In the example illustrated in  FIG. 14 , when the traveling device  41  in the manned vehicle  40  travels at the steering angle r 1  along the traveling route CP 1 , the manned vehicle  40  is present at the manned vehicle existence position EP 1 ( t   1 ) at time point t 1 , and when traveling at a current traveling speed, it will reach the unmanned vehicle existence range ER(t 1 ) in a time d 1 ( t   1 ). A degree of approach between the unmanned vehicle existence range ER(t 1 ) and the manned vehicle  40  corresponding to time point t 1  is known by the time d 1 ( t   1 ). 
     Assuming a time required for the manned vehicle  40  to move from a manned vehicle existence position EP(t) to an unmanned vehicle existence range ER(t) corresponding to time point t as an approach degree time d and an elapsed time from current time point t 0  as an elapsed hour h, a risk level is a function of the approach degree time d, the steering angle r, and the elapsed hour h. Assuming a risk level corresponding to time point t 1  at current time point t 0  for a traveling route CPm as Cm(t 1 ), the risk level Cm(t 1 ) can be expressed in Equation (2A). 
     
       
         
           
             
               
                 
                   
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                   ) 
                 
               
             
           
         
       
     
     In Equation (2A), as the approach degree time d is shorter, the risk level is higher, and thus the function f(d 1 ) is a decreasing function. As the steering angle rm of the traveling device  41  in the manned vehicle  40  from current time point t 0  to time point t 1  is closer to zero, or when the manned vehicle  40  is closer to a straight-ahead driving state, the estimation is probable, and thus the function g(rm) is a function which takes a larger value as the steering angle rm is closer to zero. As the elapsed hour h is longer, a collision is less likely, and thus h(t 1 ) is a decreasing function. 
     In this way, the collision risk determination unit  69  determines, based on Equation (2A), that as the steering angle rm of the traveling device  41  in the manned vehicle  40  from current time point t 0  to time point tn is closer to zero (as the manned vehicle  40  is closer to a straight-ahead driving state), the risk level Cm(tn) is higher. 
     There has been described above the procedure of deriving the risk level C 1 ( t   1 ) corresponding to time point t 1  at current time point t 0  when the manned vehicle  40  travels along the traveling route CP 1 . According to the present embodiment, the above processings are repeatedly performed until the counter n reaches a predefined constant N. The constant N is a natural number more than 1. The constant N may be 5 or 10, for example. That is, after the processings in step SP 1  to SP 8  are terminated, the manned vehicle control device  60  determines whether the counter n is larger than the constant N (step SP 9 ). 
     In step SP 9 , when it is determined that the counter n is not larger than the constant N (step SP 9 : No), the manned vehicle control device  60  adds 1 to the counter n (step SP 10 ). That is, the counter n is set at “2.” The counter n is set at “2”, and then the processing in step SP 5  is performed. 
     At n=2, predetermined time point t is at elapse of time (2×Δt) from current time point t 0 . In the following description, predetermined time point t, when n is set at “2” and time (2×Δt) elapses from current time point t 0 , will be called time point t 2  as needed. 
     Step SP 6  to step SP 8  are performed at time point t 2 . According to the present embodiment, a relationship among the traveling route CP 1  calculated in the manned vehicle existence position estimation unit  67 , the manned vehicle existence position EP 1 ( t   2 ) at time point t 2  estimated in the manned vehicle existence position estimation unit  67 , and the unmanned vehicle existence range ER(t 2 ) at time point t 2  estimated in the unmanned vehicle existence range estimation unit  66  is as indicated in  FIG. 14 . 
     That is, at time point t 2 , the unmanned vehicle existence range ER(t 2 ) passes over the traveling route CP 1  and the virtual cross point S 1 ( t   2 ) cannot be found, and thus the risk level C 1 ( t   2 ) is calculated assuming the time d 1 ( t   2 ) as infinite. 
