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

Abstract

A reference cost and a variable cost are included in a link cost used to set a set path (1A) for causing a set vehicle (3C) to travel to a destination on a travelable path (1). A control device calculates an adjusted variable cost in which the variable cost is adjusted using a priority adjustment value set to increase as a priority to reach the destination as soon as possible decreases, decides a link cost in each of links (L) in a candidate path (1B) that is a candidate for the set path (1A) of the set vehicle (3C) based on the adjusted variable cost and the reference cost, calculates a path cost that is a cost of the candidate path (1B) based on the link cost, 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 serve as alternatives to the set path from the current position of the goods transport vehicle to its destination. In this case, the control device, for example, considers setting the candidate path with the shortest path length or the shortest required time to reach the destination as the set path in the path setting control. On the other hand, in many cases, multiple goods transport vehicles are traveling in a goods transport device. Among the travel destinations of each goods transport vehicle, there are various destinations with varying priorities for the goods transport device, from high to low. When the set path of each goods transport vehicle is set using a uniform setting standard, it is possible that a goods transport vehicle with a lower priority is set to a shorter set path or a set path with a shorter required time than a goods transport vehicle with a higher priority. This can be a major cause of reduced overall operating efficiency of the goods transport device.

[0004] Therefore, it is desirable to provide a technology that can appropriately set a set path from multiple candidate paths so that a high-priority transport vehicle can easily and early reach its destination by taking the most efficient path.

[0005] The aforementioned goods transport equipment comprises: a plurality of goods transport vehicles that transport goods along a predetermined traversable path; and a control device for controlling the goods transport vehicles. The traversable path includes a plurality of nodes serving as branching or merging points, and a plurality of road segments connecting a pair of the nodes. The control device performs path setting control, which sets a path (i.e., a designated vehicle) 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. The road segment cost includes a base cost and a variable cost. Any goods transport vehicle passing through the road segment is designated as a target vehicle, the road segment passed by the target vehicle is designated as a target road segment, and the goods transport vehicles other than 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 path setting control is executed is designated as a set time point. The control device, in the route setting control, calculates the variable cost based on the number of other vehicles and the cost of those other vehicles, calculates the adjusted variable cost using the priority adjustment value corresponding to the travel purpose of the set vehicle, determines the segment cost of each segment in the candidate path from the set vehicle's position at the set time point to the destination based on the adjusted variable cost and the baseline cost, calculates the path cost of each segment in the candidate path, calculates the path cost as the cost of the candidate path based on the segment cost, sets the set path based on the path cost of each of the candidate paths.

[0006] According to this structure, adjustments are made based on the intended destination of the transport vehicle, in a way that increases the cost of adjustment as the priority of arriving at the destination earlier decreases. Therefore, for transport vehicles with low-priority destinations, the cost of using alternative routes through potentially congested sections of road with many other vehicles is higher than that of transport vehicles with high-priority destinations. Consequently, by avoiding potentially congested sections of road for transport vehicles with low-priority destinations, it is easier to reduce the actual congestion on those sections. As a result, it is easier to increase the flexibility in setting routes for transport vehicles with high-priority destinations. Therefore, it is possible to appropriately set the intended route from multiple alternative routes so that transport vehicles with high-priority destinations can preferentially use efficient routes to easily and early reach their destination.

[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, i.e., a set vehicle, to travel to a destination on the traversable path, wherein the traversable path has multiple nodes as path branches or merging points, and multiple road segments as path portions connecting pairs of the nodes, wherein the set road segment cost for each of the road segments includes a base cost and a variable cost, wherein any goods transport vehicle passing through the road segment is designated as a target vehicle, the road segment passed by the target vehicle is designated as a target road segment, and the goods transport vehicles other than the target vehicle are designated as other vehicles, wherein the base cost is a value set based on a base passage time, the base passage time being the time required for the target vehicle to pass through the target road segment when no other vehicles are present in the target road segment, the time point at which the path setting control is executed is designated as the set time point, and the cost is determined based on the cost of the target road segment. The route setting method comprises: a value set by the increase in time required for the target vehicle to traverse the target road segment for each of the other vehicles on the segment, which is considered as the other vehicle cost; a value set according to the travel purpose of the goods transport vehicle and increasing continuously or in stages as the priority of arriving at the destination earlier decreases, which is considered as the target other vehicle; a value set according to the travel purpose of the goods transport vehicle and increasing continuously or in stages, which is considered as the priority of arriving at the destination earlier; a step of: calculating the variable cost based on the number of target other vehicles and the cost of the other vehicles; calculating the adjusted variable cost by adjusting the variable cost using the priority adjustment value corresponding to the travel purpose of the target vehicle; determining the segment cost of each of the road segments in the candidate path based on the adjusted variable cost and the baseline cost, the candidate path being a candidate for the set path from the position of the target vehicle at the set time point to the destination; 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 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 set path. The traversable path includes multiple nodes that serve as path branches or merging points, and multiple path sections that connect pairs of the nodes. The road segment, in the set road segment cost for each of the road segments, includes a base cost and a 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 are considered 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 used as the set time point, and the cost is determined based on the costs existing in the target road segment. The route setting procedure enables the control device to perform the following functions: First, it calculates the variable cost based on the number of other vehicles and their costs. Second, it calculates the adjusted variable cost by adjusting the variable cost using the priority adjustment value corresponding to the travel purpose of the target vehicle. Third, it determines the segment cost of each segment in the candidate route based on the adjusted variable cost and the baseline cost, the candidate route being a candidate for the target route from the position of the target vehicle at the set time point to the destination. Fourth, it calculates the path cost as the cost of the candidate route based on the segment cost. Fifth, it sets the target route based on the path cost of each of the candidate routes.

