Conveyance system

Abstract

To provide a conveyance system which can appropriately detect an obstacle when an unmanned conveyance vehicle travels in both of a normal period when electric power is not supplied and a power supply period when the electric power is supplied.SOLUTION: A conveyance system comprises: an unmanned conveyance vehicle 10 having a battery used for travel of an own vehicle and an obstacle sensor 13 for detecting an obstacle during the travel; and a mobile charger 20 capable of autonomously travelling that supplies electric power to the battery when a residual capacity of the battery falls below a specified value. The unmanned conveyance vehicle 10 expands a detection range of the obstacle by the obstacle sensor 13 when turning according to a turning direction compared to a detection range of the obstacle by the obstacle sensor 13 when travelling straight during a normal period when power supply by the mobile charger 20 is not performed, and further expands the detection range of the obstacle by the obstacle sensor 13 when turning than the detection range in the normal period during a power supply period when the power supply by the mobile charger 20 is performed.SELECTED DRAWING: Figure 8

Description

Technical Field

[0001] The present disclosure relates to a conveyance system including an unmanned conveyance vehicle and a mobile charging device that supplies power to the battery of the unmanned conveyance vehicle.

Background Art

[0002] As a technology related to a conveyance system including an unmanned conveyance vehicle and a mobile charging device that supplies power to the battery of the unmanned conveyance vehicle, for example, there is a charging support vehicle described in Patent Document 1. Patent Document 1 describes a charging support vehicle that supplies power to the battery of a cleaning robot without interrupting the running of the cleaning robot. This charging support vehicle approaches the cleaning robot to a position where it can supply power to the battery of the cleaning robot to be charged, and runs so as to maintain the distance from the cleaning robot. At that time, the charging support vehicle connects its own power supply connection part to the charging connection part of the cleaning robot to supply power to the battery of the cleaning robot.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Normally, an unmanned conveyance vehicle is equipped with an obstacle sensor. When an obstacle is detected during running by the obstacle sensor, control such as stopping the running is performed. The detection range of an obstacle by the obstacle sensor is set based on, for example, the width of the own vehicle when the unmanned conveyance vehicle runs straight. However, in order to appropriately detect an obstacle by the obstacle sensor in an actual conveyance system, it is necessary to consider the running state of the unmanned conveyance vehicle including both the normal period when power supply is not performed and the power supply period when power supply is performed.

[0005] The present disclosure has been made to solve the above problems, and an object thereof is to provide a conveyance system capable of appropriately detecting obstacles when an unmanned conveyance vehicle travels, including both a normal period in which power supply is not performed and a power supply period in which power supply is performed.

Means for Solving the Problems

[0006] A conveyance system according to one aspect of the present disclosure includes an unmanned conveyance vehicle having a battery used for traveling of the own vehicle and an obstacle sensor that detects obstacles during traveling, and a self-driving capable mobile charging device that supplies power to the battery when the remaining capacity of the battery falls below a predetermined value. During a normal period in which power supply by the mobile charging device is not performed, the unmanned conveyance vehicle expands the detection range of obstacles by the obstacle sensor during turning travel with respect to the detection range of obstacles by the obstacle sensor during straight travel according to the turning direction. During a power supply period in which power supply by the mobile charging device is performed, the detection range of obstacles by the obstacle sensor during turning travel is further expanded than the detection range during the normal period.

[0007] In this conveyance system, during a normal period in which power supply by the mobile charging device is not performed, the detection range of obstacles during turning travel is expanded according to the turning direction with respect to the detection range of obstacles during straight travel. By expanding the detection range of obstacles according to the turning direction, it is possible to effectively suppress the unmanned conveyance vehicle from colliding with an obstacle during turning travel. Further, in this conveyance system, during a power supply period in which power supply by the mobile charging device is performed, the detection range of obstacles during turning travel is further expanded than the detection range during the normal period. During the power supply period, since the mobile charging device is connected to the unmanned conveyance vehicle during traveling, by further expanding the detection range of obstacles than during the normal period, it is possible to effectively suppress the unmanned conveyance vehicle and the mobile charging device from colliding with an obstacle. Therefore, in this conveyance system, it is possible to appropriately detect obstacles when the unmanned conveyance vehicle travels, including both a normal period in which power supply is not performed and a power supply period in which power supply is performed.

[0008] The driverless transport vehicle may expand the detection range of obstacles by the obstacle sensor when turning during each of the normal period and the power supply period inward in the turning direction. In this case, it becomes possible to detect obstacles in consideration of the inner wheel difference of the driverless transport vehicle, and during both the normal period and the power supply period, it is possible to more appropriately detect obstacles when the driverless transport vehicle is running.

[0009] The driverless transport vehicle may determine the amount of expansion of the detection range of obstacles by the obstacle sensor according to the length of its own vehicle during each of the normal period and the power supply period. In this case, by expanding the detection range of obstacles as the inner wheel difference of the driverless transport vehicle is larger, it is possible to more appropriately detect obstacles when the driverless transport vehicle is running.

[0010] The mobile charging device may be connected to the rear of the driverless transport vehicle. The driverless transport vehicle may determine the amount of expansion of the detection range of obstacles by the obstacle sensor according to the length of the mobile charging device during each of the normal period and the power supply period. In this case, by expanding the detection range of obstacles as the inner wheel difference of the mobile charging device is larger, even when the mobile charging device is connected to the rear of the driverless transport vehicle, it is possible to appropriately detect obstacles when the driverless transport vehicle is running.

[0011] The mobile charging device may be connected to the side of the driverless transport vehicle. The driverless transport vehicle may determine the amount of expansion of the detection range of obstacles by the obstacle sensor according to the length and width of the mobile charging device during each of the normal period and the power supply period. In this case, by expanding the detection range of obstacles as the inner wheel difference and the width of the mobile charging device are larger, even when the mobile charging device is connected to the side of the driverless transport vehicle, it is possible to appropriately detect obstacles when the driverless transport vehicle is running.

[0012] One or more carts may be connected to the driverless transport vehicle. The driverless transport vehicle may determine an enlarged amount of the detection range of an obstacle by an obstacle sensor according to the number of connected carts during each of the normal period and the power supply period. In this case, by expanding the detection range of the obstacle as the number of connected carts increases, even when one or more carts are connected to the driverless transport vehicle, the obstacles when the driverless transport vehicle travels can be appropriately detected.

[0013] The mobile charging device may have a power supply unit that supplies power to the charging unit of the battery. The power supply unit may have a pair of power supply electrodes arranged vertically. The charging unit may have a pair of charging electrodes that are arranged vertically corresponding to the pair of power supply electrodes and extend horizontally. In this case, even if the travel route of the driverless transport vehicle includes a curved section, it is possible to suppress the contact between the power supply electrode and the charging electrode from being released in the curved section.

[0014] The power supply unit may have a short - circuit prevention member between the pair of charging electrodes. In this case, it is possible to prevent a short - circuit from occurring between the pair of charging electrodes.

Advantages of the Invention

[0015] According to the present disclosure, it is possible to appropriately detect obstacles when the driverless transport vehicle travels, including both the normal period when power supply is not performed and the power supply period when power supply is performed.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiments for Carrying out the Invention

[0017] Hereinafter, with reference to the drawings, a preferred embodiment of an automated guided vehicle according to one aspect of the present disclosure will be described in detail.

[0018] Referring to FIG. 1, an example of the travel of the automated guided vehicle 10 in the transport system 1 will be described. FIG. 1 is a diagram showing an example of the travel of the automated guided vehicle 10 in the transport system 1. As shown in FIG. 1, the transport system 1 includes an automated guided vehicle 10, a mobile charging device 20, and a fixed charging device 30. The automated guided vehicle 10 is a vehicle with a built-in battery and is an autonomous driving vehicle that operates, for example, in a logistics warehouse or the like. In the transport system 1, the automated guided vehicle 10 travels on a preset travel route according to operation data and performs a predetermined operation. The predetermined operation performed by the automated guided vehicle 10 is, for example, a handling operation. When performing the handling operation, the automated guided vehicle 10 executes an operation of, for example, receiving a load at a predetermined position, transporting the load to another position, and placing the load at the other position. The travel route includes a work position as the position where the above-described operation is performed, and the automated guided vehicle 10 performs, for example, a handling operation at the work position.

[0019] As shown in FIG. 1, in this embodiment, a travel route L1 including predetermined work positions P1 and P2 is laid, and the unmanned transport vehicle 10 travels on the travel route L1. The travel route L1 is a travel route set for the unmanned transport vehicle 10. In the example shown in FIG. 1, the unmanned transport vehicle 10 receives a load at the work position P1, transports the received load to the work position P2, and performs unloading at the work position P2. Therefore, in the example shown in FIG. 1, the work position P1 is a load receiving position, and the work position P2 is a load placing position. In this embodiment, the unmanned transport vehicle 10 performs travel and work on the above-described travel route L1 based on operation data. Work based on such operation data is also called "net work", and in this embodiment, power supply by the mobile charging device 20 is performed during this net work.

[0020] The mobile charging device 20 is a charging device capable of autonomous travel. The mobile charging device 20 is arranged, for example, in a facility where the unmanned transport vehicle 10 operates such as a logistics warehouse, and performs power supply to the battery when the remaining capacity of the battery of the unmanned transport vehicle 10 falls below a predetermined value.

