Transport system, unmanned transport vehicle, and transport control method

Abstract

To realize efficient transportation using an unmanned transport vehicle.SOLUTION: An unmanned transport vehicle comprises: an actual travel route generating unit which generates a travel route that the vehicle plans to travel; a communication unit which communicates with another unmanned transport vehicle, transmits the travel route of the vehicle itself, and receives a travel route of the other unmanned transport vehicle; and a route interference determining unit for determining whether the travel route of the vehicle interferes with a travel route of the other unmanned transport vehicle. When the route interference determining unit determines that there is interference, the actual travel route generating unit forms an avoidance route of the vehicle, which is a travel route of the vehicle that avoids the interference, transmits the avoidance route of the vehicle to the other unmanned transport vehicle and receives an avoidance route of the unmanned transport vehicle from the other unmanned transport vehicle, determines which avoidance route is to employ, confirms that the determination is consistent with the other unmanned transport vehicle, and then controls a vehicle body in accordance with the determination.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a transport system, an automated guided vehicle, and a transport control method. [Background technology]

[0002] In recent years, with the increase in logistics within factories, forklifts and other vehicles are being equipped with sensors such as laser scanners and cameras, and SLAM (Simultaneous Localization And Mapping) technology is being applied to make automated guided vehicles (AGVs) trackless. AGVs that utilize this SLAM technology can improve transportation efficiency by moving autonomously. In addition, maintenance costs can be reduced compared to magnetic tape types. Since trackless AGVs are often operated in groups to suit on-site logistics, in order to transport goods safely and efficiently, it is necessary to control the position of each moving vehicle and operate them efficiently. A prior art document in this technical field is Patent Document 1. Patent Document 1 discloses a technology for generating a moving path of a moving object, predicting the position and posture of the moving object on the moving path, generating a blocked section, and performing exclusive control. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2022-189396 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in Patent Document 1, since the exclusive control is performed in a centralized manner, it is necessary to install many access points so that wireless connections are not interrupted. Furthermore, it is difficult to realize the exclusive control in an environment where wireless connections are not possible. Therefore, an object of the present invention is to enable a plurality of unmanned guided vehicles operating in the same factory or the like to cooperate with each other and perform efficient transportation without being subject to such limitations. [Means for solving the problem]

[0005] In order to achieve the above object, one representative conveying system of the present invention is a conveying system including a plurality of unmanned guided vehicles each capable of communicating with each other, wherein the unmanned guided vehicle is equipped with an actual driving path generating unit that generates a driving path along which the unmanned guided vehicle is scheduled to travel, a communication unit that communicates with other unmanned guided vehicles and transmits its own driving path and receives the driving paths of the other unmanned guided vehicles, and a path interference judgment unit that judges whether or not the own driving path interferes with the driving paths of the other unmanned guided vehicles, and the actual driving path generating unit creates its own avoidance path, which is its own driving path that avoids interference, when it is judged by the path interference judgment unit that there is interference, transmits its own avoidance path to the other unmanned guided vehicles, and receives the avoidance path of the unmanned guided vehicle from the other unmanned guided vehicles, determines which avoidance path to adopt, and after confirming that the decision matches with the other unmanned guided vehicles, controls the vehicle body in accordance with the decision. Moreover, one representative unmanned guided vehicle is equipped with an actual travel path generation unit that generates a travel path along which the vehicle itself is scheduled to travel, a communication unit that communicates with other unmanned guided vehicles and transmits its own travel path and receives the travel paths of the other unmanned guided vehicles, and a path interference judgment unit that judges whether or not the vehicle itself travel path interferes with the travel paths of the other unmanned guided vehicles, and the actual travel path generation unit is characterized in that, when it is judged by the path interference judgment unit that there is interference, it creates its own avoidance path, which is its own travel path that avoids the interference, transmits its own avoidance path to the other unmanned guided vehicles, and receives the avoidance path of the unmanned guided vehicle from the other unmanned guided vehicle, determines which avoidance path to adopt, confirms that the decision matches that of the other unmanned guided vehicles, and controls the vehicle body in accordance with the decision. Furthermore, one representative transport control method of the present invention is characterized in that it includes the steps of: generating a travel route along which the unmanned guided vehicle plans to travel; communicating with other unmanned guided vehicles, transmitting its own travel route and receiving the travel routes of the other unmanned guided vehicles; determining whether or not its own travel route interferes with the travel routes of the other unmanned guided vehicles; creating its own avoidance route, which is its own travel route that avoids the interference, when it is determined that its own travel route interferes with the travel route of the other unmanned guided vehicles; transmitting its own avoidance route to the other unmanned guided vehicles and receiving the avoidance route of the unmanned guided vehicles from the other unmanned guided vehicles, determining which avoidance route to adopt, confirming that the decision matches that of the other unmanned guided vehicles, and controlling the vehicle body in accordance with the decision. Effect of the Invention