[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 under actual travel conditions;

[0023] Figure 13 This 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 2and 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; a main body 12 located below the traveling track 2 and suspended from the traveling section 11; and a power receiving section 90 that receives drive power supplied non-contactly from a power supply line 20 arranged along the travelable path 1. 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 4As shown, the power supply line 20 is supported by each of a pair of track sections 2A constituting the travel track 2 and is arranged along the travel path 1 (travel track 2). In this embodiment, the power supply line 20 is arranged on both sides of the power receiving unit 90 in a direction perpendicular to the horizontal direction and the extension direction of the travel path 1 (travel track 2). In this embodiment, the power receiving unit 90 uses a wireless power supply technology called HID (High Efficiency Inductive Power Distribution Technology) to supply driving power to the transport vehicle 3. Specifically, a high-frequency current is flowed through the power supply line 20, which serves as an induction line, generating a magnetic field around the power supply line 20. The power receiving unit 90 is configured to have a pickup coil 91, inducing an AC voltage in the pickup coil 91 through electromagnetic induction from the magnetic field. The power receiving unit 90 has a power receiving circuit (not shown) with a full-wave rectifier circuit and a smoothing capacitor to rectify the induced AC voltage into a DC voltage.

[0033] When a single system supplies power to the entire area of ​​the material handling equipment 100, power loss can sometimes increase, or in the power supply line 20 or the power supply device PW supplying power to the power supply line 20 (see reference). Figure 1 In the event of a fault in ( ), voltage drops or power outages occur throughout the entire area. Therefore, if Figure 1 As shown, in this embodiment, the travel path 1 in the goods transport device 100 is divided into multiple power supply zones E. An upper limit number is set in each power supply zone E, and power is supplied to the goods transport vehicles 3 within each power supply zone E that are below the upper limit number. The control device H controls the movement of the goods transport vehicles 3 so that the number of goods transport vehicles 3 in each power supply zone E is below the upper limit number set in each power supply zone E.

[0034] Furthermore, in Figure 1 For simplicity, a power supply region E is shown in one of the sub-paths 5, but in this embodiment, a power supply region E is set for each sub-path 5. Furthermore, also for simplicity, an example is shown where a power supply device PW is provided in the power supply region E set in the sub-path 5; however, each power supply region E has at least one power supply device PW.

[0035] like Figure 5 As 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 (refer to...) arranged along the travel path 1. Figure 2 and Figure 4The 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043]

[0044] 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.

[0045] 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 restarted midway through the movement of the designated vehicle 3C, allowing for more precise consideration of the impact of other vehicles 3B in the path setting.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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 "cost of other vehicles".

[0052] 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.

[0053] 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).

[0054] 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.

[0055] 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.

[0056] However, in this embodiment, the control device H excludes the number information and actual passage time obtained from the movement of the faulty target vehicle 3A, and the number information and actual passage time obtained from the movement of the target vehicle 3A through the target road segment LA whose movement is restricted due to a fault, from the number information and actual passage time used in setting the number increase time ΔTn (cost of other vehicles). When the target vehicle 3A is hindered from passing through the target road segment LA due to abnormal stopping of other vehicles 3B or obstacles while passing through the target road segment LA, or when the target vehicle 3A stops or decelerates abnormally, the actual passage time of the target 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 (cost of other vehicles), the cost of other vehicles 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 cost of other vehicles, a more appropriate cost of other vehicles can be set.

[0057] 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.

[0058]

[0059] 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. Thus, the variable cost DY becomes an indicator of the increase in the actual transit time of target road segments LA, which is expected to increase along with the increase in the number of other vehicles 3B considered to exist in target road segments 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 candidate path 1B, which becomes a candidate for the set path 1A from the current position of the set vehicle 3C to its destination.

[0060] 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.

[0061] 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.

[0062]

[0063] 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 consider other vehicles 3B that are determined not to exist 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.

[0064] 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.

[0065] 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.

[0066]

[0067] 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.

[0068] 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.

[0069]

[0070] Furthermore, preferably, the control device H identifies other vehicles 3B that are traveling ahead of the designated vehicle 3C at the same time as the designated vehicle 3C as target other vehicles 3D, based on the arrival time of the designated vehicle 3C at the target road segment LA and the arrival times of other vehicles 3B at the target road segment LA. The arrival time of the designated vehicle 3C at the target road segment LA is estimated based on the path from the position of the designated vehicle 3C at the set time point to the target road segment LA, and the arrival time of the other vehicles 3B at the target road segment LA is estimated based on the path from the position of the other vehicles 3B at the set time point to the target road segment LA. The other vehicles 3B traveling ahead of the designated vehicle 3C at the same time as the designated vehicle 3C have a significant impact on the movement of the designated vehicle 3C. By defining the target vehicle 3A based on the positional relationship between the designated vehicle 3C and other vehicles 3B in the target road segment LA, the set path 1A can be set more appropriately.

[0071] However, when calculating the positional relationship between the designated vehicle 3C and other vehicles 3B in the target road segment LA for all target road segments LA and all other vehicles 3B (other vehicles 3B that can become target vehicle 3A), there is a possibility of increased computational load. Therefore, as mentioned above, the target vehicle 3A can also be set regardless of the positional relationship between the designated vehicle 3C and other vehicles 3B in the target road segment LA.

[0072] However, the purpose of each transport vehicle 3 is different. For example, as shown above... Figure 6 In the first travel control #2, the transport vehicle 3 is moved to the position corresponding to the transfer object location 15 of the transport source. In the second travel control #5, the transport vehicle 3 is moved to the position corresponding to the transfer object location 15 of the transport source. That is, the travel purpose of the set path 1A set by the first path setting control #1 is different from the travel purpose of the set path 1A set by the second path setting control #4.

