Unmanned transportation system

Abstract

To achieve both avoidance of an obstacle and required accuracy of arrival time at a high level.SOLUTION: An unmanned transportation system comprises an unmanned guided vehicle and an operation management device which manages the operation of the unmanned guided vehicle, and makes the unmanned guided vehicle travel along a planned travel route defined by coordinate information. The unmanned guided vehicle comprises: a self-position obtaining unit which obtains coordinate information for its own position; a sensor unit which can detect an obstacle existing in a predetermined detection area around the unmanned guided vehicle; and a travel control unit which makes the unmanned guided vehicle travel along the planned travel route based on the coordinate information for its own position. The unmanned transportation system comprises: a storage unit which stores map information of travelable area of the unmanned guided vehicle; a route information creation unit which creates route information indicating the planned travel route of the unmanned guided vehicle based on the map information; and a travel macro creation unit which creates a travel macro to generate an avoidance route that allows the unmanned guided vehicle to avoid an obstacle when the obstacle exists on the planned travel route.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an automated guided vehicle system. [Background technology]

[0002] Conventionally, as an automated guided vehicle system, there are known a track-based driving control system, a trackless driving control system, and an autonomous driving control system. In the tracked control method, markers such as tape are placed on the route and the automated guided vehicle travels along the markers. In the non-tracked driving control method, a map of the area to be traveled is created in advance, the planned travel route is specified on the map, and the automated guided vehicle travels along the specified planned travel route. In the independent driving control method, the automated guided vehicle determines the travel route while detecting surrounding information in real time.

[0003] When considering flexible responses to obstacles and layout changes, the autonomous driving control method is superior, but since the driving route changes depending on the surrounding conditions, the exact arrival time to the target position is not guaranteed. In contrast, the trackless driving control method specifies a planned driving route in advance, so the set arrival time is predictable, and the planned driving route can be easily changed, which means that it is also flexible in terms of layout changes. An unmanned transport system that uses this trackless driving control method to enable avoidance operations when an obstacle appears on the specified planned driving route is known (see, for example, Patent Document 1 below). In this unmanned transport system, when an obstacle is found on the driving course, a changed driving route is set by shifting the driving course by a predetermined distance to the right or left, and the unmanned transport vehicle is made to travel along the changed driving route until the obstacle is no longer detected. When the obstacle is no longer detected while traveling along the changed driving route, the unmanned transport vehicle is controlled to return to the driving course, and thereafter is made to travel along the driving course. This is said to enable efficient operation without stopping the unmanned transport vehicle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Utility Model Application Publication No. 5-87608 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the conventional unmanned transport system disclosed in the above Patent Document 1, after an obstacle is found on the travel course, the altered travel route is determined based on data detected by an obstacle sensor, so the altered travel route may change significantly depending on the size of the obstacle, etc.

[0006] Therefore, depending on the size of the obstacle, the time it takes for the automated guided vehicle to reach the finish line of its travel course could deviate significantly from the scheduled arrival time, making it difficult to achieve both obstacle avoidance and the required accuracy in the arrival time.

[0007] The present invention has been made in consideration of the above circumstances, and has an object to provide an unmanned transport system that can achieve both obstacle avoidance and the required accuracy of arrival time at a high level. [Means for solving the problem]

[0008] An automated guided vehicle system according to the present invention includes an automated guided vehicle and a traffic management device that manages the operation of the automated guided vehicle, and the automated guided vehicle is made to travel along a planned travel route defined by coordinate information, the automated guided vehicle includes a self-position acquisition unit that acquires coordinate information of its own position, a sensor unit that is capable of detecting an obstacle present within a predetermined detection area around the automated guided vehicle, and a travel control unit that drives the automated guided vehicle along the planned travel route based on the coordinate information of its own position, and the automated guided vehicle system includes a storage unit that stores map information of a travelable area of ​​the automated guided vehicle, a route information creation unit that creates route information indicating the planned travel route of the automated guided vehicle based on the map information, and a travel control unit that creates route information indicating the planned travel route of the automated guided vehicle based on the map information. and a travel macro creation unit that creates a travel macro that generates an avoidance route by which the unmanned guided vehicle can avoid the obstacle when the obstacle is present on the planned route, wherein when the sensor unit detects the obstacle within the detection area while the unmanned guided vehicle is traveling along the planned route, the travel macro is activated, the coordinate information of the start point of the avoidance route is rewritten to coordinate information of the unmanned guided vehicle's own position at the point where the obstacle was detected, and the unmanned guided vehicle is caused to travel along the avoidance route, and the travel macro includes coordinate information of the start point and pass points of the avoidance route, information on the movement speed of the unmanned guided vehicle between the start point and each pass point, and a re-avoidance process in the case where the sensor unit detects the obstacle again while the unmanned guided vehicle is traveling along the avoidance route.

[0009] In one embodiment of the present invention, the re-avoidance processing of the traveling macro is a process of rewriting coordinate information of the starting point of the avoidance path to coordinate information of the vehicle's own position at the point where the obstacle is redetected, and causing the automated guided vehicle to travel along the avoidance path, and the traveling macro includes information on the allowable number of times the re-avoidance processing is performed.

[0010] In another embodiment of the present invention, the driving macro includes setting information for a detection area of ​​the sensor unit for each start point and passing point of the avoidance path.