[0006] According to the present invention, efficient transportation by an automatic guided vehicle can be realized. Problems, configurations and effects other than those described above will become apparent from the following description of the embodiments. [Brief description of the drawings]

[0007] [Figure 1] Example of system configuration for explaining the present invention [Diagram 2] Example of AGV operating environment [Diagram 3] Examples of situations where AGVs avoid collisions [Figure 4] Example of data exchanged between AGVs [Diagram 5] Example of the process flow when an AGV starts interference [Figure 6] Example of collision avoidance in a narrow passage [Figure 7] Example of a transport system including rail-guided AGVs [Figure 8] Example of operating environment for a transport system including rail-guided AGVs [Figure 9] An example of interference avoidance in a transport system that includes rail-guided AGVs DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] Hereinafter, the embodiments will be described with reference to the drawings. EXAMPLES

[0009] An embodiment for realizing the present invention will be described below. In this embodiment, a situation in which a plurality of AGVs are performing transportation work in a factory will be described as an example.

[0010] Fig. 1 is a system configuration diagram constituting an embodiment of the present invention. The system is composed of a vehicle operation management PC 12 and multiple AGVs 10. The management PC 12 includes a production management unit 123 for managing the manufacturing process in the factory, a communication unit 120 for communicating with the AGVs 10, a basic route management unit 122 that represents the basic travel route of the AGVs, and a timetable generation unit 121 that predicts the transition of the coordinates of each AGV 10 from the coordinate information of the AGV 10 to which transportation is assigned, and calculates the expected arrival time.

[0011] The AGV 10A is a trackless AGV and includes a distance sensor 100 for measuring the distance to objects in the surrounding environment of the AGV, a position and attitude detection unit 101 for detecting the position and attitude of the AGV using data from the distance sensor 100, a communication unit 103 for communicating with the vehicle operation management system 12 and other AGVs 10B, an actual driving route generation unit 102 for generating a driving route along which the AGV 10A is actually scheduled to travel, a route interference determination unit 104 for determining whether the driving route of another AGV interferes with the driving route of the own vehicle, a priority generation unit 105 used to regenerate the actual route when it is determined that the driving routes interfere, and a drive system control unit 106 and a drive system 107 for controlling the AGV 10A according to the generated driving route.

[0012] In this embodiment, an example will be described in which a two-dimensional laser scanner is used as the distance sensor 100. The two-dimensional laser scanner emits a laser pulse in the horizontal direction, and calculates the distance to an object by measuring the time it takes for the laser light to be diffusely reflected by hitting the object and then returned.

[0013] The direction of the laser pulse can be rotated using a motor inside the sensor, and data on the surrounding shape can be obtained by acquiring the direction of irradiation and distance.