[0021] The fixed charging device 30 is a charging device whose position is fixed. The fixed charging device 30 is connected to a power source provided in a facility where the unmanned transport vehicle 10 operates such as a logistics warehouse, and performs power supply to the mobile charging device 20. The fixed charging device 30 may perform contact-type power supply or non-contact-type power supply to the mobile charging device 20.

[0022] The unmanned transport vehicle 10 is equipped with an obstacle sensor 13 (see Fig. 2). When an obstacle is detected during travel by the obstacle sensor 13, control is performed to stop the travel. Normally, the detection range of obstacles by the obstacle sensor 13 is set based on the width of the host vehicle when the unmanned transport vehicle 10 travels straight. However, in actual travel, it is necessary to set a detection range according to the travel state of the unmanned transport vehicle 10 both during the period when power supply by the mobile charging device 20 is not performed and during the period when power supply by the mobile charging device 20 is performed. In the transport system 1, by considering the turning direction of the unmanned transport vehicle and expanding the detection range of obstacles by the obstacle sensor 13, appropriate detection of obstacles when the unmanned transport vehicle travels is realized, including both the period when power supply is not performed and the period when power supply is performed. Hereinafter, the configuration for realizing the function will be described in detail. In the following description, the detection range of obstacles by the obstacle sensor 13 may be simply referred to as the "detection range".

[0023] Fig. 2 is a block diagram showing an example of the configuration of the transport system 1. As shown in Fig. 2, the transport system 1 includes a server 40 in addition to the above-described unmanned transport vehicle 10, mobile charging device 20, and fixed charging device 30 (see Fig. 1).

[0024] First, the configuration of the unmanned transport vehicle 10 will be described. As shown in Fig. 2, the unmanned transport vehicle 10 has a travel motor 11, a battery 12, an obstacle sensor 13, a charging unit 14, an electric pin 15, a charging contact 16, a control unit 17, and a communication unit 18.

[0025] Fig. 3 is a side view of the unmanned transport vehicle 10. As shown in Fig. 3, the unmanned transport vehicle 10 further has a vehicle body 19A and a plurality of wheels 19B. In the present embodiment, the vehicle body 19A is equipped with the travel motor 11 (see Fig. 2), the battery 12 (see Fig. 2), the obstacle sensor 13, the charging unit 14, the electric pin 15, the charging contact 16, the control unit 17, and the communication unit 18.

[0026] The traveling motor 11 is a motor that rotationally drives a plurality of wheels 19B by the electric power stored in the battery 12. The battery 12 is a part for storing the electric power for driving the traveling motor 11. The battery 12 is composed of a secondary battery such as, for example, a nickel-metal hydride secondary battery or a lithium-ion secondary battery.

[0027] The obstacle sensor 13 is a sensor that detects obstacles during the travel of the unmanned transport vehicle 10. As shown in FIG. 3, in the present embodiment, the obstacle sensor 13 is attached to the front surface of the vehicle body 19A. The obstacle sensor 13 is, for example, a three-dimensional LiDAR (Light Detection And Ranging). The obstacle sensor 13 irradiates laser light in front of itself and acquires three-dimensional information of the front space of the unmanned transport vehicle 10 by detecting reflected light or scattered light with respect to the laser light. The obstacle sensor 13 outputs the acquired three-dimensional information to the control unit 17.

[0028] The charging unit 14 is electrically connected to the battery 12 and is a part that supplies electric power to the battery 12 in response to power supply from the outside. FIG. 4 is a perspective view showing an example of the charging unit 14 included in the unmanned transport vehicle 10. As shown in FIG. 4, the charging unit 14 has a pair of charging electrodes E1, E2. In the present embodiment, the charging electrode E1 is a positive charging electrode and the charging electrode E2 is a negative charging electrode. The charging unit 14 further has a main body 141 having an upper surface 141a, a lower surface 141b, a pair of side surfaces 141c, and a front surface 141d. The main body 141 is formed of an insulator such as, for example, rubber or resin. The upper surface 141a and the lower surface 141b face each other in the vertical direction and are arranged parallel to each other. The pair of side surfaces 141c face each other in the left-right direction and are arranged parallel to each other.

[0029] The charging unit 14 is attached to, for example, the side or rear of the driverless transport vehicle 10. The charging unit 14 may be attached to the left side or the right side of the driverless transport vehicle 10. When the charging unit 14 is attached to the side of the driverless transport vehicle 10, the charging unit 14 is attached to the side surface of the vehicle body 19A such that, for example, the front surface 141d is orthogonal to the left-right direction of the driverless transport vehicle 10. When the charging unit 14 is attached to the rear of the driverless transport vehicle 10, the charging unit 14 is attached to the rear surface of the vehicle body 19A such that, for example, the front surface 141d is orthogonal to the front-rear direction of the driverless transport vehicle 10.

[0030] The pair of charging electrodes E1 and E2 are disposed inside the main body 141. Inside the main body 141, the pair of charging electrodes E1 and E2 are disposed vertically. In the example shown in FIG. 4, the charging electrode E1, which is the positive electrode charging electrode, is disposed above the charging unit 14, and the charging electrode E2, which is the negative electrode charging electrode, is disposed below the charging unit 14.

[0031] The charging electrode E1 has a charging port CP1 that opens to the front surface 141d. The charging electrode E2 has a charging port CP2 that opens to the front surface 141d. The charging ports CP1 and CP2 have, for example, a rectangular cross-sectional shape. Accordingly, the charging electrodes E1 and E2 also extend horizontally.

[0032] An upper wall portion 142 that extends in the front-rear direction is provided at the upper end portion of the front surface 141d of the main body 141. The upper wall portion 142 tapers toward the front surface 141d side of the main body 141. The upper surface of the upper wall portion 142 is a part of the upper surface 141a of the main body 141. The lower surface of the upper wall portion 142 is a tapered surface 142a. Both side surfaces of the upper wall portion 142 are parts of the pair of side surfaces 141c of the main body 141.

[0033] At the lower end of the front surface 141d of the main body 141, a lower wall portion 143 extending in the front-rear direction is provided. The lower wall portion 143 tapers toward the front surface 141d side of the main body 141. The upper surface of the lower wall portion 143 is a tapered surface 143a. The lower surface of the lower wall portion 143 is a part of the lower surface 141b of the main body 141. Both side surfaces of the lower wall portion 143 are parts of a pair of side surfaces 141c of the main body 141.

[0034] At the vertical center of the front surface 141d of the main body 141, a short-circuit prevention wall portion 144 extending in the front-rear direction is provided. The wall portion 144 is located between a pair of charging electrodes E1 and E2. That is, the charging portion 14 has the wall portion 144 between the pair of charging electrodes E1 and E2 as a short-circuit prevention member. The wall portion 144 is provided so as to protrude forward from the above-mentioned central portion in the vertical direction of the front surface 141d of the main body 141. The wall portion 144 is provided between the charging electrode E1 and the charging electrode E2 in the main body 141. As described above, the main body 141 is formed of an insulator such as rubber or resin. Therefore, the short-circuit prevention wall portion 144 is also formed of an insulator such as rubber or resin.

[0035] The region between the upper wall portion 142 and the wall portion 144 is a charging region 145. Both ends in the left-right direction of the charging region 145 are open without a wall portion. That is, at both ends in the left-right direction of the charging region 145, the upper wall portion 142 that constitutes a part of the side surface 141c of the main body 141 is not provided. The region between the lower wall portion 143 and the wall portion 144 is a charging region 146. Both ends in the left-right direction of the charging region 146 are open without a wall portion, similar to the charging region 145. That is, at both ends in the left-right direction of the charging region 146, the lower wall portion 143 that constitutes a part of the side surface 141c of the main body 141 is not provided.

[0036] The electric pin 15 shown in FIGS. 2 and 3 is a part used for connecting the unmanned transport vehicle 10 and the mobile charging device 20. The electric pin 15 is configured to be movable up and down. When the unmanned transport vehicle 10 and the mobile charging device 20 are connected, the electric pin 15 is inserted into a through hole H (see FIG. 5) provided in a connection member 29C of the mobile charging device 20 described later. In the present embodiment, the electric pin 15 moves in the vertical direction according to a command from the control unit 17 to connect the unmanned transport vehicle 10 and the mobile charging device 20.

[0037] In the present embodiment, the electric pin 15 is attached to the side or rear part of the unmanned transport vehicle 10 so as to correspond to the attachment position of the charging unit 14. Specifically, when the charging unit 14 is attached to the side part of the unmanned transport vehicle 10, the electric pin 15 is also attached to the side part on the same side as the charging unit 14, and when the charging unit 14 is attached to the rear part of the unmanned transport vehicle 10, the electric pin 15 is also attached to the rear part. That is, in the present embodiment, the connection mode between the unmanned transport vehicle 10 and the mobile charging device 20 corresponds to the attachment positions of the charging unit 14 and the electric pin 15. Therefore, in the present embodiment, the mobile charging device 20 is connected to any one of the left side part, the right side part, or the rear part of the unmanned transport vehicle 10.

[0038] The charging contact 16 is a switch part provided between the battery 12 and the charging unit 14. That is, the charging unit 14 is electrically connected to the battery 12 via the charging contact 16. When the charging contact 16 is conductive, the battery 12 and the charging unit 14 are electrically connected and power is supplied to the battery 12. In the present embodiment, the charging contact 16 switches the electrical connection and disconnection between the battery 12 and the charging unit 14 according to a command from the control unit 17.