[0011] In yet another embodiment of the present invention, when the number of re-avoidance processes exceeds the allowable number of times, the traveling macro determines a return route that returns the automated guided vehicle on the avoidance route to the planned traveling route that indicates the starting point of the avoidance route whose coordinate information was first rewritten, and travels the automated guided vehicle along the return route and stops it at the starting point. Effect of the Invention

[0012] According to the present invention, it is possible to achieve both obstacle avoidance and the required accuracy of arrival time at a high level. [Brief description of the drawings]

[0013] [Figure 1] 1 is a schematic diagram illustrating an automated guided vehicle system according to an embodiment of the present invention; [Diagram 2] FIG. 2 is a plan view showing a schematic configuration of an automatic guided vehicle in the automatic guided vehicle system. [Diagram 3] 2 is an explanatory diagram illustrating an example of a planned travel route of an automatic guided vehicle in the automatic guided vehicle system according to the first embodiment; FIG. [Figure 4] 4 is an explanatory diagram illustrating an example of an avoidance path for an automatic guided vehicle in the automatic guided vehicle system according to the first embodiment; FIG. [Diagram 5] 4 is an explanatory diagram illustrating an example of traveling including an avoidance operation of an automatic guided vehicle in the automatic guided vehicle system. FIG. [Figure 6] 10 is a flowchart showing an operation process of an example of traveling including an avoidance operation of an automatic guided vehicle in the automatic guided system. [Figure 7] 10 is a flowchart showing an operation process of an example of traveling including an avoidance operation of an automatic guided vehicle in the automatic guided system. [Figure 8] 10 is a flowchart showing an operation process of an example of traveling including an avoidance operation of an automatic guided vehicle in the automatic guided system. [Figure 9] 4 is an explanatory diagram illustrating an example of traveling including an avoidance operation of an automatic guided vehicle in the automatic guided vehicle system. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] Hereinafter, an automated guided vehicle system according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. However, the following embodiments do not limit the invention according to each claim, and all combinations of features described in the embodiments are not necessarily essential to the solution of the invention.

[0015] In the following embodiments, the same or corresponding components are denoted by the same reference numerals and redundant explanations are omitted. In the embodiments, the arrangement, scale, dimensions, etc. of each component may be exaggerated or minimized, and may not match the actual ones, and some components may be omitted.

[0016] [Configuration of an automated guided transport system] Fig. 1 is a schematic diagram of an automated guided vehicle system according to an embodiment of the present invention. Fig. 2 is a schematic plan view of an automated guided vehicle in the automated guided vehicle system. Fig. 3 is an explanatory diagram showing an example of a planned travel path of the automated guided vehicle in the automated guided vehicle system, and Fig. 4 is an explanatory diagram showing an example of an avoidance path of the automated guided vehicle in the automated guided vehicle system.

[0017] As shown in Fig. 1, an automated guided vehicle system 100 of this embodiment is configured to include a traffic management device 10, a remote control device 20, and an automated guided vehicle (AGV) 30. In this automated guided vehicle system 100, for example, under the traffic management control of the traffic management device 10, the automated guided vehicle 30 automatically travels along a planned travel route C1 (see Fig. 3 and the like) by a non-track travel control method.

[0018] The traffic management device 10 manages the operation of the automatic travel of the automatic guided vehicle 30 and controls various operations. The traffic management device 10 may be configured, for example, by a microcomputer or a personal computer (PC). The traffic management device 10 is configured, for example, to include a control unit 11, a storage unit 16, a communication unit 17, and an operation input unit 18. The remote operation device 20 is configured, for example, to be able to remotely operate the automatic guided vehicle 30 via a communication unit 37 described later.

[0019] On the other hand, the automated guided vehicle 30 can be classified as an automated guided robot that automatically travels along a planned travel route C1 from the traffic management device 10 and automatically transports a loaded transported object (baggage) from a movement start point (start point) to a movement destination point (goal point). The automated guided vehicle 30 is configured to include a control unit 31, a self-position estimation module (self-position acquisition unit) 33, a drive module 34, an obstacle detection module 35, a communication unit 37, and a storage unit 40, each of which is configured by a device such as a microcomputer.

[0020] The automated guided vehicle 30 is also configured to include an operation input unit 41, a laser sensor 36, a plurality of drive motors 38, a plurality of Mecanum wheels 38a, and a plurality of obstacle sensors 39. The operation input unit 41 can be configured, for example, with an input device such as a touch panel or a joystick. As shown in FIG. 2, the laser sensor 36 is disposed, for example, in the center at the front of the automated guided vehicle. The plurality of obstacle sensors 39 constituting a sensor unit capable of detecting objects (obstacles) are disposed, for example, two in total, one at the front left side and one at the rear right side of the automated guided vehicle 30.

[0021] The multiple drive motors 38 are mounted, for example, in a number of four, so as to be able to individually drive Mecanum wheels 38a provided in pairs on each of the left and right sides of the automated guided vehicle 30. This allows the automated guided vehicle 30 to slide not only forward and backward but also left and right without changing its posture. Note that the number and arrangement of the laser sensors 36 and the obstacle sensors 39 are not limited to those described above.

[0022] The laser sensor 36 disposed at the center of the front of the automated guided vehicle 30 can, for example, irradiate a laser beam to a predetermined range (scan area) of an angle of 270° from both sides to the front of the automated guided vehicle 30 and measure the distance to the point where the laser beam hits. The obstacle sensor 39 disposed at the left front of the automated guided vehicle 30 can, for example, detect an object within a detection area A1 of a predetermined range of an angle of 270° from the left side to the front of the automated guided vehicle 30. The obstacle sensor 39 disposed at the right rear of the automated guided vehicle can, for example, detect an object within a detection area A2 of a predetermined range of an angle of 270° from the right side to the back of the automated guided vehicle 30. Each obstacle sensor 39 is made of a laser sensor, an ultrasonic sensor, or the like, and is configured so that, for example, it can be set so as not to detect obstacles under certain conditions, and the setting items (detection direction, range, distance, etc.) of each detection area A1, A2 can be freely set. The specific condition corresponds to, for example, a case where the automated guided vehicle 30 is traveling through a narrow section on the planned travel route C1 where detection of objects is obviously unnecessary. The laser sensor 36 measures the distance to the walls, fixed objects, etc. around the automated guided vehicle 30 to obtain coordinate information of its own position, and therefore is capable of detection over a relatively wide range, whereas the obstacle sensor 39 is different in that it detects only the limited detection areas A1, A2 near the automated guided vehicle 30.

