Article transport apparatus, path setting method, and path setting program

Abstract

A reference cost and a variation cost are included in a link cost, which is used to set a set path (1A) for causing a set vehicle (3C) to travel to a destination on a travelable path (1). The control device calculates an adjusted other vehicle cost adjusted using an adjustment value set to decrease as a separation index increases, calculates a variation cost based on a total of the adjusted other vehicle costs for all target other vehicles (3D), determines a link cost for each of links (L) in candidate paths (1B) that are candidates for the set path (1A) of the set vehicle (3C) based on the variation cost and the reference cost, calculates a path cost that is a cost of the candidate paths (1B) based on the link costs, and sets the set path (1A) based on the path cost of each of the candidate paths (1B).

Description

Technical Field

[0001] This invention relates to a goods transport device having a goods transport vehicle that moves along a predetermined travelable path and a control device for controlling the goods transport vehicle, as well as a path setting method and path setting program in the goods transport device. Background Technology

[0002] As an example of such a goods transport device, there is one described in Japanese Patent Application Publication No. 2019-080411. The control device of this goods transport device performs path setting control, which sets a path—a set path—for the goods transport vehicle to travel from its current position to its destination on a travelable path. For example, when transporting goods from a transport source to a transport destination, if the goods transport vehicle is located at a position corresponding to the transport source, the control device sets a set path in the path setting control with the position corresponding to the transport source as the current position and the position corresponding to the transport destination as the destination. Summary of the Invention

[0003] In a goods transport device as described above, when a set path is set in the path setting control as described above, there may be multiple candidate paths that are alternatives to the set path from the current position of the goods transport vehicle to the destination. In this case, the control device, for example, considers setting the candidate path with the shortest path length among the multiple candidate paths as the set path in the path setting control. However, even when a set path is set in this way, it is considered that since there are multiple other goods transport vehicles on the set path, the other candidate paths that are not set as set paths have shorter arrival times than the set path. Thus, when the set path is set using a uniform setting standard, it may be possible to not set the path with the shortest arrival time among the multiple candidate paths as the set path.

[0004] Therefore, it is desirable to implement a technology that can easily improve the possibility of setting the path with the shortest arrival time among multiple candidate paths as the set path.

[0005] The aforementioned goods transport equipment includes: a plurality of goods transport vehicles that travel along a predetermined traversable path to transport goods, and a control device for controlling the goods transport vehicles, wherein the traversable path has a plurality of nodes that serve as path branches or merging points, and a plurality of road segments that serve as path portions connecting a pair of the nodes; the control device performs path setting control, which sets a path, i.e., a set path, for one of the plurality of goods transport vehicles to travel to a destination on the traversable path based on a set road segment cost for each of the road segments, wherein the road segment cost is... Including baseline cost and variable cost, any of the goods transport vehicles passing through the road segment is considered the target vehicle, the road segment traversed by the target vehicle is considered the target road segment, and other goods transport vehicles besides the target vehicle are considered other vehicles. The baseline cost is a value set based on a baseline passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the route setting control is executed is used as the set time point. The cost is calculated based on the time required for the target vehicle to pass through the target road segment for each of the other vehicles present on the target road segment. The value set based on the increase in time is used as the baseline cost for other vehicles. Other vehicles that are set to pass through the target road segment on the set path after the set time point are defined as target other vehicles. A separation adjustment value is set as a value that continuously or periodically decreases as the separation index from the target other vehicle's position at the set time point to the target road segment increases. The separation index is at least one of separation distance as the distance along the path, the number of separation road segments as the number of road segments, and the number of separation nodes as the number of nodes. In the path setting control, the control device, for the target... For each of the other vehicles, the adjusted other vehicle cost is calculated by adjusting the baseline other vehicle cost using the separation adjustment value. The variable cost is calculated based on the sum of the adjusted other vehicle costs for all the other vehicles. The segment cost is determined for each of the segments in the candidate path that is a candidate path from the position of the set vehicle at the set time point to the destination, based on the variable cost and the baseline cost. The path cost is calculated as the cost of the candidate path based on the segment cost. The set path is set based on the path cost of each of the candidate paths.

[0006] According to this structure, by defining other vehicles that will pass through the target road segment after a set time point as target "other vehicles," it is possible to calculate the variable cost that takes into account the influence of other vehicles when the set vehicle passes through the target road segment. This includes not only other vehicles present in the target road segment at the set time point but also other vehicles that will be present in the target road segment in the future. Here, by reflecting the baseline other vehicle cost of the target "other vehicles" in the variable cost, it is possible to calculate the variable cost that takes into account the state of the target road segment at time points before the set time point. However, as the position of the target "other vehicles" at the set time point moves further away from the target road segment, the probability that the set path of the target "other vehicles" will change to a path that does not pass through the target road segment due to changes in the conditions before the target "other vehicles" arrive at the target road segment gradually increases. According to this structure, the adjusted cost of other vehicles is calculated by adjusting the baseline cost of other vehicles using a separation adjustment value, and the variable cost is calculated based on the sum of the adjusted costs of all target other vehicles. The separation adjustment value is set to decrease as the separation index from the target other vehicle's position at a set time point to the target road segment increases. Therefore, it is possible to consider the possibility of future changes to the target other vehicles' designated routes to calculate a more appropriate variable cost. Thus, it is easier to increase the likelihood of selecting the route with the shortest time to reach the destination from multiple candidate routes as the designated route.

[0007] The various technical features of the aforementioned goods transport equipment can also be applied to path setting methods or procedures within the goods transport equipment. Representative examples are given below. For instance, the path setting method can include various steps possessing the features of the aforementioned goods transport equipment. Furthermore, the path setting procedure enables a computer-controlled device to perform various functions possessing the features of the aforementioned goods transport equipment. Naturally, these path setting methods and procedures can also achieve the effects of the aforementioned goods transport equipment. Moreover, as a preferred embodiment of the goods transport equipment, various additional features illustrated in the following description of the embodiments can also be incorporated into these path setting methods or procedures, and the method and procedure can also achieve effects corresponding to each additional feature.

[0008] As a preferred embodiment, a path setting method, in a goods transport equipment comprising multiple goods transport vehicles that transport goods along a predetermined traversable path and a control device for controlling the goods transport vehicles, wherein the control device performs path setting control to set a path, i.e., a set path, for one of the multiple goods transport vehicles to travel to a destination on the traversable path, wherein the traversable path comprises multiple nodes as points where the path branches or merges, and multiple road segments as path sections connecting a pair of the nodes, wherein the road segment cost includes a base cost and a variable cost, and the cost is determined by the route. Any of the transport vehicles passing through the aforementioned road segment is designated as the target vehicle, the road segment traversed by the target vehicle is designated as the target road segment, and the transport vehicles other than the target vehicle are designated as other vehicles. The baseline cost is a value set based on a baseline passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the path setting control is executed is designated as the setting time point, and the value set based on the increase in the time required for the target vehicle to pass through the target road segment for each of the other vehicles present on the target road segment is designated as... The baseline cost for other vehicles is defined as follows: other vehicles that have traveled along the defined path of the target road segment after the defined time point are considered as target other vehicles. A separation adjustment value is set as a value that continuously or periodically decreases as the separation index from the target other vehicle's position at the defined time point to the target road segment increases. The separation index is at least one of separation distance (distance along the path), number of separation road segments (number of road segments), and number of separation nodes (number of nodes). The path setting method includes: calculating, for each of the target other vehicles, adjusting the cost using the separation adjustment value. The steps include: adjusting the cost of other vehicles based on the baseline cost of other vehicles; calculating the variable cost based on the total of the adjusted costs of other vehicles for all the other vehicles in the target vehicle; determining the segment cost of each segment in the candidate path based on the variable cost and the baseline cost, the candidate path being a candidate for the set path from the position of the set vehicle at the set time point to the destination; and calculating the path cost as the cost of the candidate path based on the segment cost and setting the set path based on the path cost of each of the candidate paths.

[0009] Furthermore, as a preferred embodiment, a path setting procedure is provided in a goods transport equipment comprising multiple goods transport vehicles that transport goods along a predetermined traversable path and a control device for controlling the goods transport vehicles. The control device performs path setting control to enable it to set a path for one of the multiple goods transport vehicles (i.e., a designated vehicle) to travel to a destination on the traversable path. The traversable path includes multiple nodes that serve as branching or merging points, and multiple road segments that connect pairs of nodes. The road segment cost includes a base cost. The variable cost is defined as follows: any of the goods transport vehicles passing through the road segment is considered the target vehicle; the road segment traversed by the target vehicle is considered the target road segment; and other goods transport vehicles besides the target vehicle are considered other vehicles. The baseline cost is a value set based on a baseline passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the route setting control is executed is used as the setting time point. The value set is based on the increase in the time required for the target vehicle to pass through the target road segment for each of the other vehicles present on the target road segment. Based on the cost of other vehicles, other vehicles that are set to pass through the target road segment on the set path after the set time point are defined as target other vehicles. A separation adjustment value is set to continuously or periodically decrease as the separation index from the position of the target other vehicle at the set time point to the target road segment increases. The separation index is at least one of the following: separation distance as the distance along the path, number of separation road segments as the number of road segments, and number of separation nodes as the number of nodes. The path setting procedure enables the control device to perform the following function: calculate the cost of using the target other vehicle for each of the target other vehicles. The function of adjusting the cost of other vehicles based on the baseline cost of other vehicles is as follows: the function of calculating the variable cost based on the total of the adjusted costs of other vehicles for all other vehicles; the function of determining the segment cost of each segment in the candidate path based on the variable cost and the baseline cost, the candidate path being a candidate for the set path from the position of the set vehicle at the set time point to the destination; and the function of calculating the path cost as the cost of the candidate path based on the segment cost and setting the set path based on the path cost of each of the candidate paths.

