DRIVE CONTROL METHOD FOR AN AUTONOMOUS TRANSPORT VEHICLE, AUTONOMOUS TRANSPORT VEHICLE AND TRANSPORT SYSTEM

Abstract

The driving control procedure for an autonomous transport cart (20) pulling a storage cart (30) comprises the following steps: Determining the condition of the storage trolley (30), Determining the relative position of the storage trolley (30) in relation to a transport trolley base body (27) based on the state of the storage trolley (30) and Controlling the travel speed of the transport carriage body (27) based on the relative position of the storage carriage (30) in relation to the transport carriage body (27), wherein the transport trolley body (27) or the storage trolley (30) includes a coupling section (20d) for coupling the transport trolley body (27) and the storage trolley (30), and the transport trolley body (27) includes a drive section (20e) for driving the coupling section (20d), and furthermore, comprehensively controlling the relative position of the storage carriage (30) with respect to the transport carriage base body (27) in the horizontal plane, by driving the coupling section (20d) in a drive direction through the drive section (20e) when the storage carriage (30) is pulled by the transport carriage base body (27) in order to compensate for a movement of the storage carriage (30) due to inertia, where the driving direction is a direction opposite to the direction of action of the inertia.

Description

Technical field

[0001] This invention relates to a driving control method for an autonomous transport vehicle, an autonomous transport vehicle and a transport system, and in particular relates to a driving control method for an autonomous transport vehicle that drives autonomously and pulls a storage vehicle, the autonomous transport vehicle and its transport system. General state of the art

[0002] An autonomous transport vehicle is known from the prior art that drives autonomously and pulls a storage cart. Such a method is disclosed, for example, in JP 6 362 418 B2.

[0003] In JP 6 362 418 B2, an autonomous transport vehicle is disclosed that drives autonomously while pulling a storage cart. The autonomous transport vehicle is designed in such a way that, when driving around a curve, such as a corner, the storage cart is detached and then reattached to it to efficiently execute the turn. State-of-the-art documents, patent documents

[0004] Patent document 1: JP 6 362 418 B2

[0005] DE 10 2016 120 349 A1 describes a trailer reversing assistance system. A camera captures images of a trailer connected to a vehicle. A display has a screen for showing captured images and registering a touch event on it to assign a target on the depicted trailer. A controller processes the captured images and tracks the target to determine a coupling angle between the vehicle and the trailer when the vehicle is automatically steered during a trailer reversing maneuver.

[0006] WO 2019 / 231 470 A1 describes a method for autonomously reversing a vehicle to a trailer. Environmental sensors, such as image and distance sensors, mounted on the vehicle detect the trailer and determine the distances and relative angles between them. Using this information, the vehicle calculates a path to the trailer and autonomously controls its braking, torque, and / or steering to reverse along the calculated path.

[0007] US 2018 / 0118199A1 describes a system comprising a trailer distance module, a trailer contact module, and at least one of the following modules: a driver warning module, a brake control module, and a steering control module. The trailer distance module uses input data from a sensor to determine the distance between the cab of a truck and the semi-trailer coupled to the truck. The trailer contact module detects potential contact between the trailer and the truck cab based on the distance between the cab and the trailer. The driver warning module alerts the driver of a potential contact. The brake control module applies a brake to at least one of the vehicles, the truck or the trailer, when a potential collision is detected. The steering control module increases the driver's effort to steer the truck in at least one direction when a potential collision is detected.

[0008] DE 10 2018 203 203 A1 describes a device for determining the driving stability of a vehicle combination comprising a motor vehicle and a towed trailer, wherein the device comprises a sensor attached to the motor vehicle for scanning the orientation of the trailer relative to the motor vehicle; and a processing device for determining the driving stability of the towed trailer based on the determined orientation.

[0009] DE 101 08 382 A1 describes a method and a device for stabilizing a vehicle combination with a movable trailer coupling. The coupling is attached to the towing vehicle by means of a guide and can be moved with a horizontal component transverse to the longitudinal axis of the towing vehicle by means of actuators in the guide. The movement of the trailer coupling is controlled by a control unit according to a vehicle dynamics control system implemented in the control unit. The movement of the trailer coupling occurs in the direction of the pendulum motion of the trailer drawbar, so that the angle between the towing vehicle and the trailer drawbar is reduced by the movement of the trailer coupling when pendulum motion occurs. In this way, the pendulum motion of the trailer is counteracted, and an amplification of the pendulum motion is prevented within the physical limits of the system.

[0010] US 2015 / 0232088A1 describes a device for improving the stability of a vehicle combination comprising a towing vehicle and at least one towed vehicle, wherein the at least one towed vehicle has an actively steered axle and / or an individual brake on at least one axle, and wherein both the towing vehicle and the at least one towed vehicle each have a device for determining lateral acceleration. A vehicle combination model is adapted to determine a desired deceleration value between the lateral acceleration of the towing vehicle and the lateral acceleration of the at least one towed vehicle.The arrangement is designed to stabilize the at least one towed vehicle by using the determined lateral acceleration of the towing vehicle and the desired deceleration value for the at least one towed vehicle to achieve a desired lateral acceleration for the at least one towed vehicle, and to control the steered axle and / or the individual brake of the at least one towed vehicle so that the determined lateral acceleration of the at least one towed vehicle corresponds to the desired lateral acceleration of the at least one towed vehicle. Brief description of the invention Task of the invention

[0011] However, since the autonomous transport vehicle JP 6 362 418 B2 detaches and reattaches the storage cart when cornering, such as at bends, navigating curves is time-consuming and leads to reduced productivity when used in production facilities and similar environments. Therefore, it is conceivable to navigate curves in a state where the autonomous transport vehicle pulls the storage cart, instead of detaching the storage cart from the autonomous transport vehicle.

[0012] However, if the autonomous transport vehicle travels around the curve at the same speed as it would without the trolley being pulled, the trolley will sway considerably in the curve, increasing the risk of it tipping over. Therefore, it is conceivable to temporarily reduce the autonomous transport vehicle's speed when it is pulling the trolley.

[0013] While this prevents the storage cart from tipping over in curves, the reduced speed of the autonomous transport cart decreases productivity. Therefore, the problem is that when a storage cart is pulled by an autonomous transport cart (cart body), it is difficult to both prevent the cart from tipping over in curves and simultaneously increase productivity.

[0014] The invention was made to solve the described problem, and one of the objectives of the invention is to provide a driving control method for an autonomous transport cart, an autonomous transport cart and a transport system, with which, when a storage cart is pulled by a transport cart body, tipping of the storage cart in a curve can be prevented and productivity can be increased at the same time. Means for solving the tasks

[0015] The problem to be solved by the invention is solved by the subject matter of the independent claims. Further embodiments are defined in the dependent claims.

[0016] A driving control method for an autonomous transport cart of a first aspect of the invention is a driving control method for an autonomous transport cart that pulls a storage cart and comprises the following steps: determining a state of the storage cart, detecting a relative position of the storage cart in relation to a transport cart body based on the state of the storage cart and controlling a driving speed of the transport cart body based on the relative position of the storage cart in relation to the transport cart body.

[0017] In the driving control method, the transport trolley body or the storage trolley includes a coupling section for coupling the transport trolley body and the storage trolley, the transport trolley body includes a drive section for driving the coupling section, and there is further a step of controlling the relative position of the storage trolley with respect to the transport trolley body in the horizontal plane by driving the coupling section in a driving direction by the drive section when the storage trolley is pulled by the transport trolley body in order to compensate for a movement of the storage trolley due to inertia, wherein the driving direction is a direction opposite to the direction of action of the inertia.This design allows the transport trolley body to move while the relative position of the storage trolley in relation to the transport trolley body is controlled in the horizontal plane. In contrast to situations where the relative position of the storage trolley in relation to the transport trolley body cannot be controlled in the horizontal plane, this method increases the stability of the transport trolley body's movement.

[0018] In the driving control procedure for an autonomous transport vehicle, the steps described above include: detecting the relative position of the storage cart with respect to the transport vehicle body based on the state of the storage cart; and controlling the speed of the transport vehicle body based on the relative position of the storage cart with respect to the transport vehicle body. If, when driving around a curve such as a corner, a change in the relative position of the storage cart with respect to the transport vehicle body occurs, the speed of the transport vehicle body can be adjusted accordingly.Unlike the situation where the trolley's travel speed is indiscriminately reduced when it pulls a storage trolley, this method avoids unnecessary speed reduction. This prevents the storage trolley from tipping over on curves while being pulled by the trolley's body, thus increasing productivity. Furthermore, if the storage trolley becomes misaligned during this process, the trolley's travel speed can be adjusted accordingly. This also prevents the storage trolley from tipping over.

[0019] The step of controlling the relative position of the storage cart with respect to the transport cart body in the horizontal plane, in this case, involves driving the coupling section in a drive direction by means of the drive section when the transport cart body is rotated. This compensates for inertial movement of the storage cart, where the drive direction is opposite to the direction of inertia. This design prevents the storage cart from moving back and forth due to inertia during the rotation of the transport cart body. Consequently, the storage cart can be moved efficiently when the transport cart body is rotated.Driving maneuvers such as turning and reversing in a tight curve can be easily carried out in this way.

