Moving body control system

Abstract

The invention relates to a mobile body control system. A mobile body control system includes a plurality of types of mobile bodies and a control device capable of instructing a travel path to each of the mobile bodies. The control device includes a communication unit, a moving body information acquisition unit, a map information acquisition unit, a vehicle schedule acquisition unit, a travel characteristic acquisition unit, and a route calculation unit. The map information acquisition unit acquires map information indicating a route on which a moving body can travel. The vehicle schedule acquisition unit determines vehicle schedule information including destination information of each moving body on the basis of the current position information and the map information. The travel characteristic acquisition unit acquires, as characteristic information for each moving body, parameters that differ for each type of moving body. The route calculation unit calculates a travel route to the destination for each of the moving bodies on the basis of the vehicle schedule information and the characteristic information, and transmits the corresponding travel route to each of the moving bodies via the communication unit.

Description

TECHNICAL FIELD

[0001] The present application relates to a mobile body control system. BACKGROUND

[0002] The information processing device described in Patent Literature 1 performs a process of acquiring information related to the structure of a real space such as a floor, a wall, and a ceiling, and a process of configuring a virtual space based on the structure of the real space. In addition, the information processing device acquires information such as the position, the speed, and the acceleration of a mobile body in the real space over time. The information processing device performs a process of calculating the position of each mobile body after a unit time as information of a change in the track based on the acquired information. Furthermore, the information processing device transmits the calculated information of the change in the track and an instruction of a change in the track based on the information of the change in the track to the mobile body in the real space.

[0003] Patent Literature 1: International Publication No. 2019 / 131557

[0004] The information processing device described in Patent Literature 1 assumes that all of the plurality of mobile bodies controlled by the information processing device are of the same kind. Therefore, in Patent Literature 1, there is no study on what kind of structure is preferable in order to control a plurality of kinds of mobile bodies having different control specifications and performance, and the like, by using the same information processing device. SUMMARY

[0005] To solve the above problem, the present application is a mobile body control system, comprising: a plurality of kinds of mobile bodies; and a control device capable of communicating with each of the mobile bodies, the control device comprising: a communication unit capable of communicating with each of the mobile bodies; a mobile body information acquisition unit that acquires current position information of each of the mobile bodies from the mobile body via the communication unit; a map information acquisition unit that acquires map information indicating a path on which the mobile bodies can travel; a vehicle dispatch acquisition unit that determines vehicle dispatch information including information of a destination of each of the mobile bodies based on the current position information and the map information; a travel characteristic acquisition unit that acquires parameters different for each kind of the mobile bodies as characteristic information of each of the mobile bodies; and a path calculation unit that calculates a travel path to the destination for each of the mobile bodies based on the vehicle dispatch information and each of the characteristic information, and transmits the corresponding travel path to each of the mobile bodies via the communication unit.

[0006] Further, the present application is a mobile body control system including: a plurality of types of mobile bodies; and a control device capable of communicating with each of the mobile bodies, a communication protocol of two or more of the mobile bodies being different in type, the control device including: a communication section capable of communicating with each of the mobile bodies; a mobile body information acquisition section that acquires current position information including a current position of each of the mobile bodies from each of the mobile bodies via the communication section; a map information acquisition section that acquires map information indicating a path on which the mobile bodies can travel; a vehicle dispatch acquisition section that determines vehicle dispatch information including information of a destination of each of the mobile bodies based on the current position information and the map information; and a path calculation section that calculates a travel path to the destination for each of the mobile bodies based on the vehicle dispatch information and transmits the corresponding travel path to each of the mobile bodies via the communication section, each of the mobile bodies converting communication data in a communication protocol defined by the mobile body itself into a communication protocol defined by the communication section.

[0007] According to the above structure, the control device can perform control of different types of mobile bodies. BRIEF DESCRIPTION OF DRAWINGS

[0008] Figure 1 is a diagram showing the overall structure of a mobile body control system in a first embodiment.

[0009] Figure 2 is a flowchart showing a series of processes of travel path control performed by a control device in the first embodiment.

[0010] Figure 3 is a diagram showing one example of a travel path of an automated guided vehicle in the first embodiment.

[0011] Figure 4 is a flowchart showing a series of processes of intersection control performed by a control device in the first embodiment.

[0012] Figure 5 is a diagram showing the overall structure of a mobile body control system in a second embodiment.

[0013] Figure 6 is a flowchart showing a series of processes of travel path control performed by a control device in the second embodiment.

[0014] Figure 7 is a diagram showing one example of a travel path of an automated guided vehicle in the second embodiment.

[0015] Figure 8 is a diagram showing the overall structure of a mobile body control system in a third embodiment.

[0016] Figure 9 is a flowchart showing a series of processes of travel path control performed by the control device in the third embodiment.

[0017] Figure 10 is a view showing one example of a travel path of the automated guided vehicle in the third embodiment.

[0018] Figure 11 is a view showing the overall structure of the mobile body control system in the modification example.

[0019] Figure 12 is a view showing the manner of intersection control in the modification example.

[0020] Figure 13 is a view showing the overall structure of the mobile body control system in the modification example.

[0021] Figure 14 is a view showing one example of a travel path of the automated guided vehicle in the modification example.

[0022] Figure 15 is a view showing one example of a travel path of the automated guided vehicle in the modification example.

[0023] Explanation of Reference Numerals

[0024] E…region; E1…first region; E2…second region; E3…third region; S…travel characteristic acquisition section; 10…mobile body control system; 20…automated guided vehicle; 30…relay; 40…access point; 50…control device; 51…communication section; 52…mobile body information acquisition section; 53…map information acquisition section; 54…vehicle dispatch acquisition section; 55…characteristic management section; 56…travel characteristic correction section; 57…path calculation section; 58…intersection control section; 59…congestion information calculation section; 60…power characteristic correction section; 61…power consumption calculation section; 70…task instruction device. DETAILED DESCRIPTION

[0025] Hereinafter, the first embodiment, the second embodiment, and the third embodiment of the mobile body control system will be described with reference to the drawings. In addition, the constituent elements are sometimes shown exaggerated in the drawings for easy understanding. The dimensional ratios of the constituent elements are sometimes different from the actual situation or the situation in other drawings.

[0026] (Regarding the First Embodiment)

[0027] <Overall Structure>

[0028] As Figure 1As shown, the mobile body control system 10 is provided with a plurality of automated guided vehicles 20, a repeater 30, an access point 40, a control device 50, and a task instruction device 70. The control device 50 and the task instruction device 70 are each configured as an independent computer, for example.

[0029] In the present embodiment, the automated guided vehicle 20 is an AGV (Automatic Guided Vehicle). The AGV is a vehicle that travels along a guide body such as a magnetic tape based on electric power. The automated guided vehicle 20 is capable of autonomous travel. Further, depending on the kind of the automated guided vehicle 20 employed, the loading and unloading of products can be autonomously performed. The automated guided vehicle 20 is one example of a mobile body. Further, in the present embodiment, the automated guided vehicle 20 is capable of traveling within a factory. The parameters of the automated guided vehicle 20 differ by kind. In other words, the automated guided vehicles 20 that differ in parameters are different kinds of automated guided vehicles 20. One example of the parameters is the maximum speed, the minimum speed, the acceleration at the time of acceleration, the acceleration at the time of deceleration, the turning speed, the operation time, and the like. In the present embodiment, the automated guided vehicles 20 are collectively referred to as the automated guided vehicles 20 when it is not necessary to distinguish the kinds of the different automated guided vehicles 20. Figure 1

[0030] The mobile body control system 10 includes a plurality of kinds of automated guided vehicles 20. In the present embodiment, the automated guided vehicles 20 are capable of traveling within a factory. The parameters of the automated guided vehicles 20 differ by kind. In other words, the automated guided vehicles 20 that differ in parameters are different kinds of automated guided vehicles 20. One example of the parameters is the maximum speed, the minimum speed, the acceleration at the time of acceleration, the acceleration at the time of deceleration, the turning speed, the operation time, and the like. In the present embodiment, the automated guided vehicles 20 are collectively referred to as the automated guided vehicles 20 when it is not necessary to distinguish the kinds of the different automated guided vehicles 20.

[0031] Although not shown, each of the automated guided vehicles 20 has a communication device. The communication device is capable of wireless communication in a manner prescribed by IEEE 801.11, for example. Specifically, the communication device of the automated guided vehicle 20 transmits a signal to the repeater 30 via the access point 40 provided within the factory. Further, in the following description, in the case of indicating the communication of the automated guided vehicle 20 and the control device 50, the description of the repeater 30 and the access point 40 on the communication path of the automated guided vehicle 20 and the control device 50 is sometimes omitted. In the present embodiment, the communication protocol differs by kind for each of the automated guided vehicles 20. That is, the kinds of the communication protocols of two or more of the plurality of automated guided vehicles 20 are different.