     After the processings in step SP 5  to step SP 8  are repeatedly performed, n is set at “N”, and step SP 5  to step SP 8  are performed at time point tN at elapse of time “N×Δt” from current time point t 0 , when it is determined in step SP 9  that the counter n is larger than the constant N (step SP 9 : Yes), the manned vehicle control device  60  acquires a highest risk level among the risk levels derived between time point t 1  and time point tN when the manned vehicle  40  travels along the traveling route CP 1  (step SP 11 ). 
     As described above, a risk level C 1 ( t   1 ) corresponding to time point t 1 , a risk level C 1 ( t   2 ) corresponding to time point t 2 , a risk level C 1 ( t   2 ) corresponding to time point t 3 , . . . , and a risk level C 1 (tN) corresponding to time point tN are derived at current time point t 0  when the manned vehicle  40  travels along the traveling route CP 1 . As the time d 1 ( t ) is shorter, the risk level is higher. The highest risk level along the route CPm(CP 1 ) at current time point t 0  is expressed in Equation (2B). 
     There has been described above the procedure of deriving the risk levels C 1 ( t ) corresponding to each time point t (t 1  to tN) when the manned vehicle  40  travels along the traveling route CP 1  corresponding to the steering angle r 1  and acquiring the highest risk level C 1  among the risk levels C 1 ( t ). 
     According to the present embodiment, the processings in step SP 3  to step SP 11  are repeatedly performed until the counter m reaches a predefined constant M. The constant M is a natural number more than 1. The constant M may be 5 or 10, for example. That is, after the processings in step SP 3  to step SP 11  are terminated, the manned vehicle control device  60  determines whether the counter m is larger than the constant M (step SP 12 ). 
     When it is determined in step SP 12  that the counter m is not larger than the constant M (step SP 12 : No), the manned vehicle control device  60  adds 1 to the counter m (step SP 13 ). That is, the counter m is set at “2.” After the counter m is set at “2”, the processings in step SP 3  to step SP 11  are performed. 
     That is, the manned vehicle control device  60  derives the risk levels C 2 ( t ) corresponding to each time point t (t 1  to tN) when the manned vehicle  40  travels along the traveling route CP 2  corresponding to the steering angle r 2 , and acquires the highest risk level C 2  among the risk levels C 2 ( t ). 
     The manned vehicle control device  60  derives the risk levels C 3 ( t ) corresponding to each time point t (t 1  to tN) when the manned vehicle  40  travels along the traveling route CP 3  corresponding to the steering angle r 3 , and acquires the highest risk level C 3  among the risk levels C 3 ( t ). 
     Similarly, the manned vehicle control device  60  derives the risk levels CM(t) corresponding to each time point t (t 1  to tN) when the manned vehicle  40  travels along the traveling route CP 2  corresponding to the steering angle rM, and acquires the highest risk level CM among the risk levels CM(t). 
     When it is determined in step SP 12  that the counter m is larger than the constant M (step SP 12 : Yes), the manned vehicle control device  60  acquires the highest risk level C among all the highest risk levels C 1 , C 2 , . . . , CM derived for the traveling route CP 1  to the traveling route CPM of the manned vehicle  40  (step SP 14 ). The highest risk level C is a risk level for the traveling route CPm and time point tn when the approach degree time d indicates a maximum value. The highest risk level C at current time point t 0  is expressed in Equation (2C). 
     As described above, when the risk level Cm(tn) is calculated at current time point t 0 , a time actually elapses, and the manned vehicle  40  travels, a plurality of virtual turning routes CPm are set (scattered) at the traveling positions, and a degree of approach is found at a position after a predetermined time. The parameter of the turning radius r is added to the approach degree time d and the elapsed hour h, and Equation (2A), Equation (2B), and Equation (2C) are obtained. For example, at time point t 3 , even if the manned vehicle  40  remarkably approaches an unmanned vehicle existence range ER, not only the approach degree time d but also the elapsed hour h is required to calculate a risk level due to an elapsed time from current time point t 0  to time point t 3 . Of course, the turning radius r is also more probable in straight-ahead driving and is less probable in quick turning, and thus the turning radius r is also required to calculate a risk level. 