[0010] Further features and advantages of the goods conveying equipment, the path setting method and the path setting procedure in the goods conveying equipment will become clear from the following description of the illustrative and non-limiting embodiments, which are illustrated with reference to the accompanying drawings. Attached Figure Description

[0011] Figure 1 This is a top view of the goods conveying equipment;

[0012] Figure 2 It is a diagram showing the nodes and road segments of a feasible path;

[0013] Figure 3 This is a side view of the goods transport vehicle;

[0014] Figure 4 This is a front view of the goods transport vehicle;

[0015] Figure 5 It is a control block diagram;

[0016] Figure 6 This is a flowchart of the transport control process;

[0017] Figure 7 This is a flowchart of path setting control;

[0018] Figure 8 This is a diagram showing an example of the set path and alternative paths for a goods transport vehicle;

[0019] Figure 9 This is a diagram showing the state of an object vehicle entering an object road segment while in an empty driving state;

[0020] Figure 10 This is a diagram showing the state of an object vehicle exiting an object road segment while in an empty driving state;

[0021] Figure 11 This is a diagram showing the state of a vehicle entering a road segment in its actual driving state;

[0022] Figure 12 It is a diagram showing the state of the target vehicle exiting the target road segment in actual travel condition;

[0023] Figure 13 It is a diagram showing other vehicles considered to exist on the target road segment;

[0024] Figure 14 This is a diagram showing the upstream and downstream portions of the target road segment;

[0025] Figure 15 This is a diagram illustrating an example of the relationship between a candidate path and the set paths of other vehicles in the object. Detailed Implementation

[0026] The following diagram illustrates the implementation of a goods conveying device, a path setting method within the goods conveying device, and a path setting procedure. Figure 1 As shown, the goods transport equipment includes: a goods transport vehicle 3, which travels along a predetermined travelable path 1 to transport goods W; and a control device H (see reference). Figure 5 ), which controls the transport vehicle 3. In this embodiment, a travel track 2 (see reference 1) is provided along the prescribed travel path 1. Figure 2 and Figure 3 It has multiple transport vehicles 3, each of which travels in one direction along a travel path 1 on a travel track 2. For example... Figure 4 As shown, the travel track 2 is composed of a pair of left and right track sections 2A. Furthermore, in this embodiment, the transport vehicle 3 transports the FOUP (Front Opening Unified Pod) containing the semiconductor substrate as the item W.

[0027] like Figure 1 As shown, the travel path 1 has two main paths 4 and multiple secondary paths 5 via multiple item handling devices P. Each of the two main paths 4 and the multiple secondary paths 5 is formed in a loop. The two main paths 4 are arranged in a double loop state. These two loop-shaped main paths 4 are paths in which the item transport vehicle 3 travels in the same direction (counterclockwise). Furthermore, in Figure 1 In the image, arrows indicate the direction of travel for the goods transport vehicle 3.

[0028] The inner main path 4 of the two main paths 4 is designated as the first main path 4A, and the outer main path 4 is designated as the second main path 4B. The first main path 4A is configured to pass through multiple storage units R. The first main path 4A serves as a path for transferring items, causing the goods transport vehicle 3 to stop so as to transfer items W between the goods transport vehicle and the storage units R. On the other hand, the second main path 4B serves as a path for the continuous travel of the goods transport vehicle 3.

[0029] The travel path 1 includes a short-circuit path 6, a branch path 7, a merging path 8, and a transfer path 9. The short-circuit path 6 connects to each of a pair of parallel, straight sections extending in a straight line within the first main path 4A. This short-circuit path 6 is used to allow the transport vehicle 3 to travel from one section to the other or from one section to the other within the pair of straight-lined sections of the first main path 4A. The branch path 7 connects to the second main path 4B and the secondary path 5, and is used to allow the transport vehicle 3 to travel from the second main path 4B to the secondary path 5. The merging path 8 connects to the secondary path 5 and the second main path 4B, and is used to allow the transport vehicle 3 to travel from the secondary path 5 to the second main path 4B. The transfer path 9 connects to the first main path 4A and the second main path 4B, and is used to allow the transport vehicle 3 to travel from the first main path 4A to the second main path 4B or from the second main path 4B to the first main path 4A.

[0030] like Figure 2As shown, the traversable path 1 has multiple nodes N that branch off or merge, and multiple road segments L that connect a pair of nodes N. In this embodiment, node N is a road segment extending upstream and downstream from the connection point C of two branching or merging paths. Figure 2 Taking a portion of the second main path 4B as an example, the point where transfer path 9 branches off from or merges with the second main path 4B is designated as connection point C, and the range defined from connection point C in the second main path 4B and transfer path 9 is designated as node N. Similarly, the point where branch path 7 branches off from the second main path 4B is designated as connection point C, and the range defined from connection point C in the second main path 4B and branch path 7 is designated as node N. Furthermore, the point where merging path 8 merges with the second main path 4B is designated as connection point C, and the range defined from connection point C in the second main path 4B and merging path 8 is designated as node N. Then, the path portion between a pair of nodes N in the second main path 4B, connecting to this pair of nodes N, is designated as road segment L. In this embodiment, as described later, the range defined from connection point C is set based on the position of multiple detection objects T provided along the traversable path 1. In other words, detection objects T are provided at the position that forms the boundary between node N and road segment L.

[0031] like Figure 3 and Figure 4 As shown, the goods transport vehicle 3 includes: a traveling section 11 that travels along a traveling track 2 suspended from the ceiling; and a main body 12 located below the traveling track 2 and suspended from the traveling section 11. The main body 12 includes: a support mechanism 13 that supports the item W in a suspended state; and a lifting mechanism 14 that moves the support mechanism 13 relative to the main body 12 in a vertical direction. The goods transport vehicle 3 then uses the item handling device P or the storage section R as the transfer location 15 (see reference). Figure 1 The transport vehicle 3 travels to the location corresponding to the transfer target location 15 of the transport source, and then transfers the item W supported at the transfer target location 15 from the transfer target location 15 into the main body 12. Then, it travels to the location corresponding to the transfer target location 15 of the transport destination, and transfers the item W supported by the support mechanism 13 from the main body 12 to the transfer target location 15. Thus, the item W is transported from the transfer target location 15 of the transport source to the transfer target location 15 of the transport destination. In this embodiment, when the item transport vehicle 3 travels on a straight path, it travels at a first speed; when it travels on a curved path, it travels at a second speed lower than the first speed.

[0032] like Figure 5As shown, the goods transport vehicle 3 includes a detection device 16, a receiving and dispatching device 17, and a control unit 18. The detection device 16 detects multiple objects T (see reference 18) arranged along the travel path 1. Figure 2 and Figure 4 The detection device 16 is configured to read the position information held by the detected object T, which indicates the location where the detected object T is set. Multiple detected objects T are set along the travel path 1, such as at the connection between node N and road segment L, and at the location corresponding to the transfer object location 15. The transceiver 17 reads the position information S of the detected object T through the detection device 16 and sends the read position information S to the transceiver unit 21 of the control device H at any time. That is, when the transport vehicle 3 enters road segment L, exits road segment L, and arrives at the location corresponding to the transfer object location 15, it sends the position information S to the control device H. The position information S sent by the transport vehicle 3 to the control device H is equivalent to the position information S indicating the vehicle's position. Then, each of the multiple transport vehicles 3 sends the position information S indicating its own position to the control device H. Furthermore, the transceiver 17 receives information sent from the transceiver unit 21 of the control device H.

[0033] The control device H includes a storage unit 22, which stores information about the road segments L and nodes N constituting the drivable path 1 as map information M of the drivable path 1. The storage unit 22 also stores location information S received from each of the multiple transport vehicles 3 in association with time D. In this embodiment, the control device H stores the time D at which it receives the location information S from the transceiver 17 of the transport vehicle 3 in association with the location information S. Furthermore, when configured to send the time information showing the time D at which the transport vehicle 3 reads the location information S of the detected object T along with the location information S, the control device H may also store the time D shown in the time information in association with the location information S in the storage unit 22. Then, the control device H obtains the number of transport vehicles based on the positions at each time point of each of the transport vehicles 3 calculated from the information stored in the storage unit 22. The control device H can obtain the position of the drivable path 1 for each of the multiple transport vehicles 3 based on the location information S received from each of the multiple transport vehicles 3.

[0034] For example, from the moment the control device H receives location information S sent when the transport vehicle 3 enters road segment L (in the case of node N before exiting road segment L), until it receives location information S sent when exiting road segment L, it can determine that the transport vehicle 3 exists in road segment L with the received location information S as its entry point. Furthermore, if the transfer destination 15 exists within road segment L, and if it does not receive location information S sent by the transport vehicle 3, which is determined to be within road segment L, upon arriving at transfer destination 15, it can determine that the transport vehicle 3 exists upstream of transfer destination 15 within road segment L; and if it receives location information S, it can determine that the transport vehicle 3 exists either upstream of transfer destination 15 within road segment L or downstream of transfer destination 15 within road segment L. Thus, the control device H obtains the number of transport vehicles 3 located in each of the multiple road segments L based on the position of each of the multiple transport vehicles 3 at each point in time. In addition, at this time, regarding the road segment L where the transfer target location 15 exists, the number of goods transport vehicles 3 located upstream of the transfer target location 15 in the road segment L and the number of goods transport vehicles 3 located downstream of the transfer target location 15 in the road segment L are obtained respectively.

[0035] As described above, the control device H stores the map information M in the storage unit 22. The map information M includes basic map information, which includes information showing the location and connection relationships of multiple road segments L and multiple nodes N in the drivable path 1, attribute information showing the attributes of each of the multiple road segments L and multiple nodes N, and information showing the shape of each of the multiple road segments L and multiple nodes N. In addition, the map information also includes travel control information, which associates various information required for the movement of the goods transport vehicle 3, such as the location information S of each of the multiple locations in the drivable path 1, with the basic map information.

[0036] When control device H is transporting item W from the transport source to the transport destination, such as Figure 6The flowchart of the transport control is shown, and the following steps are executed in sequence: First path setting control #1, based on basic map information, to set a first set path for the transport vehicle 3 to travel from its current position to the location (destination) corresponding to the transfer object location 15 of the transport source; First travel control #2, to move the transport vehicle 3 along the first set path to the location corresponding to the transfer object location 15 of the transport source; First transfer control #3, to transfer the item W in the transfer object location 15 of the transport source into the main body 12; Second path setting control #4, based on basic map information, to set a second set path for the transport vehicle 3 to travel from its current position to the location (destination) corresponding to the transfer object location 15 of the transport destination; Second travel control #5, to move the transport vehicle 3 along the second set path to the location corresponding to the transfer object location 15 of the transport destination; Second transfer control #6, to transfer the item W in the main body 12 to the transfer object location 15 of the transport destination.

[0037] Furthermore, the first path setting control #1 and the second path setting control #4 are the same control, and without distinguishing between them, they are simply referred to as path setting control #10. That is, path setting control #10 includes both the first path setting control #1 and the second path setting control #4. Therefore, setting path 1A includes the aforementioned first setting path and second setting path.

[0038] like Figure 8 As shown, there are multiple paths from the current position toward the destination. That is, there are multiple candidate paths 1B that are candidates for the set path 1A. Figure 8 The example illustrates four candidate paths 1B: first candidate path 1B1, second candidate path 1B2, third candidate path 1B3, and fourth candidate path 1B4. Given multiple candidate paths 1B, the control device H selects a set path 1A from these candidate paths. Figure 8 In the example shown, the first candidate path 1B1 is set as the set path 1A.

[0039] Control device H executes path setting control #10, which sets a path, i.e., path 1A, for the goods transport vehicle 3 to travel from its current position to its destination on the traversable path 1 based on the set segment cost LC for each segment in segment L (e.g., ...). Figure 8 The first candidate path 1B1 is shown by the dashed line. The segment cost LC includes the base cost ST as a static (fixed) cost and the variable cost DY as a dynamic cost. The segment cost LC is calculated using the following formula (1). The segment cost LC will be described later.