[0032] Each of the automated guided vehicles 20 is capable of acquiring current position information. Each of the automated guided vehicles 20 has an IC tag reading device. Further, each of the automated guided vehicles 20 is capable of acquiring the current position information by reading an IC tag provided in the factory. Each of the automated guided vehicles 20 transmits the acquired current position information to the control device 50.

[0033] A plurality of access points 40 are provided within the factory. Further, in the present embodiment, only one access point 40 is shown for the sake of representation. For example, as shown in FIG. 1, the access points 40 are provided at the corners of the factory. Figure 1 Figure 3 ​​As shown, the factory is divided into three areas E: Area E1, Area E2, and Area E3. Multiple IC tags, readable by the automated guided vehicle (AGV) 20, are installed within the factory. In other words, each IC tag corresponds to a specific location within the factory. For example, as... Figure 3 As shown, 20 IC tags are configured within the factory. Figure 3 In the example shown, the first area E1 contains IC tags 1 to 8. The second area E2 contains IC tags 9 to 16. The third area E3 contains IC tags 17 to 20. Furthermore, one access point 40 is configured in each area E.

[0034] like Figure 1 As shown, the repeater 30 can communicate with the control device 50 and each automated transport machine 20. The repeater 30 can convert the communication protocol specified by the control device 50 and the communication protocol specified in the communication protocols of each automated transport machine 20. In other words, the repeater 30 converts the communication data in the communication protocol specified by the control device 50 into other types of communication protocols specified by each automated transport machine 20.

[0035] Specifically, the repeater 30 has a conversion table that converts the communication protocol specified by the control device 50 and the communication protocols specified in the communication devices of each automated transport machine 20. For example, when the repeater 30 receives an instruction from the control device 50 to perform a specific action on the automated transport machine 20, it uses the conversion table to convert the instruction into a communication protocol that the communication device of the automated transport machine 20 can receive. Furthermore, the repeater 30 has at least a conversion table corresponding to the types of communication protocols used by the control device 50 and the automated transport machine 20. For example, the repeater 30 can perform mutual conversion between communication protocols used for serial communication, socket communication, PLC / register communication, IoT communication, digital I / O, etc.

[0036] The task instruction device 70 and the control device 50 can be configured as a circuit including one or more processors that execute various processes according to a computer program (software). Alternatively, the task instruction device 70 and the control device 50 can also be configured as one or more special-purpose hardware circuits, such as application-specific integrated circuits (ASICs), or a combination thereof, that execute at least a portion of the various processes. The processor includes a CPU and memories such as RAM and ROM. The memories store program code or instructions configured to cause the CPU to execute processes. Memory, or computer-readable medium, includes all media accessible by a general-purpose or special-purpose computer. The task instruction device 70 and the control device 50 have the function of controlling the various parts of the device.

[0037] The task instruction device 70 stores task information. The task information indicates a destination of the automated guided vehicle 20 and a time at which the destination should be reached. The destination of the automated guided vehicle 20 herein is, for example, a loading place into which the automated guided vehicle 20 loads a cargo, an unloading place from which the automated guided vehicle 20 unloads the cargo, a standby place where the automated guided vehicle 20 stands by, and the like. The task information is input in advance to the task instruction device 70 by a manager of the factory or the like. Further, the task information is sometimes updated in sequence by the manager of the factory or the like. The task instruction device 70 is capable of outputting the stored task information to the control device 50. Further, the task information can include only the destination of the automated guided vehicle 20, and the time at which the destination should be reached is not necessary. In addition, the task information can include other information in addition to the destination of the automated guided vehicle 20.

[0038] The control device 50 is provided with a communication section 51, a mobile body information acquisition section 52, a map information acquisition section 53, a vehicle dispatch acquisition section 54, a characteristic management section 55, a travel characteristic correction section 56, a route calculation section 57, and an intersection control section 58. Further, these structures are distinguished as functional blocks for convenience. Therefore, these functional blocks can not be configured as physically independent chips or circuits.

[0039] The communication section 51 is capable of transmitting and receiving signals to and from each of the automated guided vehicles 20 via the repeater 30. In other words, the control device 50 is capable of communicating with each of the automated guided vehicles 20 via the repeater 30. The communication protocol of the communication section 51 is, for example, a socket communication or the like.

[0040] The mobile body information acquisition section 52 is capable of acquiring the current position information of each of the automated guided vehicles 20 from the automated guided vehicle 20 via the communication section 51.

[0041] The map information acquisition section 53 stores map information of the factory in which the automated guided vehicles 20 travel. The map information is input in advance by the manager of the factory or the like. The map information indicates, for example, the arrangement of equipment within the factory, the arrangement of IC tags provided in the factory, and the like. Further, by arranging the IC tags, the route in which the automated guided vehicles 20 are capable of traveling is specified. That is, the route in which the automated guided vehicles 20 are capable of traveling and the like are recorded in the map information. The map information acquisition section 53 acquires the map information by reading the stored map information.

[0042] The vehicle dispatch acquisition section 54 acquires the current position information and the map information. The vehicle dispatch acquisition section 54 reflects the current position information of each of the automated guided vehicles 20 in the map information. In addition, the vehicle dispatch acquisition section 54 is capable of receiving the task information from the task instruction device 70.

[0043] Further, the vehicle dispatch acquisition section 54 decides vehicle dispatch information including information of destinations of the respective automated guided vehicles 20 based on the task information, the current position information, and the map information. As one example, in the present embodiment, the vehicle dispatch acquisition section 54 sets an IC tag corresponding to a destination for each of the automated guided vehicles 20.

[0044] The characteristic management section 55 stores a correction value of a parameter for each kind of the automated guided vehicles 20, with respect to a plurality of the automated guided vehicles 20 traveling within the factory. The correction value of the parameter is input in advance by a manager of the factory or the like, based on a specification sheet or the like of the automated guided vehicle 20. One example of the parameter is a maximum speed, a minimum speed, an acceleration at the time of acceleration, an acceleration at the time of deceleration, a turning speed, a work time, or the like. Further, the correction value indicates an increase or decrease with respect to a reference parameter defined in the travel characteristic correction section 56.

[0045] The travel characteristic correction section 56 stores a reference parameter defined uniformly for each parameter regardless of the kind of the automated guided vehicle 20. In addition, the travel characteristic correction section 56 acquires the correction value of the parameter of each of the automated guided vehicles 20 from the characteristic management section 55. Further, the travel characteristic correction section 56 calculates the parameter of each of the automated guided vehicles 20 as the characteristic information based on the reference parameter and the correction value. Specifically, the travel characteristic correction section 56 stores "X (km / h)" as the reference parameter of the maximum speed of a certain automated guided vehicle 20. On the other hand, the characteristic management section 55 stores "α (km / h)" as the correction value of the maximum speed of the automated guided vehicle 20. In this case, the travel characteristic correction section 56 calculates the maximum speed "X + α (km / h)" as the characteristic information of the certain automated guided vehicle 20. Further, the characteristic management section 55 and the travel characteristic correction section 56 function as a travel characteristic acquisition section S that acquires a parameter different for each kind of the automated guided vehicle 20 as the characteristic information of each of the automated guided vehicles 20.

[0046] The path calculation section 57 calculates a travel path to a destination for each automated guided vehicle 20 based on the vehicle dispatch information and each characteristic information. In the present embodiment, the path calculation section 57 calculates a shortest path for the automated guided vehicle 20 to reach a destination specified for the automated guided vehicle 20 in the vehicle dispatch information as a travel path. In the present embodiment, the path calculation section 57 determines a specific instruction content for the automated guided vehicle 20 to travel on the travel path. The path calculation section 57 first determines a passage to be passed through to reach the destination in the form of an IC tag corresponding to the passage. Then, the path calculation section 57 specifies IC tags to be passed through by the automated guided vehicle 20 and an order thereof before the IC tag corresponding to the destination as the specific instruction content. Then, the path calculation section 57 transmits the specific instruction content as a travel path corresponding to each automated guided vehicle 20 via the communication section 51. Further, in the following description, sometimes moving the automated guided vehicle 20 to a place corresponding to a certain IC tag is simply expressed as moving the automated guided vehicle 20 to a specific IC tag or the like.