[0073] Furthermore, as described above, the article conveying equipment 100 includes multiple article handling devices P and multiple storage units R. The article conveying equipment 100 of this embodiment is, for example, a semiconductor manufacturing equipment. Each article handling device P is a production apparatus that performs various manufacturing processes on a semiconductor substrate and serves as the place of use for the article W to be conveyed. Furthermore, the storage unit R serves as a storage unit for semiconductor substrates as materials, or for semiconductors in the process of manufacturing (semiconductor substrates that have undergone several processing steps), and serves as a storage location for the article W to be conveyed. Therefore, the article handling devices P and storage units R are included in the conveying source, and the article handling devices P and storage units R are also included in the conveying destination.

[0074] In the article transport equipment 100, which is a semiconductor manufacturing device, the transport efficiency of article W affects the production efficiency of the semiconductor device. That is, to improve the production efficiency of the semiconductor device, improving the transport efficiency of article W is preferable. In other words, from the viewpoint of the operating rate of the article handling device P, it is undesirable for article W to remain in the article handling device P for an extended period; it is preferable to quickly transport article W to and retrieve article W from the article handling device P. Therefore, for example, it is preferable to use the article handling device P as the transport source compared to using the storage unit R as the transport source, and it is preferable to use the article handling device P as the transport destination compared to using the storage unit R as the transport destination.

[0075] Therefore, in this embodiment, even for the same target road segment LA, the road segment cost LC is higher for the vehicle 3C with a lower priority destination compared to the vehicle 3C with a higher priority destination, making it difficult to determine the path including the target road segment LA as the designated path 1A in the vehicle 3C with a lower priority destination. That is, the control device H sets a priority adjustment value Y, which is a value set according to the destination of the goods transport vehicle 3 and is set to increase continuously or in stages as the priority of arriving at the destination as early as possible decreases. Moreover, in the above-mentioned path setting control #10, the control device H adjusts the variable cost DY based on the priority adjustment value Y corresponding to the destination of the designated vehicle 3C and calculates the adjustment variable cost DYc. The road segment cost LC changes from the above equation (1) to the following equation (7).

[0076]

[0077] Control device H takes the time point of executing path setting control #10 as the set time point, and determines the segment cost LC of each of the segments L in the candidate path 1B from the position of the set vehicle 3C at the set time point to the destination based on the adjustment variable cost DYc and the base cost ST. Then, control device H calculates the path cost TC, which is the cost of the candidate path 1B, based on the segment cost LC, and sets the set path 1A based on the path cost TC of each of the candidate paths 1B.

[0078] However, the purpose of travel is not limited to the purpose of transporting item W as described above, but also includes "avoidance travel" to ensure that transport vehicles 3 not transporting item W do not obstruct the travel of other transport vehicles 3. That is, avoidance travel is travel toward a destination set to make way for other transport vehicles 3. From the perspective of other transport vehicles 3 transporting item W, this is a travel that drives out the transport vehicle 3, sometimes also called "driving out travel". Of course, the purpose of travel is lower than that of transporting item W. Here, the travel of transporting item W is referred to as "transportation-related travel" which is travel toward a destination set to receive or transfer item W. The priority adjustment value Y for avoidance travel is set higher than the priority adjustment value Y for transport-related travel.

[0079] Furthermore, as described above, it is preferable that the case where the transport source is the item handling device P, rather than the case where the transport source is the storage unit R, is preferred; and it is also preferable that the case where the transport destination is the item handling device P, rather than the case where the transport destination is the storage unit R, is preferred. Here, travel to the place of use of item W (e.g., item handling device P) as the destination is referred to as "first transport-related travel," and travel to the storage place of item W (e.g., storage unit R) as the destination is referred to as "second transport-related travel." In this embodiment, when the travel destination includes both first and second transport-related travel, the priority adjustment value Y for the second transport-related travel is set to be greater than the priority adjustment value Y for the first transport-related travel.

[0080] Furthermore, the travel objectives include travel for handing over item W (handover travel) and travel for receiving item W (receiving travel). Moreover, for each destination, there are separate handover and receiving travel. That is, there are handover and receiving travel in a first transport-related travel where the destination is the place of use, and there are handover and receiving travel in a second transport-related travel where the destination is the storage location. Specifically, the travel objectives include a "first handover travel" that travels towards the place of use of item W for handing over item W, a "first receiving travel" that travels towards the place of use of item W for receiving item W, a "second handover travel" that travels towards the storage location of item W for handing over item W, and a "second receiving travel" that travels towards the storage location of item W for receiving item W. In addition, the travel objectives also include a "retreat travel" that travels towards a destination set to make way for other item transport vehicles 3.

[0081] Furthermore, among these five travel objectives, the priority adjustment value Y is set to be the lowest for "First Handover Travel" and the highest for "Backoff Travel". Specifically, the priority adjustment value Y is set to increase in the order of "First Handover Travel", "First Receiving Travel", "Second Handover Travel", "Second Receiving Travel", and "Backoff Travel". That is, the priority adjustment value Y is set to be larger as it goes down in Table 1 below. For example, when the priority adjustment value Y for "First Handover Travel", which has the lowest value, is set to "1", the value in "First Receiving Travel" can be set to "1.5", the value in "Second Handover Travel" can be set to "2", the value in "Second Receiving Travel" can be set to "2.5", and the value in "Backoff Travel" can be set to "3-4".