[0040]

[0041] In this embodiment, such as Figure 7 As shown in the flowchart of route setting control #10, the control device H, based on the current location information, destination information, and map information of the set vehicle 3C, sets one or more candidate paths 1B as candidate paths 1B (#11). Next, it determines whether there are two or more set candidate paths 1B (#12). If there is only one set candidate path 1B, the control device H sets that candidate path 1B as the set path 1A (#15). If there are two or more set candidate paths 1B, the control device H first determines a value n for each of all road segments L belonging to candidate paths 1B (#13). The method for determining this value n will be described later. Next, the control device H determines the road segment cost LC for each of all road segments L belonging to candidate paths 1B based on the base cost ST and the variable cost DY corresponding to the value n (#14). Then, the control device H calculates the path cost TC (#15) as the overall cost of each candidate path 1B based on the path cost LC of each of the road segments L belonging to the candidate path 1B, and sets a set path 1A (#16) from two or more candidate paths 1B based on the path cost TC of each candidate path 1B.

[0042] Control device H repeats path setting control #10 at least every certain time interval. As the designated vehicle 3C approaches the target road segment LA, the actual impact of other vehicles 3B approaches the real-world situation. Therefore, when path setting control #10 is repeated at certain time intervals, the path setting can be re-evaluated midway through the movement of the designated vehicle 3C, and the impact of other vehicles 3B can be considered more accurately when setting the path.

[0043] The following explains the segment cost LC and its value n. Here, the transport vehicle 3 whose target path 1A is set via path setting control #10 is designated vehicle 3C. Furthermore, the transport vehicle 3 on segment L of the candidate path 1B that passes through designated vehicle 3C is designated vehicle 3A, and the segment L traversed by vehicle 3A is designated segment LA. Additionally, transport vehicles 3 other than vehicle 3A are designated as other vehicles 3B.

[0044] The baseline cost ST in each road segment L is a value set based on the baseline passage time, which is the time required for vehicle 3A to pass through road segment LA when no other vehicle 3B is present. In this embodiment, the control device H calculates the baseline passage time based on the time difference, which is as follows: Figure 9As shown, in the case where there are no other vehicles 3B traveling in the target road segment LA, and the location information S sent by the target vehicle 3A entering the target road segment LA is received at the time D, and as shown in the figure, the location information S sent by the target vehicle 3A entering the target road segment LA is received at the time D. Figure 10 The difference between the time D shown is the time at which the location information S sent by the vehicle 3A exiting the target road segment LA is received. Then, the control device H sets the reference cost ST based on this reference transit time. For example, the reference cost ST can be the number of seconds of the reference transit time.

[0045] Here, to improve the accuracy of the benchmark cost ST, the control device H makes the target vehicle 3A travel multiple times on the target road segment LA when there are no other vehicles 3B in the target road segment LA. Benchmark passage times are obtained during each journey, and the benchmark cost ST is set based on these multiple benchmark passage times. In this embodiment, the benchmark cost ST is the average of the benchmark passage times during each journey. The control device H sets the benchmark cost ST by dividing the total benchmark passage times by the number of journeys. For example, if the benchmark cost ST is set by making two journeys, and the benchmark passage times are 5 seconds and 8 seconds, the total of 5 seconds and 8 seconds (13 seconds) is divided by the number of journeys (2), resulting in 6.5 seconds, which is the benchmark cost ST. In this embodiment, the benchmark cost ST is set in advance for each of all road segments L belonging to the traversable path 1 by making the target vehicle 3A travel multiple times throughout the entire traversable path 1 before the operation of the transport equipment for transporting goods W begins. That is, before the control device H performs the initial path setting control #10 (here, before the operation of the goods transport equipment 100 begins), a base cost ST is set for each of all road segments L belonging to the traversable path 1.

[0046] Furthermore, before performing path setting control #10 on all nodes N belonging to the feasible path 1 (in this embodiment, before the operation of the goods transport equipment 100 begins), a node cost is set. This node cost is a cost set for each of the nodes N. In this embodiment, the control device H controls the movement so that only one goods transport vehicle 3 can enter the section of node N, therefore, the passage time of the goods transport vehicle 3 through the section of node N is approximately constant. Therefore, in this example, the node cost is a fixed value without a variable component. Here, the node cost is set to a value corresponding to the shape of each of the nodes N. Furthermore, not limited to this, it is also preferable that, similar to the aforementioned baseline cost ST, the node cost is set to a value based on a baseline passage time, which is the time required for the object vehicle 3A to pass through the object's node N in the absence of other vehicles 3B. Alternatively, the node cost may be set to the same value for all nodes N regardless of their shape, etc.

[0047] Thus, the node cost is a fixed value, uniquely determined by the number of nodes N in candidate path 1B. That is, it is not a value that varies based on the transport status of the goods transport vehicle 3. Therefore, the node cost can also be added to the baseline cost ST associated with the aforementioned road segment L to obtain the baseline cost ST.

[0048] Variable cost DY is the actual travel time (actual travel time) of vehicle 3A traveling on target road segment LA when other vehicles 3B are present. This value varies depending on the number of other vehicles 3B. The more other vehicles 3B present in target road segment LA, the longer the actual travel time. Here, the increase in travel time for each additional other vehicle 3B present in target road segment LA is called the "increase in time due to the number of vehicles" ΔTn. Variable cost DY is a value set based on the increase in actual travel time relative to the baseline travel time corresponding to the number of other vehicles 3B present in target road segment LA (increase in time due to the number of vehicles) ΔTn (the increase in actual travel time). The actual travel time is the time required for vehicle 3A to travel through target road segment LA when other vehicles 3B are present in target road segment LA. Since the increase in actual transit time is due to each additional 3B vehicle, the increase in time ΔTn due to the number of vehicles is equivalent to the "baseline cost of other vehicles".

[0049] Here, to improve the accuracy of the variable cost DY, the control device H causes the target vehicle 3A to travel multiple times on the target road segment LA while other vehicles 3B are present. During each journey, it obtains information showing the number of other vehicles 3B present on the target road segment LA and their actual travel time. Based on the correlation between the increase in actual travel time relative to the baseline travel time and the number information, it calculates the increase in the number of vehicles 3B caused by the number of vehicles 3B. Specifically, the control device H calculates the increase in the actual travel time of each other vehicle by dividing the increase in actual travel time relative to the baseline travel time by the number of vehicles 3B shown in the number information, and uses this increase in the actual travel time as the increase in the number of vehicles 3B caused by the number of vehicles 3B. Then, the average of the increase in the number of vehicles 3B caused by the target vehicle 3A traveling multiple times on the target road segment LA is taken as the final increase in the number of vehicles 3B caused by the number of vehicles 3B.

[0050] In this embodiment, the control device H calculates the actual elapsed time based on the time difference, wherein the time difference is as follows: Figure 11 The time D at which the location information S sent by the target vehicle 3A entering the target road segment LA is received, under the actual travel state of other vehicle 3B in the target road segment LA, is compared with that of the target vehicle 3A entering the target road segment LA. Figure 12The difference between the time D shown is the time at which the position information S sent by the vehicle 3A exiting the target road segment LA is received. Then, the control device H divides the increase (e.g., 10 seconds) in the actual transit time (e.g., 15 seconds) relative to the reference transit time (e.g., 5 seconds) by the number of items shown in the count information (in...). Figure 11 (There are 2 in the middle), and from this, we can find the cause of the increase in the number of times ΔTn (e.g., 5 seconds).

[0051] In this embodiment, the calculation of the time ΔTn for the increase in the number of items is performed both before the transport of items W begins in the transport equipment 100 and after the start of operation. Specifically, before the start of operation, the control device H first moves the multiple transport vehicles 3 (the target vehicle 3A and other vehicles 3B) along the entire travelable path 1, thereby calculating the time ΔTn for the increase in the number of items in each of all segments L of the travelable path 1. In other words, before performing the initial path setting control (in this case, before the start of operation), the control device H sets the initial time ΔTn for the increase in the number of items in each of all segments L of the travelable path 1.

[0052] Furthermore, after the control device H starts transporting item W in the transport equipment, i.e., after operation begins, it also considers each of the multiple transport vehicles 3 traveling on the travelable path 1 as the target vehicle 3A and other vehicles 3B, calculates the number of factors increasing time ΔTn for each segment L of the travelable path 1, and updates the number of factors increasing time ΔTn based on this. At this time, the control device H calculates the number of factors increasing time ΔTn each time the target vehicle 3A passes through each target segment LA, and updates the number of factors increasing time ΔTn based on the calculated number of factors increasing time ΔTn and the previously calculated number of factors increasing time ΔTn. Preferably, this updating of the number of factors increasing time ΔTn is performed continuously during the operation of the transport equipment. Moreover, it is preferable to use the latest number of factors increasing time ΔTn to set the variable cost DY used in the path setting control.

[0053] However, in this embodiment, the control device H excludes the number of vehicles and actual passage time obtained from the movement of the faulty vehicle 3A, and the number of vehicles and actual passage time obtained from the movement of the vehicle 3A on the target road segment LA, which is restricted by the fault, from the number information and actual passage time used in setting the number increase time ΔTn (baseline other vehicle cost). When the vehicle 3A is hindered from passing through the target road segment LA due to an abnormal stop by another vehicle 3B or obstacles while passing through the target road segment LA, or when the vehicle 3A stops or decelerates abnormally, the actual passage time of the vehicle 3A through the target road segment LA increases significantly. That is, when such movement information and actual passage time are used in setting the number increase time ΔTn (baseline other vehicle cost), the baseline other vehicle cost is set to a larger value than it should be. By excluding such movement information and actual passage time from the objects used in setting the baseline other vehicle cost, a more appropriate baseline other vehicle cost can be set.

[0054] In route setting control, the control device H determines the number of other vehicles 3B considered to exist in the target road segment LA, i.e., the number n, and sets the variable cost DY of the target road segment LA based on this number n. The control device H can set the variable cost DY by multiplying the time ΔTn (the increase in the actual passage time of each other vehicle) calculated above for the number of vehicles in the target road segment LA by the number n of the target road segment LA. That is, the variable cost DY, as shown in the following formula (2), can be set as the number of seconds obtained by multiplying the time ΔTn for the number of vehicles by the number n.

[0055]

[0056] For example, when the number of target road segments LA is n = 4 and the time ΔTn for the increase in the number of segments is 5 seconds, 20 is set as the variable cost DY (baseline variable cost DYr). Thus, the variable cost DY becomes an indicator of the increase in the actual transit time of the target road segment LA, which is expected to increase along with the increase in the number of other vehicles 3B considered to exist in the target road segment LA. Then, when performing route setting control, the control device H sets the variable cost DY for each of all road segments L belonging to the candidate path 1B, which becomes a candidate for the set path 1A from the current position of the set vehicle 3C to its destination.