[0047] The intersection control section 58 acquires the map information and the current position information. In addition, the intersection control section 58 reflects the current position information of each automated guided vehicle 20 in the map information. The intersection control section 58 calculates intersection information for controlling intersections in the map information at which a number of automated guided vehicles 20 that is equal to or more than a number specified in advance at the same time do not exist. The intersection referred to here is a place where travel paths cross. Further, the intersection control section 58 transmits the intersection information to each of the plurality of automated guided vehicles 20 via the communication section 51. Specifically, for example, assume that the automated guided vehicle 20 that can travel at a certain intersection is specified as one. The intersection control section 58 transmits intersection information instructing travel stop to one automated guided vehicle 20 that has a possibility of colliding at the intersection. Further, the intersection control section 58 transmits intersection information instructing travel start to the automated guided vehicle 20 in a case where there is no possibility of collision.

[0048] <Connection of Automated Guided Vehicle and Access Point>

[0049] Each automated guided vehicle (AGV) 20 selects its connection point 40 based on its location within a specific area E. Specifically, AGVs 20 located in the first area E1 prioritize connection to connection points 40 also located in the first area E1. Similarly, AGVs 20 located in the second area E2 prioritize connection to connection points 40 also located in the second area E2. Thus, each AGV 20 selects the connection point 40 located in the same area E as its own as its preferred connection point 40. However, if an AGV 20 in the first area E1 cannot connect to the connection point 40 located in the first area E1, it attempts to connect to the connection point 40 located in the second area E2. Furthermore, if an AGV 20 in the first area E1 also cannot connect to the connection point 40 located in the second area E2, it attempts to connect to the connection point 40 located in the third area E3. In this way, the AGV 20 attempts to connect to the connection points 40 according to a pre-defined priority.

[0050] <Regarding the driving path control in the first embodiment>

[0051] like Figure 2 As shown, the control device 50 performs a series of travel path control processes. With the control device 50 in the active state, travel path control is repeatedly executed. For example, travel path control is performed until all goods described in the task information indicated by the task instruction device 70 have been transported.

[0052] First, if path control is performed, the control device 50 executes step S11. In step S11, the moving body information acquisition unit 52 acquires the current position information of each of the plurality of automated guided vehicles 20 via the communication unit 51. In this embodiment, the current position information is represented by the IC tag number.

[0053] Specifically, the current location information sent from the automated transport machine 20 reaches the repeater 30 via the access point 40 corresponding to the location of the automated transport machine 20. In the repeater 30, communication data in the communication protocol specified by each automated transport machine 20 is converted into another type of communication protocol specified by the communication unit 51 of the control device 50. Then, the current location information is sent to the communication unit 51 of the control device 50. Next, the control device 50 executes the processing in step S12.

[0054] like Figure 2 As shown, in step S12, the map information acquisition unit 53 acquires map information by reading the stored map information. For example, as... Figure 3As shown, the map information acquisition unit 53 acquires information such as the configuration of the IC tag number as map information. Furthermore, in the driving path control, the processing in step S12 only needs to be performed once in the series of control processes; subsequent executions can be omitted. Then, the control device 50 executes the processing in step S13.

[0055] like Figure 2 As shown, in step S13, the vehicle dispatch acquisition unit 54 acquires task information from the task instruction device 70. Furthermore, the processing in step S13 only needs to be performed once in the series of control processes; subsequent executions can be omitted. Then, the control device 50 executes the processing in step S14.

[0056] In step S14, the vehicle dispatch acquisition unit 54 acquires current location information from the moving body information acquisition unit 52. Additionally, the vehicle dispatch acquisition unit 54 acquires map information from the map information acquisition unit 53. The vehicle dispatch acquisition unit 54 reflects the current location of each automated guided vehicle (AGV) 20 in the map information. Furthermore, the vehicle dispatch acquisition unit 54 determines vehicle dispatch information, including information about the destination of each AAV 20, based on task information, current location information, and map information. Specifically, in this embodiment, the vehicle dispatch acquisition unit 54 assigns an IC tag number as the destination to each AAV 20. Then, the control device 50 executes the processing in step S15.

[0057] In step S15, the driving characteristic correction unit 56 first obtains correction values ​​for parameters corresponding to the multiple automated guided vehicles 20 traveling within the factory from the characteristic management unit 55. Then, based on the reference parameters and correction values, the driving characteristic correction unit 56 calculates the parameters of each automated guided vehicle 20 as characteristic information. Then, the control device 50 executes the processing of step S16.

[0058] In step S16, the path calculation unit 57 obtains the vehicle scheduling information calculated in step S14 from the vehicle scheduling acquisition unit 54. Additionally, the path calculation unit 57 obtains the characteristic information of each automated transport vehicle 20 from the driving characteristic correction unit 56. Furthermore, based on the vehicle scheduling information and the individual characteristic information, the path calculation unit 57 calculates the travel path to the destination for each automated transport vehicle 20. Figure 3In the example shown, for each automated guided vehicle (AGV) 20, delivery information is specified that after passing through an area equipped with IC tag 5, it moves to an area equipped with IC tag 17. In this case, the path calculation unit 57 selects the path with the shortest distance and the fewest turns from the current position of each AAV 20 to IC tag 5. Specifically, the path calculation unit 57 selects the path with the shortest distance from IC tag 5 to IC tag 17. In this case, there are multiple shortest paths. Moreover, the path calculation unit 57 considers the driving characteristics of each AAV 20 among the selected shortest paths to determine the driving path of each AAV 20. For example, in Figure 3 In the example shown, it is assumed that the turning speed of the automated guided vehicle 20 located at IC tag 13 is lower than the reference parameter. In this case, the path calculation unit 57 selects the path with the fewest turns among the selected shortest paths as the travel path of the automated guided vehicle 20. Thus, the calculated travel path becomes the travel path corresponding to the travel information of each automated guided vehicle 20. Furthermore, the path calculation unit 57 specifies the specific instructions for the automated guided vehicle 20 to travel along the travel path. For example, in Figure 3 In the example shown, the path calculation unit 57 specifies that the automatic transport machine 20 located in the area where IC tags 9, 5, 1, 2, 3, 4, and 17 are configured in sequence should be reached. Then, the control device 50 performs the processing in step S17.

[0059] like Figure 2 As shown, in step S17, the path calculation unit 57 sends the corresponding travel path to each automated guided vehicle 20 via the communication unit 51. In other words, the control device 50 can instruct each automated guided vehicle 20 on the travel path. Specifically, the path calculation unit 57 sends all the IC tags to be traveled and signals indicating their order to each automated guided vehicle 20 via the communication unit 51. The signals indicating the travel path sent from the communication unit 51 reach the repeater 30. In the repeater 30, the communication data in the communication protocol specified by the control device 50 is converted into other types of communication protocols specified by each automated guided vehicle 20. Moreover, the travel path sent from the repeater 30 is sent to each automated guided vehicle 20 via the access point 40 located in each area E where the automated guided vehicle 20 is located. Then, the series of travel path control processes ends.

[0060] <Regarding intersection control>

[0061] like Figure 4As shown, the control device 50 performs a series of intersection control processes. While the control device 50 is active, intersection control is repeatedly executed. For example, intersection control is performed until all goods described in the task information indicated by the task instruction device 70 have been transported. Furthermore, each intersection control process is independent of the aforementioned path control processes and is not associated with them.

[0062] First, if path control is to be executed, the control device 50 performs the processing in step S21. In step S21, the moving body information acquisition unit 52 acquires the current position information of each of the plurality of automated guided vehicles 20 via the communication unit 51. Furthermore, the processing in step S21 is the same as that in step S11 described above. Then, the control device 50 performs the processing in step S22.

[0063] like Figure 4 As shown, in step S22, the map information acquisition unit 53 acquires map information by reading the stored map information. The processing of step S22 is the same as that of step S12 described above. Furthermore, in intersection control, the processing of step S22 only needs to be performed once in the series of control processes, and can be omitted after the second time. Then, the control device 50 executes the processing of step S23.

[0064] In step S23, the intersection control unit 58 obtains current position information from the moving body information acquisition unit 52. Additionally, the intersection control unit 58 obtains map information from the map information acquisition unit 53. The intersection control unit 58 reflects the current position of each automated guided vehicle 20 in the map information. Furthermore, the intersection control unit 58 calculates intersection information for control purposes, where a predetermined number or more automated guided vehicles 20 are not located at the same intersection at any given time. For example, in... Figure 3 In the example shown, it is assumed that all automated guided vehicles 20 need to arrive at IC tag 5 simultaneously. At this time, the intersection control unit 58 performs step S24. In step S24, the intersection control unit 58, for example, sends intersection information instructing the automated guided vehicle 20 to stop if a collision is possible. Furthermore, if there is no possibility of a collision, the intersection control unit 58 sends intersection information instructing the automated guided vehicle 20 to begin its journey. Then, the series of intersection control processes ends.

