Mobile body path generation system, path generation method and program

Abstract

To provide a mobile body path generation system, path generation method and program which are capable of generating an optimal travel path according to speeds of the mobile body.SOLUTION: A mobile body path generation system includes a control unit that executes: a travel path generation process of generating a travel path of a mobile body to a target position on the basis of cost map information in which a cost is set based on a distance from an obstacle on map data corresponding to a real space, information on a current presence area of the mobile body on the map data, and information on the target position; and a cost update process of changing a cost setting range in the cost map information according to a change in a moving speed of the mobile body.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a route generation system, a route generation method, and a program for a moving object. [Background technology]

[0002] In recent years, the use of automated guided vehicles (AGVs) for transporting various items within facilities such as manufacturing plants has been considered. When an automated guided vehicle transports an item, it may generate a travel route from the current location to a destination and autonomously travel along the generated travel route to the target point. Patent Document 1 discloses a method for generating a travel route that avoids obstacles while traveling. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-144771 Summary of the Invention [Problem to be solved by the invention]

[0004] However, even when traveling along the same route, if the speed of the moving object is high, the traveling accuracy is likely to decrease, increasing the possibility that the transport vehicle will deviate from the route. Therefore, there is a problem that safety is likely to decrease when the speed of the moving object is high.

[0005] Therefore, the present disclosure has been made in consideration of the above-mentioned problems, and its purpose is to provide a route generation system, a route generation method, and a program for a moving body that are capable of generating an optimal travel route according to the speed of the moving body. [Means for solving the problem]

[0006] According to the present disclosure, a travel path generation process is provided for generating a travel path of a moving object to a target position based on cost map information in which a cost based on a distance from an obstacle is set on map data corresponding to a real space, information on a current location area of ​​the moving object on the map data, and information on a target position; A cost update process is provided to change the cost setting range in the cost map information in accordance with a change in the moving speed of the moving body.

[0007] According to the present disclosure, there is also provided a travel path generation process for generating a travel path of the moving object to a target position based on cost map information in which a cost based on a distance from an obstacle is set on map data corresponding to real space, information on a current existence area of ​​the moving object on the map data, and information on a target position; a cost update process for changing a setting range of costs in the cost map information in accordance with a change in the moving speed of the moving body, the cost update process being executed by the control unit.

[0008] According to the present disclosure, there is also provided a travel path generation process for generating a travel path of the moving object to a target position based on cost map information in which a cost based on a distance from an obstacle is set on map data corresponding to real space, information on a current existence area of ​​the moving object on the map data, and information on a target position; A cost update process for changing a setting range of costs in the cost map information in accordance with a change in the moving speed of the moving object is provided. [Effects of the Invention]

[0009] According to the present disclosure, it is possible to provide a route generation system, a route generation method, and a program for a moving object that are capable of generating an optimal travel route according to the speed of the moving object. [Brief explanation of the drawings]

[0010] [Figure 1]10A and 10B are diagrams illustrating an example of a cost map and a transport vehicle according to the present embodiment. [Figure 2] 10A and 10B are diagrams illustrating another example of a cost map and a transport vehicle according to the embodiment. [Figure 3] FIG. 10 is a plan view showing another example of the moving body according to the present embodiment. [Figure 4] FIG. 10 is a plan view showing another example of the moving body according to the present embodiment. [Figure 5] FIG. 10 is a plan view showing another example of the moving body according to the present embodiment. [Figure 6] 10 is a diagram illustrating an example of the relationship between the moving speed of a moving body and a traffic avoidance area according to the present embodiment. FIG. [Figure 7] FIG. 1 is a diagram showing an example of the flow of a travel route generation method according to the present embodiment. [Figure 8] FIG. 10 is a diagram showing an example of a travel route generated by the system according to the present embodiment. [Figure 9] 10 is a plan view showing a state in which the object to be transported according to the present embodiment is rotated relative to the transport vehicle. FIG. [Figure 10] FIG. 2 is a plan view showing an example of a moving body presence area according to the present embodiment. [Figure 11] FIG. 1 is a perspective view illustrating an example of a transport vehicle according to an embodiment of the present invention. [Figure 12] FIG. 10 is a perspective view showing another example of the transport vehicle according to the present embodiment. [Figure 13] FIG. 2 is a bottom view illustrating an example of a transport vehicle according to the present embodiment. [Figure 14] 1 is a diagram showing an example of an overall configuration diagram of a transport system according to an embodiment of the present invention; [Figure 15] FIG. 2 is a configuration diagram of an integrated control device according to the present embodiment. [Figure 16] FIG. 2 is a diagram showing a functional configuration of a transport vehicle according to the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Preferred embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functional configurations are designated by the same reference numerals, and redundant description will be omitted.

[0012] The route generation system of this embodiment is used to generate movement routes for moving bodies including automated guided vehicles (hereinafter simply referred to as "carriage vehicles") used to transport various manufacturing parts, luggage, and other transported items in, for example, manufacturing factories, logistics warehouses, etc.

[0013] FIG. 1 shows an example of a travel route R of a mobile object 1 generated based on a cost map in this embodiment. The cost map information is map data corresponding to a real space, such as a facility within which the mobile object 1 travels, with costs based on the distance from obstacles set. The cost map contains data on obstacles corresponding to walls, pillars, objects, people, other transport vehicles, and the like in the real space. The obstacle data may be stored in advance together with the cost map, or may be generated or updated based on sensor data acquired by the transport vehicle. It is preferable that the control unit repeatedly updates the cost map information at predetermined intervals.

[0014] As shown in Figure 1, the entire area of ​​the map data is divided into a large number of sections (small areas), and a cost can be set for each section. Each section can be, for example, all of the same shape, a square, but is not limited to this. The memory unit stores the cost map information.

[0015] In the cost map of FIG. 1, costs are set based on the distance from an obstacle A, such as a wall. The cost is a numerical value used when generating a travel route for the transport vehicle, and the more difficult the area to travel, the higher the numerical value is set. For example, the cost of section A (the darkest area) where the obstacle is located in FIG. 1 may be set to "100," the cost of section B (the second darkest area) adjacent to the obstacle section A may be set to "10," and the cost of the other section C (the lightest area) may be set to "0," and so on, with three levels set so that the cost value increases with the section's proximity to the obstacle. Alternatively, the cost of the section next to section B may be set to "5," for example, to make four levels, or two levels, five levels or more, or other methods may be used.

[0016] In this embodiment, the control unit executes a cost update process to change the cost setting range in the cost map information in response to changes in the moving speed (translational speed) of the moving object. For example, if the moving speed of the moving object increases compared to the time shown in FIG. 1, the range of section B (the second darkest area) in FIG. 1, in which the cost is set to "10," can be expanded and set as shown in FIG. 2. In the example of FIG. 2, the cost of the section next to section A where an obstacle exists and the section next to that section (the section next to section A) are set to "10." By changing the cost setting range in this way, a moving route that is farther away from obstacles is generated compared to the case shown in FIG. 1. Therefore, when the moving speed is high, a route farther away from obstacles is selected, while when the moving speed is low, a more efficient route is selected. As a result, an appropriate moving route that combines safety and efficiency can be generated according to the moving speed of the moving object.

[0017] Furthermore, an area with a cost equal to or greater than a predetermined value may be stored as a traffic avoidance area (inflation area). For example, in the examples of FIGS. 1 and 2, if an area with a cost equal to or greater than 1 is set as a traffic avoidance area, an area with a cost of 10 and an area with a cost of 100 will be set as a traffic avoidance area. The cost conditions of such traffic avoidance areas can be appropriately set or changed (updated) based on information input by a system administrator or a user. The information on the traffic avoidance area can be referenced by the control unit when generating a movement path. The control unit can generate a movement path so that the area where the moving object exists does not interfere with the traffic avoidance area. The movement path can be a continuous line including straight lines or curves, and the travel of the transported vehicle is controlled so that a predetermined position such as the center or turning center of the transported vehicle or a line detection unit passes along the linear movement path in a planar view.