[0039] The control unit 17 is a part that controls the travel of the unmanned transport vehicle 10. As control of the travel of the unmanned transport vehicle 10, the control unit 17 performs, for example, control of travel based on operation data and determination as to whether the travel of the unmanned transport vehicle 10 is possible based on the detection range. The control unit 17 controls the travel of the unmanned transport vehicle 10 according to the operation data. In one example, the control unit 17 receives operation data for controlling the travel of the unmanned transport vehicle 10 from the server 40 via the communication unit 18. The operation data includes, for example, the execution order and operation command information associated with the execution order. The execution order is information indicating the order of operation control on the travel route. The operation command information is information indicating the operation that the unmanned transport vehicle 10 should execute in the execution order with which it is associated. In one example, the operation command information includes information for controlling the travel of the unmanned transport vehicle 10 and information for controlling the work of the unmanned transport vehicle 10. The control unit 17 refers to such operation data and executes the operation command information associated with the execution order, thereby controlling the travel on the travel route L1 and the work at each position.

[0040] In the present embodiment, after setting the detection range, the control unit 17 determines whether the travel of the unmanned transport vehicle 10 is possible based on the three-dimensional information received from the obstacle sensor 13 and the detection range. The control unit 17 sets the detection range based on, for example, the length of the unmanned transport vehicle 10, the width of the unmanned transport vehicle 10, the length of the mobile charging device 20, or the width of the mobile charging device 20. In the present embodiment, the control unit 17 sets the detection range based on the inner wheel difference of the unmanned transport vehicle 10, the width of the unmanned transport vehicle 10, the inner wheel difference of the mobile charging device 20, or the width of the mobile charging device 20. In one example, the control unit 17 receives the inner wheel difference of the unmanned transport vehicle 10, the width of the unmanned transport vehicle 10, the inner wheel difference of the mobile charging device 20, or the width of the mobile charging device 20 for setting the detection range from the server 40 via the communication unit 18.

[0041] In this specification, the "detection range of obstacles by the obstacle sensor 13" is a range for determining the presence or absence of obstacles in the travel of the unmanned transport vehicle 10 among the ranges reached by the laser light emitted from the obstacle sensor 13, and is a range different from the range reached by the above laser light. In this embodiment, the detection range of obstacles by the obstacle sensor 13 is set to a range smaller than the range reached by the above laser light.

[0042] When the three-dimensional information indicates that an object exists within the detection range, the control unit 17 determines that travel of the unmanned transport vehicle 10 is impossible on the assumption that an obstacle exists. In this case, the control unit 17 stops the travel of the unmanned transport vehicle 10. The control unit 17 may output information indicating, for example, the presence of an obstacle and the position where the obstacle exists to the server 40 via the communication unit 18.

[0043] When the three-dimensional information indicates that no object exists within the detection range, the control unit 17 determines that travel of the unmanned transport vehicle 10 is possible on the assumption that no obstacle exists. In this case, the control unit 17 continues the travel of the unmanned transport vehicle 10. As described above, the range reached by the laser light emitted from the obstacle sensor 13 is different from the detection range. Therefore, a situation may occur where, although an object exists within the range reached by the above laser light, the object is not located within the above detection range. In this case, the control unit 17 determines that the object is not an obstacle and that travel of the unmanned transport vehicle 10 is possible.

[0044] The control unit 17 also controls the power supply operation to the battery 12. As control of the power supply operation to the battery 12, the control unit 17 performs, for example, control of the electric pin 15 and the charging contact 16, and acquisition of the remaining capacity of the battery 12. The control unit 17 controls the electric pin 15 based on, for example, information regarding power supply to the battery 12 on the mobile charging device 20 side. In one example, when receiving information indicating that there is no obstacle between the mobile charging device 20 and the automated guided vehicle 10, and information indicating that the pair of charging electrodes E1, E2 of the charging unit 14 and the pair of power supply electrodes E3, E4 of the power supply unit 23 described later are in contact, the control unit 17 moves the electric pin 15 downward. Thereby, the electric pin 15 is inserted into the through hole H of the mobile charging device 20, and the automated guided vehicle 10 and the mobile charging device 20 are connected.

[0045] On the other hand, when receiving information indicating that there is an obstacle between the mobile charging device 20 and the automated guided vehicle 10, or information indicating that the pair of charging electrodes E1, E2 and the pair of power supply electrodes E3, E4 are not in contact, the control unit 17 does not move the electric pin 15, and the automated guided vehicle 10 and the mobile charging device 20 are not connected. When receiving information indicating that the power supply to the battery 12 is completed, the control unit 17 moves the electric pin 15 upward. Thereby, the electric pin 15 is withdrawn from the through hole H of the mobile charging device 20, and the connection between the automated guided vehicle 10 and the mobile charging device 20 is released.

[0046] Similar to the control of the electric pin 15, the control unit 17 controls the charging contactor 16 based on information regarding the power supply to the battery 12 on the side of the mobile charging device 20, for example. In one example, when receiving information indicating that there is no obstacle between the mobile charging device 20 and the automated guided vehicle 10 and information indicating that the pair of charging electrodes E1, E2 and the pair of power supply electrodes E3, E4 are in contact, the control unit 17 conducts the charging contactor 16. Thereby, the battery 12 and the charging unit 14 are electrically connected. On the other hand, when receiving information indicating that there is an obstacle between the mobile charging device 20 and the automated guided vehicle 10 or information indicating that the pair of charging electrodes E1, E2 and the pair of power supply electrodes E3, E4 are not in contact, the control unit 17 cuts off the charging contactor 16 and electrically disconnects the battery 12 and the charging unit 14.

[0047] As for the acquisition of the remaining capacity of the battery 12, the control unit 17 acquires, for example, the SOC (State Of Charge), which is a parameter indicating the charging state of the battery 12, as the remaining capacity of the battery 12. In one example, when repeatedly transporting loads, the control unit 17 acquires the remaining capacity of the battery 12 each time it moves to the work position P1 or the work position P2. Alternatively, the control unit 17 may acquire the remaining capacity of the battery 12 at predetermined time intervals, or may acquire the remaining capacity of the battery 12 in response to a command from the user. The control unit 17 sequentially outputs the acquired remaining capacity of the battery 12 to the communication unit 18.

[0048] The communication unit 18 is a part that transmits and receives information regarding the travel of the automated guided vehicle 10 and information regarding the power supply to the battery 12 to and from the server 40. As information regarding the power supply to the battery 12, the communication unit 18 outputs the remaining capacity of the battery 12 received from the control unit 17 to the server 40. In one example, each time the communication unit 18 receives the remaining capacity of the battery 12 from the control unit 17, it sequentially outputs the remaining capacity of the battery 12 to the server 40.

[0049] The communication unit 18 receives, from the server 40, as information regarding the travel of the driverless transport vehicle 10, operation data, the inner turning radius difference of the driverless transport vehicle 10, the width of the driverless transport vehicle 10, the inner turning radius difference of the mobile charging device 20, and the width of the mobile charging device 20. The communication unit 18 outputs the operation data, the inner turning radius difference of the driverless transport vehicle 10, the width of the driverless transport vehicle 10, the inner turning radius difference of the mobile charging device 20, and the width of the mobile charging device 20 received from the server 40 to the control unit 17. Further, the communication unit 18 receives, from the server 40, information regarding power supply to the battery 12 on the mobile charging device 20 side. In one example, as information regarding power supply to the battery 12 on the mobile charging device 20 side, the communication unit 18 receives, from the server 40, information indicating whether there is an obstacle between the mobile charging device 20 and the driverless transport vehicle 10, and information indicating whether a pair of charging electrodes E1, E2 and a pair of power supply electrodes E3, E4 are in contact. Further, the communication unit 18 receives, from the server 40, information indicating that the power supply to the battery 12 has been completed as information regarding power supply to the battery 12 on the mobile charging device 20 side. The communication unit 18 outputs the received information regarding power supply to the battery 12 on the mobile charging device 20 side to the control unit 17.

[0050] The server 40 is a control device higher than the driverless transport vehicle 10 and the mobile charging device 20, and is a part that oversees the operation of the driverless transport vehicle 10 and the operation of the mobile charging device 20. The server 40 determines whether the remaining capacity of the battery 12 received from the communication unit 18 of the driverless transport vehicle 10 is below a predetermined value. Further, the server 40 refers to the operation data of the driverless transport vehicle 10 and determines whether the driverless transport vehicle 10 is in net operation. When the remaining capacity of the battery 12 is below the predetermined value and the driverless transport vehicle 10 is in net operation, the server 40 outputs a power supply command and the operation data of the driverless transport vehicle 10 to be the power supply target to the mobile charging device 20, assuming that power supply to the battery 12 is necessary. When the remaining capacity of the battery 12 is equal to or greater than the predetermined value, or when the driverless transport vehicle 10 is not in net operation, the server 40 does not output a power supply command and the above operation data to the mobile charging device 20, assuming that power supply to the battery 12 is unnecessary.