[0023] The communication unit 17 of the traffic management device 10 and the communication unit 37 of the automatic guided vehicle 30 are each configured to include, for example, a communication module capable of performing wireless communication. The communication module of each of the communication units 17, 37 includes, for example, a transmitting / receiving antenna for communication, a transmitting circuit, a receiving circuit, and the like.

[0024] Each of the communication units 17, 37 transmits and receives various information and various signals between the traffic management device 10 and the automated guided vehicle 30 by communication via a network 50 such as the Internet or a wireless LAN in accordance with a control command from the control unit 11, 31. Note that each of the communication units 17, 37 may be configured to directly perform wireless communication without using the network 50.

[0025] Furthermore, each of the communication units 17, 37 may be configured to be capable of performing wired communication instead of or in addition to wireless communication. In this case, the communication module of each of the communication units 17, 37 also includes an interface such as a wired port, and the network 50 may be a wired LAN or the like. Note that the network 50 may be connected to other devices and equipment, such as a higher-level device of the automated guided transport system 100, and information terminal devices such as a smartphone or tablet terminal carried by a user.

[0026] The control unit 11 of the traffic management device 10 controls the entire traffic management device 10 based on, for example, an operation input from the operation input unit 18, and also performs various processes related to the driving control of the automatic guided vehicle 30. The control unit 11 includes, for example, a map file creation unit 12, a route file creation unit 13, a driving macro creation unit 14, and a macro setting file creation unit 15.

[0027] In a "map creation mode" described later, the map file creation unit 12 uses the self-position estimation module 33 of the automatic guided vehicle 30 to create a map file (map information) by converting map log data created in association with the travel of the automatic guided vehicle 30 within a travelable area into a file. Note that the travelable area means an area in which the automatic guided vehicle 30 can travel, excluding fixed objects and the like.

[0028] In the "coordinate data acquisition mode" described later, the route file creation unit (route information creation unit) 13 actually moves the unmanned guided vehicle 30 using the remote control device 20 to create a route file (route information) of the planned travel route C1, which includes various information such as various work points, passing points, travel speed (movement speed) between points, and settings of the obstacle sensor 39.

[0029] The travel macro creation unit 14 creates a travel macro for generating an avoidance route H1 (see FIG. 4, etc.) that enables the automated guided vehicle 30 to avoid the obstacle D1 when some obstacle D1 (see FIG. 3, etc.) exists on the planned travel route C1 created by the route file creation unit 13. The avoidance route H1 created in advance by the travel macro creation unit 14 can be represented by a travel route that starts from a start point N1 of a coordinate system having defined coordinate axes Gx, Gy, passes through a first pass point O1 and a second pass point P1, and automatically travels toward a destination point Q1, as shown in FIG.

[0030] The travel macro creation unit 14 may create in advance an avoidance route H1 in which at least the coordinate information of the start point N1 and the first and second pass points O1 and P1 is set, based on, for example, position information of the automated guided vehicle 30 that has been operated to travel and stop by remote control from the remote control device 20 (for example, position information calculated by a self-position estimation module 33 described later based on a detection signal from the laser sensor 36). The end point Q1 can be calculated from the coordinate information of the start point N1 and the second pass point P1, but may also be set from the position information of the automated guided vehicle 30.

[0031] The macro setting file creation unit 15 creates a macro setting file that includes setting information for the waiting time (duration of detection of obstacle D1) until the avoidance action is taken by executing the traveling macro (until the coordinate information of the starting point N1 is rewritten), and setting information for the allowable number of re-avoidance processes by repeatedly executing the traveling macro (number of times obstacle D1 is detected).

[0032] The storage unit 16 stores the above-mentioned map file, route file, driving macro, and macro setting file. Note that these files and driving macro may be input from an external device, for example, and may also be stored in the storage unit 40 of the automated guided vehicle 30.

[0033] On the other hand, the control unit 31 of the automated guided vehicle 30 controls the entire automated guided vehicle 30 based on, for example, an operation input from the operation input unit 41, and performs various processes related to, for example, automatic driving along the planned driving route C1 and the avoidance route H1 from the traffic management device 10. The control unit 31 includes, for example, a driving control unit 32. The driving control unit 32 drives the automated guided vehicle 30 along the planned driving route C1 specified in the route file created by the route file creation unit 13, or along the avoidance route H1 in which the coordinate information of the start point N1 has been rewritten by executing the driving macro created by the driving macro creation unit 14, or along a return route described later. When driving, the driving control unit 32 outputs a control command to the drive module 34, controls the operation of multiple drive motors 38 via the drive module 34, and drives the Mecanum wheels 38a to drive the automated guided vehicle 30.

[0034] The self-position estimation module 33 can constitute a laser positioning system that acquires coordinate information of the self-position of the automated guided vehicle 30 based on depth shape data of a landscape or the like obtained by scanning the distance measured by measuring the scattered light of the laser light irradiated by the laser sensor 36, and a map file. The self-position estimation module 33 performs initial position identification by comparing the coordinate axes of the acquired map file with the coordinate axes of the automated guided vehicle 30, and estimates the self-position of the automated guided vehicle 30 by calculation to acquire coordinate information.