[0020] In the driving control method for an autonomous transport cart, the step of determining the state of the storage cart preferably includes a step of determining the state of a feature point of the storage cart, and the step of detecting the relative position of the storage cart with respect to the transport cart body includes a step of detecting the relative position of the storage cart with respect to the transport cart body based on the state of the feature point of the storage cart. With such a design, the relative position of the storage cart with respect to the transport cart body can be easily detected simply by determining the state of the feature point of the storage cart. Furthermore, since no sensors or similar devices are required to detect the position of the storage cart, its relative position can be detected even though the storage cart has a simple structure.

[0021] In this case, the feature point of the storage cart preferably includes a marking provided on the storage cart. Unlike the case where a shape of the storage cart, such as a corner section, is used as the feature point, this design allows the relative position of the storage cart with respect to the transport cart body to be determined by means of a special marking. Consequently, the relative position of the storage cart with respect to the transport cart body can be determined with high accuracy.

[0022] In the driving control method for an autonomous transport cart of the first aspect, the relative position of the storage cart with respect to the transport cart body preferably includes information on the tilt angle of the storage cart with respect to the transport cart body, and the step of controlling the driving speed of the transport cart body includes a step of controlling the driving speed of the transport cart body based on the information on the tilt angle of the storage cart with respect to the transport cart body. This design allows the driving speed of the transport cart body to be controlled with high accuracy based on the information on the tilt angle of the storage cart with respect to the transport cart body.

[0023] In this case, the step of controlling the travel speed of the transport cart body preferably includes a step of controlling the travel speed of the transport cart body based on information about the tilt angle of the storage cart relative to the transport cart body in a horizontal plane, in order to decelerate the transport cart body. If, when driving around a curve such as a corner, a change in the tilt angle of the storage cart relative to the transport cart body occurs, such a design allows the travel speed of the transport cart body to be appropriately reduced in accordance with the change in the tilt angle of the storage cart relative to the transport cart body. As a result, the travel speed of the transport cart body can be controlled with high accuracy when driving around a curve.

[0024] In the embodiment where the relative position of the storage cart with respect to the transport cart body includes information about the storage cart's angle of inclination relative to the transport cart body, the step of controlling the transport cart body's travel speed preferably includes a step of controlling the transport cart body's travel speed based on information about the storage cart's angle of inclination relative to the transport cart body in a vertical plane, in order to stop the transport cart body. For example, if an anomaly of a wheel of the storage cart results in an anomalous position of the storage cart and a change in the storage cart's angle of inclination relative to the transport cart body in the vertical plane occurs, such an embodiment can stop the transport cart body.In this way, tipping of the storage trolley can be prevented when it is pulled through the transport trolley base.

[0025] In this case, preferably one step involves determining information about the tilt angle of the transport cart body, and the step of controlling the travel speed of the transport cart body includes a step of controlling the travel speed of the transport cart body based on information about the tilt angle of the storage cart relative to the transport cart body and information about the tilt angle of the transport cart body in the vertical plane, in order to stop the transport cart body. This design allows for control to stop the transport cart body not only based on the tilt angle of the storage cart relative to the transport cart body in the vertical plane, but also based on the tilt angle of the transport cart body in the vertical plane.As a result, the control for stopping the transport carriage body can be carried out with high accuracy.

[0026] In the driving control method for an autonomous transport cart of the first aspect, the step of controlling the speed of the transport cart body preferably includes a step of controlling the speed of the transport cart body taking into account at least one of the shape, weight, and center of gravity of the storage cart. This design allows the speed of the transport cart body to be controlled taking into account at least one of the storage cart's shape, weight, and center of gravity, which vary depending on the type of storage cart. Consequently, the speed of the transport cart body can be appropriately controlled according to the type of storage cart.

[0027] In the embodiment where the transport carriage body includes the drive section that drives the coupling section, a further step preferably includes limiting the movement of the coupling section by the transport carriage body. The step of controlling the relative position of the storage carriage with respect to the transport carriage body in the horizontal plane further includes controlling the relative position of the storage carriage with respect to the transport carriage body in the horizontal plane by driving the coupling section within an angular range limited by a stop. This embodiment allows the coupling section to be driven by the drive section in such a way that it does not touch the stop.Consequently, contact between the coupling section and the stop during the drive section's operation prevents a load from acting on the coupling section and the stop. Furthermore, the stop allows the movement of the coupling section to be limited. By limiting the movement of the coupling section, the movement of the storage carriage can therefore be restricted to a defined range.

[0028] In the driving control method for an autonomous transport cart of the first aspect, the step of controlling the speed of the transport cart body preferably includes a step of determining a correction time required to correct the relative position of the storage cart with respect to the transport cart body by controlling the speed of the transport cart body, and a step of detecting a driving anomaly based on a comparison between the correction time and a reference correction time. This design allows a driving anomaly caused by anomalies such as a floor anomaly or an anomaly of a wheel of the storage cart to be detected. Consequently, upon detection of a driving anomaly, it can be quickly rectified.

[0029] In this case, the step of controlling the travel speed of the transport vehicle body preferably also includes a step of learning the reference correction time based on the correction time. This design allows the reference correction time to be updated through learning. Consequently, travel anomalies can be detected more accurately using the updated reference correction time.

[0030] In the configuration for teaching in the reference correction time, the teaching step preferably includes a step in which the reference correction time is taught for the relative position of the storage cart with respect to the transport cart body, the travel speed of the transport cart body, the weight of the storage cart, or the direction of travel of the transport cart body. This configuration allows the reference correction time to be taught situationally. Consequently, travel anomalies can be detected even more precisely for each situation based on the situation-specific reference correction time.

[0031] The driving control method for an autonomous transport cart according to the first aspect preferably further comprises a step of moving the transport cart body into a position for coupling to the storage cart based on the state of the storage cart at the time of coupling. This design allows the transport cart body and the storage cart to be coupled automatically. Consequently, automation is possible from the coupling of the transport cart body and the storage cart body to the driving of the transport cart body while pulling the storage cart.

[0032] An autonomous transport vehicle according to a second aspect of the invention is an autonomously driving autonomous transport vehicle that pulls a storage cart and comprises a state detection section that determines the state of the storage cart and a control section that, based on the state of the storage cart determined by the state detection section, detects a relative position of the storage cart with respect to the transport vehicle body and, based on the relative position of the storage cart with respect to the transport vehicle body, controls a travel speed of the transport vehicle body, wherein the transport vehicle body or the storage cart includes a coupling section for coupling the transport vehicle body and the storage cart and the transport vehicle body includes a drive section for driving the coupling section.and the control section further controls the relative position of the storage carriage with respect to the transport carriage body in the horizontal plane by driving the coupling section in a drive direction through the drive section when the storage carriage is pulled by the transport carriage body, in order to compensate for any inertial movement of the storage carriage, wherein the drive direction is a direction opposite to the direction of action of the inertia.

[0033] The autonomous transport cart according to the second aspect of the invention is equipped with a control section which, as described above, detects the relative position of the storage cart relative to the transport cart body based on the state of the storage cart determined by the state detection section and controls the travel speed of the transport cart body based on this relative position. If, when driving around a curve such as a corner, a change in the relative position of the storage cart relative to the transport cart body occurs, the travel speed of the transport cart body can be adjusted accordingly.Unlike the situation where the transport cart's speed is indiscriminately reduced when it pulls a storage cart, this method avoids unnecessary speed reduction. This allows for an autonomous transport cart that prevents the storage cart from tipping over in curves while being pulled by the transport cart's body, thus increasing productivity. Furthermore, if the storage cart is in an anomalous position while being pulled, the transport cart's speed can be adjusted accordingly.This method also prevents the storage trolley from tipping over when it is pulled through the transport trolley base.

[0034] The control section is designed to control the relative position of the storage cart with respect to the transport cart body in the horizontal plane by driving the coupling section in a drive direction via the drive section when the transport cart body is turned. This compensates for inertial movement of the storage cart, with the drive direction being opposite to the direction of inertia. This design prevents the storage cart from moving back and forth due to inertia during the turning of the transport cart body. Consequently, the storage cart can be moved efficiently when the transport cart body is turned. Maneuvers such as turning and reversing in tight curves can thus be easily performed.

[0035] In the autonomous transport cart according to the second aspect, the state detection section is preferably configured to determine the state of a feature point of the storage cart, and the control section is configured to detect the relative position of the storage cart with respect to the transport cart body based on the feature point of the storage cart determined by the state detection section. With this configuration, the relative position of the storage cart with respect to the transport cart body can be easily determined simply by determining the state of the feature point of the storage cart. Furthermore, since no sensors or similar devices are required to detect the position of the storage cart, its relative position can be detected despite the storage cart's simple structure.

[0036] A transport system according to a third aspect of the invention comprises a storage cart, an autonomous transport cart that drives autonomously and pulls the storage cart, and a control device that sends commands to the autonomous transport cart, wherein the autonomous transport cart includes a state detection section that determines the state of the storage cart and a transport cart control section that, based on the state of the storage cart determined by the state detection section, detects a relative position of the storage cart with respect to the transport cart body and, based on the relative position of the storage cart with respect to the transport cart body, controls a travel speed of the transport cart body.wherein the transport trolley body or the storage trolley includes a coupling section for coupling the transport trolley body and the storage trolley, and the transport trolley body includes a drive section for driving the coupling section, and the transport trolley control section furthermore controls the relative position of the storage trolley with respect to the transport trolley body in the horizontal plane by driving the coupling section in a drive direction through the drive section when the storage trolley is pulled by the transport trolley body in order to compensate for any inertial movement of the storage trolley, the drive direction being a direction opposite to the direction of action of the inertia.