[0018] The map data in Fig. 1 shows the current location area of ​​a moving body 1. The moving body 1 may be a transport device in which an object 30 (such as a dolly) to be transported is connected to a transport vehicle 10 by a coupling device 20 as shown in Fig. 3, or may be a transport vehicle 10 to which a coupling device 20 is attached as shown in Fig. 4, or may be a transport vehicle 10 by itself. The shape of the moving body's location area may be a predetermined fixed shape (such as a point, circle, polygon, etc.), or may be changed based on whether an object 30 is connected to the transport vehicle.

[0019] The existence area of ​​the moving body 1 can be, for example, an area surrounded by an outline (outer frame) that represents the outer shape of the moving body 1 in a planar view. The existence area can be a convex hull of the transport vehicle and the connected object (the connecting device and the transported object) connected to the transport vehicle. For example, in the examples of FIGS. 3 and 4, the existence area can be the area inside the outline including the virtual line L. Also, as shown in FIG. 5, when the transport vehicle 10 transports the transported object 30 while slipping under the transported object 30, the existence area can be an area surrounded by the outline of the transported object 30 (a rectangle in the example of FIG. 5).

[0020] The storage unit pre-stores information related to the cost map, as well as information including the external shapes and various dimensions of the moving bodies, such as the transport vehicle 10, the coupling device 20, and the transported object 30. The external shape information may include two-dimensional or three-dimensional data of the moving body in a planar view. For example, as shown in FIG. 3, the information may include the distance d1 from the center (axis) of the shaft portion 11 to the rear end of the transported object, the distance d6 from the axis to the front end of the transported object, the width w1 of the transported object, the distance d2 from the axis to the rear end of the coupling device 20 shown in FIG. 4, the width w2 of the coupling device 20, the width w3 of the transported object shown in FIG. 4, the length (depth) d3, the length d4 from the center of the transport vehicle to the front, the length d5 ​​behind, and the relative angle θ. Any of this information may be estimated from information acquired by a detector provided on the transport vehicle. For example, the distance d6 from the axis to the front end of the object to be transported can be detected by a distance measuring sensor provided on the transport vehicle, or the width w1 of the object to be transported can be obtained from information from a LiDAR sensor or the like. The control unit estimates the existence area of ​​the moving object 1 according to the state of the moving object 1. The state of the moving object 1 includes information on whether the coupling device 20 and the object to be transported 30 are respectively coupled to the transport vehicle 10, and, if coupled, information on their attitudes (relative angles) with respect to the transport vehicle 10.

[0021] The information on the cost map includes cost condition information relating to cost setting conditions. The cost condition information includes information indicating the relationship between the moving speed of the mobile object and the cost value and cost range depending on the distance from an obstacle. The cost condition information may also include information on setting conditions for a passage avoidance area in which a cost equal to or greater than a predetermined value is set.

[0022] The cost condition information is set separately for cases where the travel speed is equal to or less than a predetermined threshold and cases where it exceeds the threshold. For example, when the travel speed is equal to or less than a predetermined threshold, a cost is set for a predetermined first set range as the traffic avoidance area, and when the travel speed exceeds the threshold, a cost is set for a second set range that is larger than the first set range as the traffic avoidance area. The first set range and the second set range may each be constant, or may vary gradually (continuously or stepwise) according to the travel speed.

[0023] The control unit may set a cost as a predetermined first set range as a traffic avoidance area when the moving speed is less than a predetermined first threshold; set a cost as a predetermined second set range as a traffic avoidance area when the moving speed is equal to or greater than the first threshold and equal to or less than a predetermined second threshold; and set a cost as a predetermined third set range as a traffic avoidance area when the moving speed exceeds the second threshold. For example, as shown in FIG. 6, the first set range and the third set range may be constant regardless of the moving speed, and the second set range may be configured so that the distance from an obstacle to the outer edge of the cost (the diameter of the traffic avoidance area) increases linearly as the moving speed increases. In this way, the cost may be set for the second set range so that the distance from the obstacle to the outer edge of the traffic avoidance area increases in proportion to the moving speed. In FIG. 6, the horizontal axis represents the moving speed of the moving object, and the vertical axis represents the diameter of the traffic avoidance area.

[0024] The control unit executes a movement path generation process for generating a movement path of the moving body to the target position based on the cost map information, information on the current existence area of ​​the moving body, and information on the predetermined target position.

[0025] When multiple target positions are set, the control unit can generate multiple travel routes according to the target positions. For example, when information on two points (coordinates)—a final destination and a waypoint along the way—is input as the target positions, the control unit can generate a first travel route to the destination and a second travel route to the waypoint. The control unit can determine the travel route from among the multiple travel routes based on a predetermined priority. For example, in the above example, the second travel route to an earlier waypoint may be prioritized over the first travel route to the destination, or vice versa. When the second travel route to an earlier waypoint is prioritized over the first travel route to the destination, the control unit can control the travel of the transport vehicle to pass through the second travel route, and when the transport vehicle arrives at the waypoint, the control unit can generate a new travel route to the destination or a travel route to the next waypoint (a position earlier than the destination).

[0026] The control unit executes an existence area estimation process to estimate existence area information based on, for example, the current position, posture, and external shape information of the moving body, and whether or not a transport object is coupled to the transport vehicle. Information on the current position and posture of the moving body can be acquired or estimated by the position estimation unit 265, posture detection unit 235, etc., which will be described later. The external shape information, for example, the external shape of the transport vehicle 10 alone, the external shape of the transport vehicle 10 with the coupling device 20 attached and no transport object 30 coupled, and the external shape of the transport object 30 coupled to the transport vehicle 10 via the coupling device 20, can be stored in advance in a storage unit and referenced. Furthermore, if there are multiple types of transport objects 30 with different shapes, external shapes corresponding to the types of transport objects 30 can be stored. The control unit can estimate the external shape of the current moving body based on information acquired by a detection unit (camera, sensor, etc.) of the transport vehicle, information input by the user, and information transmitted from external devices or cameras, sensors, etc. within the facility. For example, by detecting whether the object to be transported or the coupling device is coupled using a sensor provided on the transport vehicle, the control unit can estimate whether the object to be transported or the coupling device is coupled to the transport vehicle based on the detection information. The control unit can also estimate the relative angle of the coupling device or the object to be transported relative to the current transporter based on information acquired by a detection unit (camera, sensor, etc.) of the transport vehicle, information input by the user, and information transmitted from an external device or a camera, sensor, etc. within the facility. For example, the relative angle of the object to be transported can be detected using a sensor provided on the transport vehicle.

[0027] In the system of this embodiment, various information such as route generation condition information is stored in advance. The route generation condition information includes, for example, two-dimensional or three-dimensional map information corresponding to the real space of the travel area, cost condition information relating to cost setting conditions, traffic avoidance area information relating to setting conditions of traffic avoidance areas, mobile object-related information relating to the type and external shape of the mobile object, etc. This information can be stored in advance in the storage unit based on information input by the user, etc.

[0028] Then, the mobile object is moved along a predetermined moving path (S101), as shown in Fig. 7. The predetermined moving path is not particularly limited, and may be a moving path set on map data in a storage unit, may be an autonomous moving path based on sensor information of the transport vehicle toward a specific target position, or may be a movement along markers or guidelines on the road surface.

[0029] Next, the current existence area of ​​the moving object is estimated (S102). For example, based on the information acquired by the detection unit, the position, posture (direction), whether or not the coupling device and the object to be transported are connected, and the relative angle between them can be estimated, and from this information, the current existence area of ​​the moving object on a cost map such as that shown in FIG. 1 can be estimated. Note that the information previously stored in the storage unit, the estimated information, the generated movement route information, etc. can be transmitted to an external device or displayed on a display unit. This allows the user to check the current existence area and movement route of the moving object on the cost map shown in FIG. 1, for example.