[0035] The obstacle detection module 35 detects, as an obstacle, an object present within the detection areas A1 and A2 around the automated guided vehicle 30 detected by the multiple obstacle sensors 39. The obstacle detection module 35 is configured to be able to detect whether or not an object detected by the obstacle sensor 39 is an obstacle by appropriately referring to, for example, a map file, a route file, and coordinate information of the self-position of the automated guided vehicle 30 acquired by the self-position estimation module 33 stored in the storage unit 40. Note that, when the obstacle detection module 35 detects an object within the detection areas A1 and A2 as an obstacle, the self-position estimation module 33 is configured to be able to transmit coordinate information of the self-position of the detection point of the detected obstacle to the traffic management device 10 and the control unit 31.

[0036] Although not shown, the automated guided vehicle 30 may be equipped with a bumper sensor that detects collision with an object in addition to the laser sensor 36 and the obstacle sensor 39. The automated guided vehicle 30 may also be equipped with notification means such as an alarm buzzer, a rotating light, and a turn signal, as well as switch means such as a power switch, an operation mode (automatic driving mode and manual driving mode by remote control) changeover switch, and a mode setting changeover switch. The notification means are controlled by the control unit 31, and the switch means, together with the operation input unit 41, can be used for inputting operations to the control unit 31.

[0037] The remote control device 20 (remote controller) capable of remotely controlling the automated guided vehicle 30 is configured to include, for example, a display means such as a liquid crystal display, a touch panel, operation buttons, and an input means such as an operation stick. The memory units 16, 40 of the traffic management device 10 and the automated guided vehicle 30 store various information (data) and various files, etc., temporarily or permanently in a readable and writable manner.

[0038] [Example of automated guided vehicle operation] Next, an operation example including a driving example of the automatic guided vehicle 30 of the automatic guided system 100 will be described. Fig. 5 and Fig. 9 are explanatory diagrams that show an outline of a driving example including an avoidance operation of the automatic guided vehicle in the automatic guided system. Fig. 6 to Fig. 8 are flow charts showing the operation processing of the driving example including an avoidance operation of the automatic guided vehicle in the automatic guided system.

[0039] First, prior to the driving control of the automated guided vehicle 30, the driving macro, map file, route file, and macro setting file, as well as the method of creating them, will be described. Here, the user of the automated guided vehicle 30 operates the operation input units 18, 41 and the remote control device 20 to switch the driving mode to the manual driving mode and operate the automated guided vehicle 30. This executes three modes: an "avoidance operation teaching mode" for creating a driving macro, a "map creation mode" for creating a map file, and a "coordinate information acquisition mode" for creating a route file. Unless otherwise specified, the acquisition of coordinate information of the automated guided vehicle 30 is performed by the self-position estimation module 33 by the user pressing the operation button of the remote control device 20, etc.

[0040] First, the "avoidance operation teaching mode" for creating a traveling macro will be described. A traveling macro is created by changing the mode setting changeover switch to the avoidance operation teaching mode. First, in the avoidance operation teaching mode, coordinate information of the start point of the traveling macro (start point N1 in FIG. 4) is acquired while the automatic guided vehicle 30 is stopped. Next, the automatic guided vehicle 30 is moved along a desired avoidance route by the remote control device 20, and coordinate information of the passing points of the traveling macro through which the automatic guided vehicle 30 is desired to pass (first passing point O1, second passing point P1 in FIG. 4) is acquired. These coordinate information are defined as coordinate information in the definition coordinate system of the traveling macro.

[0041] In the avoidance operation teaching mode, the automated guided vehicle 30 does not change its posture, but moves left and right by sliding. The user can set the travel speed between each coordinate information acquisition point and the detection areas A1, A2 of the obstacle sensor 39 for each passing point. The coordinate information of the avoidance route H1 including the start point of the traveling macro and the passing points of the traveling macro can be freely set in the avoidance operation teaching mode.

[0042] As an example, in this embodiment, the automatic guided vehicle 30 is taught an avoidance operation so that the x and y coordinates of the start point N1 of the travel macro are (0,0), the x and y coordinates of the first pass point O1 are (500,0), the x and y coordinates of the second pass point P1 are (500,500), and the x and y coordinates of the end point Q1 are (0,500). Note that the unit of each of the above coordinates is mm, and these values ​​can be set appropriately taking into consideration the size and shape of the expected obstacle.

[0043] Then, when acquisition of all coordinate information specifying the avoidance route, setting of the obstacle sensor 39, and setting of the movement direction between each point, traveling speed, etc. are completed, these data are sent from the automated guided vehicle 30 to the traffic management device 10, and a traveling macro is created in the traveling macro creation unit 14 based on the sent data. The created traveling macro is saved (stored) in the storage unit 16.

[0044] Next, the "map creation mode" for creating a map file will be described. A map file is created by changing the mode setting changeover switch of the automatic guided vehicle 30 to the map creation mode and operating the automatic guided vehicle 30 with the remote control device 20.

[0045] That is, in the map creation mode, the automated guided vehicle 30 is moved within a range in which a map is to be created. The measurement result (forward depth shape data) of the distance between the automated guided vehicle 30 and a fixed object such as a wall existing within a forward 270° field of view measured by the laser sensor 36 of the automated guided vehicle 30 changes in a time series manner as the automated guided vehicle 30 moves. This forward depth shape data that changes in a time series manner is acquired as map log data. This map log data is transmitted to the traffic management device 10. In the traffic management device 10, the map file creation unit 12 converts the map log data into a file to create a map file. Then, the created map file is stored in the memory unit 16 of the traffic management device 10.