[0065] <Regarding the effects of the first embodiment>

[0066] (1-1) In the first embodiment, the route calculating section 57 calculates a travel route to a destination for each automated guided vehicle 20 based on the vehicle dispatch information and each characteristic information. According to this structure, in a case where a parameter differs for each kind of automated guided vehicle 20, the travel route taking into account the parameter can be transmitted to the automated guided vehicle 20. In other words, according to the above structure, the route calculating section 57 can prompt the different kinds of automated guided vehicles 20 to a travel route that makes use of the characteristics of the automated guided vehicle 20.

[0067] (1-2) In the first embodiment, the route calculating section 57 calculates, as a travel route, a shortest route to a destination specified for each automated guided vehicle 20 in the vehicle dispatch information. According to this structure, the route calculating section 57 can prompt each automated guided vehicle 20 to a travel route in the shortest route while making use of the characteristics of the automated guided vehicle 20.

[0068] (1-3) In the first embodiment, the intersection control section 58 transmits intersection information to each of the plurality of automated guided vehicles 20 via the communication section 51. According to this structure, it is possible to suppress a situation where more than a predetermined number of automated guided vehicles 20 exist at the same intersection at the same time, i.e., a situation where the automated guided vehicles 20 collide with each other.

[0069] (1-4) In the first embodiment, the repeater 30 converts communication data in a communication protocol specified by the control device 50 to another kind of communication protocol specified by each automated guided vehicle 20. According to this structure, even in a case where an automated guided vehicle 20 that differs in communication protocol from the other automated guided vehicles 20 is included in the plurality of automated guided vehicles 20, all of the automated guided vehicles 20 can communicate with the same control device 50.

[0070] (1-5) In the first embodiment, each automated guided vehicle 20 specifies an order of access points 40 to which connection is preferentially made, according to the area E in which the automated guided vehicle 20 is located. According to this structure, the access points 40 are set based on the current position information of the automated guided vehicle 20, and thus communication between the automated guided vehicle 20 and the control device 50 is less likely to become unstable.

[0071] (Second Embodiment)

[0072] Hereinafter, a second embodiment of the mobile body control system will be described. Furthermore, in the mobile body control system 10 of the second embodiment, a structure different from the first embodiment will be described. In the second embodiment, a structure common to the first embodiment will be omitted or simplified at times.

[0073] <Overall Structure>

[0074] As Figure 5As shown, in the second embodiment, the control device 50 includes a congestion information calculation unit 59. The congestion information calculation unit 59 calculates congestion information along the travel path based on vehicle scheduling information and characteristic information. Here, "congestion" refers to a state where multiple automated guided vehicles (AGVs) 20 arrive at or pass through the same location within the same time period, resulting in at least one AAV 20 stopping or moving at a speed below a predetermined speed threshold.

[0075] Specifically, the congestion information calculation unit 59, like the path calculation unit 57 in the first embodiment, determines one of the shortest paths from the current position of each automated guided vehicle (AGV) 20 to its destination as the travel route based on vehicle scheduling information and characteristic information. Furthermore, the congestion information calculation unit 59 calculates locations on the map where congestion would occur if the AAV 20 traveled along that route. Additionally, the congestion information calculation unit 59 calculates the time required for the AAV 20 to pass through the congested locations.

[0076] The path calculation unit 57 calculates the travel path of the automated guided vehicle (AGV) 20 based on vehicle scheduling information, characteristic information, and congestion information. Specifically, the path calculation unit 57 calculates the travel path of the AAV 20 in a manner that minimizes the travel time among the paths from the current position of each AAV 20 to the respective destination specified in the vehicle scheduling information. The travel time mentioned here includes the time from when the AAV 20 starts traveling to when it reaches the destination. Therefore, the travel time also includes the time the AAV 20 spends working, the time it spends temporarily stopping, etc. In addition, the travel time also includes the time required to pass through the aforementioned congestion points. Even if the travel distance is not the shortest, if it is a path that does not generate congestion, it may sometimes be calculated as the travel path with the shortest travel time. Furthermore, "shortest travel time" is the minimum time for each AAV 20. However, there are situations where prioritizing the travel of one AAV 20 forces other AAVs 20 to temporarily stop. Therefore, the shortest time is set as the shortest time after taking into account the waiting time of such multiple AAVs 20 during their travel. In addition, by minimizing the travel time of each automated conveyor 20, it is sometimes possible to minimize the total travel time from the start to the end of the journey for all automated conveyor 20.

[0077] <Regarding the driving path control in the second embodiment>

[0078] like Figure 6 As shown, the control device 50 performs a series of travel path control processes. With the control device 50 in the active state, travel path control is repeatedly executed. For example, travel path control is performed until all goods described in the task information indicated by the task instruction device 70 have been transported.

[0079] First, if the travel path control is executed, the control device 50 executes the process of step S31. In step S31, the mobile body information acquisition section 52 acquires the current position information of each of the automated guided vehicles 20 from the plurality of automated guided vehicles 20 via the communication section 51, similarly to the process of step S11 of the first embodiment. Then, the control device 50 executes the process of step S32.

[0080] In step S32, the map information acquisition section 53 acquires the map information by reading the stored map information, similarly to the process of step S12 of the first embodiment. For example, as shown in FIG. 6, the map information acquisition section 53 acquires the information of the arrangement of the numbers of the IC tags and the like as the map information. Then, the control device 50 executes the process of step S33. Figure 7

[0081] As shown in FIG. 7, in step S33, the vehicle dispatch acquisition section 54 acquires the task information, similarly to the process of step S13 of the first embodiment. Then, the control device 50 executes the process of step S34. Figure 6

[0082] In step S34, the vehicle dispatch acquisition section 54 decides the vehicle dispatch information including the information of the destinations of the respective automated guided vehicles 20, similarly to the process of step S14 of the first embodiment. Then, the control device 50 executes the process of step S35.

[0083] In step S35, the travel characteristic correction section 56 calculates the parameters of the respective automated guided vehicles 20 as the characteristic information based on the reference parameters and the correction values, similarly to the process of step S15 of the first embodiment. Then, the control device 50 executes the process of step S36.

[0084] In step S36, the congestion information calculation section 59 first decides one of the shortest paths from the current positions of the respective automated guided vehicles 20 to the destinations as the temporary travel path based on the vehicle dispatch information and the characteristic information, similarly to the process of step S16 of the first embodiment. Then, the congestion information calculation section 59 calculates the places on the map information at which the congestion is generated when the respective automated guided vehicles 20 travel on the temporary travel path. In addition, the congestion information calculation section 59 calculates the time required for the automated guided vehicles 20 to pass through the places at which the congestion is generated. Then, the control device 50 executes the process of step S37.

[0085] ​​In step S37, the route calculating section 57 first acquires the vehicle dispatch information from the vehicle dispatch acquisition section 54. In addition, the route calculating section 57 acquires the characteristic information in each of the automated guided vehicles 20 from the travel characteristic correction section 56. In addition, the route calculating section 57 acquires the congestion information from the congestion information calculating section 59. Then, the route calculating section 57 calculates the travel route of each of the automated guided vehicles 20 in such a manner that the travel time is the shortest in the route from the current position of each of the automated guided vehicles 20 to each of the destinations specified in the vehicle dispatch information, based on the vehicle dispatch information, each of the characteristic information, and the congestion information. In Figure 7 In the example shown, it is assumed that the delivery information is specified for each of the automated guided vehicles 20 to move to the IC tag 17 via the IC tag 5. In addition, the congestion information indicates that there is congestion on the route to the IC tags 1 to 4. In this case, the route calculating section 57 calculates the travel route for the automated guided vehicles 20 including the IC tags 1 to 4 in the travel route calculated in step S36 in such a manner that the travel time is the shortest. For example, in Figure 7 In the example shown, the turning speed of the automated guided vehicle 20 located at the IC tag 13 is slower than the reference parameter. In this case, if the travel route is selected for this automated guided vehicle 20 to avoid the IC tags 1 to 4 and to include multiple turns, the travel time can rather be lengthened. On the other hand, it is assumed that the turning speed of the automated guided vehicle 20 located at the IC tag 18 is faster than the reference parameter. In this case, for example, as shown in Figure 7 In the example shown, the turning speed of the automated guided vehicle 20 located at the IC tag 13 is slower than the reference parameter. In this case, if the travel route is selected for this automated guided vehicle 20 to avoid the IC tags 1 to 4 and to include multiple turns, the travel time can rather be lengthened. On the other hand, it is assumed that the turning speed of the automated guided vehicle 20 located at the IC tag 18 is faster than the reference parameter. In this case, for example, as shown in

[0086] As shown in Figure 6 In step S38, the route calculating section 57 transmits the corresponding travel route to each of the automated guided vehicles 20 via the communication section 51 in the same manner as the processing of step S17 in the first embodiment. Then, the processing of the series of travel route control is ended.