[0030] Then, the control unit detects the moving speed of the moving body based on information from a speed sensor of the transport vehicle or a sensor that detects the number of rotations of the drive wheels (S103).

[0031] Next, the control unit performs a cost update process to change the setting range of costs in the cost map information in accordance with changes in the moving speed of the moving object (S104).

[0032] The control unit can determine the setting range of costs in the cost map information based on the moving speed of the mobile object. The moving speed may be a pre-stored upper limit speed, a specific speed lower than the upper limit speed, or an average speed calculated based on past travel history. The average speed calculated based on past travel history can be obtained, for example, by calculating the average moving speed from history data (historical data of moving speeds) of the mobile object traveling through the same or similar facilities in the past. When determining the setting range of costs in the cost map information based on the upper limit speed of the mobile object, the cost map may be set as an initial setting before traveling, or may be set during traveling.

[0033] Then, the control unit generates the shortest travel route that minimizes the total cost and travel distance based on the updated cost map, the current existence area of ​​the moving object, and the information on the target position (S105). The information on the target position may be stored in advance in the storage unit based on, for example, information input by the user, and updated as needed based on the information input by the user or target position update information transmitted from an external device.

[0034] The drive unit is then controlled based on the generated travel path, and the guided vehicle moves along the travel path to the target position (S106). When the guided vehicle reaches the target position, it continues traveling or stops, and when a new target position is set, it estimates its current location area again and generates a travel path. The current location area estimation process and travel path generation process may also be repeatedly performed before reaching the target position (a predetermined distance before, or a predetermined time before, the estimated arrival time). For example, if an obstacle such as an object or person is detected while traveling along the travel path, the vehicle may temporarily stop traveling or depart from the travel path to avoid the obstacle. In such cases, the optimal travel path can be always selected by performing the estimation process of the moving object's location area and the travel path generation process at the time of stopping or departing. Furthermore, such travel path generation may be repeatedly performed in response to changes in the traveling speed of the moving object. "In response to changes in the traveling speed" may mean, for example, when a change in the traveling speed is detected, when a predetermined traveling speed is reached, or when the amount of change in the traveling speed reaches a predetermined value (when the traveling speed has changed by a predetermined amount due to acceleration or deceleration), etc. Furthermore, such generation of a travel path may be repeated at regular intervals (which can be set arbitrarily, such as every second, every 10 seconds, or every minute), or may be repeated based on the distance traveled (which can be set arbitrarily, such as every 1 meter, every 10 meters, or every 100 meters), or may be performed based on other predetermined conditions, regardless of the period or the distance traveled. The other conditions may be, for example, detection of an obstacle, contact with an obstacle, execution of an avoidance operation, connection or disconnection of an object to be transported, receipt of a predetermined input from a user, receipt of predetermined information from an external device, update of a cost map, turning beyond a predetermined angle (the change in the direction of the transport vehicle in a predetermined period is equal to or greater than a predetermined value), detection of acceleration equal to or greater than a predetermined value (the change in speed in a predetermined period is equal to or greater than a predetermined value), etc., or a combination of multiple conditions.

[0035] In this embodiment, the cost setting range in the cost map information is changed according to changes in the moving speed of the moving object, thereby achieving both safety and efficiency. For example, when the moving speed is slow, the cost setting range is narrow, making it easier for the moving object to pass through narrow spaces, and when the moving speed is fast, the cost setting range is wide, making it easier for the moving object to pass through positions farther from obstacles and easier to avoid collisions.

[0036] In this embodiment, the control unit may determine a cost setting range around each obstacle depending on the distance from the mobile object to the obstacle. For example, the distance from the mobile object to the obstacle may be detected by an object detection unit (such as a distance sensor), and if the distance to the obstacle is greater than a predetermined value (i.e., far away), the cost setting range may be narrowed. Conversely, if the distance to the obstacle is less than a predetermined value (i.e., close), the cost setting range may be widened. In this case, the risk of collision with a nearby obstacle may be reduced. Alternatively, if the distance from the mobile object to the obstacle is greater than a predetermined value (i.e., far away), the cost setting range may be widened. Conversely, if the distance to the obstacle is less than a predetermined value (i.e., close), the cost setting range may be narrowed. In this case, nearby obstacles may be efficiently avoided.

[0037] In this embodiment, the control unit may determine the cost setting range around each obstacle depending on the moving direction of the moving body. For example, when the moving body is moving forward, the cost setting range around obstacles located ahead of the moving body may be set to be larger, and conversely, the cost setting range around obstacles located behind the moving body may be set to be smaller, or vice versa.

[0038] In this embodiment, the control unit may determine the cost setting range based on whether or not an object to be transported is coupled to the transport vehicle. For example, if an object to be transported is coupled to the transport vehicle, the cost setting range may be increased, and conversely, if an object to be transported is not coupled to the transport vehicle, the cost setting range may be decreased. In this case, the possibility of the object to be transported, such as a cart, colliding with an obstacle can be reduced, and the transport vehicle can move efficiently toward the target position when used alone.

[0039] In this embodiment, the control unit may determine the cost setting range depending on the type of obstacle. For example, if the obstacle is a moving object, the cost setting range may be increased, and if the obstacle is a stationary object, the cost setting range may be decreased. The type of obstacle may be estimated by the control unit analyzing a camera image or from other sensor information. Furthermore, the type of obstacle may be set and stored in advance on map data.

[0040] In this embodiment, the control unit may determine the cost setting range based on whether or not the obstacle is moving. For example, the cost setting range may be increased if the obstacle is moving, and may be decreased if the obstacle is stationary. The control unit may estimate whether or not the obstacle is moving based on sensor data such as a distance measurement sensor, may estimate by analyzing camera images, or may estimate from other sensor information.

[0041] In this embodiment, the control unit may determine the cost setting range based on the moving speed of the obstacle. For example, if the moving speed of the obstacle is equal to or greater than a specific value, the cost setting range may be increased, and if the obstacle is stationary, the cost setting range may be decreased. The moving speed of the obstacle may be estimated by the control unit based on sensor data such as a distance sensor, by analyzing camera images (video images), or by other sensor information.

[0042] In this embodiment, the control unit may determine the cost setting range based on the moving direction of the obstacle. For example, if the moving direction of the obstacle is a direction toward the guided vehicle, the cost setting range may be increased, and if the moving direction of the obstacle is a direction away from the guided vehicle, the cost setting range may be decreased. The moving direction of the obstacle may be estimated by the control unit based on sensor data such as a distance sensor, may be estimated by analyzing camera images (video images), or may be estimated from other sensor information.

[0043] In this embodiment, the control unit may determine the cost setting range based on the weight of the object to be transported. For example, if the weight of the object to be transported is equal to or greater than a predetermined value, the cost setting range may be increased, and if the weight is less than the predetermined value, the cost setting range may be decreased. The weight of the object to be transported may be acquired from information input by a user, may be stored in advance in a storage unit, or may be estimated by the control unit based on sensor data such as a weight sensor, may be estimated by analyzing camera images (video), or may be estimated from other sensor information. Similarly, the control unit may determine the cost setting range based on the weight of the transport vehicle, or may determine the cost setting range based on the weight of the entire moving object including all components. For example, if the weight of the moving object is equal to or greater than a predetermined value, the cost setting range may be increased, and if the weight is less than the predetermined value, the cost setting range may be decreased. The weight of the moving object may be acquired from information input by a user, may be stored in advance in a storage unit, or may be estimated by the control unit based on sensor data such as a weight sensor, may be estimated by analyzing camera images (video), or may be estimated from other sensor information.

[0044] In this embodiment, the control unit may set costs only for a portion of the map data of the cost map, rather than for the entire map data. For example, costs may be set only within a predetermined radius from the center of the moving object, and costs may not be set for sections outside of that radius. This allows costs to be set only for areas where there is a high probability that a guided vehicle will approach, and not for areas where there is a low probability, thereby omitting the cost calculation process and reducing the processing load on the control unit. The setting conditions for the range in which a cost is set and the range in which a cost is not set may be stored in advance in the storage unit, or may be updated based on information input by the user. For example, the radius of the cost setting range from the center of the moving object may be received from the user.