[0051] The server 40 calculates the inner wheel difference of the driverless transport vehicle 10 based on the curvature of the travel route L1 and the length of the driverless transport vehicle 10, and calculates the inner wheel difference of the mobile charging device 20 based on the travel route of the mobile charging device 20 and the length of the mobile charging device 20 according to the connection mode of the mobile charging device 20. The server 40 outputs the width of the driverless transport vehicle 10 and the width of the mobile charging device 20, and the calculated inner wheel differences to the communication unit 18 of the driverless transport vehicle 10. Further, the server 40 acquires information regarding power supply to the battery 12 on the mobile charging device 20 side, and outputs the information to the communication unit 18 of the driverless transport vehicle 10.

[0052] Next, the configuration of the mobile charging device 20 will be described. As shown in FIG. 2, the mobile charging device 20 includes a travel control unit 21, a charger 22, a power supply unit 23, an obstacle sensor 24, a limit switch 25, a voltage sensor 26, a power supply control unit 27, and a communication unit 28.

[0053] FIG. 5 is a side view of the mobile charging device 20. As shown in FIG. 5, the mobile charging device 20 further includes a vehicle body 29A, a plurality of wheels 29B, and a connection member 29C. In the present embodiment, the travel control unit 21, the charger 22, the power supply unit 23, the obstacle sensor 24, the limit switch 25, the voltage sensor 26, the power supply control unit 27, and the communication unit 28 are mounted on the vehicle body 29A. The connection member 29C is attached to the front surface of the vehicle body 29A so as to protrude forward of the mobile charging device 20. A through hole H for inserting the electric pin 15 of the driverless transport vehicle 10 is provided at the center of the connection member 29C.

[0054] The travel control unit 21 controls the travel of the mobile charging device 20. For example, the travel control unit 21 controls the travel of the mobile charging device 20 by controlling a travel drive unit including a travel motor, a steering motor, and the like. When the travel control unit 21 receives a power supply command from the server 40, it refers to the operation data of the automated guided vehicle 10 to be the power supply target and starts traveling to the automated guided vehicle 10. As described above, the power supply command is output from the server 40 to the mobile charging device 20 when the automated guided vehicle 10 is in net operation. Therefore, the travel control unit 21 starts traveling to the automated guided vehicle 10 in net operation. In one example, when performing power supply to the battery 12, the travel control unit 21 refers to the operation data of the automated guided vehicle 10 and controls the travel of the mobile charging device 20 to cooperate with the operation of the automated guided vehicle 10 on the travel route L1.

[0055] After the power supply to the battery 12 is completed, the travel control unit 21 stops controlling the travel of the mobile charging device 20 in cooperation with the operation of the automated guided vehicle 10 on the travel route L1. After stopping the control of the travel of the mobile charging device 20 as described above, the travel control unit 21 controls the travel of the mobile charging device 20 so as to return to, for example, the position where the travel to the automated guided vehicle 10 was started. Alternatively, after stopping the control of the travel of the mobile charging device 20 as described above, the travel control unit 21 may control the travel of the mobile charging device 20 so as to move to the fixed charging device 30.

[0056] The charger 22 is a part that supplies power to the battery 12 to perform power supply to the battery 12. In one example, the charger 22 stores the power for supplying to the battery 12 by receiving power supply from the fixed charging device 30.

[0057] The power supply unit 23 is a part that supplies power to the charging unit 14. In the present embodiment, the power supply unit 23 performs contact power supply to the charging unit 14 of the battery 12. The power supply unit 23 is electrically connected to the charger 22, and supplies the power from the charger 22 to the battery 12 via the charging unit 14. The power supply unit 23 is disposed, for example, in front of the vehicle body 29A of the mobile charging device 20. In the present embodiment, as shown in FIG. 5, the position of the power supply unit 23 is fixed by the pin P in front of the vehicle body 29A.

[0058] FIG. 6 is a schematic diagram showing an example of the power supply unit 23. As shown in FIG. 6, the power supply unit 23 includes a housing 231, a holder 232, a spring 233, and a pair of power supply electrodes E3 and E4. The housing 231 is a part that engages with the main body 141 of the charging unit 14. The housing 231 houses the holder 232. That is, the holder 232 is disposed inside the housing 231. The spring 233 is disposed between the housing 231 and the holder 232. The housing 231 and the holder 232 are formed of an insulating material such as resin or rubber, for example. In the present embodiment, the power supply electrode E3 is the positive power supply electrode, and the power supply electrode E4 is the negative power supply electrode. Therefore, in the present embodiment, the charging electrode E1 corresponds to the power supply electrode E3, and the charging electrode E2 corresponds to the power supply electrode E4.

[0059] In one example, the holder 232 is composed of a pair of fixing plates 232a and 232b arranged above and below the power supply unit 23, and a connecting plate 232c that connects the fixing plate 232a and the fixing plate 232b. The power supply electrode E3 is provided at the center of the fixing plate 232a so as to protrude forward of the power supply unit 23. The power supply electrode E4 is provided at the center of the fixing plate 232b so as to protrude forward of the power supply unit 23. As described above, in the holder 232, the pair of fixing plates 232a and 232b are arranged one above the other. Therefore, the pair of power supply electrodes E3 and E4 are arranged one above the other. In the present embodiment, the power supply electrode E3 is arranged above the power supply unit 23, and the power supply electrode E4 is arranged below the power supply unit 23. Further, in the present embodiment, the pair of charging electrodes E1 and E2 and the pair of power supply electrodes E3 and E4 are arranged one above the other so as to correspond to each other. That is, the pair of charging electrodes E1 and E2 are arranged one above the other corresponding to the pair of power supply electrodes E3 and E4.

[0060] FIG. 7 is a perspective view showing an example of the power supply unit 23. As shown in FIG. 7, the housing 231 has an upper surface 231a, a lower surface 231b, a pair of side surfaces 231c, and a front surface 231d. In the present embodiment, the housing 231 has a tapered shape such that the length in the vertical direction decreases toward the front surface 231d. The upper surface 231a and the lower surface 231b have a rectangular shape. The upper surface 231a and the lower surface 231b are tapered surfaces such that the distance between the upper surface 231a and the lower surface 231b gradually decreases from the base end of the housing 231 toward the front surface 231d side. In the present embodiment, the upper surface 231a engages with the tapered surface 142a which is the lower surface of the upper wall portion 142, and the lower surface 231b engages with the tapered surface 143a which is the upper surface of the lower wall portion 143.

[0061] The side surface 231c has a substantially trapezoidal shape. The side surfaces 231c are arranged parallel to each other. That is, unlike the upper surface 231a and the lower surface 231b, the side surfaces 231c are not tapered surfaces such that the distance between the side surfaces 231c gradually decreases from the base end of the housing 231 toward the front surface 231d side.

[0062] The front surface 231d has a rectangular shape. The front surface 231d engages with the front surface 141d of the main body 141. Two through-holes for passing through the power supply electrodes E3 and E4 are provided side by side vertically on the front surface 231d. The power supply electrodes E3 and E4 are inserted through these two through-holes and protrude from the front surface 231d of the housing 231. A groove portion 234 having a V-shaped cross section extending horizontally is provided at the central portion in the vertical direction on the front surface 231d. The groove portion 234 is disposed between the power supply electrode E3 and the power supply electrode E4. The groove portion 234 fits into the wall portion 144 of the main body 141.

[0063] As shown in FIG. 6, a fixing plate 235 is provided at the base end portion of the housing 231. The fixing plate 235 is a part of the housing 231. That is, the housing 231 further has the fixing plate 235 in addition to the upper surface 231a, the lower surface 231b, a pair of side surfaces 231c, and the front surface 231d shown in FIG. 7. The spring 233 is disposed between the connecting plate 232c and the fixing plate 235. The spring 233 biases the holding body 232 toward the distal end side of the housing 231, thereby biasing the power supply electrodes E3 and E4 toward the distal end side of the housing 231.

[0064] The obstacle sensor 24 is a sensor that detects an object existing in front of the mobile charging device 20. As shown in FIG. 5, in the present embodiment, the obstacle sensor 24 is attached to the front surface of the vehicle body 29A. The obstacle sensor 24 is, for example, a three-dimensional LiDAR (Light Detection And Ranging). In one example, the obstacle sensor 24 acquires three-dimensional information of the front space of the mobile charging device 20 and detects an object existing in front of the mobile charging device 20 based on the three-dimensional information. The obstacle sensor 24 outputs a detection result of an object based on the three-dimensional information to the power supply control unit 27.

[0065] The limit switch 25 is a contact sensor that detects whether or not the pair of power supply electrodes E3 and E4 of the power supply unit 23 are in contact with the charging electrodes E1 and E2 of the charging unit 14. In one example, the limit switch 25 detects contact with the holder 232 of the power supply unit 23, thereby detecting whether or not the pair of power supply electrodes E3 and E4 have retracted to the proximal end side of the housing 231 against the biasing force of the spring 233. Here, the fact that the pair of power supply electrodes E3 and E4 have retracted to the proximal end side of the housing 231 against the biasing force of the spring 233 indicates that the pair of power supply electrodes E3 and E4 are in contact with the pair of charging electrodes E1 and E2. The limit switch 25 outputs a detection result indicating whether or not the pair of power supply electrodes E3 and E4 are in contact with the pair of charging electrodes E1 and E2 to the power supply control unit 27 and the communication unit 28.