[0087] Effects of the Second Embodiment

[0088] In the second embodiment, in addition to the effects (1-1), (1-3), and (1-4) same as those of the above-described first embodiment, the following effects can be obtained.

[0089] (2-1) In the second embodiment, the path calculation unit 57 calculates the travel path of each automated guided vehicle 20 based on vehicle scheduling information, various characteristic information, and congestion information, in a manner that minimizes the travel time among the paths from the current position of each automated guided vehicle 20 to each destination specified in the vehicle scheduling information. According to this structure, the path calculation unit 57 can utilize the characteristics of the automated guided vehicle 20 while suggesting travel paths that minimize travel time to each automated guided vehicle 20.

[0090] (Third Implementation)

[0091] The third embodiment of the mobile body control system will now be described. Furthermore, in the mobile body control system 10 of the third embodiment, structures different from those of the first and second embodiments will be described. In the third embodiment, structures identical to those in the first and second embodiments are sometimes omitted or simplified.

[0092] <About the overall structure>

[0093] In the third embodiment, in addition to the example described in the first embodiment, the characteristic management unit 55 also stores a correction value for the amount of power consumed when performing a pre-defined specific action as a parameter correction value. The actions referred to here include acceleration, turning, operation, constant speed travel, etc. The correction value is defined as a correction value relative to the reference parameter described later. Furthermore, this correction value is pre-input by factory managers or others based on the specifications of the automated transport machine 20, etc.

[0094] like Figure 8 As shown, the control device 50 includes a power characteristic correction unit 60 and a power consumption calculation unit 61. The power characteristic correction unit 60 stores the power consumption amount consumed when the automated guided vehicle 20 performs a specific action, serving as a uniformly defined reference parameter regardless of the type of automated guided vehicle 20. The power characteristic correction unit 60 obtains a correction value for the aforementioned power consumption amount from the characteristic management unit 55, using it as a correction value for the parameter. Based on the reference parameter and the correction value, the power characteristic correction unit 60 obtains power consumption information representing the power consumption amount consumed when the automated guided vehicle 20 performs a specific action, serving as one of the characteristic information of each automated guided vehicle 20. The power consumption amount for this action includes, for example, the power consumption per unit time when traveling at a specified speed, the power consumption when accelerating by a certain value, the power consumption per turn when the travel direction is turned by a certain angle, and the power consumption when the boom or similar device performs one movement. Furthermore, the characteristic management unit 55 and the power characteristic correction unit 60 function as a travel characteristic acquisition unit S, which acquires power consumption information as one of the characteristic information of each automated guided vehicle 20.

[0095] The power consumption calculation unit 61 calculates the total power consumption for each automated guided vehicle (AGV) 20 when traveling to the destination specified in the vehicle scheduling information, based on map information, vehicle scheduling information, and power consumption information. Specifically, the power consumption calculation unit 61 calculates the time for acceleration, turning, operation, and constant speed travel on each path from the current position of each AAV 20 to the destination. Furthermore, the power consumption calculation unit 61 calculates the total power consumption for traveling on each path based on the calculated time of each action and the power consumption information corresponding to that action.

[0096] The path calculation unit 57 calculates the travel path of each automated transport vehicle 20 based on vehicle scheduling information and total power consumption, in a manner that minimizes the total power consumption along the path from the current position of the automated transport vehicle 20 to its destination. Specifically, the path calculation unit 57 calculates the path with the minimum total power consumption calculated in the power consumption calculation unit 61 as the travel path. Furthermore, the aforementioned total power consumption is a value calculated based on power consumption information, i.e., characteristic information. Therefore, the path calculation unit 57 calculates the travel path of each automated transport vehicle 20 based on vehicle scheduling information and characteristic information. In addition, "minimum total power consumption" refers to the minimum total power consumption for each automated transport vehicle 20. However, by minimizing the total power consumption of each automated transport vehicle 20, it is sometimes possible to minimize the total power consumption of the entire automated transport vehicle 20.

[0097] <Regarding the driving path control in the third embodiment>

[0098] like Figure 9 As shown, the control device 50 performs a series of travel path control processes. With the control device 50 in the active state, travel path control is repeatedly executed. For example, travel path control is performed until all goods described in the task information indicated by the task instruction device 70 have been transported.

[0099] First, if driving path control is performed, the control device 50 executes the processing in step S41. In step S41, the moving body information acquisition unit 52 acquires the current position information of each of the plurality of automated guided vehicles 20 via the communication unit 51, similar to the processing in step S11 of the first embodiment. Then, the control device 50 executes the processing in step S42.

[0100] In step S42, the map information acquisition unit 53 acquires map information by reading the stored map information, similar to the process in step S12 of the first embodiment. For example, as Figure 10 As shown, the map information acquisition unit 53 acquires information such as the configuration of the IC tag number as map information. Then, the control device 50 executes the processing in step S43.

[0101] As shown in FIG. 7, in step S43, the vehicle dispatch acquisition section 54 acquires the task information from the task instruction device 70, similarly to the process of step S13 of the first embodiment. Then, the control device 50 executes the process of step S44. Figure 9

[0102] In step S44, the vehicle dispatch acquisition section 54 decides the vehicle dispatch information including the information of the destinations of the respective automated guided vehicles 20, similarly to the process of step S14 of the first embodiment. Then, the control device 50 executes the process of step S45.

[0103] In step S45, the power characteristic correction section 60 acquires the correction value of the power consumption amount from the characteristic management section 55 as the correction value of the parameter. Next, the power characteristic correction section 60 calculates the power consumption information indicating the power consumption amount consumed when the automated guided vehicle 20 executes a certain action, as one of the characteristic information of each automated guided vehicle 20, based on the reference parameter and the correction value. Then, the control device 50 executes the process of step S46.

[0104] In step S46, the power consumption calculation section 61 first acquires the map information from the map information acquisition section 53. In addition, the power consumption calculation section 61 acquires the vehicle dispatch information from the vehicle dispatch acquisition section 54. In addition, the power consumption calculation section 61 acquires the power consumption information from the power characteristic correction section 60. Next, the power consumption calculation section 61 calculates the total power consumption amount when traveling to the destination specified in the vehicle dispatch information, for each automated guided vehicle 20, based on the map information, the vehicle dispatch information, and the power consumption information. Specifically, the power consumption calculation section 61 calculates the time of acceleration, deceleration, turning, work, uniform-speed travel, and the like in each path from the current position of each automated guided vehicle 20 to the destination. Further, the power consumption calculation section 61 calculates the total power consumption amount when traveling to the destination specified in the vehicle dispatch information, for each automated guided vehicle 20, based on each calculated time and the power consumption information. Then, the control device 50 executes the process of step S47.

[0105] In step S47, the path calculation section 57 first acquires the vehicle dispatch information from the vehicle dispatch acquisition section 54. In addition, the path calculation section 57 acquires the total power consumption amount of each path of each automated guided vehicle 20 from the power consumption calculation section 61. Further, the path calculation section 57 calculates the travel path of each automated guided vehicle 20 in such a manner that the total power consumption amount is the shortest in the path from the current position of each automated guided vehicle 20 to each destination specified in the vehicle dispatch information, based on the vehicle dispatch information and the total power consumption amount. In Figure 10 ​In the example shown, it is assumed that the distribution information is prescribed for each automated guided vehicle 20 to move to the IC tag 17 via the IC tag 5. In this case, for the route calculation section 57, it is assumed, for example, that the power consumption amount of the automated guided vehicle 20 located at the IC tag 13 at the time of turning is larger than the reference parameter. In this case, the automated guided vehicle 20 is able to suppress the total power consumption amount by traveling on a route in which the number of turning seconds is small. For example, the route calculation section 57 calculates, as the travel route of the automated guided vehicle 20, a route in which the IC tags 9, 5, 1 to 4, and 17 are sequentially passed from the IC tag 13. In addition, it is assumed that the power consumption amount of the automated guided vehicle 20 located at the IC tag 20 at the time of turning is smaller than the reference parameter. In this case, the total power consumption amount is sometimes able to be suppressed by traveling on a route in which the number of turning seconds is large. For example, the route calculation section 57 calculates, as the travel route of the automated guided vehicle 20, a route in which the IC tags 16, 12, 11, 7, 6, 5, 1 to 4, and 17 are sequentially passed from the IC tag 20. In this way, the route calculation section 57 calculates the travel route in such a manner that the total power consumption amount of each automated guided vehicle 20 is minimized. Then, the control device 50 executes the process of step S48.

[0106] As Figure 9 shown in step S48, the route calculation section 57 transmits the corresponding travel route to each automated guided vehicle 20 via the communication section 51, similarly to the process of step S17 in the first embodiment. Then, the process of the series of travel route control is ended.