[0037] The transport system according to the third aspect of the invention includes a transport cart control section which, as described above, detects the relative position of the storage cart with respect to the transport cart body based on the state of the storage cart determined by the state detection section and controls the travel speed of the transport cart body based on this relative position. If, when driving around a curve such as a corner, a change in the relative position of the storage cart with respect to the transport cart body occurs, the travel speed of the transport cart body can be adjusted accordingly.Unlike the situation where the transport cart's speed is indiscriminately reduced when it pulls a storage cart, this method avoids unnecessary speed reduction. This allows for a transport system that prevents the storage cart from tipping over in curves while being pulled by the transport cart's body, thus increasing productivity. Furthermore, if the storage cart is in an abnormal position while being pulled, the transport cart's speed can be adjusted accordingly.This design also prevents the trolley from tipping over when it is pulled by the trolley body. The trolley control section is designed to control the trolley's relative position in the horizontal plane by driving the coupling section in a specific direction via the drive section when the trolley body is rotated. This compensates for inertial movement of the trolley, with the drive direction being opposite to the direction of inertia. This design prevents the trolley from oscillating due to inertia during rotation of the trolley body. Consequently, the trolley can be moved efficiently when the trolley body is rotated.Driving maneuvers such as turning and reversing in a tight curve can be easily carried out in this way.

[0038] In the transport system according to the third aspect, the state detection section is preferably designed to determine the state of a feature point of the storage cart, and the transport cart control section is designed to detect the relative position of the storage cart with respect to the transport cart body based on the feature point of the storage cart determined by the state detection section. With this design, the relative position of the storage cart with respect to the transport cart body can be easily determined simply by determining the state of the feature point of the storage cart. Furthermore, since no sensors or similar devices are required to detect the position of the storage cart, its relative position can be detected even though the storage cart has a simple structure. Effect of the invention

[0039] According to the present invention, a driving control method for an autonomous transport cart, an autonomous transport cart and a transport system can be provided with which, when a storage cart is pulled by a transport cart body, a tipping of the storage cart in a curve can be prevented and productivity can be increased at the same time. Brief description of the characters

[0040] They show: Fig. 1 a block diagram of a transport system according to an embodiment; Fig. 2 a block diagram of a server according to the embodiment; Fig. 3 a block diagram of an autonomous transport vehicle according to the embodiment; Fig. 4 a schematic view of a feature point of a storage trolley according to the embodiment; Fig. 5 a schematic view to illustrate how to determine the feature point of the storage trolley according to the embodiment; Fig. 6 a schematic view illustrating a state in which the storage trolley is pulled straight ahead, a state in which the storage trolley is pulled at an angle in a horizontal plane, and a state in which the storage trolley is pulled at an angle in a vertical plane, according to the embodiment; Fig. 7 a schematic view to illustrate a drive control of a coupling section according to the embodiment; Fig. 8 a schematic view to illustrate a correction time in a vehicle speed control system according to the embodiment; Fig. 9 a schematic view to illustrate zones in a vehicle speed control system according to the embodiment; Fig. 10 a view to illustrate a control for the automatic coupling of the autonomous transport vehicle according to the embodiment; Fig. 11 a view to illustrate a processing for the automatic coupling of the autonomous transport vehicle according to the embodiment; Fig. 12 a flowchart of a speed control processing of the autonomous transport vehicle according to the embodiment; Fig. 13 a flowchart as a continuation of Fig. 13; Fig. 14 a view to illustrate a processing operation for stopping the autonomous transport vehicle according to the embodiment; Fig. 15 a flowchart of a coupling section control processing of the autonomous transport vehicle according to the embodiment; and Fig. 16 A schematic view to illustrate how to determine the feature point of the storage trolley according to a modified example of the embodiment. embodiment of the invention

[0041] The following describes a specific embodiment of the present invention with reference to the figures. Design of the printed circuit board manufacturing system

[0042] With reference to Fig. 1 describes the design of a transport system 100 according to an embodiment of the present invention.

[0043] The transport system 100 according to the present embodiment is a system used in a production factory. There are no particular restrictions regarding the production factory in which the transport system 100 is used; it could, for example, be a printed circuit board (PCB) production factory where PCBs are manufactured by assembling printed circuit boards with components. As in Fig. As shown in Figure 1, the transport system 100 comprises a server 10, an autonomous transport cart 20, and a storage cart 30. Fig. Figure 1 shows one autonomous transport cart 20 and one storage cart 30, but in a real production factory, several autonomous transport carts 20 and storage carts 30 are provided. Server 10 is an example here of the "control device" of the claims. Server design

[0044] As in Fig. As shown in Figure 1, server 10 is configured to send commands to the autonomous transport vehicle 20. Server 10 is, for example, a PC. As shown in Figure 1, server 10 is configured to send commands to the autonomous transport vehicle 20. Fig. As shown in Figure 2, the server 10 comprises a control section 11, a storage section 12, a display section 13, an operation section 14 and a communication section 15.

[0045] Control section 11 is a control circuit for controlling the individual sections of server 10. Control section 11 includes a CPU (Central Processing Unit) and memory. Control section 11 is designed to control the sending of commands to the autonomous transport cart 20 based on production plans, user input, and the like. Memory section 12 contains a writable storage medium, such as flash memory, and is designed to store various types of information. Memory section 12 stores information on production plans, information on the autonomous transport cart 20, information on the storage cart 30, and the like.

[0046] Display section 13, for example, includes a liquid crystal display section and is designed to display various information. Operating section 14 includes operating components such as a mouse and keyboard and is designed to accept user input. Communication section 15 is designed to exchange information with the autonomous transport vehicle 20. Communication section 15 is a wireless communication section. Server 10 is connected to the autonomous transport vehicle 20 via a network. Design of the autonomous transport vehicle

[0047] Next, the design of the autonomous transport vehicle 20 will be described.

[0048] The autonomous transport cart 20 is designed to drive autonomously and pull the storage cart 30. Specifically, the autonomous transport cart 20 is designed to transport items used in the production factory by driving autonomously and pulling the storage cart 30.

[0049] As in Fig. 3 and Fig. As shown in Figure 4, the autonomous transport vehicle 20 comprises several (four) drive wheels 20a, several (four) drive wheel motors 20b, a drive wheel control section 20c, a coupling section 20d, a coupling section motor 20e, and a pair of stops 20f. The autonomous transport vehicle 20 also includes a control section 21, a receiving section 22, a communication section 23, a battery 24, a tilt sensor 25, and a storage section 26. These components are provided on a transport vehicle body 27. Fig. Figure 3 shows, for simplicity, one of each of the multiple (four) drive wheels 20a and the multiple (four) drive wheel motors 20b. The control section 21 is an example of the "transport carriage control section" of the claims. The coupling section motor 20e is an example of the "drive section" of the claims. The receiving section 22 is an example of the "state determination section" of the claims.

[0050] The multiple drive wheels 20a are designed to propel the transport carriage body 27. The multiple drive wheels 20a are designed to allow the transport carriage body 27 to travel straight ahead or turn around. Two of the multiple drive wheels 20a are provided on the left and two on the right of the transport carriage body 27. The multiple drive wheel motors 20b are designed to drive the multiple drive wheels 20a. The multiple drive wheel motors 20b are provided in accordance with the multiple drive wheels 20a. The drive wheel control section 20c controls the multiple drive wheel motors 20b based on commands from the control section 21 and is designed to control the direction and speed of travel of the transport carriage body 27 by means of the multiple drive wheels 20a.

[0051] The coupling section 20d is a coupling element that connects the transport carriage base 27 and the storage carriage 30. The coupling section 20d is designed such that it connects the transport carriage base 27 and the storage carriage 30 in such a way that rotation about a rotational axis C extending in the top-bottom direction (Z-direction) is possible for the transport carriage base 27, which serves as the center of rotation for the coupling point. The coupling section motor 20e is designed to drive the coupling section 20d. The coupling section motor 20e is designed to rotate the coupling section 20d about the rotational axis C based on commands from the control section 21. The pair of stops 20f is designed to limit the movement of the coupling section 20d. The pair of stops 20f is provided on both sides of the coupling section 20d.The pair of stops 20f is V-shaped with the coupling section 20d positioned between them.

[0052] Control section 21 is designed to control the individual sections of the autonomous transport vehicle 20. Control section 21 includes a CPU (Central Processing Unit) and memory. Control section 21 is designed to control the drive wheel motors 20b by means of the drive wheel control section 20c and thus control the autonomous driving of the autonomous transport vehicle 20.

[0053] Control section 21 is designed to allow the autonomous transport vehicle 20 to travel autonomously to a destination based on commands from server 10. For example, control section 21 allows the autonomous transport vehicle 20 to travel autonomously to a waiting position for the storage cart 30 based on commands from server 10. Control section 21 also allows the autonomous transport vehicle 20 to travel autonomously, for example, while pulling the storage cart 30, to a warehouse containing items to be transported, based on commands from server 10. Control section 21 also allows the autonomous transport vehicle 20 to travel autonomously to a transport position for the items, for example, while pulling the storage cart 30, based on commands from server 10.