[0014] The measurement range of the laser scanner is, for example, a scanner capable of acquiring 1081 points of distance data at 25 msec intervals with an irradiation range of 270 degrees and an angular resolution (pulse irradiation interval) of 0.25 degrees, but the present invention can be applied to any sensor that can acquire a set of multiple distance data and irradiation directions even if the irradiation range and angular resolution are different. In addition, the present invention can be applied to any sensor that can acquire multiple distances to surrounding structures in different angular directions, such as a three-dimensional laser scanner or a stereo camera that can measure the distance to surrounding structures in three dimensions, not limited to a two-dimensional laser scanner. In addition, the data measured by the distance sensor 100 is used not only for detecting the self-position, but also for generating a driving route to avoid obstacles in the actual driving route generating unit 102.

[0015] The position and orientation detection unit 101 detects the position and orientation by comparing the distance data measured by the distance sensor 100 with map data 230 in which the shapes of objects that can be measured by the distance data are described.

[0016] 2 shows the environment of the site where the AGVs operate. In this embodiment of the manufacturing site, three AGVs work together to carry out transport work. The site includes a manufacturing line 205, a parts warehouse 206 where parts to be supplied to the manufacturing line are stored, a parts distribution area 209 where the parts are distributed, a product storage area 208 where manufactured products are placed before shipping, a shipping area 207 for shipping the products, and a charging area 204.

[0017] The AGV travels along a basic route that is composed of nodes 201 and edges 200. The nodes 201 are destination information, and the edges 200 represent the general travel route.

[0018] Map data 230 represents the shapes of the surfaces of these laser-measurable objects. The positions of these structures are expressed in an image-like format, for example, called an occupancy grid map, in which space is divided into a grid, with grids that have laser-measurable structures being assigned a value of 1 and grids that do not have such structures being assigned a value of 0. An origin 240 is defined on the map. Also, by defining a scale for the length of one side of the grid, it is possible to provide dimensional information on the map.

[0019] Any method can be used to represent the map as long as it can be compared with shape data measured by a laser and whether or not it matches. For example, Normal Distribution Transform (NDT), which approximates point cloud data within a grid using a Gaussian distribution, can be used.

[0020] The production management unit 123 outputs instructions for movement from node to node to the AGV 10. The instructions include an instruction to transport parts from node 201c in the parts warehouse 206 to the parts distribution area 209, and an instruction to transport products from node 201f in the product storage area 208 to the shipping area 207. Also, when the same work is assigned again, the AGV will travel in the reverse order.

[0021] These travel routes include narrow passages 210 that are only wide enough for one AGV 10 to travel through, and intersections 220, and the present invention is applied to locations where these AGVs 10 may cross paths.

[0022] 3 shows a state where three AGVs are concentrated at an intersection 220. AGV 10A is heading from a shipping site 207 to a charging site 204. AGV 10B has transported a product and is heading to the shipping site 207. AGV 10C is heading to a parts warehouse 206 to pick up a part. At this time, each of them is heading to the intersection 220 at almost the same time, and there is a possibility that the three AGVs may cross paths.

[0023] First, the AGV 10 generates an actual travel path 300 using the actual travel path generating unit 102 according to the basic path. The actual travel path generating unit 102 exchanges the actual travel paths between the AGVs 10 using the communication unit 103 of each AGV 10. The actual travel path is represented by a series of points on the path, and the points on the path are represented by their positions and orientations. These points are represented, for example, by points obtained by dividing the generated actual travel path at a fixed time. The AGV 10 also exchanges the vehicle body dimensions 311BP1 along with this actual path. This information is exchanged at fixed time intervals.

[0024] The AGV 10 uses the route interference determination unit 104 to determine whether the received travel routes will interfere with each other. The AGV 10C receives the actual travel routes of the AGVs 10A and 10B, and compares them with the actual travel route of the AGV itself to verify whether the vehicle bodies will interfere with each other on the travel route. For example, the shape of the vehicle body is fitted onto the actual travel route to extract the occupied area 330C. This can be done by determining whether the occupied area of ​​another AGV overlaps with the range of this occupied area. At this time, when calculating the occupied area, a margin may be added to the width of the actual vehicle body, taking into consideration that the position and posture may include errors.