[0066] The voltage sensor 26 is a sensor that detects the voltage value of the battery 12. In one example, the voltage sensor 26 detects the voltage value of the battery 12 in a state where the pair of power supply electrodes E3 and E4 are in contact with the pair of charging electrodes E1 and E2. When the pair of power supply electrodes E3 and E4 are in contact with the pair of charging electrodes E1 and E2, the power supply unit 23 and the charging unit 14 are electrically connected. Further, the charging unit 14 is electrically connected to the battery 12. Therefore, in a state where the pair of power supply electrodes E3 and E4 are in contact with the pair of charging electrodes E1 and E2, it is possible to detect the voltage value of the battery 12 by the voltage sensor 26 provided in the mobile charging device 20. When the power supply unit 23 and the charging unit 14 are electrically connected, the voltage sensor 26 detects the voltage value of the battery 12, for example, at predetermined time intervals. The voltage sensor 26 sequentially outputs a detection result indicating the voltage value of the battery 12 to the power supply control unit 27.

[0067] The power supply control unit 27 is a part that controls the power supply to the battery 12 by the charger 22 and the power supply unit 23. In the present embodiment, when the mobile charging device 20 moves to cooperate with the operation of the automated guided vehicle 10 on the travel route L1, when all of the first condition, the second condition, and the third condition are satisfied, the power supply control unit 27 starts the power supply to the battery 12. The mobile charging device 20 supplies power to the battery 12 during the period when the automated guided vehicle 10 is in net operation. That is, the power supply to the battery 12 by the mobile charging device 20 is performed during the net operation of the automated guided vehicle 10. When starting the power supply to the battery 12, the power supply control unit 27 transmits a power supply start command to the charger 22. Thereby, the power stored in the charger 22 is supplied to the battery 12 via the power supply unit 23 and the charging unit 14, and the power supply to the battery 12 is started.

[0068] The first condition is that there is no obstacle between the mobile charging device 20 and the automated guided vehicle 10. In the present embodiment, the power supply control unit 27 determines whether the first condition is satisfied based on the detection result received from the obstacle sensor 24. When the detection result received from the obstacle sensor 24 indicates that there is an object between the mobile charging device 20 and the automated guided vehicle 10, the power supply control unit 27 determines that the first condition is not satisfied. In this case, the power supply control unit 27 outputs, for example, information indicating that there is an obstacle between the mobile charging device 20 and the automated guided vehicle 10 to the communication unit 28. When the detection result received from the obstacle sensor 24 indicates that there is no object between the mobile charging device 20 and the automated guided vehicle 10, the power supply control unit 27 determines that the first condition is satisfied. In this case, the power supply control unit 27 outputs information indicating that there is no obstacle between the mobile charging device 20 and the automated guided vehicle 10 to the communication unit 28.

[0069] The second condition is that the pair of power supply electrodes E3 and E4 are in contact with the pair of charging electrodes E1 and E2. In the present embodiment, the power supply control unit 27 determines whether or not the second condition is satisfied based on the detection signal received from the limit switch 25. When the detection signal received from the limit switch 25 indicates that the pair of power supply electrodes E3 and E4 are not in contact with the pair of charging electrodes E1 and E2, the power supply control unit 27 determines that the second condition is not satisfied. In this case, the power supply control unit 27 outputs information indicating that the power supply electrodes E3 and E4 are not in contact with the corresponding charging electrode among the pair of charging electrodes E1 and E2 to the communication unit 28. When the detection signal received from the limit switch 25 indicates that the pair of power supply electrodes E3 and E4 are in contact with the pair of charging electrodes E1 and E2, the power supply control unit 27 determines that the second condition is satisfied. In this case, the power supply control unit 27 outputs information indicating that the pair of charging electrodes E1 and E2 are in contact with the pair of power supply electrodes E3 and E4 to the communication unit 28.

[0070] The third condition is that the voltage value of the battery 12 is within the power supply start range. The power supply start range is set, for example, as a range of voltage values at which power supply to the battery 12 can be started. In the present embodiment, the power supply control unit 27 determines whether or not the third condition is satisfied based on the detection result received from the voltage sensor 26. When the detection result received from the voltage sensor 26 indicates that the voltage value of the battery 12 is not within the power supply start range, the power supply control unit 27 determines that the third condition is not satisfied. When the detection result received from the voltage sensor 26 indicates that the voltage value of the battery 12 is within the power supply start range, the power supply control unit 27 determines that the third condition is satisfied.

[0071] Furthermore, in this embodiment, when the power supply control unit 27 satisfies the fourth condition, it ends the power supply to the battery 12. When ending the power supply to the battery 12, the power supply control unit 27 sends a power supply end command to the charger 22. As a result, the charger 22 stops supplying power to the battery 12 via the power supply unit 23 and the charging unit 14, and the power supply to the battery 12 ends. In this case, the power supply control unit 27 outputs information indicating that the power supply to the battery 12 has been completed to the communication unit 28.

[0072] The fourth condition is that the voltage value of the battery 12 is within the power supply end range. In this embodiment, the power supply control unit 27 determines whether the fourth condition is satisfied based on the detection result received from the voltage sensor 26. When the detection result received from the voltage sensor 26 indicates that it is not within the power supply end range, the power supply control unit 27 determines that the fourth condition is not satisfied. In this case, the power supply control unit 27 continues to supply power to the battery 12, for example, and determines again whether the fourth condition is satisfied based on the next detection result received from the voltage sensor 26. When the detection result received by the voltage sensor 26 indicates that it is within the power supply end range, the power supply control unit 27 determines that the fourth condition is satisfied. In this case, the power supply control unit 27 ends the power supply to the battery 12.

[0073] The communication unit 28 is a part that transmits and receives information regarding the travel of the mobile charging device 20 and information regarding the power supply to the battery 12 to and from the server 40. The communication unit 28 outputs information regarding the power supply to the battery 12 on the mobile charging device 20 side to the server 40. In one example, the communication unit 28 outputs to the server 40 information indicating whether the first condition is satisfied and information indicating whether the second condition is satisfied as information regarding the power supply to the battery 12 on the mobile charging device 20 side. That is, the communication unit 28 outputs to the server 40 information indicating whether there is an obstacle between the mobile charging device 20 and the automated guided vehicle 10 and information indicating whether a pair of charging electrodes E1, E2 and a pair of power supply electrodes E3, E4 are in contact. Further, the communication unit 28 outputs information indicating that the power supply to the battery 12 has been completed to the server 40.

[0074] The communication unit 28 receives a power supply command and operation data of the automated guided vehicle 10 as information regarding the travel of the mobile charging device 20. The communication unit 28 outputs the received power supply command and operation data of the automated guided vehicle 10 to the travel control unit 21.

[0075] Subsequently, with reference to FIG. 8, the setting of the detection range of the obstacle by the obstacle sensor 13 will be described in detail. FIG. 8 is a diagram showing an example of the detection range of the obstacle by the obstacle sensor 13. In the present embodiment, the control unit 17 sets the detection range of the obstacle by the obstacle sensor 13 based on the travel state of the own vehicle. In one example, during the normal period T1 when power supply by the mobile charging device 20 is not performed, the control unit 17 sets the detection range of the obstacle by the obstacle sensor 13 according to each travel state during straight travel, left turn, and right turn.

[0076] FIG. 8 is a diagram showing an example of the detection range of an obstacle by the obstacle sensor 13. In the present embodiment, the control unit 17 sets the detection range R1 when traveling straight ahead during the normal period T1. The control unit 17 sets the length in the front-rear direction of the detection range R1 based on, for example, the speed of the automated guided vehicle 10. In the present embodiment, the control unit 17 sets the stopping distance corresponding to the speed of the automated guided vehicle 10 as the length in the front-rear direction of the detection range R1. The control unit 17 may set the stopping distance corresponding to the speed at each operation as the length in the front-rear direction of the detection range R1 by referring to, for example, the operation data of the automated guided vehicle 10. The control unit 17 sets the length in the left-right direction of the detection range R1 according to, for example, the width of the automated guided vehicle 10. In the present embodiment, the control unit 17 sets a length larger than the width of the automated guided vehicle 10 as the length in the left-right direction of the detection range R1.

[0077] During the normal period T1, the control unit 17 expands the detection range of an obstacle by the obstacle sensor 13 when turning, according to the turning direction, with respect to the detection range R1. In one example, during the normal period T1, the control unit 17 expands the detection range of an obstacle by the obstacle sensor 13 when turning, to the inside in the turning direction, with respect to the detection range R1.

[0078] In this embodiment, the control unit 17 sets the detection range R2 when the vehicle makes a left turn during the normal period T1. The control unit 17 sets the length of the detection range R2 in the front-rear direction in the same manner as the detection range R1, for example. When the automated guided vehicle 10 makes a left turn, an inner wheel difference occurs because the locus passed by the left rear wheel 19B is located inside the locus passed by the left front wheel 19B. The inner wheel difference depends on the length of the automated guided vehicle 10. Therefore, the control unit 17 determines the amount of expansion with respect to the detection range R1 according to the length of the automated guided vehicle 10. In this embodiment, the control unit 17 sets the length obtained by adding the inner wheel difference to the left side of the detection range R1 as the length in the left-right direction of the detection range R2, with the above-mentioned amount of expansion being the inner wheel difference of the plurality of wheels 19B, with respect to the length in the left-right direction of the detection range R1. That is, in this embodiment, the control unit 17 sets the detection range R2 by expanding the length in the left-right direction of the detection range R1 to the left side, which is the inner side in the turning direction. Also, in this embodiment, the detection range R2 has a shape in which the right corner portion located on the outer side in the turning direction is cut off.