[0046] Next, the "coordinate information acquisition mode" for creating a route file will be described. First, the mode setting changeover switch is changed to the coordinate acquisition mode. The traffic management device 10 transfers the map file stored in the storage unit 16 to the automated guided vehicle 30. The automated guided vehicle 30 executes initial position identification for aligning the coordinate axis of the map file with the coordinate axis of the automated guided vehicle 30 by the self-position estimation module 33. After the initial position identification, the automated guided vehicle 30 is moved along the planned travel route by using the remote control device 20. Then, the coordinate information of any passing point on the planned travel route is acquired by operating the remote control device 20. That is, in the coordinate information acquisition mode, while moving the automated guided vehicle 30, the laser positioning system by the self-position estimation module 33 acquires coordinate information of the coordinates (passing points) where the automated guided vehicle 30 is to pass during actual operation and the coordinates (working points) where the automated guided vehicle 30 is to stop.

[0047] Then, once the coordinate information of all points (passing points and working points) to be used during actual operation has been obtained, the coordinate information data is sent from the automated guided vehicle 30 to the operation management device 10, where it is stored in the memory unit 16 and input into the route file creation unit 13.

[0048] The route file creation unit 13 creates a route file of the planned travel route C1 including various information such as the above-mentioned various work points, passing points, travel speed between points, travel method between points (forward, backward, sliding movement, etc.), and settings of the obstacle sensor 39. The created route file is stored in the storage unit 16. Note that this route file also includes setting information on whether or not to perform avoidance operation by executing a travel macro when the automated guided vehicle 30 detects an obstacle (setting on whether or not to execute a travel macro).

[0049] In addition, once the route file has been created, the macro setting file creation unit 15 creates a macro setting file including setting information for the waiting time (detection duration of obstacle D1) until the vehicle transitions to evasive action by executing the traveling macro (until the coordinate information of the starting point N1 is rewritten) and the allowable number of times re-evasive action is performed by repeatedly executing the traveling macro (the number of times obstacle D1 is detected), for example, by a setting input by the user. The created macro setting file is stored in the storage unit 16.

[0050] Once the map file, route file, and macro setting file are created in this way, the setup of automatic driving of the automatic guided vehicle 30 is executed. That is, first, the map file, route file, and macro setting file are transferred from the traffic management device 10 to the automatic guided vehicle 30 and stored in the storage unit 40. The control unit 31 of the automatic guided vehicle 30 executes the setup of automatic driving of the automatic guided vehicle 30 using the stored map file and route file according to the operation input at the operation input unit 41. Once the setup of automatic driving is completed and the traffic management device 10 issues an instruction for automatic driving, an instruction to execute the operation control of the control unit 31 of the automatic guided vehicle 30 is transmitted from the operation control of the traffic management device 10, and the automatic driving of the automatic guided vehicle 30 along the planned driving route C1 is started under the control of the control unit 31.

[0051] The automated guided vehicle 30 can automatically travel while monitoring whether there are any objects (obstacles) in the detection areas A1 and A2 around the vehicle using the obstacle sensor 39, but only the detection area A1 will be described below. The travel example shown in Fig. 5 shows a case where an obstacle D1 is present on the planned travel route C1 between the left turn point K1 and the right turn point L1 while the automated guided vehicle 30 is traveling along the planned travel route C1 that should be traveled originally, which follows the start point I1, the right turn point J1, the left turn point K1, the right turn point L1, and the goal point M1 as shown in Fig. 3.

[0052] In this case, the automated guided vehicle 30 stops once just before the detection point E1 where the obstacle D1 enters the detection area A1 of the obstacle sensor 39. Then, the control unit 31 refers to the setting on whether or not to execute the traveling macro when an obstacle is detected, which is described in the route file stored in the storage unit 40. If the traveling macro is set to be executed, the control unit 31 reads the macro setting file stored in the storage unit 40. Then, the control unit 31 waits for the waiting time for obstacle detection set in the macro setting file, and if the obstacle sensor 39 detects the obstacle D1 at that time, the control unit 31 instructs the traffic management device 10 to execute an avoidance operation by the traveling macro. At this time, the control unit 31 also acquires the coordinates (traveling macro start position) F1 of the current position of the automated guided vehicle 30 on the planned travel route C1 from the self-position estimation module 33, and transmits it to the traffic management device 10.

[0053] The traffic management device 10, which has received the command to execute the travel macro, executes the travel macro in the control unit 11 using the coordinates of the travel macro start position F1 sent thereto. After that, the travel control unit 32 executes the avoidance operation by the travel macro, and the automated guided vehicle 30 travels along the avoidance route H1 passing through the start point N1, the first pass point O1, the second pass point P1, and the end point Q1, thereby returning to the planned travel route C1 that should have been traveled originally and heading toward the goal point M1. The operation process of such a travel example will be described below. Note that the main processing units of the operation process are the traffic management device 10 and the control units 11, 31 of the automated guided vehicle 30 and the units 12 to 15, 32 contained therein, and therefore their description will be omitted unless otherwise specified.

[0054] [Motion processing of driving example] 6 to 8, first, in response to an instruction for automatic travel from the traffic management device 10, the automatic guided vehicle 30 starts automatic travel along the planned travel route C1 (step S10). During automatic travel, for example, the obstacle sensor 39 monitors whether an object exists within a detection area A1 around the vehicle, and when an object is detected, the obstacle detection module 35 detects whether the object is an obstacle D1.