[0057] Based on the variable cost DY and the baseline cost ST, the control device H determines the segment cost LC of each segment L in the candidate path 1B, which becomes a candidate for the set path 1A from the current position of the set vehicle 3C to its destination. Then, based on the segment cost LC, the overall cost TC of the candidate path 1B is calculated, and the set path 1A is set based on the path cost TC of each candidate path 1B.

[0058] Here, the method for determining the value n is explained. The control device H determines the value n by considering other vehicles 3B that are determined to actually exist in the target road segment LA as existing in the target road segment LA. The number of such other vehicles 3B is the current value na. Furthermore, in this embodiment, the control device H determines the value n by considering other vehicles 3B that have been set to pass through the target road segment LA via a set path 1A as existing in the target road segment LA regardless of their current position. Moreover, among the other vehicles 3B that have been set to pass through the target road segment LA via a set path 1A, there are also other vehicles 3B that have been set to have a set path 1A with the target road segment LA as their destination. The number of such other vehicles 3B is the future value nb. That is, as shown in the following formula (3), the value n is the sum of the current value na and the future value nb.

[0059]

[0060] That is, in this embodiment, except for other vehicles 3B that are determined to exist in the target road segment LA at the time point when the path setting control #10 of the setting vehicle 3C is executed (in Figure 13 In addition to the two vehicles shown in the example, the control device H will also determine other vehicles 3B that are not present in the target road segment LA at the time of executing path setting control #10, but have already set the entire or part of the target road segment LA as the set path 1A (in Figure 13 In the example shown, there are 2, which are considered to exist in the target road segment LA to determine the value n (in Figure 13 In the example shown, it is 4). The control device H thus takes the road segment L belonging to each of the multiple candidate paths 1B as the target road segment LA, and determines the value n for each of the multiple target road segments LA.

[0061] By determining a value n in this way, it is possible not only to consider the actual congestion of the target road segment LA at the time point of setting the route setting control for vehicle 3C (in Figure 13In the example shown, there are two other vehicles 3B. The segment cost LC of the target segment LA can also be determined by considering the future congestion level of the target segment LA. Specifically, if there are other vehicles 3B that are not present in the target segment LA at the time of route setting control but are scheduled to pass through the target segment LA, the congestion level of the target segment LA may increase because they may exist before or after the target vehicle 3C passes through the target segment LA. Furthermore, if there are many other vehicles 3B that are not present in the target segment LA before or after the target vehicle 3C passes through the target segment LA but are scheduled to pass through the target segment LA, the future congestion level of the target segment LA is likely to increase significantly. According to the structure of this embodiment, the future congestion level of the target segment LA can also be considered when determining the segment cost LC of the target segment LA, thus making it easy to appropriately set the setting path 1A of the target vehicle 3C.

[0062] Then, the control device H determines the segment cost LC for each of the multiple target segments LA that constitute the candidate path 1B. As shown in the following equation (4), the segment cost LC is determined based on the base cost ST and the variable cost DY corresponding to the value n.

[0063]

[0064] The baseline cost ST is a value set based on the baseline passage time, which in this embodiment is the number of seconds of the baseline passage time. Therefore, for example, if the baseline passage time is 10 seconds, the baseline cost ST is "10". Furthermore, the variable cost DY is a value set based on the number-cause increase time ΔTn, which in this embodiment is the number of seconds based on the value n multiplied by the number-cause increase time ΔTn, which indicates the increase time for each other vehicle. Therefore, for example, if the value n is 4 and the number-cause increase time ΔTn is 5 seconds, the variable cost DY is "20". When the baseline cost ST and variable cost DY are set as in these examples, the result of adding the baseline cost ST "10" to the variable cost DY "20" to obtain "30" is determined as the segment cost LC of the target segment LA. The control device H performs this segment cost LC determination for each of the multiple target segments LA constituting the candidate path 1B.

[0065] Furthermore, since the value n includes the current value na and the future value nb, the second term on the right-hand side of equation (4) can also be expanded to represent the variable cost DY as shown in equation (5) below. In distinguishing between the variable cost DY based on the current value na (the first term on the right-hand side) and the variable cost DY based on the future value nb (the second term on the right-hand side), the former is referred to as the first variable cost DYa, and the latter as the second variable cost DYb. In this case, the road segment cost LC shown in equation (4) is represented as shown in equation (6) below.

[0066]

[0067] However, equations (2) to (6) above illustrate the operation when the influence of each other vehicle 3B is the same. That is, they illustrate the method of summing the number of each other vehicle 3B due to the increase in time ΔTn with equal weight. However, although the value n includes the current value na and the future value nb, the future value nb may differ from the actual value because there may be cases where other vehicles 3B do not actually pass through the target road segment LA. Therefore, in particular, the weight of each other vehicle 3B counted as the future value nb can also be different. That is, since the current value na shows the number of other vehicles 3B present in the target road segment LA at the current time point (the setting time point of the execution path setting control #10), the weight of each other vehicle 3B can be the same. However, regarding the future value nb, since it does not exist in the target road segment LA at the current time point, the weight of each of the other vehicles 3B may be different, for example, depending on the possibility of its existence. Taking this weighting into account, the road segment cost LC shown in equation (5) can be expressed as equation (7) below.

[0068] [Formula 1]

[0069]

[0070] Here, "Vi" represents the weighted value for each item transport vehicle 3 (separate adjustment value, see details). Figure 15 (As described later), the separation adjustment value Vi is a value greater than 0 and less than 1. Furthermore, in equation (7), when all "Vi" are "1", the value of the variable cost DY is consistent with equations (2) and (5). In addition, as explained above, the time ΔTn for the increase in the number of vehicles is equivalent to the "baseline other vehicle cost". Here, the element constituting the second variable cost DYb, "ΔTn·Vi" in equation (7), is equivalent to the "adjusted other vehicle cost" that adjusts the baseline other vehicle cost (time ΔTn for the increase in the number of vehicles) using the separation adjustment value Vi.

[0071] In the above example, when the number of items n is "4" and the time ΔTn for the increase in the number of items is 5 seconds, the variable cost DY is "20" based on Equation (2). Here, it is assumed that the details of "number of items n=4" are "current number of items na=2" and "future number of items nb=2", and it is assumed that the separation adjustment values ​​Vi of the two other vehicles 3B counted as future number of items nb are "V1=0.5" and "V2=1" respectively. In this case, based on Equation (7), the variable cost DY is calculated as "17.5" as shown in Equation (8) below.

[0072]

[0073] Furthermore, in this embodiment, the control device H uses the density value d to correct the variable cost DY. When distinguishing between the corrected variable cost DY and the variable cost DY obtained through equation (2) or equation (7), the variable cost DY obtained through equation (2) or equation (7) is referred to as the base variable cost DYr. Of course, without adjusting using the density value d, the base variable cost DYr becomes the variable cost DY. Here, as shown in equation (9) below, the density value d is the value obtained by dividing the number n by the maximum value Z of the number of goods transport vehicles 3 that may exist within the target road segment LA.

[0074]

[0075] For example, if the maximum number of goods transport vehicles 3 that may exist in the target road segment LA is 5, and the number n determined as described above is 6, the density value d is 1.2. Furthermore, for example, if the maximum number of goods transport vehicles 3 that may exist in the target road segment LA is 5, and the number n determined as described above is 4, the density value d is 0.8.

[0076] Regarding this density value d, the separation adjustment value Vi can also be considered. In this case, equation (9) is expressed as equation (10) below.

[0077] [Formula 2]

[0078]

[0079] The second term of the numerator of equation (10) is the number of future values ​​nb adjusted according to the separation adjustment value Vi (adjusting the future values ​​nc). Therefore, the numerator of equation (10) is the number of other vehicles 3B (other vehicles 3D) in the target road segment LA adjusted according to the separation adjustment value Vi (the number of values ​​n), which is equivalent to "adjusting the number of other vehicles". As shown in equation (10), the density value d considering the separation adjustment value Vi is the value after dividing the adjusted number of other vehicles by the maximum value Z of the number of goods transport vehicles 3 that may exist in the target road segment LA.

[0080] Here, it is assumed that the maximum number of goods transport vehicles 3 that may exist in the target road segment LA is 5, the details of "number of vehicles n=4" are "current number of vehicles na=2" and "future number of vehicles nb=2", and it is assumed that the separation adjustment values ​​Vi of the two other vehicles 3B counted as future number of vehicles nb are "V1=0.5" and "V2=1" respectively. In this case, based on equation (10), the density value d is calculated as "0.7" as shown in equation (11) below.

[0081]

[0082] The density value d represents the congestion level of the target road segment LA, taking into account the path length of the target road segment LA. As shown in Equation (12) below, the road segment cost LC is determined based on the baseline cost ST, the variable cost DY (baseline variable cost DYr) corresponding to each value n, and the density value d. Furthermore, as shown in Equation (12), the second term "DYr·d" on the right-hand side is presented in the form of a product, and the second term can also be considered as a whole as the variable cost DY.

[0083]

[0084] For example, when the baseline cost ST is set to "10", the variable cost DY (baseline variable cost DYr) is set to "20", and the density value d is set to "1.2", as shown in equation (12), the control device H uses the sum of the baseline cost ST and the value after multiplying the variable cost DY by the density value d, i.e., "24", which is "34", as the segment cost LC. Furthermore, without considering the density value d, the segment cost LC is the sum of "10" and "20", i.e., "30". That is, the control device H uses the density value d to correct the segment cost LC in the route setting control by increasing the segment cost LC as the density value d increases. The control device H performs this correction of the segment cost LC using the density value d for each of the multiple target segments LA that constitute the candidate route 1B.

[0085] By correcting the segment cost LC in this way, the congestion level of the target segment LA can be reflected in the segment cost LC, corresponding to the maximum number of goods transport vehicles 3 that may exist in the target segment LA (the path length of the target segment LA). Then, by correcting the segment cost LC in such a way that it increases with the density value d, it is difficult to set the candidate path 1B, which includes the segment L with a high density value d, as the set path 1A. Therefore, it is easy to achieve the averaging of the density of goods transport vehicles 3 existing in each segment L, and the possibility of frequent congestion in a specific segment L can be reduced.