[0079] In this embodiment, the control unit 17 sets the detection range R3 as the detection range when the vehicle makes a right turn during the normal period T1. The control unit 17 sets the length of the detection range R3 in the front-rear direction in the same manner as the detection range R1, for example. The control unit 17 determines the amount of expansion with respect to the detection range R1 according to the length of the automated guided vehicle 10, in the same manner as the length in the left-right direction of the detection range R2. That is, in this embodiment, the control unit 17 sets the length obtained by adding the inner wheel difference to the right side of the detection range R1 as the length in the left-right direction of the detection range R3, with respect to the length in the left-right direction of the detection range R1. That is, in this embodiment, the control unit 17 sets the detection range R3 by expanding the length in the left-right direction of the detection range R1 to the right side, which is the inner side in the turning direction. Also, in this embodiment, the detection range R3 has a shape in which the left corner portion located on the outer side in the turning direction is cut off.

[0080] In one example, even during the power supply period T2 in which power is supplied by the mobile charging device 20, the control unit 17 changes the detection range of obstacles by the obstacle sensor 13 during straight-ahead travel, left-turn travel, and right-turn travel. In the present embodiment, the control unit 17 sets each detection range during the power supply period T2 according to the position where the mobile charging device 20 is connected. As described above, in the present embodiment, the mobile charging device 20 is connected to any one of the left side, right side, or rear part of the automated guided vehicle 10. Therefore, the control unit 17 sets each detection range according to whether the mobile charging device 20 is connected to the left side, right side, or rear part of the automated guided vehicle 10.

[0081] First, each detection range in the case where the mobile charging device 20 is connected to the rear part of the automated guided vehicle 10 will be described. When the mobile charging device 20 is connected to the rear part of the automated guided vehicle 10, the influence on the stopping distance of the automated guided vehicle 10 is small, and the length in the left-right direction does not increase. Therefore, in the present embodiment, the control unit 17 sets the detection range of obstacles by the obstacle sensor 13 during straight-ahead travel during the power supply period T2 to the same detection range R1 as in the normal period T1.

[0082] Even during the power supply period T2 when the mobile charging device 20 is connected to the rear part of the automated guided vehicle 10, the control unit 17 expands the detection range of obstacles by the obstacle sensor 13 during turning travel with respect to the detection range R1 according to the turning direction. In the present embodiment, even during the power supply period T2, the control unit 17 expands the detection range of obstacles by the obstacle sensor 13 during turning travel with respect to the detection range R1 to the inside in the turning direction.

[0083] In this embodiment, the control unit 17 sets the detection range R4 when making a left turn during the power supply period T2 when the mobile charging device 20 is connected to the rear part of the automated guided vehicle 10. The control unit 17 sets the length in the front-rear direction of the detection range R4, for example, in the same manner as the detection range R2. The control unit 17 determines the amount of expansion with respect to the detection range R2 according to the length of the mobile charging device 20. In this embodiment, the control unit 17 sets the amount of expansion as the inner wheel difference of the plurality of wheels 29B, and sets the length obtained by adding the inner wheel difference to the left side of the detection range R2 with respect to the length in the left-right direction of the detection range R2 as the length in the left-right direction of the detection range R4. That is, in this embodiment, the control unit 17 defines the detection range R4 by further expanding the length in the left-right direction of the detection range R2 when making a left turn during the normal period T1 to the left side which is the inner side in the turning direction. In FIG. 8, within the dashed lines indicating the respective detection ranges during the power supply period T2, the corresponding detection ranges during the normal period T1 are shown by hatching.

[0084] In this embodiment, the control unit 17 sets the detection range R5 when making a right turn during the power supply period T2 when the mobile charging device 20 is connected to the rear part of the automated guided vehicle 10. The control unit 17 sets the length in the front-rear direction of the detection range R5, for example, in the same manner as the detection range R3. The control unit 17 determines the amount of expansion with respect to the detection range R3 according to the length of the mobile charging device 20. In this embodiment, the control unit 17 sets the amount of expansion as the inner wheel difference of the plurality of wheels 29B, and sets the length obtained by adding the inner wheel difference to the right side of the detection range R3 with respect to the length in the left-right direction of the detection range R3 as the length in the left-right direction of the detection range R5. That is, in this embodiment, the control unit 17 defines the detection range R5 by further expanding the length in the left-right direction of the detection range R3 to the right side which is the inner side in the turning direction.

[0085] Next, the detection ranges when the mobile charging device 20 is connected to the right side of the automated guided vehicle 10 will be described. In the present embodiment, the control unit 17 sets the detection range R6 during straight-ahead travel in the power supply period T2 when the mobile charging device 20 is connected to the right side of the automated guided vehicle 10. Even when the mobile charging device 20 is connected to the right side, the influence on the stopping distance of the automated guided vehicle 10 is small. Therefore, the control unit 17 sets the length in the front-rear direction of the detection range R6 in the same manner as the detection range R1. On the other hand, compared with the normal period T1, in the power supply period T2 when the mobile charging device 20 is connected to the right side of the automated guided vehicle 10, the length in the left-right direction of the entire vehicle in the state where the automated guided vehicle 10 and the mobile charging device 20 are connected increases. Therefore, the control unit 17 determines the amount of expansion of the detection range of the obstacle by the obstacle sensor 13 according to the width of the mobile charging device 20 in the power supply period T2 when the mobile charging device 20 is connected to the right side of the automated guided vehicle 10. In the present embodiment, the control unit 17 sets the amount of expansion as the width of the mobile charging device 20, and sets the length obtained by adding the width of the mobile charging device 20 to the right side of the detection range R1 to the length in the left-right direction of the detection range R6 with respect to the length in the left-right direction of the detection range R1.

[0086] In this embodiment, the control unit 17 sets the detection range R7 when making a left turn during the power supply period T2 when the mobile charging device 20 is connected to the right side of the automated guided vehicle 10. The control unit 17 sets the length in the front-rear direction of the detection range R7 in the same way as the detection range R2, for example. In the automated guided vehicle 10 with the mobile charging device 20 connected to the right side, when making a left turn, not only the expansion to the left according to the length of the mobile charging device 20 with respect to the detection range R2 but also the expansion to the right where the mobile charging device 20 is connected are required. For this reason, the control unit 17 determines the amount of expansion with respect to the detection range R2 according to the length and width of the mobile charging device 20. In this embodiment, the control unit 17 uses the amount of expansion as the inner wheel difference of the plurality of wheels 29B and the width of the mobile charging device 20, adds the inner wheel difference of the plurality of wheels 29B to the left side of the detection range R2 with respect to the length in the left-right direction of the detection range R2, and sets the length obtained by adding the width of the mobile charging device 20 to the right side of the detection range R2 as the length in the left-right direction of the detection range R7. That is, in this embodiment, the control unit 17 sets the detection range R7 by expanding the length in the left-right direction of the detection range R2 to both the left side, which is the inner side in the turning direction, and the right side, which is the outer side in the turning direction.

[0087] In this embodiment, when the mobile charging device 20 is connected to the right side of the automated guided vehicle 10, the control unit 17 sets the detection range R8 during the power supply period T2 when making a right turn. The control unit 17 sets the length in the front-rear direction of the detection range R8 in the same way as the detection range R3, for example. In the automated guided vehicle 10 with the mobile charging device 20 connected to the right side, when making a right turn, the mobile charging device 20 is located on the inner side of the turning direction. Therefore, in the automated guided vehicle 10 with the mobile charging device 20 connected to the right side, when making a right turn, an expansion to the right corresponding to the length and width of the mobile charging device 20 with respect to the detection range R3 is required. For this reason, the control unit 17 determines the amount of expansion with respect to the detection range R3 according to the length and width of the mobile charging device 20. In this embodiment, the control unit 17 sets the amount of expansion as the sum of the inner wheel difference of the plurality of wheels 29B and the width of the mobile charging device 20, and sets the length obtained by adding the inner wheel difference of the plurality of wheels 29B and the width of the mobile charging device 20 to the right side of the detection range R3 as the length in the left-right direction of the detection range R8 with respect to the length in the left-right direction of the detection range R3. That is, in this embodiment, the control unit 17 sets the detection range R8 by expanding the length in the left-right direction of the detection range R3 to the right, which is the inner side of the turning direction.

[0088] Next, the detection ranges when the mobile charging device 20 is connected to the left side of the automated guided vehicle 10 will be described. In the present embodiment, the control unit 17 sets the detection range R9 during straight running in the power supply period T2 when the mobile charging device 20 is connected to the left side of the automated guided vehicle 10. Even when the mobile charging device 20 is connected to the left side, the influence on the stop distance of the automated guided vehicle 10 is small. Therefore, the control unit 17 sets the length in the front-rear direction of the detection range R9 in the same manner as the detection range R1. On the other hand, compared with the normal period T1, in the power supply period T2 when the mobile charging device 20 is connected to the left side of the automated guided vehicle 10, the length in the left-right direction of the entire vehicle in the state where the automated guided vehicle 10 and the mobile charging device 20 are connected increases. Therefore, the control unit 17 determines the amount of expansion of the detection range of the obstacle by the obstacle sensor 13 according to the width of the mobile charging device 20 in the power supply period T2 when the mobile charging device 20 is connected to the left side of the automated guided vehicle 10. In the present embodiment, the control unit 17 sets the amount of expansion as the width of the mobile charging device 20, and sets the length obtained by adding the width of the mobile charging device 20 to the left side of the detection range R1 to the length in the left-right direction of the detection range R9 with respect to the length in the left-right direction of the detection range R1.