[0107] <Effects of the Third Embodiment>

[0108] In the third embodiment, in addition to the effects (1-1), (1-3), and (1-4) which are the same as those of the above-described first embodiment, the following effects can be obtained.

[0109] (3-1) In the third embodiment, the route calculation section 57 calculates the travel route of each automated guided vehicle 20 in such a manner that the total power consumption amount is minimized in the route from the current position of each automated guided vehicle 20 to each destination prescribed in the vehicle scheduling information, based on the vehicle scheduling information and the power consumption information. According to this structure, the route calculation section 57 is able to suggest the travel route in which the power consumption amount is suppressed to each automated guided vehicle 20 while making use of the characteristics related to the power consumption of the automated guided vehicle 20.

[0110] <Alterations>

[0111] The above-described embodiments can be implemented by modification as follows. The first, second, and third embodiments described above, as well as the following modifications, can be combined and implemented within a technically compatible scope.

[0112] In various embodiments, the mobile control system 10 may also use other mobile bodies instead of the automated guided vehicle (AGV) 20. These mobile bodies may include, for example, unmanned forklifts and unmanned aerial vehicles (UAVs). Furthermore, in various embodiments, the AGV 20 is not limited to AGVs; it may include an AMR (Autonomous Mobile Robot), or may consist solely of an AMR. An AMR is a transport vehicle that does not require a guide such as a magnetic tape for movement. Additionally, AMRs are sometimes referred to as autonomously moving transport robots.

[0113] When the automated guided vehicle 20 is an AMR (Automatic Mobile Transporter), physical tags such as IC tags that can store location information are not required. Furthermore, when the automated guided vehicle 20 is an AMR, it can store map information by pre-traveling in a factory or other similar location, or by pre-registering map information. The AMR can estimate its current position using the stored map information. When the automated guided vehicle 20 is an AMR, it can send the estimated current position as current position information to the control device 50.

[0114] Here, as Figure 13 As shown, when the automated guided vehicle (AGV) 20 is an AMR, the map information possessed by the AMR 20 is set as individual map information 20M. Furthermore, in this case, for example, in step S12, the map information acquisition unit 53 of the control device 50 can also acquire map information based on the individual map information 20M. Specifically, the map information acquisition unit 53 acquires the individual map information 20M possessed by each of the plurality of AMRs 20 via the communication unit 51. Moreover, the map information acquisition unit 53 can also acquire map information by generating map information based on the individual map information 20M. In this case, the range of the individual map information 20M possessed by each AMR 20 may sometimes be different. In this case, the map information acquisition unit 53 generates a wide-range map information that includes the range of all individual map information 20M. In other words, the map information in this modified example is information obtained by integrating multiple individual map information 20Ms. According to the above structure, map information is generated in the map information acquisition unit 53 based on the individual map information 20M. If map information is generated in this way, and the map information changes, the vehicle dispatch information determined by the vehicle dispatch acquisition unit 54 or the path information calculated by the path calculation unit 57 will change.

[0115] As an example of the above, such as Figure 14As shown, it is assumed that the first automated guided vehicle 20A, which is one of the plurality of automated guided vehicles 20, stores the first individual map information 20MA. In addition, it is assumed that the second automated guided vehicle 20B, which is one of the plurality of automated guided vehicles 20 other than the first automated guided vehicle 20A, stores the second individual map information 20MB. In this case, in the map information acquisition section 53, the map information based on the first individual map information 20MA and the second individual map information 20MB is generated. In other words, in the map information acquisition section 53, the map information obtained by integrating the first individual map information 20MA and the second individual map information 20MB is generated. Therefore, for example, as the travel path of the first automated guided vehicle 20A, a travel path via a location included in the second individual map information 20MB and not included in the first individual map information 20MA toward the destination can be calculated. Specifically, for example, as the travel path of the first automated guided vehicle 20A, not only a travel path via a location included in the first individual map information 20MA toward the destination can be calculated, but also a travel path via a location included in the second individual map information 20MB toward the destination can be calculated. Figure 14 In addition, as shown by a broken line arrow in the middle, a travel path via a location included in the second individual map information 20MB and not included in the first individual map information 20MA toward the destination can be calculated. Figure 14 In addition, as shown by a broken line arrow in the middle, a travel path via a location included in the second individual map information 20MB and not included in the first individual map information 20MA toward the destination can be calculated.

[0116] In addition, as shown by a broken line arrow in the middle, a travel path via a location included in the second individual map information 20MB and not included in the first individual map information 20MA toward the destination can be calculated.

[0117] In addition, in a case where the automated guided vehicle 20 is an AMR, the automated guided vehicle 20 can travel somewhat autonomously. Therefore, in a case where the automated guided vehicle 20 is an AMR, the path calculation section 57 does not need to specify all the IC tags to the destination and the order thereof as the specific instruction content for causing the automated guided vehicle 20 to travel on the travel path. For example, in a case where the automated guided vehicle 20 is an AMR, the path calculation section 57 can also specify a certain position on the travel path, specify the order of traveling at the certain position, and determine the specific instruction content of the travel path.

[0118] In the above-described embodiment, the repeater 30 can also determine the specific instruction content of the travel path instead of the path calculation section 57. That is, the repeater 30 can also determine the specific instruction content of the travel path according to the kind of the automated guided vehicle 20 in a case where the travel path is received from the path calculation section 57.

[0119] • In the case where the automated carrier 20 is an AGV as in each embodiment, the structure for acquiring the position information is not limited to the IC tag. For example, instead of the IC tag, a physical tag capable of storing position information such as an RFID and a two-dimensional barcode can also be employed. Also, the automated carrier 20 can acquire the position information without relying on the physical tag. For example, based on the travel distance and the travel direction of the automated carrier 20 from a position serving as a reference, the current position can be estimated by the automated carrier 20 itself. Furthermore, such a method of estimating the current position can also be applied in the case where the automated carrier 20 is an AMR.

[0120] • Instead of providing the IC tag at the factory, the IC tag can also be provided at the automated carrier 20 side. In this case, IC readers for reading the information of the IC tag are arranged at various places in the factory. Also, when the information of the IC tag of the automated carrier 20 is read by a certain IC reader, it can be determined that the automated carrier 20 is present at the place corresponding to the IC reader that read the information. Furthermore, this modification example can be applied regardless of the type of the automated carrier 20.

[0121] • In addition, a camera can also be provided at various places in the factory, and the current position of the automated carrier 20 can be determined based on the image captured by the camera. In this case, it is preferable to attach an identification mark or the like so that each automated carrier 20 can be optically distinguished. Also, the sensor is not limited to the camera, but can be another sensor as long as the automated carrier 20 can be discriminated and recognized.

[0122] • In each embodiment, the information of the destination in the vehicle dispatch information can also be set by examples other than the IC tag. For example, in the case where the automated carrier 20 is an AMR, the information of the destination can also be a specific position in the map information or the like. In this way, the information of the destination can be set in an optimal manner according to the travel style of the automated carrier 20.

[0123] • In each embodiment, the communication method of the communication device of the automated carrier 20 is not limited to the examples of the above-described embodiments. For example, the communication device of the automated carrier 20 can also be a communication device capable of communication using an external communication line network such as Bluetooth (registered trademark), ZIGBEE (registered trademark), ultra-wideband (UWB) communication, a mobile phone line, infrared communication specified by IrDA, satellite communication, or the like.

[0124] • In each embodiment, the mobile body control system 10 can also not have the repeater 30. For example, in the case where the communication protocols of the automated carriers 20 traveling within the factory are the same, by making the communication protocols of the control devices 50 uniform, communication between the control devices 50 and the automated carriers 20 can be performed even without the repeater 30.

[0125] • In each embodiment, different communication protocols can exist among the same kind of automated guided vehicles 20. In addition, even if the automated guided vehicles 20 are of different kinds, the same communication protocol can exist. That is, the difference in the parameters of the automated guided vehicles 20 and the difference in the communication protocols can not be linked. Also, the mobile body control system 10 can be provided with only the same kind of a plurality of automated guided vehicles 20, among which two or more communication protocols are different. In other words, if two or more communication protocols are different among a plurality of automated guided vehicles 20, these automated guided vehicles 20 can be said to be "a plurality of kinds of mobile bodies".

[0126] • In each embodiment, the method of acquiring the current position information of the automated guided vehicle 20 is not limited to the example of the above-described embodiment. For example, the automated guided vehicle 20 can acquire the current position information by satellite communication with an artificial satellite or the like.