[0045] Furthermore, in this embodiment, the current location area can be estimated based on whether or not an object to be transported is coupled to the transport vehicle, and a travel path can be generated. Therefore, for example, when the transport vehicle is alone or when only the coupling device is attached, the location area is smaller than when the object to be transported is coupled. As a result, as shown in FIG. 8, when the object to be transported is not coupled, a more efficient travel path R2 can be generated compared to the travel path R1 when the object to be transported is coupled. Furthermore, when the object to be transported is coupled, a travel path R1 is generated that is sufficiently far away from obstacles compared to when the object to be transported is not coupled, thereby preventing contact with obstacles and improving safety. As such, this embodiment can achieve both improved travel efficiency and improved safety.

[0046] In this embodiment, when an object to be transported is coupled to the transport vehicle, the control unit may estimate a convex hull including the transport vehicle and the object to be transported as the existence region of the moving body. In this case, the shape of the existence region is simple rather than complex, which reduces the load of the process of generating the travel path and further reduces contact with obstacles.

[0047] In this embodiment, the control unit may estimate the location of the moving object based on the relative angle of the object relative to the transport vehicle, thereby improving the accuracy of estimating the location of the moving object, and generating a more efficient and safer route.

[0048] In this embodiment, the control unit may estimate the presence area of ​​the moving object based on the relative angle of the coupling device that couples the object to the transport vehicle relative to the transport vehicle. This further improves the accuracy of estimating the presence area of ​​the moving object, enabling the generation of a more efficient and safer travel path. For example, as shown in FIG. 9, when the coupling device and the object rotate around the axis of the shaft 11 relative to the transport vehicle, the relative angle α is detected. When estimating the presence area of ​​the moving object, the control unit may estimate a circular area C1 that includes only the transport vehicle 10 constituting the moving object, a circular area C2 that includes the transport vehicle 10 and the coupling device 20, and a circular area C3 that includes the transport vehicle 10, the coupling device 20, and the object 30, as shown in FIG. 10. The size and center position of each circle are stored in advance in a memory unit. Shapes are not limited to circles, but may also be triangular, rectangular, or other polygonal shapes, and can be stored in advance in a memory unit.

[0049] In this embodiment, the control unit may estimate the relative angle of the transported object based on information from a detection unit provided on the transport vehicle. This allows for improved accuracy in estimating the presence area of ​​the moving object by utilizing sensor information from the transport vehicle. In this embodiment, the detection unit may include a sensor such as a distance sensor that detects the position or angle of a predetermined specific location on the coupling device that couples the transported object to the transport vehicle or on the transported object, or may include a rotational state detection unit that detects the rotational angle of the coupling device relative to the transport vehicle. The rotational state detection unit may be configured, for example, as an encoder that converts the rotational displacement of the coupling device 20 around the shaft 11 shown in FIG. 9 into an electrical signal for detection, or may be configured with other sensors (such as an angle sensor). The rotational state detection unit allows for detection of the position and orientation of the transported object relative to the transport vehicle. The transported object 30 may be fixed relative to the coupling device 20, or the transported object 30 may be rotatable relative to the coupling device 20. In this case, a detection unit that detects the rotational state of the transported object 30 relative to the coupling device 20 may be provided.

[0050] For example, as shown in FIG. 5, when the transport vehicle 10 is coupled to the transport object 30, such as a cart, while the transport vehicle 10 is positioned underneath the transport object 30, a sensor such as a LiDAR mounted on the transport vehicle 10 for detecting the distance to the object detects the positions of the four wheels 31. This allows the relative positions of the wheels to be detected with respect to the transport vehicle 10. Based on the wheel position information, information on the width w3, length (depth) d3, length d4 forward from the center of the transport vehicle in the depth direction, length d5 ​​backward, and relative angle θ of the transport object can be estimated, and the presence area can be estimated based on this information. Furthermore, based on information on the external shape (e.g., rectangular) of the transport object 30 relative to the four wheels, which is stored in advance, the relative position of the transport object 30 with respect to the transport vehicle 10 (the relative position between the center of the transport vehicle and the center of the transport object) can be estimated. Furthermore, even if the external shape is not stored in advance, the presence area can be estimated based on the position information of the four wheels 31. For example, a rectangle connecting the center points of the four wheels may be estimated as the presence area, or a rectangle connecting four points located a predetermined distance (e.g., 100 mm, 300 mm, 500 mm, etc.) outward from the center points of the wheels on an extension of a diagonal line connecting the center points of the wheels may be estimated as the presence area. The rectangle connecting the center points of the four wheels may be expanded outward by a predetermined factor (e.g., 1.2 times, 1.5 times, etc.) and the area estimated as the presence area may be estimated as the presence area.

[0051] 11 shows a transport device including a coupling device 20 attached to a transport vehicle 10. The coupling device 20 includes a transport vehicle-side coupling part 21 that is rotatably coupled to the transport vehicle 10, and a gripping part 22 that releasably grips the lower frame of the transported object. The transport vehicle 10 may be an AGV that moves along guidelines, an AMR that moves autonomously regardless of guidelines, or a combination of these that can perform both.

[0052] The vehicle-side coupling 21 is located at the top of the transport vehicle 10 and is supported from below by the transport vehicle 10. In this example, the vehicle-side coupling 21 is coupled to the transport vehicle 10 so as to be rotatable around a shaft 11 extending vertically (up and down) and provided at the top of the transport vehicle 10. Here, "rotation" does not necessarily mean 360° rotation, but also includes displacement within a predetermined range, such as 180°, 90°, or less. The vehicle-side coupling 21 may be fixed to the transport vehicle 10 so as not to be rotatable. The vehicle-side coupling 21 does not displace vertically relative to the transport vehicle 10, but may be configured to displace vertically. The relative position (angle) of the vehicle-side coupling 21 (with respect to the transport vehicle 10) around the shaft 11 is controlled by a driving device such as an internal motor or actuator. The vehicle-side coupling 21 is basically installed relative to the transport vehicle 10 so that the gripper 22 is located at the rear of the transport vehicle 10. The vehicle-side coupling portion 21 may be detachable from the vehicle 10 .

[0053] The gripping unit 22 is displaced between a release position and a gripping position, and grips the frame or the like of the object to be transported in the gripping position, thereby connecting the object to the transport vehicle. With the transport vehicle 10 and the object to be transported 50 connected by the coupling device 20, the transport vehicle can move to any destination, thereby transporting the object to be transported 50 (the cart and the article, luggage, etc. to be transported) to the destination position.

[0054] The auxiliary fixed wheels 34 provided on the coupling device 20 can be lowered by a drive mechanism such as an actuator to contact the ground, or raised to lift off the ground. For example, if two of the wheels 52 of the transported object 50 located on the coupling device 20 side are fixed wheels, the object can be transported in a state where it is lifted off the ground. If all of the wheels 52 of the transported object 50 are swivel wheels, the object can be transported with the auxiliary fixed wheels 34 in contact with the ground, as shown in FIG. 11 . Furthermore, if the two wheels located farther from the coupling device 20 are fixed wheels, the object can be transported in a state where it is lifted off the ground. The auxiliary fixed wheels 34 may be selected to be in contact with the ground or not in contact with the ground during transport depending on the type, number, and position of the wheels of the transported object 50. Such wheel information and information regarding the conditions for the auxiliary fixed wheels 34 to be in contact with the ground or not in contact with the ground may be stored in a memory unit in advance, or may be input by a user at any time for control or storage. The auxiliary fixed wheels 34 are coupled to the transport vehicle-side coupling unit 21 and are displaced between a contact state and a non-contact state by moving up and down using a drive device such as an actuator. The up and down movement may be by swinging around a horizontally extending shaft as a fulcrum, or by sliding up and down along a rail or the like.