[0086] Furthermore, in this embodiment, the segment cost LC of the current position segment L and the destination segment L within the segment L belonging to candidate path 1B is corrected. For example... Figure 14 As shown, for road segment L at the current location, the reference transit time and actual transit time are corrected based on the proportion of the downstream area (downstream area LL) of the destination within road segment L. That is, with a reference transit time of 5 seconds, an actual transit time of 20 seconds, and the downstream area LL at 40%, the reference transit time is corrected to 2 seconds and the actual transit time to 8 seconds. The goods transport vehicle 3 only considers other vehicles 3B located downstream of the current location within the target road segment LA as existing within the target road segment LA, adjusting the current value na accordingly, thereby correcting the value n. Furthermore, for road segment L at the destination, the reference transit time and actual transit time are corrected based on the proportion of the upstream area (upstream area LU) of the destination within road segment L. That is, given a baseline transit time of 5 seconds, an actual transit time of 20 seconds, and an upstream area LU of 60%, the baseline transit time is corrected to 3 seconds and the actual transit time to 12 seconds. The goods transport vehicle 3 only considers other vehicles 3B upstream of its current location within the target road segment LA as existing within the target road segment LA, thereby adjusting the current value na and correcting the value n. In this way, for both the current location road segment L and the destination road segment L, the corrected baseline transit time (baseline cost ST), actual transit time, and value n are used to correct the road segment cost LC.

[0087] That is, the control device H corrects the reference and actual transit times for the current location and the destination road segment L by setting the travel area coefficient k of vehicle 3C in the road segment L at the starting and ending points of the alternative path 1B. For example... Figure 14 As shown in the example, when the downstream area LL of the current location segment L is 40%, k is set to "k=0.4". When the upstream area LU of the destination segment L is 60%, k is set to "k=0.6". In other segments L, k=1. Therefore, it can be expressed as the following equation (13).

[0088]

[0089] In the above, regarding the future value nb within the value n, it was explained that since there may be cases where other vehicles 3B do not actually pass through the target road segment LA, this value may differ from the actual value. For example, the proportion of other vehicles 3B that actually pass through the target road segment LA is different between those that exist near the target road segment LA and those that exist far from the target road segment LA. The farther away an other vehicle 3B is from the target road segment LA, the lower its proportion of passing through the target road segment LA; the closer an other vehicle 3B is to the target road segment LA, the higher its proportion of passing through the target road segment LA. Since the current value na indicates the number of other vehicles 3B present in the target road segment LA at the current time point (the setting time point for executing path setting control #10), the weighting of each other vehicle 3B can be the same. However, regarding the future value nb, since it does not exist in the target road segment LA at the current time point, the weighting of each of the other vehicles 3B may also be different, for example, depending on the probability of its existence. Then, as such a weighting, in this embodiment, a separation adjustment value Vi is set as a value greater than 0 and less than 1. The following explains the separation adjustment value Vi.

[0090] Here, the time point of execution path setting control #10 is taken as the setting time point, and the value set according to the increase in the time required for target vehicle 3A to pass through target road segment LA for each of the other vehicles 3B present in target road segment LA is taken as the base other vehicle cost. The base other vehicle cost is equivalent to the aforementioned number-based increase time ΔTn. In addition, other vehicles 3B that are set to pass through target road segment LA on the set path 1A after the setting time point are taken as target other vehicles 3D. In path setting control #10, control device H calculates the adjusted other vehicle cost (ΔTn·Vi) for each of target other vehicles 3D, which is adjusted using the separation adjustment value Vi to adjust the base other vehicle cost, and calculates the variable cost DY based on the total of the adjusted other vehicle costs (DYb) for all target other vehicles 3D. The separation adjustment value Vi is a value that is set to decrease continuously or in stages as the separation index from the position of other vehicles 3D at a set time point to the object road segment LA increases. The separation index is at least one of the following: separation distance ND as the distance along the path, number of separated road segments NL as the number of road segments L, and number of separated nodes NN as the number of nodes N.

[0091] Table 1 below shows an example of a separation adjustment value Vi that is set to decrease in stages as the number of separated road segments NL increases. The setting reference value (=10) in the table is a reference value for reliability when counting future values ​​nb. Here, reliability has the property of being a value that simulates the proportion of other vehicles 3D actually passing through the target road segment LA. In this example, the method of rounding down to make the reliability an integer is shown, but it is also possible to use integer rounding, rounding down to the second decimal place, or using rounded decimal values. Furthermore, Table 1 shows a separation adjustment value Vi that is set in stages according to the number of separated road segments NL, but the same applies when the separation adjustment value Vi is set according to the separation distance ND and the number of separated nodes NN. Furthermore, Table 1 shows a method of setting the separation adjustment value Vi in stages, but it is also possible to set it continuously according to any one of the separation distance ND, the number of separated road segments NL, and the number of separated nodes NN. Furthermore, since there are nodes N between the road segment L where other vehicles in the object 3D are located and the next road segment L, the number of separated road segments NL and the number of separated nodes NN are essentially the same value. In addition, when using the separation distance ND as the separation index, the length of each road segment L is also considered.

[0092] Table 1

[0093] .

[0094] Figure 15 The location of the item transport vehicle 3 at the specified time point is shown, indicating the execution of path setting control #10 for the designated vehicle 3C. Figure 15 In the middle, as a candidate path 1B set by the vehicle 3C ( Figure 8 The second candidate path 1B2 of the vehicle 3C is set by the method of setting the target road segment LA in the method of setting the target other vehicle 3D of the setting path 1A, exemplified by the first target other vehicle 3D1 and the second target other vehicle 3D2. The second candidate path 1B2 of the vehicle 3C is set by 11 road segments L from the first road segment L1 to the eleventh road segment L11. The first target other vehicle 3D1 is set by setting the setting path 1A through the twelfth road segment L12, the thirteenth road segment L13, the third road segment L3 to the ninth road segment L9. The third road segment L3 to the eleventh road segment L11 is repeated with the second candidate path 1B2, which is equivalent to the target road segment LA in the candidate path 1B of the vehicle 3C. In addition, the second target other vehicle 3D2 is set by setting the setting path 1A through the fourth road segment L4, the fifth road segment L5, the fourteenth road segment L14, and the ninth road segment L9. The fourth segment L4, the fifth segment L5, and the ninth segment L9 overlap with the second alternative path 1B2, which is equivalent to the target segment LA in the alternative path 1B of the vehicle 3C.

[0095] Sections L5 and L9 are counted as future values ​​nb because both other vehicles (3D1 and 3D2) pass through them. Similarly, section L4 is also passed by both other vehicles (3D1 and 3D2), but at the current time (set time), other vehicle 3D2 is present. Therefore, other vehicle 3D2 is counted as the current value na in section L4, not the future value nb.

[0096] Table 2 shows the relationship between the target road segment LA on the candidate path 1B of the designated vehicle 3C and the number of separation road segments NL, which is one of the separation indicators among the target other vehicles 3D. Specifically, the boxes containing the numerical values ​​show the number of separation road segments NL for each of the first target other vehicle 3D1 and the second target other vehicle 3D2 in the target road segment LA on the candidate path 1B of the designated vehicle 3C, which is traversed by the first target other vehicle 3D1 or the second target other vehicle 3D2.

[0097] Table 2

[0098] .

[0099] Here, the separation adjustment value Vi and variable cost DY in the ninth segment L9, which is jointly traversed by the first target vehicle 3D1 and the second target vehicle 3D2, are considered. The twelfth segment L12 is the segment L where the first target vehicle 3D1 exists at a set time point. The segments L after the thirteenth segment L13 in the set path 1A (first target vehicle set path 1A1) of the first target vehicle 3D1 are segments L where the first target vehicle 3D1 is counted as a future value nb. The number of separated segments NL between the twelfth segment L12 and the thirteenth segment L13 is "1". The ninth segment L9 is the eighth segment L counting from the thirteenth segment L13 in the set path 1A of the first target vehicle 3D1. Therefore, the number of separated segments NL before the ninth segment L9 of the first target vehicle 3D1 is "8", as shown in Table 1, and the separation adjustment value Vi is "0.5".

[0100] Similarly, the ninth segment L9 is the third segment L counting from the fifth segment L5 in the set path 1A (second other vehicle set path 1A2) of the second object other vehicle 3D2. Therefore, the number of separation segments NL before the ninth segment L9 of the second object other vehicle 3D2 is "3", as shown in Table 1, and the separation adjustment value Vi is "1".

[0101] Here, when there are only 2 other vehicles 3D in the ninth segment L9 and the base other vehicle cost (number of vehicles due to time ΔTn) in the ninth segment L9 is "50", the adjusted other vehicle cost of the first other vehicle 3D1 and the second other vehicle 3D2 in the ninth segment L9 and the second variable cost DYb of the ninth segment L9 are the values ​​shown in Table 3 below.

[0102] Table 3

[0103] .

[0104] Without such adjustments, the future value nb is set to "2", therefore the second variable cost DYb is calculated to be "100". Furthermore, even with adjustments, for example, in the fifth segment L5, the number of separate segments NL for the first object other vehicle 3D1 and the second object other vehicle 3D2 is within the range of "1 to 5", and the separation adjustment value Vi is "1" for both. Therefore, the adjusted other vehicle cost for both the first object other vehicle 3D1 and the second object other vehicle 3D2 is "50", and the second variable cost DYb is calculated to be "100".

[0105] Furthermore, as illustrated above, the control device H calculates the adjusted costs of other vehicles for each object vehicle 3D by referring to Equation (7) and Table 3, and then sums them up to obtain the second variable cost DYb. However, the control device H can also obtain the second variable cost DYb by multiplying the adjusted future value nc (the number of object vehicles 3D adjusted according to the separate adjustment value Vi) by the base cost of other vehicles (the time ΔTn due to the increase in the number of vehicles). The adjusted future value nc is the second term in the numerator of Equation (10) above, which is expressed as Equation (14) below.

[0106] [Formula 3]

[0107]

[0108] In this case, the first object other vehicle 3D1 is counted as 0.5 (= 1 × 0.5), the second object other vehicle 3D2 is counted as 1 (= 1 × 1), and the future value nc is adjusted to "1.5". The second variable cost DYb is as shown in the following formula (15), which is "75", becoming the same result as the value shown in Table 3.

[0109]

[0110] Furthermore, equation (7) can also be calculated as shown in equation (16) below by replacing the number of other vehicles (the numerator of equation (10)) with the number of other vehicles. That is, the variable cost DY can also be set by multiplying the time ΔTn (baseline cost of other vehicles) of the number of other vehicles by the number of other vehicles.

[0111] [Formula 4]

[0112]

[0113] However, in the above, referring to Table 1, the separation adjustment value Vi is a value set according to dividing the entire range of possible values ​​for the separation index into multiple index divisions (a range of 1 to 5 separation segments, a range of 6 to 10, and a range of 11 or more). An example is given illustrating how it is set to decrease in stages as the range of values ​​for the separation index included in the index division increases. However, such index divisions may not be set. That is, the separation adjustment value Vi may also be set to decrease continuously as the value of the separation index increases.