[0054] The recording section 22 is designed to determine the condition of the storage trolley 30. Specifically, the recording section 22 is designed to determine the condition of a feature point 31 of the storage trolley 30. The recording section 22 is designed such that it records feature point 31 of the storage trolley 30 in order to determine the condition of feature point 31 of the storage trolley 30 as a recording result. The recording section 22 includes a camera. The recording section 22 is positioned so that it can record feature point 31 of the storage trolley 30. The recording section 22 is located on a part of the transport trolley base 27 on the side of the storage trolley 30.

[0055] Communication section 23 is designed to exchange information with server 10. Communication section 23 is a wireless communication section. The autonomous transport vehicle 20 is connected to server 10 via a network. Battery 24 is designed to supply the individual sections of the autonomous transport vehicle 20 with electrical energy. Battery 24 contains a rechargeable cell. The autonomous transport vehicle 20 operates autonomously using the electrical energy from battery 24. Tilt sensor 25 is designed to determine the tilt angle of the autonomous transport vehicle 20 in a vertical plane and send it to control section 21. Tilt sensor 25 is, for example, a gyroscope.Memory section 26 contains a writable storage medium such as flash memory and is designed to store various types of information. Information about the autonomous transport cart 20, the storage cart 30, and similar data are stored in memory section 26. Design of the storage trolley

[0056] Next, the design of storage trolley 30 will be described.

[0057] Storage trolley 30 is designed to hold items used in the production factory. As in Fig. As shown in Figure 4, the storage trolley 30 comprises a feature point 311, a recording section 32 and several (four) wheels 33.

[0058] Feature point 311 includes a marker provided on the storage cart 30. There are no special restrictions regarding the marker, and it can, for example, be made of sheet metal. Feature point 311 is provided at a position where it can be picked up by the receiving section 22 of the autonomous transport cart 20. Feature point 311 is provided on a part of the storage cart 30 on the side of the autonomous transport cart 20. As in Fig. As shown in Figure 5, feature point 311 is provided with a pattern. If feature point 311 is made of sheet metal, the pattern can be formed by a laser. The pattern of feature point 311 is designed such that its shape changes when viewed from the autonomous transport cart 20 if the relative position of the storage cart 30 to the transport cart base 27 changes. The pattern of feature point 311 is defined by a two-dimensional code that contains identifying information about the storage cart 30. The control section 21 of the autonomous transport cart 20 can determine the identifying information of the storage cart 30 based on the result of the acquisition of feature point 311 by the acquisition section 22.The control section 21 of the autonomous transport cart 20 can also determine information about the storage cart 30, such as its shape, weight, and center of gravity, from the server 10 based on the identification information of the storage cart 30.

[0059] As in Fig. As shown in Figure 4, the receiving section 32 is designed to hold articles. The receiving section 32 is concave. The multiple wheels 33 are designed to move the storage trolley 30 by pulling it through the autonomous transport trolley 20. The multiple wheels 33 are provided as casters. Two of the multiple wheels 33 are provided on the left and two on the right of the storage trolley 30.

[0060] Control of the travel speed of the transport cart body Next, the control of the travel speed of the transport cart body 27 is described.

[0061] As in Fig. As shown in Figure 6, the control section 21 in the present embodiment is configured to detect the relative position of the storage cart 30 with respect to the transport cart body 27 based on the state of the storage cart 30 determined by the receiving section 22, and to control the travel speed of the transport cart body 27 based on this relative position. Specifically, the control section 21 is configured to control the relative position of the storage cart 30 with respect to the transport cart body 27 based on the state of feature point 31 of the storage cart 30 determined by the receiving section 22.

[0062] When the storage trolley 30 is pulled straight ahead by the transport trolley base 27, feature point 311 is located in the center of the recording result, and feature point 311 is depicted without any inclination. When the storage trolley 30 is pulled through the transport trolley base 27 in a state inclined in the horizontal plane, feature point 311 is not located in the center of the recording result, and feature point 311 is depicted inclined in the depth direction. When the storage trolley 30 is pulled through the transport trolley base 27 in a state inclined in the vertical plane, feature point 311 is located in the center of the recording result, and feature point 311 is depicted inclined in a plane orthogonal to the depth direction. The relative position of the storage trolley 30 with respect to the transport trolley base 27 can be determined from these changes in the state of feature point 311.For easier understanding, the inclined state of the storage trolley 30 in the vertical plane is shown. Fig. 6 exaggerated.

[0063] The relative position of the storage trolley 30 with respect to the transport trolley base 27 includes information on the inclination angle of the storage trolley 30 with respect to the transport trolley base 27. Specifically, the relative position of the storage trolley 30 with respect to the transport trolley base 27 includes information on the inclination angle γ of the storage trolley 30 with respect to the transport trolley base 27 in the horizontal plane and information on the inclination angle θ of the storage trolley 30 with respect to the transport trolley base 276 in the vertical plane.

[0064] The control section 21 is designed to control the travel speed of the transport cart body 27 based on information about the tilt angle of the storage cart 30 relative to the transport cart body 27. Specifically, the control section 21 is designed to control the travel speed of the transport cart body 27 based on information about the tilt angle γ of the storage cart 30 relative to the transport cart body 27 in the horizontal plane such that the transport cart body 27 is decelerated. More precisely, the control section 21 is designed to control the travel speed of the transport cart body 27 according to the following equation (1). The control section 21 is designed to control the travel speed of the transport cart body 27 such that it decreases as the tilt angle γ increases. Vc=V×{1−k×sin(γ)} where Vc: Correction speed V: Normal speed k: Correction coefficient γ: Inclination angle of the storage trolley in relation to the transport trolley base in the horizontal plane

[0065] The normal speed V and the correction coefficient k can be determined in advance through experiments. There are no particular restrictions regarding the normal speed V, and it can, for example, be approximately 2 m / s. There are also no particular restrictions regarding the correction coefficient k, and it can, for example, be a value at which the correction speed Vc is reduced to or below 1 m / s. Here, the normal speed V is the travel speed of the transport carriage body 27 when the storage carriage 30 is pulled straight ahead by the transport carriage body 27.

[0066] The control section 21 is designed to control the travel speed of the transport cart body 27 based on information about the tilt angle θ of the storage cart 30 relative to the transport cart body 27 in the vertical plane, such that the transport cart body 27 stops. Specifically, the control section 21 is designed to control the travel speed of the transport cart body 27 based on information about the tilt angle θ of the storage cart 30 relative to the transport cart body 27 and information about the tilt angle δ of the transport cart body 27 in the vertical plane determined by the tilt sensor 25, such that the transport cart body 27 stops.

[0067] First, the control section 21 determines the difference between the tilt angle θ and the tilt angle δ (θ-δ) as the actual tilt angle θt of the storage cart 30 in the vertical plane. Then, the control section 21 detects whether the actual tilt angle θt exceeds a reference angle (threshold). If the actual tilt angle θt exceeds the reference angle, the control section 21 controls the travel speed of the transport cart body 27 so that the transport cart body 27 stops. The control section 21 controls the travel speed of the transport cart body 27 so that it gradually decelerates and then comes to a stop. If the actual tilt angle θt does not exceed the reference angle, the control section 21 initiates a control action to resume the travel of the transport cart body 27. The reference angle can be determined in advance through testing.

[0068] In the present embodiment, the control section 21 is configured to control the travel speed of the transport cart body 27, taking into account at least one of the shape, weight, and center of gravity of the storage cart 30. For example, if the storage cart 30 is wide, taking into account its shape, the control section 21 sets a lower travel speed for the transport cart body 27 than for a storage cart 30 with a narrow width. Likewise, if the storage cart 30 is narrow, taking into account its shape, the control section 21 sets a higher travel speed for the transport cart body 27 than for a storage cart 30 with a wide width.

[0069] For example, if the storage trolley 30 is heavy, the control section 21 sets a lower travel speed for the trolley body 27 than for a lighter storage trolley 30. Likewise, if the storage trolley 30 is lighter, the control section 21 sets a higher travel speed for the trolley body 27 than for a heavy storage trolley 30.

[0070] If, taking into account the center of gravity of the storage cart 30, the center of gravity of the storage cart 30 is located on the left side, then, for example, the control section 21 reduces the travel speed of the transport cart body 27 more during a left turn than during a right turn. Likewise, the control section 21 reduces the travel speed of the transport cart body 27 more during a right turn than during a left turn if, taking into account the center of gravity of the storage cart 30, the center of gravity of the storage cart 30 is located on the right side. Drive control of the coupling section

[0071] Next, the drive control of the coupling section 20d will be described.

[0072] As in Fig. As shown in Figure 7, the control section 21 is designed to control the relative position of the storage cart 30 with respect to the transport cart body 27 in the horizontal plane by driving (rotating) the coupling section 20d by means of the coupling section motor 20e when the storage cart 30 is pulled by the transport cart body 27. Specifically, the control section 21 is designed to control the relative position of the storage cart 30 with respect to the transport cart body 27 in the horizontal plane such that, when the transport cart body 27 is turned, the inertial movement of the storage cart 30 is compensated by driving (rotating) the coupling section 20d by means of the coupling section motor 20e.