[0089] In this embodiment, when the mobile charging device 20 is connected to the left side of the automated guided vehicle 10, the control unit 17 sets the detection range R10 when making a left turn. The control unit 17 sets the length in the front-rear direction of the detection range R10 in the same way as the detection range R2, for example. In the automated guided vehicle 10 with the mobile charging device 20 connected to the left side, when making a left turn, the mobile charging device 20 is located on the inner side of the turning direction. Therefore, in the automated guided vehicle 10 with the mobile charging device 20 connected to the left side, when making a left turn, an expansion to the left according to the length and width of the mobile charging device 20 with respect to the detection range R2 is required. For this reason, the control unit 17 determines the amount of expansion with respect to the detection range R2 according to the length and width of the mobile charging device 20. In this embodiment, the control unit 17 sets the length of the detection range R10 in the left-right direction by adding the sum of the inner wheel difference of the plurality of wheels 29B and the width of the mobile charging device 20 as the above-mentioned amount of expansion to the left side of the detection range R2 by the amount of the inner wheel difference of the plurality of wheels 29B and the width of the mobile charging device 20 with respect to the length of the detection range R2 in the left-right direction. That is, in this embodiment, the control unit 17 sets the detection range R10 by expanding the length of the detection range R2 in the left-right direction to the left side, which is the inner side of the turning direction.

[0090] In this embodiment, during the power supply period T2 when the mobile charging device 20 is connected to the left side of the automated guided vehicle 10, the control unit 17 sets the detection range R11 when making a right turn. The control unit 17 sets the length in the front-rear direction of the detection range R11 in the same way as the detection range R3, for example. In the automated guided vehicle 10 with the mobile charging device 20 connected to the left side, when making a right turn, not only the expansion to the right according to the length of the mobile charging device 20 with respect to the detection range R3 but also the expansion to the left side where the mobile charging device 20 is connected is required. For this reason, the control unit 17 determines the amount of expansion with respect to the detection range R3 according to the length and width of the mobile charging device 20. In this embodiment, the control unit 17 sets the amount of expansion as the inner wheel difference of the plurality of wheels 29B and the width of the mobile charging device 20, adds the inner wheel difference of the plurality of wheels 29B to the right side of the detection range R3 with respect to the length in the left-right direction of the detection range R3, and sets the length obtained by adding the width of the mobile charging device 20 to the left side of the detection range R3 as the length in the left-right direction of the detection range R11. That is, in this embodiment, the control unit 17 sets the detection range R11 by expanding the length in the left-right direction of the detection range R3 to both the right side which is the inner side in the turning direction and the left side which is the outer side in the turning direction.

[0091] As described above, in the conveyance system 1, during the normal period T1, the detection range of obstacles when making a turning travel is expanded according to the turning direction with respect to the detection range of obstacles when making a straight travel. By expanding the detection range of obstacles according to the turning direction, it is possible to effectively suppress the automated guided vehicle 10 from colliding with an obstacle when making a turning travel. Further, in the conveyance system 1, during the power supply period T2, the detection range of obstacles when making a turning travel is further expanded compared to the detection range during the normal period T1. During the power supply period T2, since the mobile charging device 20 is connected to the automated guided vehicle 10 during travel, by further expanding the detection range of obstacles compared to the normal period, it is possible to effectively suppress the automated guided vehicle 10 and the mobile charging device 20 from colliding with an obstacle. Therefore, in the conveyance system 1, it is possible to appropriately detect an obstacle when the automated guided vehicle 10 travels, including both the normal period T1 when power supply is not performed and the power supply period T2 when power supply is performed.

[0092] In each of the normal period T1 and the power supply period T2, the driverless transport vehicle 10 expands the detection range of obstacles by the obstacle sensor 13 when turning and traveling inward in the turning direction. In this case, it becomes possible to detect obstacles in consideration of the inner wheel difference of the driverless transport vehicle 10, and in both the normal period T1 and the power supply period T2, it is possible to more appropriately detect obstacles when the driverless transport vehicle 10 travels.

[0093] In each of the normal period T1 and the power supply period T2, the driverless transport vehicle 10 determines the amount of expansion of the detection range of obstacles by the obstacle sensor 13 according to the length of its own vehicle. In this case, by expanding the detection range of obstacles as the inner wheel difference of the driverless transport vehicle 10 is larger, it is possible to more appropriately detect obstacles when the driverless transport vehicle 10 travels.

[0094] When the mobile charging device 20 is connected to the rear of the driverless transport vehicle 10, the driverless transport vehicle 10 determines the amount of expansion of the detection range of obstacles by the obstacle sensor 13 according to the length of the mobile charging device 20 in each of the normal period T1 and the power supply period T2. In this case, by expanding the detection range of obstacles as the inner wheel difference of the mobile charging device 20 is larger, even when the mobile charging device 20 is connected to the rear of the driverless transport vehicle 10, it is possible to appropriately detect obstacles when the driverless transport vehicle 10 travels.

[0095] When the mobile charging device 20 is connected to the side of the driverless transport vehicle 10, the driverless transport vehicle 10 determines the amount of expansion of the detection range of obstacles by the obstacle sensor 13 according to the length and width of the mobile charging device 20 in each of the normal period T1 and the power supply period T2. In this case, by expanding the detection range of obstacles as the inner wheel difference and the width of the mobile charging device 20 are larger, even when the mobile charging device 20 is connected to the side of the driverless transport vehicle 10, it is possible to appropriately detect obstacles when the driverless transport vehicle travels.

[0096] The charging unit 14 has a pair of charging electrodes E1 and E2 that are arranged vertically corresponding to the pair of power supply electrodes E3 and E4 and extend in the left - right direction. When the power supply unit 23 supplies power to the charging unit 14 of the battery 12, the contact situation between the pair of charging electrodes E1 and E2 and the pair of power supply electrodes E3 and E4 affects the power supply. For example, if the contact between the corresponding power supply electrode and the charging electrode is released, it becomes impossible to properly supply power to the charging unit 14.

[0097] Here, as shown in FIG. 1, the traveling path on which the unmanned transport vehicle 10 travels may include both a straight section and a curve section. For example, when both the pair of charging electrodes E1 and E2 and the pair of power supply electrodes E3 and E4 are arranged horizontally, it is difficult to sufficiently secure the contact range between the corresponding power supply electrode and the charging electrode in the left - right direction. If the contact range between the corresponding power supply electrode and the charging electrode cannot be sufficiently secured in the left - right direction, when the unmanned transport vehicle 10 turns in the curve section, the left - right positional relationship between the power supply electrode located on the outer side and the charging electrode may be disrupted, and the contact between the two may be released.

[0098] On the other hand, in the transport system 1, the pair of charging electrodes E1 and E2 are arranged vertically corresponding to the pair of power supply electrodes E3 and E4 and extend in the left - right direction. In this case, compared with the above - described configuration, the contact direction between the corresponding power supply electrode and the charging electrode is easily sufficiently secured in the left - right direction. Therefore, even when the traveling path L1 includes a curve section, it is possible to suppress the contact between the power supply electrode and the charging electrode from being released in the curve section.

[0099] The charging unit 14 has a wall portion 144, which is a member for preventing short - circuit, between the pair of charging electrodes E1 and E2. In this case, a short - circuit between the pair of charging electrodes E1 and E2 is prevented from occurring.

[0100] As described above, the embodiments and each modification of the present disclosure have been described. However, the present disclosure is not necessarily limited to the above - described embodiments and each modification, and various changes are possible without departing from the gist thereof.

[0101] In the transport system 1, power supply to the battery 12 may be performed not only during the net operation of the automated guided vehicle 10 but also during a standby period when the automated guided vehicle 10 is not operating. During the standby period, the automated guided vehicle 10 is not traveling on the travel route L1 and is waiting, for example, at a predetermined standby station. In this case, power supply to the battery 12 by the mobile charging device 20 may be performed at the standby station. Alternatively, during the standby period, the automated guided vehicle 10 may be waiting at the fixed charging device 30. In this case, power supply to the battery 12 by the fixed charging device 30 may be performed.

[0102] In the transport system 1, one or more carts may be connected to the automated guided vehicle 10. The cart is connected, for example, to the rear of the automated guided vehicle 10. Here, when one or more carts are connected to the automated guided vehicle 10, the mobile charging device 20 may be connected to the automated guided vehicle 10 or may be connected to the cart. When the mobile charging device 20 is connected to the cart, the charging unit 14 is attached to the cart. In this case, power supply to the battery 12 built in the automated guided vehicle 10 is performed by the mobile charging device 20 via the charging unit 14 attached to the cart.

[0103] When one or more carts are connected to the automated guided vehicle 10, the automated guided vehicle 10 may determine, in each of the normal period T1 and the power supply period T2, the amount of expansion of the detection range of obstacles by the obstacle sensor 13 according to the number of connected carts. When one or more carts are connected to the automated guided vehicle 10, the connection of the cart has little effect on the stopping distance of the automated guided vehicle 10 and the length in the left-right direction does not increase. Therefore, when traveling straight, the control unit 17 may set the detection range corresponding to the connection mode of the mobile charging device 20 among the detection ranges R1, R6, and R9.