[0114] As described above, the proportion of other vehicles 3B that actually pass through the target road segment LA differs between those located near the target road segment LA and those located far from it. The farther away an other vehicle 3B is from the target road segment LA, the lower its proportion of passing through LA; conversely, the closer an other vehicle 3B is to the target road segment LA, the higher its proportion of passing through LA. Therefore, the cost of adjusting other vehicles tends to approach the cost representing the actual impact of other vehicles 3B as the designated vehicle 3C approaches the target road segment LA. The control device H repeats the path setting control #10 at least every certain time interval. That is, the path setting is re-evaluated every certain time interval during the movement of the designated vehicle 3C. Therefore, for each road segment L in the set path, the accuracy of adjusting the cost of other vehicles as the target road segment LA for road segments L that will approach the designated vehicle 3C at each time point can be improved.

[0115] Based on the segment cost LC determined as described above, the control device H determines the path cost TC for each of the multiple candidate paths 1B. The path cost TC represents the estimated time required for the designated vehicle 3C to travel on the candidate path 1B. In this embodiment, the control device H determines the path cost TC of the candidate path 1B by adding the segment cost LC of each of all segments L belonging to the candidate path 1B to the node cost of each of all nodes N belonging to the candidate path 1B. Then, the control device H compares the path costs TC determined for each of the multiple candidate paths 1B and sets the candidate path 1B with the lowest path cost TC as the designated path 1A. This allows for appropriate consideration of the influence of other vehicles 3B present in the drivable path 1, increasing the likelihood that the path with the shortest time to reach the destination can be set as the designated path 1A under actual travel conditions.

[0116] [Other Implementation Methods]

[0117] Other embodiments will be described below. Furthermore, the structures of the embodiments described below are not limited to individual application, and can be combined with the structures of other embodiments as long as no contradictions arise.

[0118] (1) In the above, the structure of setting the base cost ST based on the actual travel time of the target vehicle 3A on the target road segment LA when there are no other vehicles 3B in the target road segment LA is described as an example. However, it is not limited to this structure. For example, it can also be configured to set the base cost ST based on the path length and shape of the target road segment LA without the target vehicle 3A actually traveling. Specifically, the ideal travel speed of the goods transport vehicle 3 at each position can be calculated based on the shape of the target road segment LA, the base travel time of the goods transport vehicle 3 on the target road segment LA can be calculated based on the travel speed at each position and the path length of the target road segment LA, and the base cost ST can be set based on the base travel time.

[0119] (2) In the above, the structure of setting a base cost ST for each of all road segments L belonging to the traversable path 1 before the control device H performs the initial path setting control has been described as an example. However, it is not limited to such a structure. For example, it is also preferable that after the transport of the item W begins in the transport equipment (after the operation begins), when there are no other vehicles 3B, the transport vehicle 3 travels on the target road segment LA, and obtains the transit time of the target road segment LA caused by the travel as the base transit time, and updates the base cost ST at any time.

[0120] (3) In the above, the structure of calculating the increase in the actual passage time of each of the other vehicles 3B by dividing the increase in the actual passage time relative to the reference passage time by the number shown in the count information when there are other vehicles 3B on the target road segment LA was described as an example. However, it is not limited to this structure. For example, it is also possible to calculate the increase in the number of vehicles 3B by the same method when there are no other vehicles 3B on the target road segment LA, and to calculate the increase in the number of vehicles 3B by dividing the increase by the number shown in the count information when the number shown in the count information is 1 or more, and to calculate the increase in the number of vehicles 3B by dividing the increase by the number shown in the count information when the number shown in the count information is 0, and to calculate the increase in the number of vehicles 3B by making the number shown in the count information 1 to avoid the denominator being 0. Alternatively, the increase in the number of vehicles 3B by the number shown in the count information plus 1 is always used to calculate the increase in the number of vehicles 3B by dividing the increase by that number.

[0121] (4) In the above, the structure of using the increase in the actual transit time of each of the other vehicles 3B relative to the reference transit time as the number-cause increase time ΔTn was described as an example. However, it is not limited to such a structure. For example, it is also preferable to configure it so that the number-cause increase time ΔTn is represented as a correlation graph or correlation formula between the increase in the actual transit time relative to the reference transit time and the number information. As a specific example, the horizontal axis is set to the number of other vehicles 3B, the vertical axis is set to the increase in the actual transit time relative to the reference transit time, and the correlation relationship between them is represented as a correlation graph or numerical table of linear or nonlinear relationships, or a correlation formula that expresses such a relationship numerically, which can also be used as the number-cause increase time ΔTn. When these structures are adopted, the number-cause increase time ΔTn can be set as a nonlinear correlation that indicates that the increase in the actual transit time gradually increases with the increase in the number, for example, 3 seconds when the number information shows 1, 8 seconds when it shows 2, 15 seconds when it shows 3, etc.

[0122] (5) The above description uses a structure that corrects the segment cost LC using the density value d as an example. However, it is not limited to this structure. For example, it may be configured so that the segment cost LC is not corrected using the density value d. Furthermore, for example, it may be configured to correct the segment cost LC using a value representing the path length of the target segment LA. In this case, for example, it may be configured to correct the segment cost LC in such a way that the segment cost LC decreases as the path length of the target segment LA increases. Alternatively, it may be configured to correct the segment cost LC using index values ​​other than these.

[0123] (6) As illustrated in equation (12), the density value d is multiplied by the variable cost DY (baseline variable cost DYr). However, when the density value d is large, the variable cost DY (baseline variable cost DYr) is sufficiently large relative to the base cost ST, and therefore, the influence of the base cost ST in the segment cost LC is relatively low. Therefore, the control device H can also use the value of the base cost (e.g., 10) plus the variable cost (e.g., 20) multiplied by the density value (e.g., 1.2) and the corrected value (e.g., 36) as the segment cost LC. That is, instead of equation (12), " ".

[0124] (7) In the above, the structure of adding the segment cost LC of the segment L belonging to the candidate path 1B to the node cost of the node N belonging to the candidate path 1B when determining the path cost TC of the candidate path 1B is described as an example. However, it is not limited to this structure. For example, it is also possible to configure it so that when determining the path cost TC of the candidate path 1B, the node cost is not considered. In this case, it is also preferable to configure the segment L as a whole where the node N is just a connection point C that does not have a path length and the path portion connecting a pair of adjacent connection points C is the whole.

[0125] (8) In the above, the structure of the control device H using the segment costs LC of all segments L belonging to the candidate path 1B to determine the path cost TC of the candidate path 1B was described as an example. However, it is not limited to such a structure. For example, it can also be configured to calculate the path cost TC based on the segment costs LC of the segment L where the current position of the set vehicle 3C is located and the segment costs LC of the segment L where the destination is located, which are part of the segment L of the candidate path 1B.

[0126] (9) In the above description, the structure for determining the segment cost LC for each of all segments L belonging to candidate path 1B was used as an example. However, the structure is not limited to this. For example, the control device H may be configured to determine the segment cost LC for each of the segments L belonging to candidate path 1B in order to determine the path cost TC, while accumulating the segment cost LC along candidate path 1B. In this case, it may also be configured such that if the accumulated value of segment cost LC exceeds a predetermined threshold during the accumulation of segment cost LC, it is determined that candidate path 1B is not a candidate for the set path 1A, and the calculation of subsequent segment cost LC is stopped. Furthermore, as the predetermined threshold, it is preferable to set it based on the distance from the current position to the destination.

[0127] (10) In the above, the structure of calculating the path cost TC for all candidate paths 1B when there are multiple candidate paths 1B was described as an example. However, it is not limited to such a structure. For example, among the multiple candidate paths 1B, a candidate path 1B whose overall path length is more than a specified multiple of the shortest candidate path 1B may be regarded as not a candidate for the set path 1A, and the path cost TC may not be calculated.

[0128] (11) In the above description, the structure of the position information S of the transport vehicle 3 being the position information S read from the detected object T was used as an example. However, it is not limited to this structure. It is also possible to configure the position information S of the transport vehicle 3 to include not only the position information read by the detected object T, but also the information of the distance traveled by the transport vehicle 3 from that position. In this configuration, the control device H can obtain the detailed position of the transport vehicle 3. Furthermore, if the transport vehicle 3 is equipped with other position detection devices such as GPS (Global Positioning System), it can also be configured to send the position information S obtained by the position detection device to the control device H.

[0129] (12) In the above description, the structure in which the goods transport vehicle 3 travels on the travel track 2 which is suspended from the ceiling was used as an example. However, it is not limited to this structure. For example, the goods transport vehicle 3 may also be configured to travel on the travel track 2 which is set up on the ground or in a state other than being suspended from the ceiling. In addition, the goods transport vehicle 3 may also be configured to travel directly on the ground or in a trackless state, such as not traveling on the travel track 2.

[0130] [Summary of Implementation Methods]

[0131] The following is a summary of the article transport equipment described above.

[0132] As one approach, a goods transport device includes: a plurality of goods transport vehicles that transport goods along a predetermined traversable path; and a control device for controlling the goods transport vehicles, wherein the traversable path has a plurality of nodes as points where the path branches or merges, and a plurality of road segments as path sections connecting a pair of the nodes; the control device performs path setting control, which sets a path, i.e., a set path, for one of the plurality of goods transport vehicles to travel to a destination on the traversable path based on a set road segment cost for each of the road segments. This includes a baseline cost and variable costs. Any of the goods transport vehicles passing through the described road segment is considered the target vehicle; the road segment traversed by the target vehicle is considered the target road segment; and other goods transport vehicles besides the target vehicle are considered other vehicles. The baseline cost is a value set based on a baseline passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the route setting control is executed is used as the setting time point. The cost is determined based on the cost of each of the other vehicles present on the target road segment and the time required for the target vehicle to pass through the target road segment. The value set based on the increase in required time is used as the baseline cost for other vehicles. Other vehicles that are scheduled to pass through the target road segment on the set path after the set time point are defined as target other vehicles. A separation adjustment value is set as a value that continuously or periodically decreases as the separation index from the target other vehicle's position at the set time point to the target road segment increases. The separation index is at least one of separation distance as the distance along the path, the number of separation road segments as the number of road segments, and the number of separation nodes as the number of nodes. In the path setting control, the control device, for the target... For each of the other vehicles, the adjusted other vehicle cost is calculated by adjusting the baseline other vehicle cost using the separation adjustment value. The variable cost is calculated based on the sum of the adjusted other vehicle costs for all the other vehicles. The segment cost is determined for each of the segments in the candidate path that is a candidate path from the position of the set vehicle at the set time point to the destination, based on the variable cost and the baseline cost. The path cost is calculated as the cost of the candidate path based on the segment cost. The set path is set based on the path cost of each of the candidate paths.