     If a virtual cross point Sm is determined on the side of an unmanned vehicle existence range ER, d+h is constant, while if a virtual cross point Sm crosses with the rear end of an unmanned vehicle existence range ER, the approach degree time d is large for an unmanned vehicle with a large vehicle width like the dump truck  2  traveling in the mine or the virtual cross point Sm to be considered changes due to the elapsed hour h, and thus a risk level is found per elapsed time at a turning radius r (steering angle), thereby finely calculating the risk levels. 
     The alarm device control unit  70  outputs a control signal for controlling the alarm device  48  for issuing an alarm to the manned vehicle  40  based on a risk level derived in the collision risk determination unit  69 . The alarm device control unit  70  outputs a control signal such that the alarm device  48  issues an alarm in a form according to a highest risk level derived in step SP 14  (step SP 15 ). 
     The alarm device control unit  70  outputs a control signal such that the alarm device  48  issues an alarm in a different form based on a derived highest risk level. 
     For example, when it is determined in step SP 14  that the derived highest risk level is low, the alarm device control unit  70  outputs a control signal to the alarm device  48  such that the alarm device  48  issues an alarm in a first form. 
     When it is determined in step SP 14  that the derived highest risk level is middle, the alarm device control unit  70  outputs a control signal to the alarm device  48  such that the alarm device  48  issues an alarm in a second form different from the first form. 
     When it is determined in step SP 14  that the derived highest risk level is high, the alarm device control unit  70  outputs a control signal to the alarm device  48  such that the alarm device  48  issues an alarm in a third form different from the first form and the second form. 
     The alarm device  48  issues an alarm to the operator WM of the manned vehicle  40  based on a control signal from the alarm device control unit  70 . When the risk level is low, the alarm device control unit  70  causes the speech output device  48 B to issue an alarm sound at first volume in the first form. When the risk level is middle, the alarm device control unit  70  causes the speech output device  48 B to issue an alarm sound at second volume higher than the first volume in the second form. When the risk level is high, the alarm device control unit  70  causes the speech output device  48 B to issue an alarm sound at third volume higher than the second volume in the third form. 
     When the risk level is low, the alarm device control unit  70  may cause the display device  48 A to display characters or image indicating that “risk level is low” thereon in the first form. When the risk level is middle, the alarm device control unit  70  may cause the display device  48 A to display characters or image indicating that “risk level is middle” thereon in the second form. The alarm device control unit  70  may cause the display device  48 A to display characters or image indicating that “risk level is high” thereon in the third form. 
     When the risk level is low, the alarm device control unit  70  may cause the speech output device  48 B to generate a speech indicating that “risk level is low” in the first form. When the risk level is middle, the alarm device control unit  70  may cause the speech output device  48 B to generate a speech indicating that “risk level is middle” in the second form. When the risk level is high, the alarm device control unit  70  may cause the speech output device  48 B to generate a speech indicating that “risk level is high” in the third form. 
     As described above, according to the present embodiment, an unmanned vehicle existence range ER(t) at predetermined time point t (t 1 , t 2 , . . . , tN) is estimated based on the unmanned vehicle current situation data and the unmanned vehicle traveling data at current time point t 0 . A plurality of manned vehicle existence positions EP(t) at predetermined time points t (t 1 , t 2 , . . . , tN) are estimated based on the manned vehicle position data at current time point t 0  and the manned vehicle speed data at current time point t 0 . According to the present embodiment, a plurality of traveling routes CP (CP 1 , CP 2 , . . . , CPM) of the manned vehicle  40  are estimated from current time point t 0  to predetermined time point t (t 1 , t 2 , . . . , tN) when the traveling device  41  in the manned vehicle  40  travels at different steering angles r (r 1 , r 2 , . . . , rM) based on the manned vehicle position data at current time point t 0  and the manned vehicle speed data at current time point t 0 . Thereby, the collision risk determination unit  69  can estimate a positional relationship between the manned vehicle  40  and the dump truck  2  at predetermined time point t (t 1 , t 2 , . . . , tN), and can determine a risk level indicating a possibility of collision between the manned vehicle  40  and the dump truck  2  per manned vehicle existence positions EP. 