[0127] • In each embodiment, the automated guided vehicle 20 can be provided with a repeater 30. In the example shown in FIG. 1, each of the automated guided vehicles 20 is provided with a repeater 30. The details of the repeater 30 are the same as those of the first embodiment. Therefore, each of the automated guided vehicles 20 converts the communication data in the communication protocol defined by the automated guided vehicle 20 itself into the communication protocol defined by the communication section 51 of the control device 50. Figure 11

[0128] In the example shown in FIG. 1, when the mobile body information acquisition section 52 acquires the current position information from the automated guided vehicle 20, the current position information is converted in the repeater 30 in the automated guided vehicle 20 into the communication protocol adapted to the control device 50. In addition, in the case where the travel path is transmitted from the control device 50 to the automated guided vehicle 20, the repeater 30 converts the travel path in the communication protocol defined by the control device 50 into the other kind of communication protocol defined by each of the automated guided vehicles 20. Figure 11

[0129] • In each embodiment, a plurality of structures corresponding to the control device 50 can exist. In this case, the repeater 30 can communicate with each of the control devices 50.

[0130] • In each embodiment, the repeater 30 can also function as the access point 40. In this case, a plurality of repeaters 30 can be provided in the factory.

[0131] • In each embodiment, the switching of the access point 40 is not limited to the automated guided vehicle 20. For example, the control device 50 can confirm the connection state of the automated guided vehicle 20 and the access point 40, and connect the same to the automated guided vehicle 20 according to the confirmation result. ​​

[0132] • In each embodiment, each automated guided vehicle 20 can attempt to connect with the access point 40 of the next priority even if it is able to connect with the access point 40 and cannot connect for a predetermined period of time. That is, each automated guided vehicle 20 can attempt to connect with the access point 40 of the next priority even if the connection with the access point 40 is delayed.

[0133] • In each embodiment, the mobile body control system 10 can not necessarily have the access point 40. Depending on the equipment of the facility in which the automated guided vehicles 20 travel, the automated guided vehicles 20 and the repeater 30 can communicate directly without the access point 40.

[0134] • In each embodiment, the map information acquisition section 53 can not store the map information by itself. For example, the map information acquisition section 53 can acquire the map information from an external device or the like via the communication section 51.

[0135] • In each embodiment, the travel characteristic correction section 56 can store a multiplication value with respect to the reference parameter as the correction value.

[0136] • In each embodiment, the method by which the travel characteristic acquisition section S acquires parameters that differ for each kind of automated guided vehicle 20 as the characteristic information of each automated guided vehicle 20 is not limited to the method based on correction. In the third embodiment, the method by which the travel characteristic acquisition section S acquires the power consumption information is also not limited to the method based on correction.

[0137] For example, the travel characteristic acquisition section S can store parameters in advance for each kind of automated guided vehicle 20 and acquire the characteristic information by reading in the parameters. Also, for example, the travel characteristic acquisition section S can acquire the characteristic information of each automated guided vehicle 20 from an external device or the like. Also, for example, a plurality of values can be stored for one parameter for each kind of automated guided vehicle 20. For example, the speed of an automated guided vehicle 20 of a certain kind can have a first speed, a second speed, and a third speed stored. The first speed can be set to 10 km / h, the second speed to 25 km / h, and the third speed to 60 km / h, and the like. In this case, in the map information, it is sufficient to decide to use the first speed or the like in advance in the case of traveling in a certain region.

[0138] • In each embodiment, the intersection control section 58 can control so that more than a predetermined number of automated guided vehicles 20 are not located at the same intersection at the same time. For example, in the case where the space at the intersection is large, more than two automated guided vehicles 20 can be located at one intersection. The intersection control section 58 can perform intersection control according to the number of automated guided vehicles 20 that can be permitted at each intersection.

[0139] • In each embodiment, the intersection control performed by the intersection control unit 58 is not limited to the examples of the above embodiments. Furthermore, an intersection can also represent a certain area. For example, in Figure 12 In the example shown, the map information includes IC tags 99, 100, 110-113, 120, 121, 130-133, and 200-205. The intersection is defined as the area containing IC tags 100, 110-113, 120, 121, and 130-133. Furthermore, the area containing IC tags 110-113 is designated as the first intersection CR1, the area containing IC tags 120 and 121 as the second intersection CR2, and the area containing IC tags 130-133 as the third intersection CR3. The number of automated guided vehicles 20 that can enter these intersections is pre-set. For example, two automated guided vehicles 20 can enter the first intersection CR1, and one automated guided vehicle 20 can enter the second intersection CR2. Additionally, at the third intersection CR3, three automated guided vehicles 20 can enter. Furthermore, each IC tag can enter one automated guided vehicle 20.

[0140] like Figure 12 As shown, for example, one automated guided vehicle (AGV) 20 is located at IC tag 100. The destination of this AAV 20 is set to IC tag 200. Additionally, there are one AAV 20 at each of IC tags 113, 121, 130, 132, and 133. At this time, the intersection control unit 58 sends intersection information to the AAV 20 located at IC tag 100 via the communication unit 51. Specifically, it instructs the AAV 20 located at IC tag 100 on the intersection it can enter. Figure 12 In the example shown, the automated guided vehicle 20 cannot enter the second intersection CR2 or the third intersection CR3. However, it can enter the first intersection CR1. In this case, the intersection control unit 58 sends intersection information instructing the automated guided vehicle 20 located at IC tag 100 to proceed to IC tag 110. Furthermore, assuming the automated guided vehicle 20 cannot enter any intersection, the intersection control unit 58 sends intersection information indicating it is waiting at that location to the automated guided vehicle 20 located at IC tag 100.

[0141] • In various embodiments, the control device 50 may not necessarily include the intersection control unit 58. That is, the control device 50 may omit intersection control.

[0142] In the first embodiment, the control device 50 can also have a congestion information calculation section 59, a power characteristic correction section 60, and a power consumption calculation section 61. In addition, the route calculation section 57 can further add congestion information and power consumption information to the vehicle scheduling information and the characteristic information, and calculate a route. In this case, the route calculation section 57 can calculate a travel route to the destination specified for the automated guided vehicle 20 in the vehicle scheduling information, and select a route in the order of priority of travel distance, travel time, and total power consumption amount. For example, the route calculation section 57 can select a route in which the travel time is within a predetermined time from a route in which the travel distance is the shortest, and select a route in which the total power consumption amount is the smallest as the travel route of the automated guided vehicle 20. In this regard, the route calculation section 57 of the second embodiment and the third embodiment is the same. For example, the route calculation section 57 can calculate a travel route in which the travel time is the shortest within a range in which the total power consumption amount of each automated guided vehicle 20 is within a predetermined value. In addition, in a case where the set condition is not satisfied, a notification of an error of the set condition can be made.

[0143] In each of the embodiments, the route calculation section 57 can calculate a travel route based on a criterion other than the travel distance, the travel time, and the power consumption amount. For example, the route calculation section 57 can calculate a travel route in a manner in which a specific route is given priority. That is, in each of the embodiments, the route calculation section 57 can calculate a travel route to a destination for each automated guided vehicle 20 based on the vehicle scheduling information and each characteristic information, and transmit the corresponding travel route to the automated guided vehicle 20 via the communication section 51.

[0144] In addition, for example, in step S16, the route calculation section 57 can calculate a travel route based on information on the position of an object other than the automated guided vehicle 20, that is, another object. Specifically, the route calculation section 57 acquires another object position information LI as information on the position of an object other than the automated guided vehicle 20 via the communication section 51. Further, as one example, the route calculation section 57 can acquire another object position information LI detected by the automated guided vehicle 20 via the communication section 51, and can acquire another object position information LI detected by a camera provided in the factory via the communication section 51. In addition, one example of the another object here is an object in the factory, a person in the factory, and the like. Furthermore, the route calculation section 57 can calculate a travel route to a destination for each automated guided vehicle 20 based on the another object position information LI, the vehicle scheduling information, and each characteristic information. Here, for example, as described above, the route calculation section 57 can calculate a travel route in which the travel time is the shortest within a range in which the travel distance is within a predetermined value, and the total power consumption amount is within a predetermined value. Figure 15As shown, the first location cannot be passed through because a person is present at the first location. According to the above-described configuration, as long as the other object position information LI about the person at the first location can be acquired, the travel path for causing the automated guided vehicle 20 to travel to the destination while bypassing the first location where the person is present can be calculated based on the other object position information LI and the map information, for example. Figure 15 As shown by the dashed arrows, the travel path for causing the automated guided vehicle 20 to travel to the destination while bypassing the first location where the person is present can be calculated.