[0055] During automatic travel, the obstacle detection module 35 judges whether or not an obstacle D1 arranged on the planned travel route C1 is detected (step S11). If it is judged that an obstacle D1 (for example, the obstacle D1 at the detection point E1) is detected (Yes in step S11), the automatic guided vehicle 30 stops once, and then refers to the setting of whether or not to execute the travel macro in the route file.

[0056] Then, if the setting for whether or not to run the driving macro is set to "run the driving macro," the macro setting file is referenced to determine, for example, whether the duration of detection of the obstacle D1 by the obstacle detection module 35 following detection of an object by the obstacle sensor 39 is equal to or longer than a predetermined time Tth (step S12).

[0057] Here, for example, if it is determined that the detection duration is less than the predetermined time Tth due to the obstacle D1 being moved, etc. (No in step S12), and if the obstacle D1 is not detected on the planned driving route C1 during automatic driving (No in step S11), the driving macro is not executed, and the process proceeds to step S24 shown in FIG. 7, and normal operation of driving along the planned driving route C1 is continued (step S24).

[0058] On the other hand, if it is determined that the detection duration of the obstacle D1 is equal to or longer than the predetermined time Tth (Yes in step S12), the process proceeds to an avoidance operation by executing a driving macro.

[0059] When the traveling macro is executed, first, the value of the counter variable (count) for the number of times an obstacle is detected is set to “0” (step S13), and the coordinates F1 of the current position (traveling macro start position) on the planned traveling path C1 where the unmanned guided vehicle 30 is temporarily stopped are stored in the memory unit 16.

[0060] Then, a coordinate comparison is performed between the start coordinates (start point N1) of the run macro of the avoidance path H1 stored in the run macro and the run macro start position F1, and the x and y coordinates (0,0) of the run macro start coordinates (start point N1) are rewritten to the x and y coordinates of the run macro start position F1 (step S15). When comparing coordinates, the coordinate information of the run macro start position F1 is treated as positive data, and the coordinate information of the run macro start coordinates (start point N1) is compared. In this way, the start point N1 of the avoidance path H1 in the avoidance operation accompanying the execution of the run macro is aligned with the run macro start position F1.

[0061] Thereafter, the coordinates of the passing points (first passing point O1, second passing point P1) of the avoidance path H1 are calculated (step S16). Specifically, the x-coordinates and y-coordinates (passing points of the traveling macro in the avoidance operation when the traveling macro is executed) of the passing points (first passing point O1, second passing point P1) of the avoidance path H1 stored in the traveling macro when the traveling macro is executed from the traveling macro start position F1 are calculated using a post-movement coordinate calculation formula from the coordinates (traveling macro start position) F1 of the current position of the automatic guided vehicle 30 when the traveling macro is executed.

[0062] The post-movement coordinate calculation formula used in step S16 can be composed of, for example, "x2=x1+d×cos(θ)" and "y2=y1+d×sin(θ)". Here, in the post-movement coordinate calculation formula, "x2" indicates the x coordinate after the movement, and "y2" indicates the y coordinate after the movement. Furthermore, "x1" indicates the x coordinate before the movement, and "y1" indicates the y coordinate before the movement. Furthermore, "d" indicates the movement distance between each coordinate, and "θ" indicates the posture of the automated guided vehicle 30 at each coordinate (the angle of the coordinate axis of the automated guided vehicle 30).

[0063] After calculating the passing points of the avoidance path H1 (the x and y coordinates of the passing points of the driving macro) using the post-movement coordinate calculation formula, the coordinates of the passing points of the avoidance path H1 (first passing point O1, second passing point P1) stored in the driving macro are rewritten to the x and y coordinates of the calculated passing points of the driving macro (step S17).

[0064] Then, the value of the counter variable (count) for the number of times the obstacle was detected, which was set in step S13 above, is incremented (+1) to set it to "count+1" (step S18), and the driving macro in which the starting coordinates of the driving macro and the passing points of the driving macro have been rewritten is executed, and an avoidance operation to the avoidance route H1 is performed (step S19).

[0065] Even during this avoidance operation, for example, the obstacle sensor 39 monitors whether an object exists in the detection area A1 around the vehicle, and when an object is detected, the obstacle detection module 35 detects whether it is an obstacle D1. Coordinate information of the passing points through which the automatic guided vehicle 30 passes during the avoidance operation is also acquired and stored.

[0066] During the avoidance operation, the control unit 11 determines whether or not an obstacle D1' (see FIG. 10) arranged on the avoidance path H1 has been detected based on detection information from the obstacle detection module 35 (step S20). If it is determined that the obstacle D1' has not been detected (No in step S20), the control unit 11 causes the automated guided vehicle 30 to travel so as to pass through the first pass point O1 and the second pass point P1 on the avoidance path H1, as shown in FIG. 5, to avoid the obstacle D1.

[0067] After avoiding obstacle D1, as shown in FIG. 7, for example, based on the coordinate information acquired at the second passing point P1 and the coordinate information of the traveling macro start position F1, the coordinates of the end point Q1 of the avoidance path H1 by the traveling macro are calculated (step S21), and the unmanned guided vehicle 30 is caused to travel toward the calculated coordinates of the end point Q1, and returns to the planned traveling path C1 along which it should have traveled (step S22).

[0068] Then, the avoidance operation by the traveling macro is ended (step S23), and the normal operation of traveling along the planned traveling route C1 is continued (step S24). When calculating the coordinates of the end point Q1 in the above step S21, the coordinate axes Gx, Gy of the automated guided vehicle 30 are calculated as positive.