[0025] In this embodiment, the AGVs 10C and 10B interfere with each other, but the AGV 10A does not interfere, so the AGV 10A can continue traveling without performing any interference avoidance operation, and it can be seen that the AGV 10A can travel efficiently.

[0026] In the case of AGV10B and AGV10C, since the occupied areas 330B and 330C overlapping with the actual travel route are extracted as the interference area 320, a determination as to whether or not there is interference is made by taking into account the time as more detailed information. As a method for determining interference taking into account the time, the times of the positions [P(TB1), P(TB2)] where AGV10B is included in the interference area and the positions [P(TC2), P(TC3)] where AGV10C is included in the interference area are compared.

[0027] Specifically, it is determined that interference occurs when any of TC2≦TB1≦TC3, TC2≦TB2≦TC3, TB1<TC2<TB2, or TB1<TC3<TB2 is satisfied. When interference occurs, it is necessary to generate a travel route for avoiding interference using the actual travel route generation unit 102. As a measure for avoiding this interference, for example, deceleration may be mentioned.

[0028] When AGV10B decelerates its own vehicle speed to avoid interference, the speed of AGV10B may be adjusted so that the time T at the position P(T) where it does not interfere with AGV10C satisfies TC3<T. Similarly, AGV10C also calculates the time T at which TB2<T at the position P(T) where it does not interfere with AGV10B.

[0029] At this time, at P(T), with respect to the original P(TB2), the time delay WTB=T−TB2 is the time delay of AGV10B and can be evaluated as the efficiency of the system. In each AGV, the integrated values WTSB and WTSC of the time delays WTB and WTC up to now are held. By adding the newly generated WTB and WTC to the integrated values WTSB and WTSC, the priorities of the respective AGVs 10 are calculated as PRTB=WTSB+WTB and PRTC=WTSC+WTC.

[0030] Next, the priorities PRT calculated by AGV10B and AGV10C are exchanged. When PRTB<PRTC, since the priority of C is higher, the interference avoidance operation of B is executed.

[0031] Figure 4 shows the contents of the data exchanged. The items include the vehicle ID, vehicle dimensions, priority, current vehicle position and attitude, current time, and actual driving route information.

[0032] The vehicle ID is a unique ID that is assigned to every AGV and does not overlap. The vehicle dimensions are defined on a coordinate system fixed to the AGV's body, and are expressed as the vertices of the smallest rectangle that includes the body. This information also includes the product dimensions when the AGV is transporting a product, and is a parameter that changes depending on the transport state.

[0033] This priority is information about delays that have already occurred before interference avoidance operations are performed. In addition to this, the priority may be defined in a form that includes urgency, etc., to define an AGV as an emergency vehicle when the battery is about to run out or when parts are in short supply on a production line.

[0034] Figure 5 shows the process flow of the present invention. First, the AGV 10 selects other AGVs 10 with which to communicate according to a timetable (500). Each AGV periodically transmits its own position and attitude to the management PC 12, and the timetable is generated based on this information. The generated timetable is distributed to each AGV 10. When there are a large number of AGVs, the amount of calculations can be reduced by narrowing down the communication partners according to this timetable.

[0035] Next, the AGV 10 executes the exchange of data 400 shown in Fig. 4 (501). Based on the exchanged data, the AGV 10 evaluates the overlap of the tracks (502). As described above, the footprints of the vehicles are calculated and a determination is made as to whether there is a possibility of interference with each other.

[0036] For the other AGVs 10 whose tracks are determined to interfere with each other, the AGVs 10 further perform a calculation to determine whether there is any overlap in time (503). The AGVs 10 calculate the vehicle body position on the track for each unit time, and determine whether there is any overlap in time when passing through the section where the tracks overlap.