[0055] In this embodiment, connectors for power supply and communication are provided at the connection between the transport vehicle-side coupling unit 21 and the transport vehicle 10, enabling power supply and signal communication (transmission and reception) between the transport vehicle 10 and the coupling device 20. Specifically, the power supply and control signals from the transport vehicle 10 can control the up and down movement of the gripping unit 22 and auxiliary fixed wheels 34 of the coupling device 20. Note that the coupling device 20 itself may be provided with a control unit, memory unit, communication unit, power source, etc., which will be described later, or may operate without a power supply or control signal from the transport vehicle.

[0056] In this embodiment, the connecting device 20 is provided with an imaging unit 36. The imaging unit 36 ​​is located above the gripping unit 20. Preferably, the mounting position of the imaging unit 36 ​​in the width direction (left-right direction) of the connecting device 20 is arranged so as to overlap the gripping unit 20 and the auxiliary fixed wheel 34. In other words, it is preferable that the imaging direction of the imaging unit 36 ​​coincides with the extension direction of the gripping unit 20, and that the center of the imaging unit 36 ​​coincides with the center of the gripping unit 20 in the left-right direction. The imaging unit 36 ​​may be a sensor having an imaging function and a ranging function (depth detection function). Specifically, it may be configured, for example, with a Depth Camera by Intel Corporation's RealSense (registered trademark). The control unit can estimate the position of the transport target object 50 and its angle (posture) relative to the connecting device based on the information acquired by the imaging unit 36. The control unit can also detect the presence (presence or absence of an obstacle), posture (e.g., touching the cart), distance (distance from the image capture unit 36), and state (whether the person is working, walking, sitting, or lying down) of an obstacle by analyzing the image captured by the image capture unit 36. The control unit may select one of multiple options pre-stored in the storage unit through image analysis. Based on this information, for example, if an obstacle (including an object or a person) is detected in the direction of travel, the control unit may stop traveling. Alternatively, if it detects that a worker is loading or unloading an object from the cart, the control unit may stop the coupling or uncoupling operation. Conversely, if it determines that there is no obstacle or that the worker is not working (or has finished working), the control unit may start the coupling or uncoupling operation. In this way, the control unit can control the transport vehicle and the coupling device based on the information acquired from the image capture unit 36. The image capture unit 36 ​​may also be provided on the upper part of the support arm 35 supporting the auxiliary fixed wheel 34, as shown in FIG. 4. By providing the imaging units 36 on both the upper and lower sides of the gripping unit 20, the imaging range can be expanded and the detection accuracy (accuracy of estimating the position and orientation) of the transported object can be improved, thereby improving the efficiency and safety of the connecting operation. Note that the imaging units 36 are not an essential component.

[0057] It is also possible to provide a rotatable plate-shaped turntable on top of the transport vehicle, and to install the transport vehicle side coupling unit 21 thereon. In this case, the turntable rotates together with the coupling device, and the rotation of the coupling device can be suppressed by suppressing the rotation of the turntable with a disc brake or the like.

[0058] Furthermore, when the rotation angle of the coupling device relative to the transport vehicle 10 is controlled by a motor, the motor is basically relaxed and rotates freely, but only when necessary (to set a predetermined angle for locking or to adjust the angle of the transported object relative to the transporter), the motor may be driven to rotate and arbitrarily change the rotation angle (direction) of the coupling device. The motor may be a dedicated motor provided for rotating the coupling device, or may be a motor that controls the drive wheels of the transport vehicle, etc.

[0059] Here, the object 50 to be transported may be, for example, a cart, a dolly, a cabinet, a pallet, a conveyor, or any other device, but is not limited thereto. The object 50 to be transported has wheels 52 and is towed while coupled to the transport vehicle 10, thereby moving along with the transport vehicle. That is, the object 50 to be transported is basically located behind the transport vehicle 10 (assuming the forward direction of the transport vehicle 10), but may be located on the forward direction side of the transport vehicle 10, for example, when the transport vehicle 10 is reversing. The transport mode may be a towing transport in which the transport vehicle located in front pulls the object to be transported behind, or a transport mode in which the transport vehicle moves while pushing the object to be transported from behind. A plurality of wheels 52 (for example, four, six, etc.) are provided on the bottom surface of the basket portion of the cart that carries the object to be transported, and may all be swivel wheels, or may be a combination of fixed wheels and swivel wheels. When the object to be transported has fixed wheels and swivel wheels, the transport vehicle and the object may be coupled so that the transport vehicle is positioned on the fixed wheels side, or vice versa. That is, the control unit may determine the gripping position (direction) of the coupling device relative to the object based on information about the wheels of the object (presence and position of fixed wheels). Furthermore, if the heavy object exceeds a predetermined weight (e.g., 1 kg, 10 kg, 50 kg, 100 kg), the control unit may couple the transport vehicle to the side opposite the fixed wheels. That is, the gripping position (direction) of the coupling device relative to the object may be determined based on weight information of the object in addition to wheel information of the object. Such condition information for determining the gripping position of the coupling device may be stored in advance in the storage unit, or may be stored or updated based on information input by the user. Furthermore, the wheel information and weight information may be acquired from information input by the user, may be received by receiving information transmitted from the object, or may be estimated from analysis of camera images or sensor detection information of the transport vehicle or the communication device.

[0060] <Configuration of the transport vehicle> FIG. 12 is a perspective view showing an example of the configuration of a transport vehicle 10. The transport vehicle 10 in this example is an unmanned transport vehicle, but can also be applied to various vehicles that can accommodate people. Arrow 15 in FIG. 12 indicates the traveling direction of the transport vehicle. The traveling direction is basically the front of the transport vehicle, but it can also be the rear depending on the situation. As shown in FIG. 12, the transport vehicle 10 has an axle 11 for connecting a coupling device 20, an object position detection unit 12 for detecting objects around the transport vehicle, drive wheels 13, and non-drive wheels 14.

[0061] For example, the transport vehicle is equipped with an object position detection unit 12. The object position detection unit 12 is a device that detects the relative distance and angle from the transport vehicle to an object (including a transport target, a person, etc.). Examples of the object position detection unit 12 and the imaging unit 36 ​​include a laser distance sensor (such as LiDAR (Light detection and ranging)) that measures the distance and direction to an object by emitting laser light and measuring the time it takes for the light to hit the object and bounce back; a millimeter-wave radar that detects the distance to an object based on a millimeter-wave transmission signal and a received signal that is reflected by the object and returns; and a camera-type distance sensor that measures the distance to an object by capturing an image of the object with a camera and analyzing the captured image. In this embodiment, an example is shown in which the object position detection unit 12 is disposed on the top surface of the transport vehicle, at the front in the traveling direction. However, instead, it may be disposed on the front side in the traveling direction. Furthermore, it may be disposed not only at the front but also at the rear side or both left and right sides in the traveling direction.

[0062] The object position detection unit 12 may be configured to detect objects in a 360-degree range around the transport vehicle, but is configured to detect objects at least in the traveling direction 15 of the transport vehicle. The traveling direction 15 may be either in front of or behind the transport vehicle.