[0133] According to this structure, by defining other vehicles that will pass through the target road segment after a set time point as target "other vehicles," it is possible to calculate the variable cost that takes into account the influence of other vehicles when the set vehicle passes through the target road segment. This includes not only other vehicles present in the target road segment at the set time point but also other vehicles that will be present in the target road segment in the future. Here, by reflecting the baseline other vehicle cost of the target "other vehicles" in the variable cost, it is possible to calculate the variable cost that takes into account the state of the target road segment at time points before the set time point. However, as the position of the target "other vehicles" at the set time point moves further away from the target road segment, the probability that the set path of the target "other vehicles" will change to a path that does not pass through the target road segment due to changes in the conditions before the target "other vehicles" arrive at the target road segment gradually increases. According to this structure, the adjusted cost of other vehicles is calculated by adjusting the baseline cost of other vehicles using a separation adjustment value, and the variable cost is calculated based on the sum of the adjusted costs of all target other vehicles. The separation adjustment value is set to decrease as the separation index from the target other vehicle's position at a set time point to the target road segment increases. Therefore, it is possible to consider the possibility of future changes to the target other vehicles' designated routes to calculate a more appropriate variable cost. Thus, it is easier to increase the likelihood of selecting the route with the shortest time to reach the destination from multiple candidate routes as the designated route.

[0134] The various technical features of this goods transport equipment can also be applied to the path setting method or path setting program in the goods transport equipment, as well as the recording medium (computer-readable recording medium) on which the path setting program is recorded. Hereinafter, representative examples are shown. For instance, the path setting method can have various steps possessing the features of the aforementioned goods transport equipment. Furthermore, the path setting program and the storage medium storing the path setting program enable a computer control device to perform various functions possessing the features of the aforementioned goods transport equipment. Of course, these path setting methods, path setting programs, and recording media on which the path setting program is recorded can also function as the aforementioned goods transport equipment. Furthermore, as a preferred embodiment of the goods transport equipment, the various additional features shown below can also be incorporated into these path setting methods, path setting programs, and recording media, and the method, program, and recording medium can also function corresponding to each additional feature.

[0135] As a preferred embodiment, a path setting method, in a goods transport equipment comprising multiple goods transport vehicles that transport goods along a predetermined traversable path and a control device for controlling the goods transport vehicles, wherein the control device performs path setting control to set a path, i.e., a set path, for one of the multiple goods transport vehicles to travel to a destination on the traversable path, wherein the traversable path comprises multiple nodes as points where the path branches or merges, and multiple road segments as path sections connecting a pair of the nodes, wherein the road segment cost includes a base cost and a variable cost, and the cost is determined by the route. Any of the transport vehicles passing through the aforementioned road segment is designated as the target vehicle, the road segment traversed by the target vehicle is designated as the target road segment, and the transport vehicles other than the target vehicle are designated as other vehicles. The baseline cost is a value set based on a baseline passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the path setting control is executed is designated as the setting time point, and the value set based on the increase in the time required for the target vehicle to pass through the target road segment for each of the other vehicles present on the target road segment is designated as... The baseline cost for other vehicles is defined as follows: other vehicles that have traveled along the defined path of the target road segment after the defined time point are considered as target other vehicles. A separation adjustment value is set as a value that continuously or periodically decreases as the separation index from the target other vehicle's position at the defined time point to the target road segment increases. The separation index is at least one of separation distance (distance along the path), number of separation road segments (number of road segments), and number of separation nodes (number of nodes). The path setting method includes: calculating, for each of the target other vehicles, adjusting the cost using the separation adjustment value. The steps include: adjusting the cost of other vehicles based on the baseline cost of other vehicles; calculating the variable cost based on the total of the adjusted costs of other vehicles for all the other vehicles in the target vehicle; determining the segment cost of each segment in the candidate path based on the variable cost and the baseline cost, the candidate path being a candidate for the set path from the position of the set vehicle at the set time point to the destination; and calculating the path cost as the cost of the candidate path based on the segment cost and setting the set path based on the path cost of each of the candidate paths.

[0136] Furthermore, as a preferred embodiment, a path setting procedure is provided in a goods transport equipment comprising multiple goods transport vehicles that transport goods along a predetermined traversable path and a control device for controlling the goods transport vehicles. The control device performs path setting control to enable it to set a path for one of the multiple goods transport vehicles (i.e., a designated vehicle) to travel to a destination on the traversable path. The traversable path includes multiple nodes that serve as branching or merging points, and multiple road segments that connect pairs of nodes. The road segment cost includes a base cost. The variable cost is defined as follows: any of the goods transport vehicles passing through the road segment is considered the target vehicle; the road segment traversed by the target vehicle is considered the target road segment; and other goods transport vehicles besides the target vehicle are considered other vehicles. The baseline cost is a value set based on a baseline passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the route setting control is executed is used as the setting time point. The value set is based on the increase in the time required for the target vehicle to pass through the target road segment for each of the other vehicles present on the target road segment. Based on the cost of other vehicles, other vehicles that are set to pass through the target road segment on the set path after the set time point are defined as target other vehicles. A separation adjustment value is set to continuously or periodically decrease as the separation index from the position of the target other vehicle at the set time point to the target road segment increases. The separation index is at least one of the following: separation distance as the distance along the path, number of separation road segments as the number of road segments, and number of separation nodes as the number of nodes. The path setting procedure enables the control device to perform the following function: calculate the cost of using the target other vehicle for each of the target other vehicles. The function of adjusting the cost of other vehicles based on the baseline cost of other vehicles is as follows: the function of calculating the variable cost based on the total of the adjusted costs of other vehicles for all other vehicles; the function of determining the segment cost of each segment in the candidate path based on the variable cost and the baseline cost, the candidate path being a candidate for the set path from the position of the set vehicle at the set time point to the destination; and the function of calculating the path cost as the cost of the candidate path based on the segment cost and setting the set path based on the path cost of each of the candidate paths.

[0137] Furthermore, as a preferred embodiment, a storage medium recording a path setting program is a recording medium recording a path setting program. This path setting program, in a goods transport equipment comprising multiple goods transport vehicles that move along a predetermined traversable path and a control device for controlling the goods transport vehicles, causes the control device to perform path setting control. This enables the control device to set a path for one of the multiple goods transport vehicles, i.e., a designated vehicle, to travel to a destination on the traversable path, i.e., a path setting. The traversable path includes multiple nodes that serve as path branches or merging points, and road segments connecting pairs of these nodes. The route consists of multiple road segments, with the road segment cost including a base cost and a variable cost. Any goods transport vehicle passing through a road segment is designated as the target vehicle, the road segment traversed by the target vehicle is designated as the target road segment, and other goods transport vehicles besides the target vehicle are designated as other vehicles. The base cost is a value set based on a base passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the route setting control is executed is designated as the set time point. The cost is calculated based on the cost of each of the other vehicles present on the target road segment, and the cost of the target vehicle passing through the target road segment is determined accordingly. The value set based on the increase in time required for a segment is used as the baseline cost for other vehicles. Other vehicles that are scheduled to pass through the target road segment on the set path after the set time point are defined as target other vehicles. A separation adjustment value is set as a value that continuously or periodically decreases as the separation index from the target other vehicle's position at the set time point to the target road segment increases. The separation index is at least one of the following: separation distance as the distance along the path, the number of separation road segments as the number of road segments, and the number of separation nodes as the number of nodes. The path setting procedure enables the control device to perform the following function: for the target other vehicles... Each of the following functions is employed: calculating the adjusted other vehicle cost using the separation adjustment value to adjust the baseline other vehicle cost; calculating the variable cost based on the sum of the adjusted other vehicle costs for all the target other vehicles; determining the segment cost of each of the segments in the candidate path based on the variable cost and the baseline cost, the candidate path being a candidate for the set path from the position of the set vehicle at the set time point to the destination; and calculating the path cost as the cost of the candidate path based on the segment cost and setting the set path based on the path cost of each of the candidate paths.

[0138] Preferably, the control device calculates the number of other vehicles adjusted according to the separation adjustment value, and calculates the density value by dividing the number of other vehicles adjusted by the maximum value of the number of goods transport vehicles that may exist in the target road segment. In the route setting control, the road segment cost is corrected in such a way that the road segment cost increases as the density value increases.

[0139] According to this structure, the congestion level of a target road segment, corresponding to the maximum number of goods transport vehicles that may exist within that segment, can be reflected in the segment cost. Furthermore, the segment cost can be corrected in a manner where the segment cost increases with increasing density, making it difficult to set alternative routes that include segments with high density as designated routes. Therefore, it is easy to achieve an average density of goods transport vehicles in each segment, reducing the likelihood of frequent congestion in specific segments.

[0140] Furthermore, preferably, the separation adjustment value is a value set by dividing the entire range of possible values ​​of the separation index into multiple index divisions, and is set to decrease in stages as the range of values ​​of the separation index included in the index division increases.

[0141] Based on this structure, since the separation adjustment value is a phased value, it is possible to simplify the process of adjusting the cost of other vehicles.

[0142] Preferably, the actual passage time is the time required for the target vehicle to pass through the target road segment when other vehicles are present in the target road segment. The control device causes the target vehicle to travel multiple times on the target road segment when other vehicles are present. In each travel, the number of other vehicles present in the target road segment and the actual passage time are obtained. The benchmark other vehicle cost is set based on the increase in the actual passage time relative to the benchmark passage time and the correlation between the number of other vehicles and the number of other vehicles.

[0143] The actual time required for a vehicle to pass through a target road segment varies depending on the vehicle's speed or acceleration / deceleration on the target road segment, the speed or acceleration / deceleration of each of the other vehicles on the target road segment, the number of other vehicles, or the distance between them. According to this structure, when other vehicles are present on the target road segment, the vehicle travels on the target road segment multiple times, and the number of vehicles and the actual passage time are obtained for each trip. This allows for the acquisition of information showing the relationship between the number of vehicles and the actual passage time under various conditions. Then, by calculating the increase in the number of vehicles based on the correlation between the increase in actual passage time relative to the baseline passage time and the number of vehicles obtained from this information, the baseline cost of other vehicles (the increase in passage time corresponding to the number of vehicles in the target road segment) can be calculated, taking into account various conditions.

[0144] Furthermore, preferably, the control device sets the baseline other vehicle cost based on the increase in the actual transit time of each of the other vehicles, calculated by dividing the increase in the actual transit time relative to the baseline transit time by the number shown in the count information.

[0145] According to this structure, since the baseline cost of other vehicles is a value showing the increase in the actual transit time of each other vehicle, the variable cost can be calculated based on the value obtained by multiplying the baseline cost of other vehicles by the number of vehicles. Therefore, the calculation of variable costs can be performed easily.

[0146] Furthermore, preferably, each of the plurality of transport vehicles sends location information indicating its own position to the control device, which stores the location information received from each of the plurality of transport vehicles in a time-related manner in a storage unit, and obtains the number information and the actual transit time based on the position of each of the transport vehicles at each time point determined from the information stored in the storage unit.

[0147] It is common for transport vehicles to have the function of sending location information to a control device. In addition, it is common for control devices to have the function of managing time or a storage unit for storing information. According to this structure, by utilizing the function of sending the location information of the transport vehicle to the control device, the function of managing the time of the control device, and the storage unit, it is possible to obtain the quantity information and the actual transit time without adding new functions to the transport vehicle or the control device.