[0073] The inertial force acting on the storage trolley 30 when the transport trolley base body 27 is turned can be represented by the following equation. Fj=m×a where Fj: inertial force acting on the storage trolley m: Weight of the storage trolley a: Acceleration of the storage trolley in the direction of rotation

[0074] The weight m is calculated as the sum of the weight of the storage cart 30 and the weight of the items if items are being transported. If no items are being transported, the weight of the storage cart 30 alone is used. The weight of the storage cart 30 can be determined from server 10 based on its characteristic information. The weight of the items can be determined by identifying them based on the command from server 10 (task content). The acceleration a can be determined from the turning speed of the transport cart body 27 using a conversion table. Alternatively, the acceleration a can be determined from the change over time of the characteristic point 31 of the storage cart 30, as determined by the acquisition section 22.

[0075] The kinetic frictional force acting on the storage trolley 30 can be represented by the following equation. F=μ×m×g where F: Kinetic frictional force acting on the storage trolley µ: Coefficient of kinetic friction force m: Weight of the storage trolley g: Gravitational acceleration

[0076] The coefficient of kinetic friction µ can be determined by the user entering the kinetic friction force of the ground. The weight m can be determined in the same way as for equation (2) above. The gravitational acceleration g can be determined from a known value.

[0077] When the transport carriage body 27 turns, the storage carriage 30 oscillates in the direction of rotation due to a force determined by the inertial force Fj calculated in equation (2) and the kinetic friction force F calculated in equation (3). Therefore, the control section 21 sets the drive direction (direction opposite to the direction of inertia) and the drive path (drive angle) of the coupling section 20d for the difference between the inertial force Fg and the kinetic friction force F (Fg-F) such that this difference is compensated. The control section 21 then executes a control operation to drive the coupling section 20d by means of the coupling section motor 20e, causing it to rotate about the specified drive path (drive angle).

[0078] In the present embodiment, the control section 21 is configured to control the relative position of the storage carriage 30 with respect to the transport carriage base 27 in the horizontal plane by driving (rotating) the coupling section 20d by means of the coupling section motor 20e within an angular range limited by the stops 20f. The control section 21 is configured such that it drives (rotates) the coupling section 20d by means of the coupling section motor 20e in a range in which the coupling section 20d does not contact the stops 20f.

[0079] Correction time for the travel speed control Next, the correction time for the travel speed control of the transport wagon body 27 is described.

[0080] As in Fig. As shown in Figure 8, the control section 21 is configured to determine a correction time T required to correct the relative position of the storage cart 30 with respect to the transport cart body 27 by controlling the travel speed of the transport cart body 27. The control section 21 is also configured to detect a travel anomaly based on a comparison between the correction time T and a reference correction time. Specifically, the control section 21 is configured to detect a travel anomaly using the following equation (4). The control section 21 is configured to detect a travel anomaly if the correction time T lies outside (below or above) a normal range defined by the equation (4) below. Te−α <T<Te+α where Te: Reference correction time T: Correction time α: constant

[0081] The reference correction time Te and the correction time T are described later. The constant α can be determined in advance through experiments.

[0082] As in Fig. As shown in Figure 9, several (in Fig. 9 four) zones A are defined. The multiple zones A are defined as different ranges of the inclination angle γ. For example, zone 1 is defined in a range of inclination angle γ from 0 degrees to less than 5 degrees, zone 2 in a range of inclination angle γ from 5 degrees to less than 10 degrees, zone 3 in a range of inclination angle γ from 10 degrees to less than 15 degrees, and zone 4 in a range of inclination angle γ from 15 degrees to less than 20 degrees.

[0083] Control section 21 is designed to control the travel speed of the transport carriage body 27 when zone A transitions from an immediately preceding zone A to another zone A. Control section 21 is also designed to determine the time until the transition of zone A from an immediately preceding zone A to another zone A, as the correction time T, and to store this time in memory section 26.

[0084] In the present embodiment, the control section 21 is configured to learn the reference correction time Te based on the correction time T. Specifically, the control section 21 is configured to learn and update the reference correction time Te using the following equation (5). The control section 21 is configured such that it learns and updates the reference correction time Te as the average of several correction times T using the equation (5) below. The control section 21 is configured such that it determines the reference correction time Te as the expected correction completion time, at which the correction is expected to be completed, using the equation (5) below. Te=ΣTn / n where Te: Reference correction time Tn: nth determined correction time n: Correction time number

[0085] In the present embodiment, the control section 21 is also configured to learn the reference correction time Te for the relative position of the storage cart 30 with respect to the transport cart body 27 (zones A), the travel speed of the transport cart body 27, the weight of the storage cart 30, or the direction of travel of the transport cart body 27. Therefore, the control section 21 is configured such that, when zone A transitions from an immediately preceding zone A to another zone A, it relates zone A (angle of inclination γ), the travel speed of the transport cart body 27, the weight of the storage cart 30, and the direction of travel of the transport cart body 27 (turning right or turning left) to the correction time T and stores this information in the memory section 26.In this way, the correction time T is determined situationally for zone A, the travel speed of the transport cart body 27, the weight of the storage cart 30, or the direction of travel of the transport cart body 27. The reference correction time Te is also taught according to zone A, the travel speed of the transport cart body 27, the weight of the storage cart 30, or the direction of travel of the transport cart body 27.

[0086] Control section 21 is designed to learn the correction coefficient k of equation (1) based on the correction time T. Specifically, control section 21 is designed to determine the correction coefficient k as a random number within a predefined range. Control section 21 is also designed to learn and update the range of the random number of the correction coefficient k around the value of the correction coefficient k that resulted in a shorter correction time T. In this way, the range of the random number of the correction coefficient k can be limited to an appropriate range. Control system for automatically coupling the autonomous transport vehicle

[0087] Next, a control system for automatically coupling the autonomous transport vehicle will be described.

[0088] As in Fig. As shown in Figure 10, the control section 21 is designed to move the transport cart body 27 to the coupling position on the storage cart 30 when the transport cart body 27 and the storage cart 30 are coupled, based on the state of the storage cart 30 determined by the receiving section 22. Specifically, the control section 21 is designed to move the transport cart body 27 to the coupling position on the storage cart 30 based on feature point 31 of the storage cart 30 determined by the receiving section 22.

[0089] The control section 21 is configured to detect the state of feature point 31 of the storage cart 30 based on the reading from the receiving section 22. The control section 21 is then configured to move the transport cart body 27, using feature point 31 of the storage cart 30 as an orientation point, towards the storage cart 30 which is not yet coupled. Once the transport cart body 27 has been moved into the coupling position to the storage cart 30, the control section 21 is configured to perform a control operation that couples the transport cart body 27 and the storage cart 30 to each other via the coupling section 20d. The control section 21 is then configured to operate autonomously, pulling the storage cart 30 coupled via the coupling section 20d. Processing for the automatic coupling of the autonomous transport vehicle

[0090] Next, a process for automatically coupling the autonomous transport vehicle 20 is described based on a flowchart. The individual processing steps in the flowchart are executed by the control section 21.

[0091] As in Fig. As shown in Figure 11, step S101 first detects whether a command to pull the storage cart 30 has been received from server 10. The command to pull the storage cart 30 is contained in the information about the items stored in storage cart 30. If it is detected that no command to pull the storage cart 30 has been received, the processing of step S101 is repeated. If it is detected that a command to pull the storage cart 30 has been received, the process proceeds to step S102.

[0092] In step S102, the transport trolley base body 27 is moved to a predefined position specified by the server 10.

[0093] In step S103, feature point 31 of the storage trolley 30 is detected by being captured by the recording section 22.

[0094] In step S104, information about storage cart 30 (shape, weight, center of gravity, and similar characteristics) is determined based on feature point 31 of storage cart 30. Specifically, in step S104, identifying information about storage cart 30 is determined using feature point 31. Based on this identifying information, server 10 then retrieves the information about storage cart 30.

[0095] In step S105, the transport trolley base body 27 is brought close to the storage trolley 30 using the feature point 31 of the storage trolley 30 as an orientation point.

[0096] Step S106 detects whether the transport trolley base 27 has moved into the position for coupling to the storage trolley 30. If it is detected that the transport trolley base 27 has not moved into the position for coupling to the storage trolley 30, the processing of step S106 is repeated. If it is detected that the transport trolley base 27 has moved into the position for coupling to the storage trolley 30, the process proceeds to step S107.

[0097] In step S107, the transport trolley base 27 and the storage trolley 30 are coupled together by the coupling section 20d. Also in step S107, the transport trolley base 27 begins to pull the storage trolley 30. The processing for automatic coupling then ends. Speed ​​control processing for the autonomous transport vehicle

[0098] Next, a speed control process for the autonomous transport vehicle 20 is described based on a flowchart. The individual processing steps in the flowchart are executed by the control section 21.

[0099] As in Fig. As shown in Figure 12, the state of feature point 31 of the storage trolley 30 is first determined in step S111 by recording it through the recording section 22.

[0100] In step S112, the relative position of the storage cart 30 with respect to the transport cart base 27 in the horizontal plane is recorded based on feature point 31 of the storage cart 30. In step S112, the inclination angle γ of the storage cart 30 with respect to the transport cart base 27 in the horizontal plane is also recorded based on feature point 31 of the storage cart 30.

[0101] Step S113 determines whether Zone A is the first Zone A (Zone A in the state of the storage cart 30 being pulled straight ahead). If it is determined that Zone A is the first Zone A, the process proceeds to step S114.