[0082] Table 1

[0083]

[0084] The above example illustrates how the priority adjustment value Y increases in the order of "first handover march," "first receiving march," "second handover march," "second receiving march," and "retreat march." However, as shown in Table 1, for example, the priority adjustment value Y for "first handover march" and "first receiving march" can also be the same. Similarly, the priority adjustment value Y for "second handover march" and "second receiving march" can also be the same. Furthermore, although the example is omitted, the priority adjustment value Y can be such that the value of "first receiving march" is greater than the value of "first handover march," the value of "second receiving march" is greater than the value of "second handover march," and the values ​​of "first receiving march" and "second handover march" are the same. That is, the priority adjustment value Y can also be set to a value greater than or equal to the previous marching target value in the order of "first handover march," "first receiving march," "second handover march," and "second receiving march." Furthermore, even in this case, the priority adjustment value Y is set to a value that is greater than the backoff travel than the transport associated travel (first handover travel, first receiving travel, second handover travel, second receiving travel).

[0085] Furthermore, the priority adjustment value Y can be set as a phased value, such as "1", "1.5", "2", "2.5", or "4", as exemplified above, or it can be further multiplied by a coefficient corresponding to the item processing device P or storage unit R that becomes the destination to set a continuous value. For example, if a priority based on the manufacturing process is assigned to the item processing device P that becomes the destination, the priority adjustment value Y exemplified above can be multiplied by the priority based on the manufacturing process as the final priority adjustment value Y. Specifically, if there are a first item processing device P and a second item processing device P as the first destination for receiving, and the priority of the first item processing device P is "0.8" and the priority of the second item processing device P is "1.1", the priority adjustment value Y for the first item processing device P as the destination can be set to "0.8" and the priority adjustment value Y for the second item processing device P as the destination can be set to "1.1".

[0086] Thus, in this embodiment where the variable cost DY is adjusted using the priority adjustment value Y to calculate the segment cost LC, the control device H designates other vehicles 3B that have already been set to pass through the target segment via a set path 1A as target other vehicles 3D. Since a set path 1A is set for each goods transport vehicle 3, the segment L, which is included in the set path 1A of other vehicles 3B and in the candidate path 1B of the set vehicle 3C, can be set as the target segment LA through a relatively simple process.

[0087] Furthermore, the designated path 1A for each transport vehicle 3 may be changed during the period when the transport vehicle 3 travels along the designated path 1A, depending on the usage of the travelable path 1. Therefore, it is not impossible to designate a road segment L not included in the designated path 1A of other vehicles 3B as the target road segment LA. For example, a road segment L that is included in the top 3 shortest paths in the candidate paths 1B of other vehicles 3B and is also included in the candidate path 1B of the designated vehicle 3C can also be designated as the target road segment LA.

[0088] Furthermore, in this embodiment, the control device H further corrects the variable cost DY (adjusts the variable cost DYc) using the density value d. In the route setting control #10, the control device H corrects the segment cost LC in such a way that the segment cost LC increases as the density value d increases. Here, as shown in equation (8) below, the density value d is the value obtained by dividing the number of values ​​n by the maximum value Z of the number of goods transport vehicles 3 that may exist in the target segment LA. As shown in equation (9) below, the segment cost LC is corrected by correcting the variable cost DY (adjusting the variable cost DYc) using the density value d.

[0089]

[0090] 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.

[0091] Then, for example, when the baseline cost ST is set to "10", the variable cost DY (adjusted variable cost DYr) is set to "20", and the density value d is set to "1.2", as shown in equation (9), 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", i.e., "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 in a way that the segment cost LC increases 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.

[0092] 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 an average 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.

[0093] Regarding the density value d, the priority adjustment value Y can also be considered. The control device H calculates the adjusted density value dc of the density value d by adjusting the priority adjustment value Y corresponding to the travel purpose of the set vehicle 3C (refer to the following formula (10)).

[0094]

[0095] When formula (10) is expanded, the numerator is equivalent to adjusting the number of values ​​n according to the priority adjustment value Y (adjusting the number of values). In other words, the adjustment density value dc is the value obtained by dividing the number of values ​​by the maximum value Z of the number of goods transport vehicles 3 that may exist in the target road segment LA. That is, the road segment cost LC in the target road segment LA is adjusted by adjusting the number of goods transport vehicles 3 (other vehicles 3B) that are considered to exist in the target road segment LA.

[0096] 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 14As 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.

[0097] 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%, it is set to "k=0.4", and when the upstream area LU of the destination segment L is 60%, it is set to "k=0.6". In other segments L, "k=1". Therefore, it can be expressed as the following equation (11). Of course, the variable cost DY in equation (11) can be either the adjusted variable cost DYc after adjusting with the priority adjustment value Y, or it can be further adjusted using the density value d (or the adjusted density value dc).

[0098]

[0099] The following are specific examples. Figure 15An example of the relationship between multiple candidate paths 1B of the designated vehicle 3C and the designated path 1A (object other vehicle path 1Aa) of the target other vehicle 3D is shown. Among the multiple candidate paths 1B, the first candidate path 1B1 is a path through the first road segment L1 and the second road segment L2. The second candidate path 1B2 is a path through the third road segment L3, the fourth road segment L4, and the fifth road segment L5. Furthermore, both the first candidate path 1B1 and the second candidate path 1B2 are paths through the sixth road segment L6. The third candidate path 1B3 is a path through the third road segment L3, the seventh road segment L7, the eighth road segment L8, the ninth road segment L9, and the tenth road segment L10. Here, the second road segment L2 and the sixth road segment L6 are road segments L included in the object other vehicle path 1Aa, which is the designated path 1A of the target other vehicle 3D, and are equivalent to the target road segment LA in the path setting control #10 of the designated vehicle 3C. Furthermore, the travel purpose of the target other vehicle 3D is the aforementioned first handover travel, which is the highest priority travel purpose. On the other hand, setting the purpose of vehicle 3C as avoiding obstacles is the lowest priority purpose of travel.