[0148] Furthermore, preferably, the control device obtains the number of vehicles and the actual passage time from the number information and the actual passage time used in the setting of the benchmark other vehicle cost, excluding the travel of the target vehicles that have experienced malfunctions, and obtains the number of vehicles and the actual passage time from the travel of the target vehicles on the target road segment whose travel is restricted due to malfunctions.

[0149] When a vehicle's passage through a road segment is hindered by abnormal stops of other vehicles or obstacles, or when the vehicle stops or slows down abnormally, the actual passage time of the vehicle through the road segment increases significantly. That is, when such information on the number of such vehicles and their actual passage times is used to set the baseline cost for other vehicles, the baseline cost for other vehicles is set to a larger value than it should be. According to this structure, such information on the number of vehicles and their actual passage times are excluded from the data used in setting the baseline cost for other vehicles; therefore, a more appropriate baseline cost for other vehicles can be set.

[0150] Furthermore, preferably, the control device repeats the path setting control at least at regular intervals.

[0151] Adjusting the cost of other vehicles tends to approach the target road segment as the designated vehicle approaches it, thus reflecting the actual impact of other vehicles. When route setting control is repeatedly executed at regular intervals, the route setting is re-evaluated midway through the designated vehicle's journey. Therefore, for each road segment in the set path, the accuracy of adjusting the cost of other vehicles as the target road segment that will approach the designated vehicle at each time point can be improved. As a result, route setting can be performed with greater precision, taking into account the impact of other vehicles.

[0152] Explanation of reference numerals in the attached figures

[0153] 1: Feasible Path

[0154] 1A: Set path

[0155] 1B: Alternative Path

[0156] 3: Goods transport vehicle

[0157] 3A: Object vehicle

[0158] 3B: Other vehicles

[0159] 3C: Setting up the car

[0160] 3D: Other vehicles

[0161] 22: Storage Department

[0162] 100: Goods conveying equipment

[0163] DY: Variable Costs

[0164] H: Control device

[0165] L: Road section

[0166] LA: Target Road Section

[0167] LC: Road segment cost

[0168] N: Node

[0169] ND: Separation distance

[0170] NL: Number of separated road segments

[0171] NN: Number of separate nodes

[0172] NP: Number of separated road segments

[0173] S: Location information

[0174] ST: Baseline Cost

[0175] TC: Path Cost

[0176] Vi: Separation Adjustment Value

[0177] W: Items

[0178] Z: Maximum value

[0179] d: Density value

[0180] n: numbers

[0181] na: The current value

[0182] nb: The future number of values ​​(the number of other cars in the object).

[0183] nc: Adjust the next value

[0184] ΔTn: The time of increase in the number of vehicles (based on the cost of other vehicles).

Claims

1. A goods conveying device, comprising: a plurality of goods conveying vehicles that move along a predetermined traversable path to convey goods, and a control device for controlling the goods conveying vehicles, characterized in that, The feasible paths each have multiple nodes that serve as branching or merging points, and multiple road segments that connect a pair of the nodes. The control device performs path setting control, which sets a path, i.e., a set path, for one of the multiple goods transport vehicles to travel to its destination on the travelable path based on the set road segment cost for each of the road segments. The cost of the road segment includes base cost and variable cost. Any of the goods transport vehicles passing through the aforementioned road segment is designated as the target vehicle, the road segment traversed by the target vehicle is designated as the target road segment, and the goods transport vehicles other than the target vehicle are designated as other vehicles. The baseline cost is a value set based on a baseline passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the path setting control is executed is used as the setting time point. The base other vehicle cost will be a value determined by the increase in the time required for the target vehicle to traverse the target road segment, based on the number of other vehicles present on the target road segment. Other vehicles that are scheduled to pass through the target road segment via the specified route after the specified time point are defined as the target other vehicles. The separation adjustment value will be set as a value that continuously or periodically decreases as the separation index from the position of other vehicles of the object at the set time point to the object road segment increases. The separation index is at least one of the following: separation distance as the distance along the path, number of separated road segments as the number of road segments, and number of separated nodes as the number of nodes. In the route setting control, the control device calculates, for each of the target other vehicles, the adjusted other vehicle cost, which adjusts the baseline other vehicle cost using the separation adjustment value; calculates the variable cost based on the total of the adjusted other vehicle costs for all the target other vehicles; determines the segment cost for each of the road segments in the candidate path based on the variable cost and the baseline cost; the candidate path becomes a candidate for the set path from the position of the set vehicle at the set time point to the destination; calculates the path cost as the cost of the candidate path based on the road segment cost; and sets the set path based on the path cost of each of the candidate paths.

2. The goods conveying equipment according to claim 1, wherein, The control device calculates the number of other vehicles adjusted according to the separation adjustment value, and calculates the density value by dividing the number of other vehicles adjusted by the maximum value of the number of goods transport vehicles that may exist in the target road segment. In the route setting control, the road segment cost is corrected in a way that the road segment cost increases as the density value increases.

3. The goods conveying equipment according to claim 1 or 2, wherein, The separation adjustment value is a value set by dividing the entire range of possible values ​​of the separation index into multiple index divisions, and is set to decrease in stages as the range of values ​​of the separation index included in the index division increases.

4. The goods conveying equipment according to claim 1 or 2, wherein, The actual passage time is defined as the time required for the target vehicle to pass through the target road segment when other vehicles are present in the target road segment, given the actual travel conditions of the target vehicle on the target road segment. The control device causes the target vehicle to travel multiple times on the target road segment when other vehicles are present in the target road segment. During each journey, the device obtains the number of other vehicles and the actual passage time. The number of other vehicles indicates the number of other vehicles present in the target road segment. The baseline cost of other vehicles is set based on the correlation between the increase in the actual passage time relative to the baseline passage time and the number of other vehicles.

5. The goods conveying equipment according to claim 4, wherein, The control device sets the baseline other vehicle cost based on the increase in the actual transit time of each of the other vehicles, calculated by dividing the increase in the actual transit time relative to the baseline transit time by the number of items shown in the number information.

6. The goods conveying equipment according to claim 4, wherein, Each of the plurality of the transport vehicles will send location information, indicating its own position, to the control device. The control device stores the location information received from each of the plurality of the item transport vehicles in a storage unit in association with time, and obtains the number information and the actual transit time based on the position of each of the item transport vehicles at each point in time, calculated from the information stored in the storage unit.

7. The goods conveying equipment according to claim 4, wherein, The control device obtains the number of vehicles and the actual passage time from the number information and the actual passage time used in the setting of the benchmark other vehicle cost, excluding the movement of the target vehicles that have experienced malfunctions, and the number of vehicles and the actual passage time obtained from the movement of the target vehicles on the target road segment whose movement is restricted due to malfunctions.

8. The goods conveying equipment according to claim 1 or 2, wherein, The control device repeats the path setting control at least every certain period of time.

9. A path setting method, in a goods transport equipment comprising a plurality of goods transport vehicles that transport goods along a predetermined travelable path and a control device for controlling the goods transport vehicles, wherein the control device performs path setting control to set a path, i.e., a set vehicle, for one of the plurality of goods transport vehicles to travel to a destination on the travelable path, characterized in that, The feasible paths each have multiple nodes that serve as branching or merging points, and multiple road segments that connect a pair of the nodes. The cost for each road segment in the aforementioned road segment includes a base cost and a variable cost. Any of the goods transport vehicles passing through the aforementioned road segment is designated as the target vehicle, the road segment traversed by the target vehicle is designated as the target road segment, and the goods transport vehicles other than the target vehicle are designated as other vehicles. The baseline cost is a value set based on a baseline passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the path setting control is executed is used as the setting time point. The base other vehicle cost will be a value determined by the increase in the time required for the target vehicle to traverse the target road segment, based on the number of other vehicles present on the target road segment. Other vehicles that are scheduled to pass through the target road segment via the specified route after the specified time point are defined as the target other vehicles. The separation adjustment value will be set as a value that continuously or periodically decreases as the separation index from the position of other vehicles of the object at the set time point to the object road segment increases. The separation index is at least one of the following: separation distance as the distance along the path, number of separated road segments as the number of road segments, and number of separated nodes as the number of nodes. The path setting method includes: The steps for determining the adjusted cost of other vehicles for each of the other vehicles in the object, which uses the separation adjustment value to adjust the cost of the baseline other vehicles; The step of calculating the variable cost based on the total of the adjustment costs for all other vehicles of the aforementioned objects; The step of determining the segment cost of each of the segments in the candidate path based on the variable cost and the baseline cost, wherein the candidate path becomes a candidate for the set path from the position of the set vehicle at the set time point to the destination; as well as The steps are as follows: to calculate the path cost as the cost of the candidate path based on the road segment cost, and to set the set path based on the path cost of each of the candidate paths.

10. A path setting program, in a goods transport equipment comprising a plurality of goods transport vehicles that transport goods along a predetermined traversable path and a control device for controlling the goods transport vehicles, wherein the control device performs path setting control to enable the control device to set a path for one of the plurality of goods transport vehicles, i.e., a set vehicle, to travel to a destination on the traversable path, i.e., a set path, characterized in that, The feasible paths each have multiple nodes that serve as branching or merging points, and multiple road segments that connect a pair of the nodes. The cost for each road segment in the aforementioned road segment includes a base cost and a variable cost. Any of the goods transport vehicles passing through the aforementioned road segment is designated as the target vehicle, the road segment traversed by the target vehicle is designated as the target road segment, and the goods transport vehicles other than the target vehicle are designated as other vehicles. The baseline cost is a value set based on a baseline passage time, which is the time required for the target vehicle to pass through the target road segment when no other vehicles are present. The time point at which the path setting control is executed is used as the setting time point. The base other vehicle cost will be a value determined by the increase in the time required for the target vehicle to traverse the target road segment, based on the number of other vehicles present on the target road segment. Other vehicles that are scheduled to pass through the target road segment via the specified route after the specified time point are defined as the target other vehicles. The separation adjustment value will be set as a value that continuously or periodically decreases as the separation index from the position of other vehicles of the object at the set time point to the object road segment increases. The separation index is at least one of the following: separation distance as the distance along the path, number of separated road segments as the number of road segments, and number of separated nodes as the number of nodes. The path setting program enables the control device to perform the following functions: For each of the other vehicles in the object, calculate the function of adjusting the cost of the other vehicle by using the separation adjustment value to adjust the cost of the benchmark other vehicle; The function of calculating the variable cost based on the total of the adjustment costs for all other vehicles of the aforementioned objects; The function of determining the segment cost of each of the segments in the candidate path based on the variable cost and the baseline cost, the candidate path becoming a candidate for the set path from the position of the set vehicle at the set time point to the destination; as well as The path cost is calculated based on the road segment cost, which serves as the cost of the candidate path, and the function of the set path is set based on the path cost of each of the candidate paths.

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