[0037] If the trajectories overlap and overlap in time, the AGV 10 generates an avoidance route, which is a travel route for avoiding interference (504). When generating an avoidance route, a travel route that minimizes an evaluation function of priority is generated. In this embodiment, an avoidance operation is generated that minimizes the delay in arrival time that occurs when an avoidance operation is performed, but an avoidance operation that includes a trajectory may also be generated. For example, in a narrow passage, when the AGV 10C has already entered the narrow passage, a trajectory is generated to move the AGV 10C backward.

[0038] The AGV 10 calculates the priority (505) using the waiting time calculated by the interference avoidance operation generation (504). The priority may be calculated as the delay time already occurring + the delay time of the avoidance operation as described above, or may be calculated as the importance x (current delay time + avoidance operation delay time). However, the priority defined in this step is used as the objective function when calculating the avoidance operation in step 504.

[0039] The AGV 10 again exchanges the priority calculated in step 505 with the updated actual route information (506). The AGV10 uses the exchanged priority to determine which AGV to perform avoidance action (507). If the calculated priorities are the same, a rule is defined as to which AGV is allowed to pass. For example, if the unique ID of the AGV is a number, the one with the smaller number is given priority.

[0040] Finally, the AGV 10 checks whether there is any discrepancy between the results of the calculations (508). If there is a discrepancy, as described above, for example, the IDs are compared numerically, and the plan with the smaller number is given priority.

[0041] FIG. 6 shows the operation when the routes of the AGVs 10 cross at a narrow passage 210. At the time TA0, the route 600A of the AGV 10A and the route 600B of the AGV 10B cross. The AGVs 10 exchange their operation data 400, and as a result of the judgment, they judge the priority for performing the avoidance operation because the routes interfere with each other. At this time, the AGV 10B has already entered the narrow passage, and it is considered that the AGV 10B should be given priority to pass through under normal circumstances. However, if it is judged that the priority of the AGV 10A is higher as a result of the comparison of the priorities, the AGV 10B is moved backward and a travel route 601B is generated to move the AGV 10B to a point where the routes do not interfere. After the generation of this travel route 601B, the AGVs exchange their travel routes with each other, confirm that there is no interference, and perform the avoidance operation.

[0042] If the distance sensor 100 of the trackless AGV 10 is a stereo camera, it is also possible to refer to information such as roadside strips marked on the road surface. If a laser scanner or the like is used to detect the shape of the space, it is possible to determine whether the AGV 10 can physically pass through the road, but since it is not possible to recognize marks or the like marked on the road surface, there is a possibility that the AGV 10 will pass through the area defined as the roadside strip where people pass. In contrast, if a camera is used, it is possible to recognize marks or the like from the acquired image and generate an actual driving route according to the information so as not to interfere with the inside of the roadside strip where people pass. EXAMPLES

[0043] <Mix of trackless and tracked vehicles> 7 is a system configuration diagram in which trackless AGVs 10 and tracked AGVs 70 coexist. The tracked AGVs 70 are equipped with a track sensor unit 700 for detecting the track, and an address-coordinate conversion unit 701, which is a table for converting addresses installed on the track into coordinates.

[0044] FIG. 8 is a schematic diagram of a site where transportation work is being performed by a mixture of trackless AGVs 10 and tracked AGVs 70. Three AGVs, AGVs 10A, AGVs 10B, and AGVs 70, are in operation and are communicating with a management PC 12. Each AGV transmits its current location to the management PC. The management PC 12 updates the arrival schedule of the AGVs based on the relationship between location and time, and distributes the arrival schedule to each AGV. An address marker 802 is installed on the track of the tracked AGV 70, and the location of the AGV is determined by reading this address marker with a magnetic sensor or the like. When the AGV 70 steps over this address marker, it transmits its own location to the operation management system.

[0045] AGV10A, AGV10B, and AGV70 are moving toward intersection 820, but according to the arrival schedule, AGV10B and AGV70 are likely to interfere with each other at the intersection. These two vehicles communicate with each other and exchange operation data 400. In particular, tracked AGV70 transmits data when it steps over address marker 802e. After exchanging operation data 400, if it is determined that the tracks will interfere, avoidance operations are performed according to the urgency and priority set for each AGV.