[0100] When calculating the segment cost LC of the second segment L2, which is the target segment LA in the first alternative path 1B1, the control device H sets, for example, "4" as the priority adjustment value Y for retreat travel and adjusts the variable cost DY of the second segment L2. Furthermore, in the first alternative path 1B1, the sixth segment L6, which is the next segment L after the second segment L2, is also the target segment LA. When calculating the segment cost LC of the sixth segment L6, the control device H also sets "4" as the priority adjustment value Y and adjusts the variable cost DY of the sixth segment L6. As a result, when the path cost TC of the first alternative path 1B1 increases, and the path cost TC is higher than that of the second alternative path 1B2, which is a detour path relative to the first alternative path 1B1, the control device H is more likely to set the second alternative path 1B2 as the set path 1A of the set vehicle 3C.

[0101] However, the second candidate path 1B2 also includes the sixth road segment L6, which is the target road segment LA. On the other hand, the third candidate path 1B3, which is a more circuitous path than the second candidate path 1B2, does not include the target road segment LA, and the road segment cost LC does not increase due to the priority adjustment value Y. Therefore, compared with the second candidate path 1B2, the third candidate path 1B3 sometimes has a smaller path cost TC. In this case, the third candidate path 1B3 is set as the set path 1A of the set vehicle 3C. In this way, by adjusting the variable cost DY using the priority adjustment value Y, the number of transport vehicles 3 traveling on the path (road segment L) traversed by other target vehicles 3D with higher priority corresponding to the travel purpose can be suppressed, thereby reducing the possibility of hindering the travel of other target vehicles 3D.

[0102] Furthermore, as described above, the control device H repeatedly executes the path setting control #10 at least every certain period of time. Therefore, for example, even if the segment cost LC of the sixth segment L6, which is the target segment LA, becomes high due to the priority adjustment value Y, and the third candidate path 1B3 is temporarily set as the set path 1A, there is still a possibility that other target vehicles 3D may pass through the sixth segment L6 and become no longer the target segment LA. In this case, if the set vehicle 3C is traveling on the eighth segment L8 and the ninth segment L9, it is possible to choose a path that passes through the eleventh segment L11 and the fifth segment L5 to the sixth segment L6 instead of the tenth segment L10. Moreover, if the segment cost LC of the sixth segment L6 decreases because it is no longer the target segment LA, the path that passes through the sixth segment L6 via the eleventh segment L11 can be set as the set path 1A, instead of setting the third candidate path 1B3 as the set path 1A.

[0103] However, as described above, in the goods transport equipment 100, a power supply line 20 for supplying power to the goods transport vehicle 3 is provided along the travelable path 1, and the travelable path 1 is divided into multiple power supply zones E. In each power supply zone E, an upper limit number is set for each zone, thus enabling power supply to goods transport vehicles 3 within each power supply zone E up to the upper limit number within that zone. The control device H can apply different weights when calculating the segment cost LC of the road segment L belonging to different power supply zones E, as follows.

[0104] Here, one of the multiple power supply areas E is designated as the target power supply area. When the number of other vehicles 3B considered to exist in the target power supply area becomes greater than the upper limit of the area in the target power supply area, the control device H performs a power supply area correction process. Specifically, in the route setting control #10, the control device H performs a power supply area correction process that corrects the segment cost LC of the road segment L included in the target power supply area to be higher than the segment cost LC of the road segment L not included in the target power supply area. For example, the area correction coefficient is set to "Ek", and the segment cost LC is corrected as shown in the following formula (12).

[0105]

[0106] Furthermore, although omitted for simplicity, the right side of equation (12) can also be a value adjusted using density value d or travel area coefficient k, etc. Thus, equation (12) illustrates how the area correction coefficient Ek adjusts the overall segment cost LC (base cost ST and variable cost DY). However, similar to the priority adjustment value Y or density value d, as shown in equation (13) below, the area correction coefficient Ek can also adjust the variable cost DY. Of course, in this case, it can also be used in conjunction with other adjustments using density value d or travel area coefficient k, etc.

[0107]

[0108] 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.

[0109] [Other Implementation Methods]

[0110] 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.

[0111] (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.

[0112] (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.

[0113] (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.

[0114] (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.

[0115] (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.

[0116] (6) As illustrated in equation (9), the density value d is multiplied by the variable cost DY. However, when the density value d is large, the variable cost DY 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 (9), " ".

[0117] (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.

[0118] (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.

[0119] (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.

[0120] (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.

[0121] (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.

[0122] (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.

[0123] [Summary of Implementation Methods]

[0124] The following is a summary of the article transport equipment described above.

[0125] As one method, 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 part of the path connecting a pair of the nodes; the control device performs path setting control, which sets a path, i.e., a set vehicle, 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; the road segment cost includes a base cost and a variable cost; any goods transport vehicle passing through the road segment is designated as a target vehicle; the road segment passed by the target vehicle is designated as a target road segment; and the goods transport vehicles other than 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; and the time point at which the path setting control is executed is designated as a set time point. The control device, in the route setting control, calculates the variable cost based on the number of other vehicles and the cost of those other vehicles, calculates the adjusted variable cost using the priority adjustment value corresponding to the travel purpose of the set vehicle, determines the segment cost of each segment in the candidate path from the set vehicle's position at the set time point to the destination based on the adjusted variable cost and the base cost, calculates the path cost of each segment in the candidate path, calculates the path cost as the cost of the candidate path based on the segment cost, and sets the set path based on the path cost of each candidate path.