[0102] In step S114, the travel speed of the transport carriage base body 27 is set to normal speed.

[0103] Step S115 records whether the transport has ended. If it is recorded that the transport has ended, the speed control processing terminates. If it is recorded that the transport has not ended, the process returns to step S111.

[0104] If step S113 detects that zone A is not the first zone A, the process proceeds to step S116.

[0105] Step S116 determines whether Zone A is different from the immediately preceding Zone A. If it is determined that Zone A is not different from the immediately preceding Zone A, the process proceeds to step S115, and the same processing as described above is performed. If it is determined that Zone A is different from the immediately preceding Zone A, the process proceeds to step S117.

[0106] As in Fig. As shown in Figure 13, in step S117 the travel speed of the transport cart body 27 is corrected according to the inclination angle γ of the storage cart 30 with respect to the transport cart body 27. In step S117, the travel speed of the transport cart body 27 is corrected using equation (1).

[0107] In step S118, the correction time T is stored in memory section 26. Also in step S118, the zone A (angle of inclination γ), the travel speed of the transport carriage body 27, the weight of the storage carriage 30, and the direction of travel of the transport carriage body 27 are related to the correction time T and stored in memory section 26.

[0108] In step S119, the correction time T and the reference correction time Te are then compared.

[0109] In step S120, equation (4) is used to determine whether the correction time T is within the normal range. If it is determined that the correction time T is within the normal range, the process proceeds to step S121.

[0110] In step S121, the reference correction time Te is then learned and updated based on the correction time T using equation (5). Then, a transition to step S115 occurs, and the same processing as above is carried out.

[0111] If step S120 detects that the correction time T is not within the normal range, a transition to step S122 takes place.

[0112] In step S122, an anomaly message is sent. For example, the anomaly message in step S122 is sent to server 10. The anomaly is displayed on display section 13 of server 10. The speed control processing then ends.

[0113] Processing for stopping the autonomous transport vehicle Next, a process for stopping the autonomous transport vehicle 20 is described based on a flowchart. The individual processing steps in the flowchart are executed by the control section 21.

[0114] As in Fig. As shown in Figure 14, the state of feature point 31 of the storage trolley 30 is first determined in step S131 by recording it through the recording section 22.

[0115] In step S132, the relative position of the storage cart 30 with respect to the transport cart base 27 in the vertical plane is recorded based on feature point 31 of the storage cart 30. In step S132, the inclination angle θ of the storage cart 30 with respect to the transport cart base 27 in the vertical plane is also recorded based on feature point 31 of the storage cart 30.

[0116] Then, in step S133, the tilt angle δ of the transport trolley base body 27 in the vertical plane is detected using the tilt sensor 25.

[0117] In step S134, it is determined whether the actual tilt angle θt (=θ-δ) of the storage trolley 30 is anomalous. If it is determined that the actual tilt angle θt of the storage trolley 30 is anomalous, the process proceeds to step S135.

[0118] Step S135 records whether the transport has ended. If it records that the transport has ended, the processing to stop ends. If it records that the transport has not ended, the process returns to step S131.

[0119] If step S134 detects that the actual tilt angle θt of the storage trolley 30 is not anomalous, a transition to step S136 takes place.

[0120] In step S136, the transport carriage body 27 is stopped. In step S135, the transport carriage body 27 is gradually decelerated and then stopped.

[0121] In step S137, an anomaly notification is sent. For example, the anomaly notification in step S137 is sent to server 10. The anomaly is displayed on display section 13 of server 10. Processing then stops. Processing for controlling the coupling section of the autonomous transport vehicle

[0122] Next, a process for controlling the coupling section of the autonomous transport vehicle 20 is described based on a flowchart. The individual processing steps in the flowchart are executed by the control section 21.

[0123] As in Fig. As shown in Figure 15, the state of feature point 31 of the storage trolley 30 is first determined in step S141 by recording it through the recording section 22.

[0124] In step S142, the relative position of the storage cart 30 with respect to the transport cart base 27 in the horizontal plane is recorded based on feature point 31 of the storage cart 30. In step S142, the inclination angle γ of the storage cart 30 with respect to the transport cart base 27 in the horizontal plane is recorded based on feature point 31 of the storage cart 30.

[0125] Step S143 determines whether Zone A is the first Zone A (Zone A in the state of the storage cart 30 being pulled straight ahead). If it is determined that Zone A is the first Zone A, the process proceeds to step S144.

[0126] Step S144 records whether the transport has ended. If it records that the transport has ended, the processing for controlling the coupling section ends. If it records that the transport has not ended, the process returns to step S141.

[0127] If step S143 detects that zone A is not the first zone A, the process proceeds to step S145.

[0128] In step S145, the inertial force Fj acting on the storage trolley 30 is determined using equation (2) and the kinetic frictional force F acting on the storage trolley 30 is determined using equation (3).

[0129] In step S146, based on the inertial force Fj and the kinetic frictional force F, the coupling section 20d is driven (rotated) by the coupling section motor 20e to compensate for the inertial movement of the storage carriage 30. Then, a transition to step S144 occurs, and the same processing as above is carried out. Effect of the present embodiment

[0130] The following effects can be achieved with the present embodiment.

[0131] In the present embodiment, the driving control method for the autonomous transport cart 20 includes the step of detecting the relative position of the storage cart 30 with respect to the transport cart body 27 based on the state of the storage cart 30, and the step of controlling the driving speed of the transport cart body 27 based on the relative position of the storage cart 30 with respect to the transport cart body 27. If, when driving around a curve such as a corner, a change in the relative position of the storage cart 30 with respect to the transport cart body 27 occurs, the driving speed of the transport cart body 27 can be adjusted accordingly.Unlike the situation where the travel speed of the transport cart body 27 is uniformly reduced when the transport cart body 27 pulls the storage cart 30, this method avoids an unnecessary reduction in travel speed. This prevents the storage cart 30 from tipping over in a curve when being pulled by the transport cart body 27, while simultaneously increasing productivity. Furthermore, if the storage cart 30 is in an abnormal position while being pulled by the transport cart body 27, the travel speed of the transport cart body 27 can be adjusted accordingly. This also prevents the storage cart 30 from tipping over when being pulled by the transport cart body 27.

[0132] In the present embodiment, the step of determining the state of the storage trolley 30, as described above, includes determining the state of feature point 31 of the storage trolley 30. The step of determining the relative position of the storage trolley 30 with respect to the transport trolley base 27 also includes the step of determining the relative position of the storage trolley 30 with respect to the transport trolley base 27 based on the state of feature point 31 of the storage trolley 30. Thus, the relative position of the storage trolley 30 with respect to the transport trolley base 27 can be easily determined simply by determining the state of feature point 31 of the storage trolley 30. Furthermore, since no sensors or similar devices are required to detect the position of the storage trolley 30, its relative position can be determined despite the storage trolley 30 having a simple structure.

[0133] In the present embodiment, feature point 311, as described above, includes a marking provided on the storage trolley 30. Unlike the case where a shape of the storage trolley 30, such as a corner section, is used as feature point 31, this embodiment allows the relative position of the storage trolley 30 with respect to the transport trolley base 27 to be detected by means of a special marking. Consequently, the relative position of the storage trolley 30 with respect to the transport trolley base 27 can be detected with high accuracy.

[0134] In the present embodiment, the relative position of the storage trolley 30 with respect to the transport trolley base 27, as described above, includes information on the tilt angle of the storage trolley 30 with respect to the transport trolley base 27. The step of controlling the travel speed of the transport trolley base 27 includes the step of controlling the travel speed of the transport trolley base based on the information on the tilt angle of the storage trolley 30 with respect to the transport trolley base 27. Thus, the travel speed of the transport trolley base 27 can be controlled with high accuracy based on the information on the tilt angle of the storage trolley 30 with respect to the transport trolley base 27.

[0135] In the present embodiment, the step of controlling the travel speed of the transport cart body 27, as described above, includes the step of controlling the travel speed of the transport cart body 27 based on information about the tilt angle γ of the storage cart 30 relative to the transport cart body 27 in the horizontal plane, in order to decelerate the transport cart body 27. If, when driving around a curve such as a corner, a change in the tilt angle of the storage cart 30 relative to the transport cart body 27 occurs, the travel speed of the transport cart body 27 can thus be appropriately reduced in accordance with the change in the tilt angle of the storage cart 30 relative to the transport cart body 27. As a result, the travel speed of the transport cart body 27 can be controlled with high accuracy when driving around a curve.

[0136] In the present embodiment, the step of controlling the travel speed of the transport cart body 27, as described above, includes the step of controlling the travel speed of the transport cart body 27 based on information about the tilt angle θ of the storage cart 30 relative to the transport cart body 27 in the vertical plane, in order to stop the transport cart body 27. In this way, the transport cart body 27 can be stopped if, for example, an anomaly of the storage cart 30 results in an anomalous position due to an anomaly of the storage cart 30 and a change in the tilt angle θ of the storage cart relative to the transport cart body 27 in the vertical plane occurs. Thus, tipping over of the storage cart 30 can be prevented when the transport cart body 27 pulls the storage cart 30.