[0046] 9 shows a situation where the AGV 10B and the AGV 70 are approaching an intersection. At this time, the AGV 70, which does not have a high degree of freedom compared to the non-rail AGVs, may be set to a high urgency level and the non-rail AGV 10B may be made to perform an avoidance operation. In this case, the operation data 400 is exchanged again when the AGV 70 reaches the address marker 802d, which confirms that the AGV 70 has finished traveling through the interference section.

[0047] As described above, the disclosed system is a transport system including a plurality of unmanned guided vehicles (10) each capable of communication, and each unmanned guided vehicle is equipped with an actual travel path generation unit 102 that generates a travel path along which the unmanned guided vehicle is scheduled to travel, a communication unit 103 that communicates with other unmanned guided vehicles and transmits its own travel path and receives the travel paths of the other unmanned guided vehicles, and a path interference determination unit 104 that determines whether or not the own travel path interferes with the travel paths of the other unmanned guided vehicles. When the path interference determination unit 104 determines that there is interference, the actual travel path generation unit 102 creates its own avoidance path, which is its own travel path that avoids interference, transmits its own avoidance path to the other unmanned guided vehicles, and receives the avoidance paths of the unmanned guided vehicles from the other unmanned guided vehicles, determines which avoidance path to adopt, and after confirming that the decision matches with the other unmanned guided vehicles, controls the vehicle body in accordance with the decision. In this way, each automated guided vehicle autonomously controls the moving objects by comparing the actual driving routes it generates individually, allowing multiple automated guided vehicles to cooperate through direct communication, enabling efficient transportation that matches actual operations.

[0048] In addition, the route interference determination unit determines whether or not there is an overlapping section between the vehicle's own travel route and the travel route of the other unmanned guided vehicle, and if an overlapping section exists, it compares the vehicle's own planned stay time in that section with the planned stay time of the other unmanned guided vehicle, and if the planned stay times further overlap in the overlapping section, outputs a determination result that there is interference. In this way, by successively determining whether there is overlap in space and whether there is overlap in time, the processing load can be reduced and interference can be determined quickly and efficiently.

[0049] In addition, the actual driving path generation unit transmits its own avoidance path together with a priority corresponding to the avoidance path, receives the avoidance paths of the other unmanned guided vehicles together with the priority corresponding to the avoidance path, and compares the priority corresponding to its own avoidance path with the priority corresponding to the avoidance paths of the other unmanned guided vehicles to determine which avoidance path to adopt. Therefore, the avoidance routes adopted by automated guided vehicles whose travel routes interfere with each other can be easily made consistent.

[0050] Moreover, the priority is determined by the delay in transportation that would occur by adopting the corresponding avoidance route. This minimizes the impact on transportation and avoids interference.

[0051] The disclosed system further includes a management device (12) that communicates with the plurality of unmanned guided vehicles, the management device predicts the progress of coordinates of each unmanned guided vehicle from coordinate information of the plurality of unmanned guided vehicles, and distributes the prediction results to the plurality of unmanned guided vehicles, and each of the unmanned guided vehicles selects other unmanned guided vehicles to communicate with based on the prediction results. This allows each automated guided vehicle to selectively communicate with other automated guided vehicles with the possibility of interference, allowing interference to be efficiently avoided.

[0052] The present invention is not limited to the above-mentioned embodiment, and various modifications are included. For example, the above-mentioned embodiment is described in detail to easily explain the present invention, and is not necessarily limited to the embodiment having all the described configurations. Moreover, the present invention is not limited to the deletion of the configurations, and it is also possible to replace or add the configurations. For example, the automated guided vehicle may be a forklift or any other mobile object. [Explanation of symbols]

[0053] 10: AGV, 100: distance sensor, 101: position and orientation detection unit, 102: actual driving path generation unit, 103: communication unit, 104: path interference determination unit, 105: priority generation unit, 106: drive system control unit, 107: drive system, 12: management PC, 120: communication unit, 121: timetable generation unit, 122: basic path management unit, 123: production management unit