[0063] FIG. 13 is a bottom view showing an example of the hardware configuration of a transport vehicle according to this embodiment. Drive wheels 13 are provided on the bottom of the transport vehicle at both the left and right sides in the direction of travel 15 of the transport vehicle, and non-drive wheels 14 are provided in front of and behind each drive wheel 13. The drive wheels 13 are connected to the rotating shaft of a motor and driven, and the right drive wheel and the left drive wheel are controlled individually. The control unit can control the speed of the transport vehicle by controlling the rotation speed of the drive wheels. The control unit can also individually control the rotation speed and rotation direction of each drive wheel to make the transport vehicle curve, turn the transport vehicle on the spot to change direction, stop the transport vehicle, and move backward. The non-drive wheels 14 are not driven and rotate passively as the transport vehicle moves due to the drive wheels 13. The non-drive wheels 14 have, for example, forks that secure the wheels and axles, and the forks are formed by swivel casters that are rotatably connected to the bottom member of the transport vehicle. Therefore, the wheel rotation direction of the non-driven wheels 14 changes passively depending on the traveling direction and rotational movement of the transport vehicle. Although Fig. 13 illustrates a hardware configuration of a transport vehicle having two driven wheels and four non-driven wheels at the four corners, the present invention is not limited to this hardware configuration, and it is also possible to adopt a configuration with a total of four wheels, two driven wheels and two non-driven wheels, and it is also possible to adopt a configuration in which the front wheels in the four-wheel configuration are steerable.

[0064] A guide line detector 16 for detecting guide lines (guidelines) is provided on the bottom of the transport vehicle. The guide line detector 16 is preferably provided ahead of the drive wheels 13 in the direction of travel of the transport vehicle. This allows the transport vehicle to easily follow the guide lines when traveling around curved areas. Furthermore, by quickly receiving information from the guide lines as the transport vehicle and the towing carriage advance, they can quickly take action, such as stopping. The guide line detector uses a sensor appropriate for the type of guidance method, as described above. A pickup coil is used as the guide line detector sensor when an electromagnetic induction method is used; a magnetic sensor is used when a magnetic induction method is used; and a camera is used when an image recognition method is used. The guide lines may be provided on the side walls or ceilings of buildings, rather than on floors. The sensors (including cameras) of the transport vehicle can be installed in positions where the guidelines can be recognized (such as the bottom, side, or top of the transport vehicle). The guidelines may also be virtual tracks created on two-dimensional or three-dimensional map data. The control unit of the transport vehicle may control the travel of the transport vehicle along virtual guidelines based on map information and trajectory information (travel route information) stored in advance in the memory unit, and current self-position information estimated based on information from cameras, sensors, etc.

[0065] When a guided vehicle traveling in autonomous traveling mode detects a guide line at a preset traveling mode switching position, the travel control mode is switched from the autonomous traveling mode to the guided traveling mode. Conversely, when a guided vehicle traveling on a guide line in the guided traveling mode enters a preset traveling mode switching position, the travel control mode is switched from the guided traveling mode to the autonomous traveling mode. In order to guide the guided vehicle to a position close to a shelf where packages are stored, a belt conveyor, or a worker's work position, a track made up of guide lines is laid at a position close to the shelf or work position via multiple branch points.

[0066] A guided vehicle 10 traveling in an autonomous travel area where no guide lines are installed in autonomous travel mode enters a travel mode switching position and changes its travel mode to a guided travel mode in which it follows the guide lines when it detects a guide line. On the other hand, when a guided vehicle traveling in guided travel mode on a guide line enters the travel mode switching position, the travel control mode is switched from the guided travel mode to the autonomous travel mode, and the guided vehicle leaves the guide line and starts autonomous travel.

[0067] <Conveyor system configuration> Next, the configuration of the transport system of this embodiment will be described. Fig. 14 is a diagram showing an example of the overall configuration of the transport system according to this embodiment. The transport system 1000 includes a plurality of transport vehicles (10a, 10b), a dolly 2000 as a transported object, a control device 3000 that can display the status of the transport vehicles or input commands to the transport vehicles, a general control device 4000 that manages information necessary for the operation of the transport vehicles, an input / output device 5000 that displays information from the general control device and inputs information to the general control device, and a communication network 6000 that communicably connects the plurality of transport vehicles (10a, 10b), the control device 3000, and the general control device 4000.

[0068] The transport system 1000 can also be connected to an external system 7000 via a communication network 6000. When the transport system 1000 is introduced into a manufacturing factory to transport parts required for manufacturing from a storage warehouse to a manufacturing line, the transport system 1000 performs inter-system cooperation with a manufacturing management system as the external system 7000. In this case, by obtaining information on the operational progress of manufacturing work from the manufacturing management system, the transport volume and transport route of the transport vehicle can be dynamically adjusted according to the progress of the manufacturing work.

[0069] As another example, when the conveyance system 1000 is introduced into a logistics warehouse, and when cargo is brought into the warehouse by truck or the like, the incoming cargo is transported from an inlet to a storage warehouse, and when cargo is shipped from the warehouse, the cargo to be shipped from the storage warehouse is transported to an outlet, the conveyance system 1000 performs inter-system cooperation with a logistics management system as an external system 7000. In this case, by obtaining information related to carrying in and shipping from the logistics management system, the transportation volume and transportation route by the transport vehicle can be changed.

[0070] In a facility where a transport system is installed, a plurality of transport vehicles (10a, 10b) are generally in operation, and each transport vehicle is communicably connected to other transport vehicles and other components via a communication network 6000. For example, the transport vehicle transmits various detection information detected by its own detection unit and other control information to the control device 3000, the overall control device 4000, and other transport vehicles 10. The transport vehicle 10 is also electrically connected to the cart 2000 or communicably connected via short-range communication means, and is configured to be able to receive information about the connection state and cart identification information from the cart.

[0071] The controller 3000 has a function to display status information of each transport vehicle and a function to input commands to a specified transport vehicle. For example, the status information of the transport vehicle displayed on the controller can display all information acquired and stored by this system, such as the identification information of each transport vehicle, its position (coordinates, position on a map), speed, direction, travel history, transport history of the transported object (including identification information of the transported object, time information such as the transport start position, transport end position, transport time, coupling time, and release time), information on the charge level of the battery mounted on the transport vehicle and serving as the power source for the transport vehicle, sensor information acquired by the transport vehicle, captured images, identification information of the transported object (transported object) such as a cart transported by the transport vehicle, information on the coupling device, whether it is in a gripping position or a release position, information on the lock of the coupling device (whether it is locked or not), and the rotation angle. The commands input to the transport vehicle include, for example, command information regarding the destination (target position) of the transport vehicle, operational commands for coupling and uncoupling with the trolley, commands for starting the transport vehicle, commands for stopping the transport vehicle, commands for returning to the charging station, instructions for the object to be transported by the transport vehicle, coupling instructions, uncoupling instructions, rotation lock support, unlocking instructions, rotation angle instructions, instructions regarding locking conditions (lockable rotation angle), identification information for the object to be transported, time information such as the start position of the transport, the end position of the transport, the transport time, the coupling time, and the uncoupling time.

[0072] 15 shows a configuration diagram of the overall control device 4000 in this embodiment. The overall control device 4000 has a status information recording unit 4010 that records status information of multiple guided vehicles operating in a facility area, an operation scenario management unit 4020 that manages operation scenarios of the multiple guided vehicles, a map management unit 4030 that generates and updates a map of the work area based on detection information of the guided vehicles including detection information of guide lines acquired by a guide line detection unit of the guided vehicles, an abnormality determination unit 4040 that determines abnormalities in the guide lines and the guided vehicles based on the detection information of the guided vehicles, and a communication unit 4050 that communicates with an external input / output device 5000 and a communication network 6000.

[0073] The status information of the guided vehicles recorded by the status information recording unit 4010 includes, for example, obstacle detection positions detected by the multiple guided vehicles in operation, guide line detection positions, history information of the travel positions of the guided vehicles, information on the battery charge level, identification information of the carriages connected to the multiple guided vehicles, operation modes (guided travel mode or autonomous travel mode) of the multiple guided vehicles, various other detection information detected by the detection unit 230 of the guided vehicles, map information of the work area, etc. The operation scenario managed by the operation scenario management unit 4020 includes, for example, information on the destination of each of the multiple guided vehicles, the multiple operations to be performed until the vehicle reaches the destination, the operation sequence of the multiple operations, and switching conditions for the multiple operations.