[0137] In the present embodiment, the driving control method for the autonomous transport cart 20 comprises the step of determining information on the tilt angle δ of the transport cart body 27. The step of controlling the driving speed of the transport cart body 27 includes the step of controlling the driving speed of the transport cart body 27 based on information on the tilt angle θ of the storage cart 30 with respect to the transport cart body 27 in the vertical plane and on the tilt angle δ of the transport cart body 27 in the vertical plane in order to stop the transport cart body 27.In this way, control for stopping the transport carriage 27 can be carried out not only based on the inclination angle θ of the storage carriage 30 with respect to the transport carriage base 27 in the vertical plane, but also based on the inclination angle δ of the transport carriage base 27 in the vertical plane. As a result, the control for stopping the transport carriage base 27 can be carried out with high accuracy.

[0138] In the present embodiment, the step of controlling the travel speed of the transport cart body 27, as described above, includes controlling the travel speed of the transport cart body 27 taking into account at least one of the shape of the storage cart 30, the weight of the storage cart 30, and the center of gravity of the storage cart 30. In this way, the travel speed of the transport cart body 27 can be controlled taking into account at least one of the shape of the storage cart 30, the weight of the storage cart 30, and the center of gravity of the storage cart 30, which vary depending on the type of storage cart 30. Consequently, the travel speed of the transport cart body 27 can be appropriately controlled according to the type of storage cart 30.

[0139] In the present embodiment, the transport cart body 27 includes, as described above, the coupling section 20d for coupling the transport cart body 27 and the storage cart 30. The transport cart body 27 also includes the coupling section motor 20e for driving the coupling section 20d. The method for controlling the movement of the autonomous transport cart 20 comprises the step of controlling the relative position of the storage cart 30 with respect to the transport cart body 27 in the horizontal plane by driving the coupling section 20d by means of the coupling section motor 20e while the storage cart 30 is pulled by the transport cart body 27. In this way, the transport cart body 27 can be allowed to move while the relative position of the storage cart 30 with respect to the transport cart body 27 in the horizontal plane is controlled.In contrast to the fact that the relative position of the storage trolley 30 in relation to the transport trolley base 27 cannot be controlled in the horizontal plane, the stability of the movement of the transport trolley base 27 can be increased in this way.

[0140] In the present embodiment, the step of controlling the relative position of the storage trolley 30 with respect to the transport trolley base 27 in the horizontal plane includes the step of controlling the relative position of the storage trolley 30 with respect to the transport trolley base 27 in the horizontal plane by driving the coupling section 20d by means of the coupling section motor 20e when the transport trolley base 27 is turned, such that any inertial movement of the storage trolley 30 is compensated by driving (rotating) the coupling section 20d by means of the coupling section motor 20e. In this way, it is prevented that the storage trolley 30 moves back and forth due to inertia during the turning of the transport trolley base 27. Consequently, the storage trolley 30 can be moved in an economical manner when the transport trolley base 27 is turned.Driving maneuvers such as turning and reversing in a tight curve can be easily carried out in this way.

[0141] In the present embodiment, the transport carriage base 27 includes, as described above, the stops 20f, which limit the movement of the coupling section 20d. Controlling the relative position of the storage carriage 30 with respect to the transport carriage base 27 in the horizontal plane involves driving the coupling section 20d by means of the coupling section motor 20e within an angular range limited by the stops 20f. In this way, when the coupling section 20d is driven by the coupling section motor 20e, it can be driven in such a way that it does not touch the stops 20f.As a result, contact between the coupling section 20d and the stops 20f during the actuation of the coupling section 20d by the coupling section motor 20e prevents a load from acting on the coupling section 20d and the stops 20f. Furthermore, the movement of the coupling section 20d can be limited by providing the stops 20f. Consequently, by limiting the movement of the coupling section 20d, the movement of the storage carriage 30 can be restricted within a defined range.

[0142] In the present embodiment, the step of controlling the travel speed of the transport cart body 27 includes the step of determining the correction time T required to correct the relative position of the storage cart 30 with respect to the transport cart body 27 by controlling the travel speed of the transport cart body 27, and the step of detecting a travel anomaly based on a comparison between the correction time T and the reference correction time Te. In this way, a travel anomaly due to anomalies such as a floor anomaly or an anomaly of a wheel of the storage cart 30 can be detected. Consequently, upon detection of a travel anomaly, it can be quickly rectified.

[0143] In the present embodiment, the step of controlling the travel speed of the transport carriage body 27, as described above, includes the step of teaching the reference correction time Te based on the correction time T. In this way, the reference correction time Te can be updated by teaching. As a result, travel anomalies can be detected more accurately using the updated reference correction time Te.

[0144] In the present embodiment, the step of teaching in the reference correction time Te, as described above, includes the step in which the reference correction time Te is taught for the position of the storage cart 30 relative to the transport cart body 27, the travel speed of the transport cart body 27, the weight of the storage cart 30, or the direction of travel of the transport cart body 27. In this way, the reference correction time Te can be taught situationally. Consequently, travel anomalies can be detected even more precisely for each situation using the situation-specific reference correction time Te.

[0145] In the present embodiment, the driving control method for the autonomous transport cart 20 comprises the step of moving the transport cart body 27 into a position for coupling to the storage cart 30 based on the state of the storage cart 30 at the time of coupling. In this way, the transport cart body 27 and the storage cart 30 can be coupled automatically. Consequently, automation is possible from the coupling of the transport cart body 27 and the storage cart 30 to the driving of the transport cart body 27 while pulling the storage cart 30. Examples of variations

[0146] The disclosed embodiment is to be understood in every respect as exemplary and not limiting. The scope of the present invention is not set out in the preceding description of the embodiment, but in the claims, and also includes all equivalents of the claims and modifications within the claims.

[0147] For example, in the embodiment described above, it was shown as an example that the autonomous transport vehicle comprises four drive wheels, but the present invention is not limited thereto. In the present invention, the autonomous transport vehicle can also comprise a different number of drive wheels than four. Furthermore, the autonomous transport vehicle can include casters in addition to the drive wheels.

[0148] In the embodiment described above, it was shown as an example that the autonomous transport vehicle comprises the recording section as the state-detection section according to the invention, but the present invention is not limited thereto. In the present invention, the autonomous transport vehicle can, in addition to the recording section, comprise a three-dimensional measuring section using a laser as the state-detection section. In this case, the feature point pattern can be formed by a three-dimensional shape with depressions and projections.

[0149] In the embodiment described above, it was shown as an example that one recording section (state determination section) and one feature point are provided, but the present invention is not limited thereto. In the present invention, the state determination section and the feature point can be provided multiple times. In a Fig.In the modified example shown in Figure 16, several (two) receiving sections 22 are provided on the autonomous transport cart 20. Several (two) feature points 311 are provided on the storage cart 30. Since the state of several feature points 311 can be determined in this case, the relative position of the storage cart 30 with respect to the transport cart base 27 can be determined even more precisely based on the state of the several feature points 311.

[0150] In the embodiment described above, it was shown as an example that the feature point is a marking provided on the storage cart, but the present invention is not limited to this. In the present invention, the feature point can also include typical molded parts such as corners of the storage cart.

[0151] In the embodiment described above, it was shown as an example that the travel speed of the transport cart body is controlled with respect to the tilt angle of the storage cart relative to the transport cart body in the horizontal plane, and the travel speed of the transport cart body is controlled with respect to the tilt angle of the storage cart relative to the transport cart body in the vertical plane. However, the present invention is not limited to this. The present invention can also include a single instance of controlling the travel speed of the transport cart body with respect to the tilt angle of the storage cart relative to the transport cart body in the horizontal plane and controlling the travel speed of the transport cart body with respect to the tilt angle of the storage cart relative to the transport cart body in the vertical plane.

[0152] In the embodiment described above, it was shown as an example that the transport trolley base is stopped based on information about the tilt angle of the storage trolley relative to the transport trolley base in the vertical plane and information about the tilt angle of the transport trolley base in the vertical plane; however, the present invention is not limited thereto. In the present invention, the transport trolley base can also be stopped solely based on information about the tilt angle of the storage trolley relative to the transport trolley base.

[0153] In the embodiment described above, it was shown as an example that the travel speed of the transport cart body is controlled taking into account at least one of the shape, weight, and center of gravity of the storage cart, but the present invention is not limited thereto. In the present invention, the shape, weight, and center of gravity of the storage cart do not need to be taken into account when controlling the travel speed of the transport cart body.

[0154] In the embodiment described above, it was shown as an example that the autonomous transport cart includes the coupling section, but the present invention is not limited thereto. In the present invention, the storage cart can also include the coupling section.

[0155] In the embodiment described above, it was shown as an example that the autonomous transport vehicle includes the coupling section motor, but the present invention is not limited thereto. In the present invention, the autonomous transport vehicle need not include the coupling section motor.

[0156] In the embodiment described above, it was shown as an example that the autonomous transport vehicle comprises a pair (two) stops, but the present invention is not limited thereto. In the present invention, the autonomous transport vehicle can also comprise one stop or more than two stops. Furthermore, the autonomous transport vehicle need not comprise any stops at all.

[0157] In the embodiment described above, it was shown as an example that the correction time is determined and a driving anomaly is detected based on the correction time, but the present invention is not limited to this. In the present invention, it is not necessary to determine the correction time.

[0158] In the embodiment described above, it was shown as an example that the reference correction time is learned based on the correction time, but the present invention is not limited to this. In the present invention, the reference correction time can also be a fixed value.