[0126] According to this structure, adjustments are made based on the intended destination of the transport vehicle, in a way that increases the cost of adjustment as the priority of arriving at the destination earlier decreases. Therefore, for transport vehicles with low-priority destinations, the cost of using alternative routes through potentially congested sections of road with many other vehicles is higher than that of transport vehicles with high-priority destinations. Consequently, by avoiding potentially congested sections of road for transport vehicles with low-priority destinations, it is easier to reduce the actual congestion on those sections. As a result, it is easier to increase the flexibility in setting routes for transport vehicles with high-priority destinations. Therefore, it is possible to appropriately set the intended route from multiple alternative routes so that transport vehicles with high-priority destinations can preferentially use efficient routes to easily and early reach their destination.

[0127] 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 storage media, and the method, program, and recording medium can also function corresponding to each additional feature.

[0128] 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, i.e., a set vehicle, to travel to a destination on the traversable path, wherein the traversable path has multiple nodes as path branches or merging points, and multiple road segments as path portions connecting pairs of the nodes, wherein the set road segment cost for each of the road segments includes a base cost and a variable cost, wherein any goods transport vehicle passing through the road segment is designated as a target vehicle, the road segment passed by the target vehicle is designated as a target road segment, and the goods transport vehicles other than the target vehicle are designated as other vehicles, wherein the base cost is a value set based on a base passage time, the base passage time being the time required for the target vehicle to pass through the target road segment when no other vehicles are present in the target road segment, the time point at which the path setting control is executed is designated as the set time point, and the cost is determined based on the cost of the target road segment. The route setting method comprises: a value set by the increase in time required for the target vehicle to traverse the target road segment for each of the other vehicles on the segment, which is considered as the other vehicle cost; a value set according to the travel purpose of the goods transport vehicle and increasing continuously or in stages as the priority of arriving at the destination earlier decreases, which is considered as the target other vehicle; a value set according to the travel purpose of the goods transport vehicle and increasing continuously or in stages, which is considered as the priority of arriving at the destination earlier; a step of: calculating the variable cost based on the number of target other vehicles and the cost of the other vehicles; calculating the adjusted variable cost by adjusting the variable cost using the priority adjustment value corresponding to the travel purpose of the target vehicle; determining the segment cost of each of the road segments in the candidate path based on the adjusted variable cost and the baseline cost, the candidate path being a candidate for the set path from the position of the target vehicle at the set time point to the destination; 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.

[0129] 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 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 set path. The traversable path includes multiple nodes that serve as path branches or merging points, and multiple path sections that connect pairs of the nodes. The road segment, in the set road segment cost for each of the road segments, includes a base cost and a 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 are considered 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 used as the set time point, and the cost is determined based on the costs existing in the target road segment. The route setting procedure enables the control device to perform the following functions: First, it calculates the variable cost based on the number of other vehicles and their costs. Second, it calculates the adjusted variable cost by adjusting the variable cost using the priority adjustment value corresponding to the travel purpose of the target vehicle. Third, it determines the segment cost of each segment in the candidate route based on the adjusted variable cost and the baseline cost, the candidate route being a candidate for the target route from the position of the target vehicle at the set time point to the destination. Fourth, it calculates the path cost as the cost of the candidate route based on the segment cost. Fifth, it sets the target route based on the path cost of each of the candidate routes.

[0130] Furthermore, as a preferred embodiment, a storage medium storing a path setting program is provided. This path setting program, in a goods transport device 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 set path. The traversable path includes multiple nodes serving as branching or merging points, and nodes connecting a pair of... The path portion of the node comprises multiple road segments. The cost for each road segment includes a base cost and a variable cost. Any transport vehicle passing through the 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 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 path setting control is executed is designated as the set time point. The route setting procedure enables the control device to perform the following functions: First, it calculates the variable cost based on the number of other vehicles and their costs. Second, it calculates the adjusted variable cost by adjusting the variable cost using the priority adjustment value corresponding to the travel purpose of the vehicle. Third, it determines the segment cost of each road segment in the candidate path based on the adjusted variable cost and the baseline cost, the candidate path being a candidate for the set path from the position of the vehicle at the set time point to the destination. Fourth, it calculates the path cost as the cost of the candidate path based on the segment cost. Fifth, it sets the set path based on the path cost of each of the candidate paths.

[0131] Preferably, the travel purpose includes: a transport-related travel toward the destination set for receiving or handing over the items, and a retreat travel toward the destination set for giving way to other item transport vehicles, wherein the priority adjustment value for the retreat travel is set to be greater than the priority adjustment value for the transport-related travel.

[0132] Generally, compared to transport-related travel, the necessity for retreat travel (not transporting items) to reach the destination as early as possible is lower. That is, retreat travel has a lower priority in reaching the destination as early as transport-related travel. According to this structure, by avoiding routes that might be congested for transport vehicles traveling to catch up with other items, it is easier to reduce the actual congestion on potentially congested routes. As a result, it is easier to increase the freedom in setting the routes for transport vehicles traveling to be transported. Therefore, it is possible to allow transport vehicles traveling to be transported to prioritize efficient routes and easily reach their destination as early as possible.

[0133] Furthermore, preferably, the travel destination includes: a first transport-related travel where the destination is the place of use of the item, and a second transport-related travel where the destination is the place of storage of the item, wherein the priority adjustment value for the second transport-related travel is set to be greater than the priority adjustment value for the first transport-related travel.