[0069] In this way, during automatic driving in normal operation, it is determined whether the automatic guided vehicle 30 has reached the goal point M1 of the planned driving route C1 (step S25), and if it is determined that the automatic guided vehicle 30 has reached the goal point M1 (Yes in step S25), the automatic driving is terminated (step S26), the arrival time is calculated (step S27), and the series of processes according to this flowchart is terminated.

[0070] On the other hand, if it is determined that the goal point M1 has not been reached (No in step S25), the process proceeds to step S11 shown in Fig. 6 and the subsequent processes are repeated. If it is determined in step S20 that an obstacle D1' located on the avoidance route H1 has been detected (Yes in step S20), the automated guided vehicle 30 temporarily stops at the point (redetection point) where the obstacle D1' (for example, the obstacle D1' at the detection point E1') was detected, as shown in Fig. 9.

[0071] Thereafter, as shown in FIG. 8, it is determined whether the value of a counter variable (count) of the number of times an obstacle is detected is equal to or less than a predetermined number Cth (step S28), and if it is determined that the value of the counter variable is equal to or less than the predetermined number Cth (Yes in step S28), the process proceeds to step S14 shown in FIG. 6.

[0072] Then, in step S14, the coordinates (travel macro start position) F1' of the current position on the avoidance path H1 where the automated guided vehicle 30 is temporarily stopped are stored in the storage units 40, 16, and the subsequent processes are repeated to perform another avoidance operation (re-avoidance process) by executing the next traveling macro. In the avoidance operation in this case, for example, as shown in Fig. 9, the automated guided vehicle 30 travels from the traveling macro start position F1' (travel macro start coordinates (N1')) on the avoidance path H1, through the traveling macro pass points (first pass point O1', second pass point P1') and along the avoidance path H1' that can avoid the obstacle D1'.

[0073] After avoiding obstacle D1', the automated guided vehicle 30 travels toward the coordinates of the end point Q1' of the avoidance path H1' by the traveling macro, returns to the planned traveling path C1 along which it should have traveled, and continues normal operation. Note that in this case, calculation of the coordinates of the traveling macro start coordinates (start point N1'), the traveling macro start position F1', the traveling macro pass points (first pass point O1', second pass point P1'), and the end point Q1' can be performed in the same manner as described above.

[0074] The coordinate calculation formula used to calculate the coordinate of the end point Q1' may be, for example, "x2=x1+(d×count)×cos(θ)" for the x coordinate of the end point Q1', and "y2=y1+(d×count)×sin(θ)" for the y coordinate. In the coordinate calculation formula, "x2" indicates the x coordinate after movement, and "y2" indicates the y coordinate after movement. Also, "d" indicates the travel distance (e.g., 500 mm) previously acquired in the avoidance operation teaching mode, "count" indicates the number of times the traveling macro has been repeated, and "θ" indicates the posture of the automated guided vehicle 30 at each coordinate (the angle of the coordinate axis of the automated guided vehicle 30).

[0075] On the other hand, if it is determined that the value of the counter variable has exceeded the predetermined number of times Cth (No in step S28), it may be determined that, for example, the driving macro was executed by rewriting the coordinates of the starting point N1 as described above according to the number of re-avoidance processes the number of times the avoidance operation was performed by the driving macro set by the user (the allowable number of times), but that the obstacle could not be avoided as a result.

[0076] In such a case, for example, coordinate information such as passing points passed by the unmanned guided vehicle 30 obtained during avoidance operations by executing each traveling macro is used to determine a return route associated with the operation of returning the unmanned guided vehicle 30 from the current stopping point to the planned traveling route C1 (traveling macro starting position F1) indicating the starting point N1 of the avoidance route H1 whose coordinate information was first rewritten.

[0077] Then, the automated guided vehicle 30 automatically travels along the return path to return to the start point N1 (travel macro start position F1) on the planned travel path C1 (step S29). During this automatic travel, it is determined whether the travel macro start position F1 on the planned travel path C1 has been reached (step S30), and if it is determined that the travel macro start position F1 has not been reached (No in step S30), the process proceeds to the above step S29 and the automatic travel continues.

[0078] On the other hand, if it is determined that the traveling macro start position F1 has been reached (Yes in step S30), the automatic guided vehicle 30 stops at the traveling macro start position F1 until the obstacle is removed (step S31), and ends the series of processes according to this flowchart. Note that, in automatic travel along the return path, the automatic guided vehicle 30 travels by sliding left and right without changing its posture, for example.

[0079] In the present embodiment, the unmanned transport system 100 drives the unmanned transport vehicle 30 as described above. When the unmanned transport vehicle 30 drives along the planned travel route C1 without executing a travel macro, not only does it take the scheduled time to travel from the start point I1 to the goal point M1, but it also makes it possible to accurately calculate the travel time even when the travel macro is executed and an evasive action is taken.

[0080] That is, when an avoidance operation occurs by executing a traveling macro in the automated guided vehicle 30 as described above, the avoidance operation is actually performed after a waiting time (for example, a predetermined time Tth) has elapsed before moving to the avoidance operation by executing the traveling macro. The coordinates (start point N1, first pass point O1, second pass point P1, end point Q1) of the avoidance path H1 used in this avoidance operation are indicated by coordinate information that has been appropriately rewritten and calculated in the above flowchart, but the moving direction and traveling speed between each point are preset.

[0081] For this reason, for example, when traveling along the avoidance path H1 shown in FIG. 4 as shown in FIG. 5, if there is no obstacle D1' on the avoidance path H1, the avoidance operation of the unmanned guided vehicle 30 on the avoidance path H1 will be to start from the starting point N1, slide 500 mm to the right, advance 500 mm forward from the first pass point O1, and slide 500 mm to the left from the second pass point P1, thereby arriving at the end point Q1 on the planned travel path C1 without changing posture.