[0074] The map management unit 4030 generates a map including the position information of obstacles and guide lines within the work area based on the historical information of the obstacle detection positions, guide line detection positions, and travel position of the guided vehicle detected by the guided vehicle. Furthermore, the map management unit 4030 updates the information of the guide lines and work area registered in the map based on the information of the detected positions of the guide lines accumulated by one or more guided vehicles.

[0075] The abnormality determination unit 4040 determines abnormalities in the guide lines and the guided vehicle based on the position information of the guide lines registered in the map information and the detection information of the guided vehicle including the detected position information of the guide lines detected by the guided vehicle.

[0076] The input / output device 5000 displays information recorded in the status information recording unit 4010 of the overall control device 4000, map information (including map update information), and the determination results by the abnormality determination unit, and can add or update new operation scenarios by inputting operation scenarios managed by the operation scenario management unit 4020. Information input to the input / output device 5000 includes, for example, that the destination of a given transport vehicle is the working area A of the guided travel area 110, the operation content for entering the guided travel area 110 and arriving at the working area A, operation switching conditions, etc.

[0077] <Functions of the transport vehicle> The functions of the transport vehicle will be described using Fig. 16. Fig. 16 is a diagram showing the functional configuration of the transport vehicle according to this embodiment. The transport vehicle 10 is equipped with a coupling device 20, a communication unit 210 that communicates with a carriage 2000 outside the transport vehicle and a communication network 6000, a recording unit 220 (including a memory unit), a detection unit 230 equipped with various sensors described later, a coupling device for coupling with the carriage, a wheel drive unit 280 that drives the wheels, an input unit 240, a display unit 250, a control unit 260 that controls the operation of the wheel drive unit 280, etc.

[0078] The recording unit 220 has a function of recording information received from the outside by the communication unit 210, detection information detected by the detection unit 230, and information generated and output by the control unit. The recording unit 220 can store information such as the destination position, movement route, and movement history of the transport vehicle. The recording unit 220 can store speed information according to the distance to the destination position, calculation formula (program) information for calculating the speed information, and the like.

[0079] The detection unit 230 includes an object position detection unit 12, a guide line detection unit 16, a travel distance detection unit 233, a collision detection unit 234, a posture detection unit 235, and a charge amount detection unit 236. As described above, the object position detection unit 12 includes a laser distance sensor (such as LiDAR (Light detection and ranging)) that measures the distance and direction to an object by emitting laser light and measuring the time it takes for the light to hit the object and bounce back; a millimeter-wave radar that detects the distance to an object based on a millimeter-wave transmission signal and a received signal that is reflected off the object; or a camera-type distance sensor that measures the distance to an object by photographing the object with a camera and analyzing the captured image. The control unit can estimate information about the current position and current speed of the transport vehicle based on information from the detection unit. The detection unit 230 includes a position sensor, such as a GNSS, that detects the current position of the transport vehicle, and a speed sensor that detects the speed of the transport vehicle.

[0080] As described above, the guide line detection unit 16 uses a sensor according to the type of guidance method. When the electromagnetic induction method is used, a pickup coil is used as the sensor for the guide line detection unit; when the magnetic induction method is used, a magnetic sensor is used; and when the image recognition method is used, a camera is used. The guide line detection unit detects the guide line when it is located directly above the guide line and outputs a detection signal. Furthermore, in the case of an image recognition method in which a camera reads a guide line using a two-dimensional code or barcode, position information is generated based on information from the detected code in addition to the guide line detection signal, and further, information on the relative angle between the guide line and the transport vehicle can be generated by examining image information from the code.

[0081] The travel distance detection unit 233 detects the number of rotations of the non-driven wheels 14 or the driven wheels 13, and can measure the travel distance and travel speed of the transport vehicle based on the detected information on the number of rotations and information on the diameter (or circumference) of the non-driven wheels or the driven wheels (in this case, the travel distance detection unit 233 can function as a speed sensor). As an alternative, it is also possible to apply a means for detecting the travel speed of the transport vehicle using a millimeter wave sensor that irradiates millimeter waves in any horizontal direction (including a wall or floor) and detects reflected waves, and estimating the travel distance by integrating the travel speed. Also, any method for measuring the travel distance or acquiring the travel speed other than the above-mentioned methods can be applied.

[0082] The collision detection unit 234 has a function of detecting when the transport vehicle collides with an object or a person. Specifically, it can detect acceleration using a gyro sensor or the like and determine that a collision has occurred when a sudden change in acceleration is detected. As an alternative, it is possible to provide a physical switch along with a bumper at the front of the transport vehicle in the traveling direction and determine that a collision has occurred when the physical switch is pressed. Collision detection methods other than those described above can also be applied. When the collision detection unit 234 detects a collision, it stops the transport vehicle and records at least one of information on the collision occurrence and the collision location in a recording unit, and notifies the information to the overall control device 4000 and the control device 3000. The attitude detection unit 235 detects the direction (attitude) of the transport vehicle based on a magnetic compass, information on the rotation speed of the left and right drive wheels, or wheel steering information.

[0083] The charge amount detection unit 236 detects the charge amount of the battery that is the power source for the transport vehicle. When the charge amount detected by the charge amount detection unit 236 falls below a predetermined value, the unit determines that charging is necessary, records the detection information of the decrease in charge amount in the recording unit, and notifies the information to the overall control device 4000 and the control device 3000. Furthermore, when it is detected that the charge amount is below a predetermined value, in addition to the above processing, the unit may automatically move to a charging spot and charge the vehicle. Note that the predetermined value used by the charge amount detection unit 236 to determine that charging is necessary may be a value set in advance based on at least one of the distance to the destination set for the transport vehicle and the weight of the transported object coupled to the transport vehicle.

[0084] The input unit 240 is configured with a physical switch or a touch panel mounted on the transport vehicle, and allows the user to directly input operation commands, etc. to the transport vehicle. The display unit 250 is configured with, for example, a liquid crystal panel mounted on the transport vehicle, and can display status information of the transport vehicle (various types of detection information by the detection unit 230, the type of driving mode, the operation scenario currently being executed, etc.).

[0085] The control unit 260 includes an operation determination unit 261, a mode switching unit 262, a connection control unit 263, a display control unit 264, a position estimation unit 265, and a travel control unit 266. The operation determination unit 261 determines the operation of the guided vehicle based on the operation scenario of the self-guided vehicle acquired from the operation scenario management unit 4020.

[0086] The mode switching unit 262 switches the travel mode of the transport vehicle between a guided travel mode and an autonomous travel mode based on conditions predetermined by an operation scenario or the like or commands input by the input unit 240. The connection control unit 263 controls the operation of the coupling device to control connection / disconnection with a transported object such as a cart based on conditions predetermined by an operation scenario or the like or commands input by the input unit 240. The display control unit 264 controls the input IF of the input unit 240 and the display unit 250 described above.

[0087] The position estimation unit 265 can estimate the position of the vehicle at a given time, including the current position of the vehicle, within the entire travel area, based on the travel distance detected by the travel distance detection unit 233, information on the direction of the vehicle detected by the attitude detection unit 235, and map information on the entire area recorded in the recording unit 220. Alternatively, the position of the vehicle within the entire travel area can be estimated based on information on the distance and direction from the vehicle to an object measured by the object position detection unit 12 and map information on the entire area recorded in the recording unit 220. Alternatively, when the vehicle is traveling on a guide line formed by a two-dimensional code, the position of the vehicle within the entire travel area can be estimated based on the identification information of the two-dimensional code and the map information. The position estimation unit 265 can also acquire position information using a GNSS or the like provided in the transport vehicle.

[0088] The position estimation unit 265 can estimate the position of an object based on the estimated vehicle position information and the distance information from the vehicle to the object detected by the object position detection unit 12. Furthermore, based on the vehicle position information when the guide line detection unit 16 detects the guide line, it estimates the installation position of the guide line.