     The alarm device control unit  70  outputs a control signal for controlling the alarm device  48  for issuing an alarm to the manned vehicle  40  based on a determination result of the collision risk determination unit  69 , and thus can cause the alarm device  48  to issue a proper alarm according to a collision risk level. A necessary alarm is appropriately issued and an unwanted alarm is prevented from being issued, and thus a reduction in productivity of the dump truck  2  is restricted, and a collision between the dump truck  2  and the manned vehicle  40  can be avoided. 
     The alarm device control unit  70  outputs a control signal such that the alarm device  48  issues an alarm in a different form based on a risk level indicating a collision possibility level determined per manned vehicle existence positions EP. Thereby, when the worker WM of the manned vehicle  40  continues a driving operation including a steering angle of the manned vehicle  40  at current time point t 0 , he/she can determine whether the manned vehicle  40  is likely to travel toward the manned vehicle existence position EPN and collide with the dump truck  2 , whether the manned vehicle  40  is less likely to travel toward the manned vehicle existence position EP 2  and collide with the dump truck  2  but traverses the target traveling route CS ahead of the dump truck  2 , or whether the manned vehicle  40  does not travel toward the manned vehicle existence position EP 1  and does not collide with the dump truck  2 , but the target traveling route CS is in the non-entry region BP. Therefore, the worker WM of the manned vehicle  40  can perform any one of a driving operation of avoiding a collision with the dump truck  2 , a driving operation of not traversing the target traveling route CS ahead of the dump truck  2 , and a driving operation of preventing the target traveling route CS from being in the non-entry region BP based on a form of alarm of the alarm device  48 . As described above, when the manned vehicle  40  traverses the target traveling route CS ahead of the dump truck  2  or the target traveling route CS enters the non-entry region BP, the dump truck  2  is stopped, is decelerated, and is subjected to route change, and thus the dump truck  2  is limited in its traveling. Consequently, productivity of the dump truck  2  lowers and consequently productivity of the mine lowers. The alarm device  48  issues an alarm in a different form based on a collision possibility level, and thus the operator WM of the manned vehicle  40  can perform not only the driving operation of avoiding a collision with the dump truck  2  but also a driving operation of restricting a reduction in productivity. 
     According to the present embodiment, the alarm device control unit  70  outputs a control signal based on the manned vehicle steering angle data acquired by the manned vehicle steering angle data acquisition unit  67  and the manned vehicle existence position EP. Thereby, when the worker WM continues a driving operation at current time point t 0 , the alarm device control unit  70  can notify, to the worker WM, which manned vehicle existence position EP among the manned vehicle existence positions EP the manned vehicle  40  travels toward via an alarm. Thereby, the worker WM can avoid a collision with the dump truck  2  and perform a proper driving operation of restricting a reduction in productivity. 
     According to the present embodiment, when the dump truck  2  and the manned vehicle  40  are in a predetermined positional relationship, the alarm device control unit  70  outputs a control signal. For example, when the worker WM maintains or inspects the dump truck  2 , the manned vehicle  40  needs to be close to the dump truck  2 . In this case, the worker WM operates the input device  49  to cause the cancellation unit  71  to generate a cancellation signal. A cancellation signal is generated so that a control signal output from the alarm device control unit  70  is canceled. Thereby, even if the manned vehicle  40  is made close to the dump truck  2 , the alarm device  48  is restricted from operating. Therefore, an alarm troubling the worker WM is restricted from being issued. The same applies to the following embodiment. 
     The present embodiment assumes that the alarm device  48  in the manned vehicle  40  is operated in response to a control signal output from the alarm device control unit  70 . The dump truck  2  may issue an alarm to the worker WM of the manned vehicle  40  in response to a control signal output from the alarm device control unit  70 . For example, a control signal from the alarm device control unit  70  is transmitted to the dump truck  2  via the communication system  9 . The dump truck  2  may blink the headlights  31  or issue an alarm sound from the horn  32  thereby to issue an alarm to the worker WM of the manned vehicle  40 . The same applies to the following embodiment. 