[0145] Further, in step S16, for example, the path calculation section 57 can set the prescribed range SR including the position of the other object and the upper limit speed SL of the automated guided vehicle 20 within the prescribed range SR based on the other object position information LI and the map information. Moreover, the path calculation section 57 can calculate the travel path to the destination for each of the automated guided vehicles 20 based on the prescribed range SR, the upper limit speed SL, the other object position information LI, the vehicle dispatch information, and the respective characteristic information. Here, for example, as shown in Figure 15 the first location is assumed to be present. Then, as shown by the double-dotted line in Figure 15 , the prescribed range SR including the position of the person as the other object is set by the path calculation section 57. Further, one example of the prescribed range SR is a range of several meters to several tens of meters or so centered on the person as the other object. Here, for example, in the case where the person as the other object moves, it is preferable that the path calculation section 57 set the prescribed range SR so as to follow the movement of the person. In addition, the upper limit speed SL of the automated guided vehicle 20 within the prescribed range SR is set by the path calculation section 57. Further, one example of the upper limit speed SL is a value lower than the maximum speed of the automated guided vehicle 20 by a certain value. According to the above-described configuration, the travel path is calculated further adding the upper limit speed SL when the automated guided vehicle 20 passes through the prescribed range SR. Thereby, for example, it is possible to suppress the adverse effects caused by the automated guided vehicle 20 passing through the prescribed range SR from becoming too large. As one example, assume that the travel time when traveling on the travel path shown by the solid arrows in Figure 15 is shorter than the travel time when traveling on the travel path shown by the dashed arrows in Figure 15 . In this case, the travel path shown by the solid arrows in Figure 15 can be calculated as the travel path of the automated guided vehicle 20. In addition, as one example, even if the travel path shown by the solid arrows in Figure 15 is calculated as the travel path of the automated guided vehicle 20, since the speed of the automated guided vehicle 20 is limited when the automated guided vehicle 20 passes through the prescribed range SR, it is also possible to suppress the person from coming into contact with the automated guided vehicle 20.

[0146] As an example, the upper limit speed SL can be appropriately changed. Further, the upper limit speed SL can also be zero. In this case, by the upper limit speed SL being zero, the automated guided vehicle 20 cannot pass through the prescribed range SR. In other words, the prescribed range SR can also be set as a range through which the automated guided vehicle 20 cannot pass.

[0147] • For example, in step S37, the route calculation section 57 can also change the calculation method of the travel route of the automated guided vehicle 20. As a specific example, the route calculation section 57 can calculate, as the travel route of each automated guided vehicle 20, the shortest route after avoiding a congestion occurrence place in the route from the current position of each automated guided vehicle 20 to each destination prescribed in the vehicle dispatch information, based on the vehicle dispatch information, the respective characteristic information, and the congestion information. In other words, the route calculation section 57 can not necessarily calculate the travel route of each automated guided vehicle 20 in a manner that the travel time is the shortest. That is, the calculation method of the travel route of the automated guided vehicle 20 by the route calculation section 57 can be changed according to the request of the user of the mobile body control system 10 or the like.

[0148] • In each embodiment, in order to control the automated guided vehicles 20 that differ in communication protocol with the same device, the control device 50 can not necessarily be provided with the travel characteristic acquisition section. In this case, the route calculation section 57 can calculate the travel route to the destination of each automated guided vehicle 20 based on the vehicle dispatch information, and transmit the corresponding travel route to each automated guided vehicle 20 via the communication section 51.

[0149] • In each embodiment, each automated guided vehicle 20 can acquire the battery remaining amount in addition to the current position information. In this case, each automated guided vehicle 20 can transmit the battery remaining amount to the control device 50. In this case, the route calculation section 57 can calculate the travel route based on the battery remaining amount. For example, the route calculation section 57 calculates the travel route to a charging point at which the battery can be charged, for the automated guided vehicle 20 whose battery remaining amount is lower than a value prescribed in advance. Also, even if the automated guided vehicle 20 whose battery remaining amount is lower than the value prescribed in advance is already traveling on the designated travel route, the route calculation section 57 can instruct the travel route to the charging point with priority. According to this example, by grasping the battery remaining amount of each automated guided vehicle 20, it is also possible to order the charging operation of each automated guided vehicle 20 at an appropriate timing.

Claims

1. A mobile body control system comprising: a plurality of kinds of mobile bodies; and a control device capable of communicating with each of the mobile bodies, the control device comprising: a communication section capable of communicating with each of the mobile bodies; a mobile body information acquisition section that acquires current position information of each of the mobile bodies from the mobile body via the communication section; a map information acquisition section that acquires map information indicating a path on which the mobile bodies can travel; a vehicle dispatch acquisition section that determines vehicle dispatch information including information of a destination of each of the mobile bodies, based on the current position information and the map information; a travel characteristic acquisition section that acquires a parameter that differs for each kind of the mobile bodies as characteristic information of each of the mobile bodies; and a path calculation section that calculates a travel path to the destination of each of the mobile bodies based on the vehicle dispatch information and each of the characteristic information, and transmits the corresponding travel path to each of the mobile bodies via the communication section.

2. The mobile body control system according to claim 1, wherein the path calculation section calculates a shortest path to the destination of each of the mobile bodies specified in the vehicle dispatch information as the travel path.

3. The mobile body control system according to claim 1, wherein the control device further comprises a congestion information calculation section that calculates congestion information on the map information based on the map information, the vehicle dispatch information, and each of the characteristic information, the path calculation section calculates the travel path of each of the mobile bodies in such a manner that a travel time is shortest among paths to each of the destinations specified in the vehicle dispatch information, based on the vehicle dispatch information, each of the characteristic information, and the congestion information.

4. The mobile body control system according to claim 1, wherein the travel characteristic acquisition section acquires power consumption information indicating an amount of power consumed when each of the mobile bodies performs a predetermined specific action as one of the characteristic information of each of the mobile bodies, the control device further comprises a power consumption calculation section that calculates a total amount of power consumed when each of the mobile bodies travels to the destination specified in the vehicle dispatch information based on the map information, the vehicle dispatch information, and the power consumption information, the path calculation section calculates the travel path of each of the mobile bodies in such a manner that the total amount of power consumed is smallest among paths to the destination specified in the vehicle dispatch information, based on the vehicle dispatch information and the total amount of power consumed.

5. The mobile body control system according to any one of claims 1 to 4, wherein ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The control device further includes an intersection control section that calculates intersection information for controlling the mobile bodies not to be located at the same intersection at the same time in a number prescribed in advance, based on the map information and the current position information, and transmits the intersection information to each of the mobile bodies via the communication section.

6. The mobile body control system according to any one of claims 1 to 5, wherein the communication protocols of two or more of the mobile bodies are different in kind, the control device further includes a repeater that is capable of communicating with the control device and each of the mobile bodies, and converts communication data in the communication protocol prescribed by the control device into another kind of communication protocol prescribed by each of the mobile bodies.

7. The mobile body control system according to any one of claims 1 to 5, wherein the communication protocols of two or more of the mobile bodies are different in kind, each of the mobile bodies converts communication data in the communication protocol prescribed by the mobile body itself into the communication protocol prescribed by the communication section.

8. A mobile body control system comprising: a plurality of kinds of mobile bodies; and a control device capable of communicating with each of the mobile bodies, the communication protocols of two or more of the mobile bodies are different in kind, the control device includes: a communication section capable of communicating with each of the mobile bodies; a mobile body information acquisition section that acquires current position information including current position information of each of the mobile bodies from each of the mobile bodies via the communication section; a map information acquisition section that acquires map information indicating paths on which the mobile bodies are capable of traveling; a vehicle dispatch acquisition section that decides vehicle dispatch information including information of destinations of each of the mobile bodies, based on the current position information and the map information; a path calculation section that calculates a travel path to the destination for each of the mobile bodies based on the vehicle dispatch information, and transmits the corresponding travel path to each of the mobile bodies via the communication section, each of the mobile bodies converts communication data in the communication protocol prescribed by the mobile body itself into the communication protocol prescribed by the communication section.

9. The mobile body control system according to any one of claims 1 to 8, wherein the mobile bodies are autonomous traveling transport robot having individual map information, the map information acquisition section acquires the individual map information possessed by each of the mobile bodies from each of the mobile bodies via the communication section, the map information is acquired based on the individual map information.

10. The mobile body control system according to any one of claims 1 to 7, wherein the path calculation section acquires other object position information as information of positions of objects other than the mobile bodies, that is, other objects, via the communication section, ​ The travel path to the destination for each of the mobile bodies is calculated based on the other-object position information, the vehicle dispatch information, and each of the characteristic information.

11. The mobile body control system according to claim 10, wherein The path calculation section sets a prescribed range including the position of the other object and an upper limit speed of the mobile body in the prescribed range based on the other-object position information and the map information, The travel path to the destination for each of the mobile bodies is calculated based on the prescribed range, the upper limit speed, the other-object position information, the vehicle dispatch information, and each of the characteristic information.

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