[0104] On the other hand, when making a turning movement, it is necessary to consider the inner wheel difference of the bogies corresponding to the number of connected bogies. Therefore, when making a left turning movement, the control unit 17 may set a detection range according to the connection mode of the mobile charging device 20 by expanding the length of each detection range in the left-right direction by the inner wheel difference of the bogies for the detection ranges R2, R4, R7, and R10 to the left side. Similarly, when making a right turning movement, the control unit 17 may set a detection range according to the connection mode of the mobile charging device 20 by expanding the length of each detection range in the left-right direction by the inner wheel difference of the bogies for the detection ranges R3, R5, R8, and R11 to the right side. The inner wheel difference of the bogies corresponding to the number of connected bogies may be calculated by the server 40 from the traveling route of each bogie and the length of the bogie. In this case, the server 40 may output the calculated inner wheel difference of the bogies corresponding to the number of connected bogies to the communication unit 18 of the automated guided vehicle 10.

[0105] When one or more bogies are connected to the automated guided vehicle 10, the automated guided vehicle 10 determines the amount of expansion of the detection range of obstacles by the obstacle sensor 13 according to the number of connected bogies in each of the normal period T1 and the power supply period T2. In this case, by expanding the detection range of obstacles as the number of connected bogies increases, even when one or more bogies are connected to the automated guided vehicle 10, obstacles during the traveling of the automated guided vehicle 10 can be appropriately detected.

[0106] The transport system 1 does not necessarily have to include the server 40. In a configuration where the transport system 1 does not include the server 40, the control unit 17 may store the operation data of the host vehicle in advance. In a configuration where the transport system 1 does not include the server 40, the control unit 17 may acquire the remaining capacity of the battery 12 and determine whether the remaining capacity of the battery 12 is below a predetermined value. In a configuration where the transport system 1 does not include the server 40, the control unit 17 may refer to the operation data of the host vehicle and determine whether the host vehicle is in net operation. When the remaining capacity of the battery 12 is below the predetermined value and the host vehicle is in net operation, the control unit 17 may output a power supply command and the operation data of the host vehicle to the communication unit 18 on the assumption that power supply to the battery 12 is necessary. That is, in a configuration where the transport system 1 does not include the server 40, the determination as to whether power supply to the battery 12 is necessary and the determination as to whether the driverless transport vehicle 10 is in net operation may be made in the driverless transport vehicle 10. The communication unit 18 may output the power supply command and the operation data of the host vehicle received from the control unit 17 to the communication unit 28 of the mobile charging device 20.

[0107] Alternatively, without determining whether the remaining capacity of the battery 12 is below a predetermined value, the control unit 17 may output the remaining capacity of the battery 12 and the running data of the host vehicle to the communication unit 18. The communication unit 18 may output the remaining capacity of the battery 12 and the running data of the host vehicle received from the control unit 17 to the communication unit 28 of the mobile charging device 20. The communication unit 28 may output the remaining capacity of the battery 12 received from the communication unit 18 to the travel control unit 21 together with the running data of the automated guided vehicle 10. In this case, the travel control unit 21 may determine whether the remaining capacity of the battery 12 received from the communication unit 28 is below a predetermined value. Further, the travel control unit 21 may refer to the running data received from the communication unit 28 and determine whether the automated guided vehicle 10 is in net operation. When the remaining capacity of the battery 12 is below a predetermined value and the automated guided vehicle 10 is in net operation, the travel control unit 21 may start the travel of the automated guided vehicle 10 on the assumption that power supply to the battery 12 is necessary. That is, in a configuration where the transport system 1 does not include the server 40, the determination as to whether power supply to the battery 12 is necessary and the determination as to whether the automated guided vehicle 10 is in net operation may be made in the mobile charging device 20.

[0108] In the transport system 1, the pair of charging electrodes E1, E2 and the pair of power supply electrodes E3, E4 were arranged vertically, but the arrangement of the pair of charging electrodes E1, E2 and the pair of power supply electrodes E3, E4 is not limited to the above arrangement. The pair of charging electrodes E1, E2 and the pair of power supply electrodes E3, E4 may be arranged corresponding to each other. For example, the pair of charging electrodes E1, E2 and the pair of power supply electrodes E3, E4 may be arranged side by side so as to correspond to each other.

[0109] The gist of the present disclosure is as follows [1] to [8]. [1] An unmanned transport vehicle having a battery used for the running of a vehicle and an obstacle sensor for detecting obstacles during running, and a self-driving capable mobile charging device for supplying power to the battery when the remaining capacity of the battery falls below a predetermined value. The unmanned transport vehicle, during a normal period when power supply by the mobile charging device is not performed, expands the detection range of the obstacle by the obstacle sensor during turning travel with respect to the detection range of the obstacle by the obstacle sensor during straight running according to the turning direction, and during a power supply period when power supply by the mobile charging device is performed, further expands the detection range of the obstacle by the obstacle sensor during turning travel compared to the detection range during the normal period. A transport system. [2] The unmanned transport vehicle expands the detection range of the obstacle by the obstacle sensor during turning travel to the inside in the turning direction in each of the normal period and the power supply period of [1]. The transport system of [1]. [3] The unmanned transport vehicle determines the amount of expansion of the detection range of the obstacle by the obstacle sensor according to the length of the own vehicle in each of the normal period and the power supply period. The transport system according to [1] or [2]. [4] The mobile charging device is connected to the rear part of the unmanned transport vehicle, and the unmanned transport vehicle determines the amount of expansion of the detection range of the obstacle by the obstacle sensor according to the length of the mobile charging device during the power supply period. The transport system according to any one of [1] to [3]. [5] The mobile charging device is connected to the side part of the unmanned transport vehicle, and the unmanned transport vehicle determines the amount of expansion of the detection range of the obstacle by the obstacle sensor according to the length and width of the mobile charging device during the power supply period. The transport system according to any one of [1] to [3]. [6] One or a plurality of carriages are connected to the unmanned transport vehicle, and the unmanned transport vehicle determines the amount of expansion of the detection range of the obstacle by the obstacle sensor according to the number of connected carriages in each of the normal period and the power supply period. The transport system according to any one of [1] to [5]. [7] The mobile charging device has a power supply unit that supplies power to the charging unit of the battery. The power supply unit has a pair of power supply electrodes arranged vertically, and the charging unit has a pair of charging electrodes that are arranged vertically corresponding to the pair of power supply electrodes and extend horizontally. The conveying system according to any one of [1] to [6]. [8] The conveying system according to [7], wherein the power supply unit has a member for preventing short circuit between the pair of charging electrodes.

Explanation of symbols

[0110] 1... Conveying system, 10... Automated guided vehicle, 12... Battery, 13... Obstacle sensor, 14... Charging unit, 20... Mobile charging device, 23... Power supply unit, E1, E2... Charging electrodes, E3, E4... Power supply electrodes, R1 to R11... Detection ranges.

Claims

1. An unmanned transport vehicle having a battery used for the travel of the vehicle and an obstacle sensor for detecting an obstacle during travel, and A self-driving mobile charging device that supplies power to the battery when the remaining capacity of the battery falls below a predetermined value, comprising: The unmanned transport vehicle In a normal period when power supply by the mobile charging device is not performed, the detection range of the obstacle by the obstacle sensor when turning is expanded in the turning direction with respect to the detection range of the obstacle by the obstacle sensor when traveling straight, In a power supply period when power supply by the mobile charging device is performed, the detection range of the obstacle by the obstacle sensor when turning is further expanded than the detection range in the normal period, a transport system.

2. The unmanned transport vehicle expands the detection range of the obstacle by the obstacle sensor when turning inward in the turning direction in each of the normal period and the power supply period, the transport system according to claim 1.

3. The unmanned transport vehicle determines an expansion amount of the detection range of the obstacle by the obstacle sensor according to the length of the vehicle itself in each of the normal period and the power supply period, the transport system according to claim 1 or 2.

4. The mobile charging device is connected to the rear part of the unmanned transport vehicle, The unmanned transport vehicle determines an expansion amount of the detection range of the obstacle by the obstacle sensor according to the length of the mobile charging device in the power supply period, the transport system according to claim 1 or 2.

5. The mobile charging device is connected to the side part of the unmanned transport vehicle, The unmanned transport vehicle determines an expansion amount of the detection range of the obstacle by the obstacle sensor according to the length and width of the mobile charging device in the power supply period, the transport system according to claim 1 or 2.

6. One or a plurality of carriages are connected to the unmanned transport vehicle, The unmanned transport vehicle determines an expansion amount of the detection range of the obstacle by the obstacle sensor according to the number of connected carriages in each of the normal period and the power supply period, the transport system according to claim 1 or 2.

7. The mobile charging device has a power supply unit that supplies power to the charging unit of the battery, The power supply unit has a pair of power supply electrodes arranged vertically, The charging unit is disposed above and below corresponding to the pair of power supply electrodes, and has a pair of charging electrodes extending in the left-right direction, for the conveying system according to claim 1 or 2.

8. The charging unit has a member for preventing short circuit between the pair of charging electrodes, for the conveying system according to claim 7.

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