     There has been described in the present embodiment the risk level derivation method when one dump truck  2  approaches the manned vehicle  40 . A plurality of dump trucks  2  operate in the mine. The collision risk determination unit  69  in the manned vehicle  40  can derive a highest risk level for each of the dump trucks  2 . The same applies to the following embodiment. 
     Management Method: Second Embodiment 
     A second embodiment of the mine management method will be described below. In the following description, the same or like components as those in the above embodiment are denoted with the same reference numerals, and the description thereof will be simplified or omitted. 
     The present embodiment different from the first embodiment is characterized in that when calculating a risk level Cm assuming a plurality of traveling routes CPm, the manned vehicle control device  60  changes a weight of calculating a risk level Cm for a steering angle rm based on a traveling speed of the manned vehicle  40  at current time point t 0 . 
     According to the first embodiment, the function g(rm) of a risk level Cm relative to a steering angle rm takes a larger value as the manned vehicle  40  is closer to a straight-ahead driving state, and does not have a relationship with a traveling speed of the manned vehicle  40 . According to the present embodiment, as a traveling speed of the manned vehicle  40  is higher, a weight of a risk level Cm is smaller when a steering angle rm is larger. 
       FIG. 15  and  FIG. 16  are the schematic diagrams illustrating a relationship between a steering angle rm and a weight according to the present embodiment. As illustrated in  FIG. 15 , when the manned vehicle  40  travels at a high speed, a traveling direction of the traveling device  41  in the manned vehicle  40  is less likely to be changed. In other words, when the manned vehicle  40  travels at a high speed, the manned vehicle  40  is likely to travel in a straight-ahead state, and the steering wheel operation unit  45 A of the manned vehicle  40  is less likely to be largely operated. As illustrated in  FIG. 16 , when the manned vehicle  40  travels at a low speed, a traveling direction of the traveling device  41  in the manned vehicle  40  is more likely to be changed than when traveling at a high speed. In other words, when the manned vehicle  40  travels at a low speed, the manned vehicle  40  is likely to travel in a non-straight-ahead state, and the steering wheel operation unit  45 A of the manned vehicle  40  is more likely to be largely operated than when traveling at a high speed. 
     As illustrated in  FIG. 15  and  FIG. 16 , a weight of calculating a risk level based on the changeable amount of a steering angle rm is changed based on a traveling speed of the manned vehicle  40 . The numerical values of “0”, “0.5” and “1” indicated in  FIG. 15  and  FIG. 16  indicate a weight of calculating a risk level depending on a steering angle. 
     As described above, the collision risk determination unit  69  can set a weight of a risk level Cm relative to the change amount of a steering angle rm based on the manned vehicle speed data at current time point t 0 . 
     The above embodiment assumes that the function g(rm) takes a larger value as a steering angle rm is closer to zero. A risk level Cm may be calculated by use of a function which takes a larger value as a steering angle is closer to the steering angle rm at current time point t 0 . That is, the collision risk determination unit  69  may determine that a risk level Cm(tn) is higher as a steering angle rm of the traveling device  41  in the manned vehicle  40  between current time point t 0  and time point tn is closer to the steering angle rm at current time point t 0 . 
     The above embodiment assumes that the unmanned vehicle existence range estimation unit  66 , the manned vehicle existence position estimation unit  67 , and the collision risk determination unit  69  are provided in the manned vehicle  40 . At least some of the functions of the manned vehicle control device  60  such as the unmanned vehicle existence range estimation unit  66 , the manned vehicle existence position estimation unit  67  and the collision risk determination unit  69  may be provided in the management apparatus  10 . The management system  1  has the communication system  9 , and thus various items of data are communicable between the management apparatus  10 , the dump trucks  2 , and the manned vehicle  40 . For example, the collision risk determination unit  69  provided in the management apparatus  10  may determine a possibility of collision between the manned vehicle  40  and the dump truck  2  based on an estimation result of the unmanned vehicle existence range estimation unit  66  provided in the management apparatus  10  and an estimation result of the manned vehicle existence position estimation unit  67  provided in the management apparatus  10 . The alarm device control unit  70  provided in the management apparatus  10  may transmit a control signal to the alarm device  48  in the manned vehicle  40  via the communication system  9 . 