[0134] Generally, the need to reach the destination as early as possible when traveling towards the place where the goods are used is lower than the need to travel towards the place where the goods are stored. That is, the priority of reaching the destination as early as possible when traveling towards the place where the goods are stored is lower than the priority of traveling towards the place where the goods are used. According to this structure, it is easy to reduce the actual congestion of potentially congested sections of the road by avoiding routes that may be congested for the goods transport vehicle traveling towards the storage location. As a result, it is easy to increase the degree of freedom in setting the route of the goods transport vehicle traveling towards the place where the goods are used. Therefore, it is possible to make the goods transport vehicle traveling towards the first transport location, which should have higher priority, reach its destination as early as possible by taking the most efficient route.

[0135] Furthermore, preferably, the travel purpose includes: a first handover travel, which travels towards the place of use of the items for the purpose of handing over the items; a first receiving travel, which travels towards the place of use of the items for the purpose of receiving the items; a second handover travel, which travels towards the place of storage of the items for the purpose of handing over the items; a second receiving travel, which travels towards the place of storage of the items for the purpose of receiving the items; and a retreat travel, which travels towards the destination set to make way for other item transport vehicles, wherein the priority adjustment value is set to increase as the recorded order changes.

[0136] According to this structure, the variable cost can be appropriately adjusted based on the destination of the vehicle, so that the variable cost adjustment increases as the priority of arriving at the destination as early as possible decreases. That is, the destination path can be more appropriately set from multiple alternative paths so that the goods transport vehicle with a high-priority destination can take the most efficient path and arrive at the destination as early as possible.

[0137] Furthermore, preferably, the control device refers to other vehicles that have passed through the target road segment and have already been set to the set path as the target other vehicles.

[0138] Because a set path is set for a goods transport vehicle, it is possible to set road segments that are included in the set paths of other vehicles and in the candidate paths of the set vehicle as target road segments through relatively simple processing.

[0139] Furthermore, preferably, the control device identifies other vehicles traveling ahead of the designated vehicle at the same time as the designated vehicle as the target other vehicles, based on the arrival time of the designated vehicle to the target road segment and the arrival time of other vehicles to the target road segment. The arrival time of the designated vehicle to the target road segment is estimated based on the path from the location of the designated vehicle at the set time point to the target road segment, and the arrival time of other vehicles to the target road segment is estimated based on the path from the location of other vehicles at the set time point to the target road segment.

[0140] According to this structure, other vehicles that are more likely to actually affect the movement of the designated vehicle can be appropriately designated as other target vehicles.

[0141] Furthermore, preferably, the control device calculates the density value by dividing the number of other vehicles in the target area by the maximum number of the goods transport vehicles that may exist in the target road segment, and calculates an adjusted density value that adjusts the density value using the priority adjustment value corresponding to the travel purpose of the set vehicle. 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.

[0142] According to this structure, the congestion level of a target road segment can be reflected in the road segment cost, corresponding to the maximum number of goods transport vehicles that may exist within that segment. That is, the road segment cost can be corrected in a way that increases with increasing density, thus making it difficult to set alternative routes, including segments with high density, as the designated routes, reducing the likelihood of frequent congestion in specific road segments. Furthermore, in this structure, the road segment cost can be corrected in a way that increases with increasing adjusted density value after priority adjustment, thus making it less likely that a low-priority vehicle destined for an earlier destination will choose a route through that road segment as the designated route. As a result, the likelihood of congestion in that road segment is reduced, allowing high-priority goods transport vehicles to easily reach their destination earlier by prioritizing efficient routes.

[0143] Furthermore, preferably, a power supply line for supplying power to the transport vehicles is provided along the travelable path, and an upper limit number of each power supply zone is set according to dividing the travelable path into multiple zones, so that power can be supplied to the transport vehicles in each of the power supply zones up to the upper limit number of the zone. The control device takes one of the multiple power supply zones as the target power supply zone. When the number of other vehicles considered to exist in the target power supply zone becomes greater than the upper limit number of the zone in the target power supply zone, the path setting control performs a power supply zone correction process to correct the path cost of the road segment included in the target power supply zone to be higher than the path cost of the road segment not included in the target power supply zone.

[0144] According to this structure, when the number of transport vehicles within a power supply area may exceed the number of vehicles that can be powered, the likelihood of setting a path through that power supply area can be reduced. When the number of transport vehicles within a power supply area reaches the number of vehicles that can be powered, the following situation occurs: entry into that power supply area is restricted, and the transport vehicles stop slightly ahead of the power supply area without entering it. However, according to this structure, when the number of other vehicles considered to exist within the target power supply area exceeds the upper limit of that target power supply area, a power supply area correction process is performed to increase the segment cost of the road segment within the target power supply area. Therefore, as described above, the likelihood of transport vehicles being restricted from entering the power supply area can be reduced. As a result, transport vehicles with high-priority travel purposes can be prioritized to take efficient paths and easily reach their destinations as early as possible.

[0145] Explanation of reference numerals in the attached figures

[0146] 1: Feasible Path

[0147] 1A: Set path

[0148] 1B: Alternative Path

[0149] 3: Goods transport vehicle

[0150] 3A: Object vehicle

[0151] 3B: Other vehicles

[0152] 3C: Setting up the car

[0153] 3D: Other vehicles

[0154] 20: Power supply line

[0155] 100: Goods conveying equipment

[0156] DY: Variable Costs

[0157] DYc: Adjust variable costs

[0158] E: Power supply area

[0159] H: Control device

[0160] L: Road section

[0161] LA: Target Road Section

[0162] LC: Road segment cost

[0163] N: Node

[0164] P: Article handling device (the place where articles are used)

[0165] R: Storage Department (the place where items are stored)

[0166] ST: Baseline Cost

[0167] TC: Path Cost

[0168] W: Items

[0169] Y: Priority adjustment value

[0170] Z: Maximum value (the maximum number of goods transport vehicles that may exist within the road segment)