[0159] In the embodiment described above, it was shown as an example that when coupling the transport trolley base and the storage trolley, the transport trolley base is moved into the coupling position based on the state of the storage trolley. However, the present invention is not limited to this. In the present invention, when coupling the transport trolley base and the storage trolley, it is not necessary for the transport trolley base to be moved into the coupling position based on the state of the storage trolley.

[0160] In the embodiment described above, the control processing was described for simplicity using drive-related sequences, with control processing being carried out sequentially according to a processing sequence. However, the present invention is not limited to this. The control processing can also be carried out in event-related processing, where the processing is executed event by event. In this case, both exclusively event-related processing and a combination of event-related and sequence-related processing can be performed. Explanation of reference symbols 10 servers (control device) 20 autonomous transport vehicles 20d coupling section 20e Coupling section motor (drive section) 20f stop 21 Control section (transport vehicle control section) 22 Recording section (condition assessment section) 27 Transport trolley base bodies 30 storage trolleys 31 Feature point 100 transport systems Correction time Te Reference correction time γ Inclination angle of the storage trolley in relation to the transport trolley base in the horizontal plane δ Inclination angle of the transport trolley base body in the vertical plane θ Inclination angle of the storage trolley in relation to the transport trolley base body in the vertical plane.

Claims

A driving control method for an autonomous transport cart (20) pulling a storage cart (30) comprising the following steps: determining a state of the storage cart (30), detecting a relative position of the storage cart (30) with respect to a transport cart body (27) based on the state of the storage cart (30), and controlling the driving speed of the transport cart body (27) based on the relative position of the storage cart (30) with respect to the transport cart body (27), wherein the transport cart body (27) or the storage cart (30) includes a coupling section (20d) for coupling the transport cart body (27) and the storage cart (30), and the transport cart body (27) includes a drive section (20e) for driving the coupling section (20d), and further comprising controlling the relative position of the storage cart (30) with respect to the transport cart body (27) in the horizontal plane.by driving the coupling section (20d) in a drive direction through the drive section (20e) when the storage carriage (30) is pulled by the transport carriage base body (27) in order to compensate for a movement of the storage carriage (30) due to inertia, wherein the drive direction is a direction opposite to the direction of action of the inertia. Driving control method for an autonomous transport cart (20) according to claim 1, wherein determining the state of the storage cart (30) includes determining the state of a feature point (31) of the storage cart (30) and detecting the position of the storage cart (30) in relation to the transport cart body (27) includes detecting the position of the storage cart (30) in relation to the transport cart body (27) based on the state of the feature point (31) of the storage cart (30). Driving control method for an autonomous transport cart (20) according to claim 2, wherein the feature point (31) of the storage cart (30) is a marking provided on the storage cart (30). Driving control method for an autonomous transport cart (20) according to one of claims 1 to 3, wherein the relative position of the storage cart (30) in relation to the transport cart body (27) includes information on the tilt angle (γ, θ) of the storage cart (30) in relation to the transport cart body (27) and the control of the driving speed of the transport cart body (27) includes controlling the driving speed of the transport cart body (27) based on the information on the tilt angle (γ, θ) of the storage cart (30) in relation to the transport cart body (27). Driving control method for an autonomous transport cart (20) according to claim 4, wherein controlling the driving speed of the transport cart body (27) includes controlling the driving speed of the transport cart body (27) based on information about the tilt angle (γ) of the storage cart (30) in relation to the transport cart body (27) in a horizontal plane in order to decelerate the transport cart body (27). Driving control method for an autonomous transport cart (20) according to claim 4 or 5, wherein controlling the driving speed of the transport cart body (27) includes controlling the driving speed of the transport cart body (27) based on information about an inclination angle (θ) of the storage cart (30) in relation to the transport cart body (27) in the vertical plane in order to stop the transport cart body (27). Driving control method for an autonomous transport cart (20) according to claim 6, further comprising determining information on an inclination angle (δ) of the transport cart body (27) in the vertical plane, wherein controlling the driving speed of the transport cart body (27) includes controlling the driving speed of the transport cart body (27) based on the information on the inclination angle (γ, θ) of the storage cart (30) with respect to the transport cart body (27) and the information on the inclination angle (δ) of the transport cart body (27) in the vertical plane in order to stop the transport cart body (27). Driving control method for an autonomous transport cart (20) according to one of claims 1 to 7, wherein controlling the driving speed of the transport cart body (27) includes controlling the driving speed of the transport cart body (27) taking into account at least one of the shape of the storage cart (30), weight of the storage cart (30) and center of gravity of the storage cart (30). Driving control method for an autonomous transport cart according to claim 1, wherein controlling the relative position of the storage cart (30) with respect to the transport cart body (27) in the horizontal plane includes driving the coupling section (20d) by means of the drive section (20e) when turning the transport cart body (27) in order to compensate for a movement of the storage cart (30) attributable to inertia. Driving control method for an autonomous transport cart (20) according to one of claims 1 to 9, wherein the transport cart body (27) further includes a stop (20f) that limits movement of the coupling section, wherein controlling the relative position of the storage cart (30) with respect to the transport cart body (27) in the horizontal plane further includes controlling the relative position of the storage cart (30) with respect to the transport cart body (27) in the horizontal plane by driving the coupling section (20d) within an angular range limited by the stop (20f) by the drive section (20e). Driving control method for an autonomous transport cart (20) according to one of claims 1 to 10, wherein controlling the driving speed of the transport cart body (27) includes determining a correction time (T) required to correct the relative position of the storage cart (30) with respect to the transport cart body (27) by controlling the driving speed of the transport cart body (27), and detecting a driving anomaly based on a comparison between the correction time (T) and a reference correction time (Te). Driving control method for an autonomous transport vehicle (20) according to claim 11, wherein controlling the driving speed of the transport vehicle body (27) includes teaching the reference correction time (Te) based on the correction time (T). Driving control method for an autonomous transport cart (20) according to claim 12, wherein the learning of the reference correction time (Te) includes learning the reference correction time (Te) for the relative position of the storage cart (30) in relation to the transport cart body (27), the driving speed of the transport cart body (27), the weight of the storage cart (30) or the direction of travel of the transport cart body (27). Driving control method for an autonomous transport cart (20) according to one of claims 1 to 13, further comprising moving the transport cart body (27) into a position for coupling to the storage cart (30) based on the state of the storage cart (30) when coupling the transport cart body (27) and the storage cart (30). Autonomously driving autonomous transport vehicle (20) that pulls a storage vehicle (30), comprising: a state detection section (22) that determines the state of the storage vehicle (30), and a transport vehicle control section (21) that, based on the state of the storage vehicle (30) determined by the state detection section (22), detects a relative position of the storage vehicle (30) with respect to the transport vehicle body (27) and, based on the relative position of the storage vehicle (30) with respect to the transport vehicle body (27), controls a travel speed of the transport vehicle body (27), wherein the transport vehicle body (27) or the storage vehicle (30) includes a coupling section (20d) for coupling the transport vehicle body (27) and the storage vehicle (30), and the transport vehicle body (27) includes a drive section (20e) for driving the coupling section (20d).and the transport carriage control section (21) furthermore controls the relative position of the storage carriage (30) with respect to the transport carriage base body (27) in the horizontal plane by driving the coupling section (20d) in a drive direction by the drive section (20e) when the storage carriage (30) is pulled by the transport carriage base body (27) in order to compensate for a movement of the storage carriage (30) due to inertia, wherein the drive direction is a direction opposite to the direction of action of the inertia. Autonomous transport cart (20) according to claim 15, wherein the state determination section (22) is configured to determine the state of a feature point (31) of the storage cart (30), and the transport cart control section (21) is configured to detect the relative position of the storage cart (30) in relation to the transport cart body (27) on the basis of the feature point (31) of the storage cart (30) determined by the state determination section (22). Transport system (100) comprising: a storage trolley (30), an autonomous transport trolley (20) which travels autonomously and pulls the storage trolley (30), and a control device (10) which sends commands to the autonomous transport trolley (20), wherein the autonomous transport trolley (20) includes a state detection section (22) which determines the state of the storage trolley (30), and a transport trolley control section (21) which, based on the state of the storage trolley (30) determined by the state detection section (22), detects a relative position of the storage trolley (30) with respect to the transport trolley body (27) and, based on the relative position of the storage trolley (30) with respect to the transport trolley body (27), controls a travel speed of the transport trolley body (27).wherein the transport trolley body (27) or the storage trolley (30) includes a coupling section (20d) for coupling the transport trolley body (27) and the storage trolley (30), and the transport trolley body (27) includes a drive section (20e) for driving the coupling section (20d), and the transport trolley control section (21) furthermore controls the relative position of the storage trolley (30) with respect to the transport trolley body (27) in the horizontal plane by driving the coupling section (20d) in a drive direction by the drive section (20e) when the storage trolley (30) is pulled by the transport trolley body (27) in order to compensate for an inertial movement of the storage trolley (30), wherein the drive direction is a direction opposite to the direction of action of the inertia. Transport system (100) according to claim 17, wherein the state determination section (22) is configured to determine the state of a feature point (31) of the storage trolley (30), and the transport trolley control section (21) is configured to detect the relative position of the storage trolley (30) in relation to the transport trolley body (27) on the basis of the feature point (31) of the storage trolley (30) determined by the state determination section (22).

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