     The components according to each of the embodiments include ones easily assumed by those skilled in the art, substantially the same ones, or ones in the equivalent range. The components according to each of the embodiments may be combined as needed. Some of the components may not be used. 
     REFERENCE SIGNS LIST 
     
         
           1  MANAGEMENT SYSTEM 
           2  DUMP TRUCK (UNMANNED VEHICLE) 
           3  VEHICLE 
           4  VESSEL 
           5  TRAVELING DEVICE 
           6  VEHICLE MAIN BODY 
           7  POWER GENERATION DEVICE 
           8  CONTROL CENTER 
           9  COMMUNICATION SYSTEM 
           10  MANAGEMENT APPARATUS 
           11  COMPUTER SYSTEM 
           12  PROCESSING DEVICE 
           12 A DATA PROCESSING UNIT 
           12 B UNMANNED VEHICLE TRAVELING DATA GENERATION UNIT 
           12 C NON-ENTRY REGION SETTING UNIT 
           13  STORAGE DEVICE 
           13 B DATABASE 
           15  I/O UNIT 
           16  DISPLAY DEVICE 
           17  INPUT DEVICE 
           18  WIRELESS COMMUNICATION DEVICE 
           20  WHEEL 
           21  AXLE 
           22  BRAKING DEVICE 
           23  STEERING DEVICE 
           24  NON-CONTACT SENSOR 
           25  STORAGE DEVICE 
           25 B DATABASE 
           26  GYRO SENSOR 
           27  SPEED SENSOR 
           28  POSITION SENSOR 
           28 A ANTENNA 
           29  WIRELESS COMMUNICATION DEVICE 
           29 A ANTENNA 
           30  UNMANNED VEHICLE CONTROL DEVICE 
           31  HEADLIGHT 
           32  HORN 
           40  MANNED VEHICLE 
           41  TRAVELING DEVICE 
           42  WHEEL 
           43  POWER GENERATION DEVICE 
           43 A ACCELERATOR OPERATION UNIT 
           44  BRAKING DEVICE 
           44 A BRAKE OPERATION UNIT 
           45  STEERING DEVICE 
           45 A STEERING WHEEL OPERATION UNIT 
           46  SPEED SENSOR 
           46  STEERING ANGLE SENSOR 
           47  ALARM DEVICE 
           48 A DISPLAY DEVICE 
           48 B SPEECH OUTPUT DEVICE 
           49  INPUT DEVICE 
           50  VEHICLE MAIN BODY 
           51  POSITION SENSOR 
           51 A ANTENNA 
           52  WIRELESS COMMUNICATION DEVICE 
           52 A ANTENNA 
           60  MANNED VEHICLE CONTROL DEVICE 
           61  UNMANNED VEHICLE CURRENT SITUATION DATA ACQUISITION UNIT 
           62  UNMANNED VEHICLE TRAVELING DATA ACQUISITION UNIT 
           63  MANNED VEHICLE CURRENT SITUATION DATA ACQUISITION UNIT 
           65  MANNED VEHICLE STEERING ANGLE DATA ACQUISITION UNIT 
           66  UNMANNED VEHICLE EXISTENCE RANGE ESTIMATION UNIT 
           67  MANNED VEHICLE EXISTENCE POSITION ESTIMATION UNIT 
           69  COLLISION RISK DETERMINATION UNIT 
           70  ALARM DEVICE CONTROL UNIT 
           71  CANCELLATION UNIT 
           72  UNMANNED VEHICLE CURRENT SITUATION DATA OUTPUT UNIT 
           73  STORAGE UNIT 
         AP TRAVELING PERMITTED REGION 
         BP NO-ENTRY REGION 
         CS TARGET TRAVELING ROUTE 
         CP TRAVELING ROUTE 
         DPA UNLOADING SITE 
         EP MANNED VEHICLE EXISTENCE POSITION 
         ER UNMANNED VEHICLE EXISTENCE RANGE 
         HL TRAVELING COURSE 
         LM LOADING MACHINE 
         LPA LOADING SITE 
         PI POINT 
         ST GPS SATELLITE 
         WM WORKER