[0171] d: Density value

[0172] dc: Adjust density value

[0173] ΔTn: The number of times the time increases (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 cost of other vehicles is defined as the increase in the time required for the target vehicle to traverse the target road segment, based on the amount of time required for each of the other vehicles present on the target road segment. Other vehicles that are considered to exist in the target road segment will be considered as other vehicles in the target segment. The priority adjustment value is set according to the destination of the transport vehicle and increases continuously or in stages as the priority of arriving at the destination earlier decreases. In the route setting control, the control device calculates the variable cost based on the number of other vehicles and the cost of those other vehicles, calculates the adjusted variable cost by adjusting the variable cost using the priority adjustment value corresponding to the travel destination of the set vehicle, determines the segment cost of each of the segments in the candidate routes of the set route from the position of the set vehicle at the set time point to the destination based on the adjusted variable cost and the base cost, calculates the route cost as the cost of the candidate route based on the segment cost, and sets the set route based on the route cost of each of the candidate routes.

2. The goods conveying equipment according to claim 1, wherein, The stated travel objectives include: transport-related travel toward a destination set for receiving or transferring the items, and retreat travel toward a destination set for making way for other item transport vehicles. The priority adjustment value for the retreat movement is set to be greater than the priority adjustment value for the transport-related movement.

3. The goods conveying equipment according to claim 1 or 2, wherein, The stated travel destinations include: a first transport-related journey where the destination is the place of use of the item, and a second transport-related journey where the destination is the place of storage of the item. The priority adjustment value for the second transport associated movement is set to be greater than the priority adjustment value for the first transport associated movement.

4. The goods conveying equipment according to claim 1 or 2, wherein, The stated purpose of travel includes: The first handover procession proceeds with the destination being the place where the items are used, in order to hand over the items. The first receiving procession travels towards the place where the item is used in order to receive the item; The second handover procession proceeds with the storage location of the items as its destination for the purpose of handing over the items. The second receiving route travels towards the location where the article is stored, in order to receive the article; and It proceeds in a retreating manner, heading towards the destination set out to make way for other transport vehicles. The priority adjustment value is set to increase as the order of recording changes.

5. The goods conveying equipment according to claim 1 or 2, wherein, The control device will identify other vehicles that have passed through the target road segment and have been assigned the set path as the target other vehicles.

6. The goods conveying equipment according to claim 1 or 2, wherein, The control device identifies other vehicles traveling ahead of the designated vehicle at the same time as the designated vehicle as the target other vehicles based on the arrival time of the designated vehicle to the target road segment and the arrival time of other vehicles to the target road segment. The arrival time of the designated vehicle to the target road segment is estimated based on the path from the location of the designated vehicle at the set time point to the target road segment, and the arrival time of other vehicles to the target road segment is estimated based on the path from the location of other vehicles at the set time point to the target road segment.

7. The goods conveying equipment according to claim 1 or 2, wherein, The control device calculates the density value by dividing the number of other vehicles in the target area by the maximum number of the goods transport vehicles that may exist in the target road segment. It then calculates an adjusted density value that adjusts the density value using the priority adjustment value corresponding to the travel purpose of the set vehicle. 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.

8. The goods conveying equipment according to claim 1 or 2, wherein, A power supply line for supplying power to the goods transport vehicle is provided along the travelable path. The feasible path is divided into multiple power supply zones, each with an upper limit number of zones. This configuration enables the supply of power to the transport vehicles within each of the power supply zones up to the upper limit number within that zone. The control device takes one of the multiple power supply areas as the target power supply area. When the number of other vehicles considered to exist in the target power supply area becomes greater than the upper limit number of the area in the target power supply area, the route setting control performs a power supply area correction process to correct the road segment cost of the road segment included in the target power supply area to be higher than the road segment cost of the road segment not included in the target power supply area.

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 cost of other vehicles is defined as the increase in the time required for the target vehicle to traverse the target road segment, based on the amount of time required for each of the other vehicles present on the target road segment. Other vehicles that are considered to exist in the target road segment will be considered as other vehicles in the target segment. The priority adjustment value is set according to the destination of the transport vehicle and increases continuously or in stages as the priority of arriving at the destination earlier decreases. The path setting method includes: The step of calculating the variable cost based on the number of other vehicles in the object and the cost of the other vehicles; The step of determining the adjusted variable cost by adjusting the variable cost using the priority adjustment value corresponding to the travel purpose of the set vehicle; The step of determining the segment cost of each of the segments in the candidate path based on the adjusted 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; The step of calculating the path cost as the cost of the candidate path based on the road segment cost; as well as The step of setting the set path based on the path cost of each of the candidate paths.

10. A program product including a path setting procedure, in a goods transport equipment having a plurality of goods transport vehicles that move 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 cost of other vehicles is defined as the increase in the time required for the target vehicle to traverse the target road segment, based on the amount of time required for each of the other vehicles present on the target road segment. Other vehicles that are considered to exist in the target road segment will be considered as other vehicles in the target segment. The priority adjustment value is set according to the destination of the transport vehicle and increases continuously or in stages as the priority of arriving at the destination earlier decreases. The path setting program enables the control device to perform the following functions: The function of calculating the variable cost based on the number of other vehicles in the object and the cost of the other vehicles; The function of determining the adjustment variable cost by adjusting the variable cost using the priority adjustment value corresponding to the travel purpose of the set vehicle; The function of determining the segment cost of each of the segments in the candidate path based on the adjusted 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; The function of calculating the path cost as the cost of the candidate path based on the road segment cost; as well as The function of the selected path is set based on the path cost of each of the candidate paths.

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