Claims

1. A transport system including a plurality of automated guided vehicles each capable of communicating with one another, The automated guided vehicle is an actual driving route generating unit that generates a driving route along which the vehicle itself is scheduled to travel; a communication unit that communicates with other automated guided vehicles, transmits its own travel route, and receives the travel routes of the other automated guided vehicles; a route interference determination unit that determines whether or not the vehicle's own travel route interferes with the travel route of the other automated guided vehicle; Equipped with The conveying system is characterized in that, when the path interference determination unit determines that interference will occur, the actual driving path generation unit creates its own avoidance path, which is its own driving path that avoids the interference, transmits its own avoidance path to the other unmanned guided vehicles, and receives the avoidance paths of the other unmanned guided vehicles from the other unmanned guided vehicles, determines which avoidance path to adopt, confirms that the decision matches with the other unmanned guided vehicles, and then controls the vehicle body in accordance with the decision.

2. 2. The transport system according to claim 1, The route interference determination unit determines whether or not there is an overlapping section between the vehicle's own travel route and the travel route of the other unmanned guided vehicle, and if an overlapping section exists, compares the vehicle's own planned stay time in that section with the planned stay time of the other unmanned guided vehicle, and if the planned stay times further overlap in the overlapping section, outputs a determination result that there will be interference.

3. 2. The transport system according to claim 1, the actual travel path generation unit transmits its own avoidance path together with a priority corresponding to the avoidance path, receives the avoidance paths of the other automated guided vehicles together with the priority corresponding to the avoidance paths, and compares the priority corresponding to the own avoidance path with the priority corresponding to the avoidance paths of the other automated guided vehicles to determine which avoidance path to adopt.

4. 4. The transport system according to claim 3, A transportation system, wherein the priority is determined based on a delay in transportation caused by adopting a corresponding avoidance route.

5. 2. The transport system according to claim 1, A management device that communicates with the plurality of automated guided vehicles, the management device predicts a transition of coordinates of each of the plurality of automated guided vehicles from the coordinate information of the plurality of automated guided vehicles, and delivers a prediction result to the plurality of automated guided vehicles; A transportation system characterized in that each of the automated guided vehicles selects another automated guided vehicle with which to communicate based on the prediction result.

6. An automated guided vehicle, an actual driving route generating unit that generates a driving route along which the vehicle itself is scheduled to travel; a communication unit that communicates with other automated guided vehicles, transmits its own travel route, and receives the travel routes of the other automated guided vehicles; a route interference determination unit that determines whether or not the vehicle's own travel route interferes with the travel route of the other automated guided vehicle; Equipped with The actual driving path generation unit creates its own avoidance path, which is its own driving path that avoids interference, when the path interference determination unit determines that interference will occur, transmits its own avoidance path to the other unmanned guided vehicles, and receives the avoidance paths of the other unmanned guided vehicles from the other unmanned guided vehicles, determines which avoidance path to adopt, confirms that the decision is consistent with the other unmanned guided vehicles, and then controls the vehicle body in accordance with the decision.

7. A transport control method for controlling an automated guided vehicle, comprising: An automated guided vehicle, A step of generating a travel route that the vehicle plans to travel; A step of communicating with another automated guided vehicle and transmitting its own travel route and receiving the travel routes of the other automated guided vehicles; determining whether or not the vehicle's own travel route interferes with travel routes of the other automated guided vehicles; creating an own avoidance path, which is a travel path of the vehicle itself that avoids interference when it is determined that the travel path of the vehicle itself interferes with a travel path of the other automated guided vehicle; transmitting said own avoidance route to said other unmanned guided vehicles and receiving the avoidance route of said unmanned guided vehicles from said other unmanned guided vehicles, determining which avoidance route to adopt, and controlling a vehicle body in accordance with said decision after confirming that said decision is consistent with said other unmanned guided vehicles; A transport control method comprising:

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