[0082] In this case, if the traveling speed of the automated guided vehicle 30 is set to 30 meters per minute (30 m / min), the time t required to travel 500 mm can be found by the formula "t = d / v (d is the distance and v is the speed)", and therefore it is possible to calculate it as "t = 0.5 (m) / 0.5 (m / s) = 1 (s)".

[0083] As a result of this calculation, the time required for the automated guided vehicle 30 to move 500 mm at a speed of 30 m / min is about 1 second, and the time required for starting from the starting point N1 on the avoidance path H1 and then passing through the first and second passing points O1 and P1 to reach the end point Q1 is about 3 seconds. Therefore, even if the automated guided vehicle 30 avoids an obstacle D1 present on the planned travel path C1, it can return to normal operation by a delay of the time (about 3 seconds + Tth) obtained by adding the waiting time (Tth) until the above-mentioned avoidance operation is started to the travel time of the avoidance path H1 (about 3 seconds).

[0084] Therefore, even when comparing a case where the automated guided vehicle 30 completes transportation without performing an avoidance operation by executing a traveling macro with a case where transportation is completed after performing an avoidance operation by executing a traveling macro, the time difference in the preset arrival time is extremely small (about 3 seconds + Tth) as described above. Therefore, even when an obstacle is avoided, the transportation completion time of the automated guided vehicle 30 differs only slightly from the time assumed in advance, so it is possible to achieve both obstacle avoidance and the required accuracy of the arrival time at a high level.

[0085] Although the embodiment of the present invention has been described above, this embodiment is presented as an example and is not intended to limit the scope of the invention. This new embodiment can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the gist of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are included in the scope of the invention and its equivalents described in the claims.

[0086] For example, in the above embodiment, an unmanned guided vehicle 30 is described as an unmanned transport system 100 that automatically travels under the operational control of the traffic management device 10. However, the unmanned guided vehicle 30 itself may be equipped with the functions of each part, such as the control unit 11 of the traffic management device 10, so that the unmanned guided vehicle 30 can independently execute a driving macro and automatically travel to perform unmanned transport.

[0087] In addition, in the above embodiment, for example, an example was given of the case where the unmanned guided vehicle 30 is operated to execute an avoidance operation teaching mode for creating a driving macro, a map creation mode, a coordinate information acquisition mode, etc., but the various data created and acquired in each of these modes may be data created in advance by the traffic management device 10 or data prepared in advance by an external higher-level device, and the unmanned guided vehicle 30 may be configured to perform automatic driving that can execute avoidance operations based on this data. [Explanation of symbols]

[0088] 10 Traffic control device 11,31 Control section 12 Map File Creation Department 13 Route File Creation Section 14. Driving macro creation section 15 Macro configuration file creation section 16,40 Storage part 17,37 Communications Department 18,41 Operation input section 20 Remote Control Device 30 Automated Guided Vehicles (AGV) 32 Driving control unit 33 Self-location estimation module 34 Drive module 35 Obstacle Detection Module 36 Laser Sensor 38 Drive motor 38a Mecanum Wheel 39 Obstacle Sensor 50 Network 38 Drive motor 100 Automated Transport System

Claims

1. An automated guided vehicle, An operation management device for managing the operation of the automatic guided vehicle, An automated guided vehicle system that drives the automated guided vehicle along a planned driving route defined by coordinate information, The automated guided vehicle is A self-location acquisition unit that acquires coordinate information of a self-location; a sensor unit capable of detecting an obstacle present within a predetermined detection area around the automated guided vehicle; a travel control unit that causes the automated guided vehicle to travel along the planned travel route based on the coordinate information of the vehicle's own position; Equipped with The automated transport system includes: A storage unit that stores map information of a travelable area of ​​the automated guided vehicle; a route information creation unit that creates route information indicating the planned travel route of the automated guided vehicle based on the map information; a travel macro creation unit that creates a travel macro for generating an avoidance path that allows the automated guided vehicle to avoid the obstacle when the obstacle exists on the planned travel path; Equipped with when the sensor unit detects the obstacle within the detection area while the automated guided vehicle is traveling along the planned travel route, the travel macro is started, coordinate information of a start point of the avoidance route is rewritten to coordinate information of the vehicle's own position at a point where the obstacle was detected, and the automated guided vehicle is caused to travel along the avoidance route; The travel macro includes coordinate information of a start point and a passing point of the avoidance path, information on a moving speed of the automated guided vehicle between the start point and each passing point, and a re-avoidance process when the sensor unit detects an obstacle again while the automated guided vehicle is traveling on the avoidance path. Automated transport system.

2. the re-avoidance process of the traveling macro is a process of rewriting coordinate information of a start point of the avoidance path to coordinate information of the self-position at a point where the obstacle is redetected, and causing the automated guided vehicle to travel along the avoidance path; The driving macro includes information on the allowable number of times the re-avoidance process is performed.

2. The automated transport system according to claim 1.

3. The driving macro includes setting information of a detection area of ​​the sensor unit for each starting point and passing point of the avoidance route.

3. The automated transport system according to claim 1 or 2.

4. When the number of times of the re-avoidance processing exceeds the allowable number of times, the traveling macro determines a return route for returning the automatic guided vehicle on the avoidance route to the planned traveling route indicating the start point of the avoidance route whose coordinate information was first rewritten, and causes the automatic guided vehicle to travel along the return route and stop at the start point.

3. The automated transport system according to claim 2.

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