[0089] The travel control unit 266 controls the travel of the transport vehicle based on at least one of the determination information by the operation determination unit 261 and the mode switching unit 262. The travel control unit 266 can control the forward movement, backward movement, stopping, turning, and the moving speed and turning speed of the transport vehicle. Specifically, the travel control unit 266 individually controls the right wheel drive unit 281 and the left wheel drive unit 282 of the wheel drive unit 280. The right wheel drive unit 281 and the left wheel drive unit 282 are configured with, for example, motors, and by individually controlling the rotation speed and rotation direction of each drive wheel, it becomes possible to make the transport vehicle travel on a curve with an arbitrary trajectory radius or to rotate the transport vehicle to change direction.

[0090] The orientation of the transport vehicle may be controlled based on the angle and relative position of the transport vehicle, by performing an angle estimation process to estimate the angle of the transport vehicle relative to the extension direction of the guideline based on information from a sensor provided on the transport vehicle, and a relative position estimation process to estimate the relative position of the guideline and the transport vehicle in a direction perpendicular to the extension direction of the guideline based on information from a sensor provided on the transport vehicle. For example, in the case of an image recognition method in which a camera reads a guideline using a two-dimensional code or a barcode, position information may be generated based on information from the detected code in addition to a detection signal of the guide line, and further image information of the code may be used to generate relative angle information between the guide line and the transport vehicle.

[0091] Although the preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, the technical scope of the present disclosure is not limited to such examples. It is clear that a person skilled in the art of the present disclosure can conceive of various modified or altered examples within the scope of the technical idea described in the claims, and it is understood that these also naturally fall within the technical scope of the present disclosure.

[0092] The devices described herein may be implemented as stand-alone devices, or may be implemented as multiple devices (e.g., cloud servers) partially or entirely connected via a network. For example, the control unit 260 and recording unit 220 of the transport vehicle may be implemented as different servers connected to each other via a network. In addition, in the transport system described herein, the controller 3000, the overall control device 4000, and the input / output device 5000 are configured as separate pieces of hardware connected via a network. However, some or all of the functions of the controller 3000, the overall control device 4000, and the input / output device 5000 may be implemented in the transport vehicle 10.

[0093] The series of processes performed by the device described herein may be implemented using software, hardware, or a combination of software and hardware. A computer program for implementing each function of the control unit 260 according to this embodiment may be created and installed on a PC or the like. A computer-readable recording medium storing such a computer program may also be provided. Examples of the recording medium include a magnetic disk, an optical disk, a magneto-optical disk, and a flash memory. The computer program may also be distributed, for example, via a network, without using a recording medium.

[0094] Furthermore, the processes described herein using flowchart diagrams do not necessarily have to be performed in the order shown. Some process steps may be performed in parallel. Additional process steps may be employed, and some process steps may be omitted.

[0095] Furthermore, the effects described herein are merely descriptive or exemplary and are not limiting. In other words, the technology according to the present disclosure may achieve other effects that will be apparent to those skilled in the art from the description of this specification, in addition to or in place of the above-described effects.

[0096] The following configurations also fall within the technical scope of the present disclosure. (Item 1) a movement path generation process for generating a movement path of the moving object to the target position based on cost map information in which a cost based on a distance from an obstacle is set on map data corresponding to real space, information on a current existence area of ​​the moving object on the map data, and information on the target position; a control unit that executes a cost update process that changes the cost setting range in the cost map information in accordance with a change in the moving speed of the moving body. (Item 2) 2. The route generation system according to item 1, wherein the control unit, in the cost update process, increases the setting range of costs equal to or greater than a predetermined value in the cost map information as the moving speed of the moving object increases. (Item 3) the control unit executes the cost update process based on cost condition information stored in advance in a storage unit; Item 2. The route generation system according to item 1, wherein the cost condition information includes information indicating a relationship between a moving speed of the moving body and a value of the cost according to a distance from the obstacle. (Item 4) 4. The route generation system according to item 3, wherein the cost condition information includes information on a setting condition for a traffic avoidance area in which a cost equal to or greater than a predetermined value is set. (Item 5) The control unit 5. The route generation system according to item 4, wherein if the travel speed is equal to or less than a predetermined threshold, a cost is set for the traffic avoidance area in a predetermined first set range, and if the travel speed exceeds the threshold, a cost is set for the traffic avoidance area in a second set range that is larger than the first set range. (Item 6) The control unit If the moving speed is less than a predetermined first threshold, a cost is set by setting a predetermined first set range as the traffic avoidance area; When the moving speed is equal to or greater than the first threshold and equal to or less than a predetermined second threshold, a cost is set to a predetermined second set range as the traffic avoidance area; 5. The route generation system according to item 4, wherein, when the travel speed exceeds the second threshold, a cost is set for a predetermined third set range as the traffic avoidance area. (Item 7) 5. The route generation system according to item 4, wherein the cost is set in the second set range so that the distance from an obstacle to the outer edge of the traffic avoidance area increases in proportion to the travel speed. (Item 8) Item 2. The path generation system according to item 1, wherein the control unit determines a set range of the cost around each obstacle depending on the distance from the moving body to each obstacle. (Item 9) the moving body includes a transport vehicle that can connect and transport an object to be transported; 2. The path generation system according to item 1, wherein the control unit determines the setting range of the cost based on whether the object to be transported is connected to the transport vehicle. (Item 10) 10. The path generation system according to item 9, wherein, when the object to be transported is coupled to the transport vehicle, the control unit estimates a convex hull including the transport vehicle and the object to be transported as the existence area of ​​the moving body. (Item 11) a movement path generation process for generating a movement path of the moving object to the target position based on cost map information in which a cost based on a distance from an obstacle is set on map data corresponding to real space, information on a current existence area of ​​the moving object on the map data, and information on the target position; a cost update process for changing a set range of costs in the cost map information in accordance with a change in the moving speed of the moving body, (Item 12) a movement path generation process for generating a movement path of the moving object to the target position based on cost map information in which a cost based on a distance from an obstacle is set on map data corresponding to real space, information on a current existence area of ​​the moving object on the map data, and information on the target position; a cost update process for changing a setting range of costs in the cost map information in accordance with a change in the moving speed of the moving object. [Explanation of symbols]

[0097] 10: Transport vehicle, 20: Coupling device, 22: Grip unit, 23: Lower support unit, 24: Protrusion, 25: Displacement unit, 50: Transported object, 51: Lower frame of transported object, 130 Operation area, 131 Guide line, 132 Travel mode switching position, 210 Communication unit, 220 Recording unit, 230 Detection unit, 240 Input unit, 250 Display unit, 260 Control unit, 280 Wheel drive unit, 2000 Carriage, 2010 Connection receiving unit, 3000 Control device, 4000 Overall control device, 5000 Input / output device, 6000 Communication network, 7000 External system

Claims

1. a movement path generation process for generating a movement path of the moving object to the target position based on cost map information in which a cost based on a distance from an obstacle is set on map data corresponding to real space, information on a current existence area of ​​the moving object on the map data, and information on the target position; a control unit that executes a cost update process that changes the cost setting range in the cost map information in accordance with a change in the moving speed of the moving body.

2. The route generation system according to claim 1 , wherein the control unit, in the cost update process, increases the setting range of costs equal to or greater than a predetermined value in the cost map information as the moving speed of the moving object increases.

3. the control unit executes the cost update process based on cost condition information stored in advance in a storage unit; The route generation system according to claim 1 , wherein the cost condition information includes information indicating a relationship between a moving speed of the mobile object and a value of the cost according to a distance from the obstacle.

4. The route generation system according to claim 3 , wherein the cost condition information includes information on a condition for setting a traffic avoidance area in which a cost equal to or greater than a predetermined value is set.

5. The control unit 5. The route generation system according to claim 4, wherein, when the travel speed is equal to or less than a predetermined threshold, a cost is set for the traffic avoidance area in a predetermined first set range, and when the travel speed exceeds the threshold, a cost is set for the traffic avoidance area in a second set range that is larger than the first set range.

6. The control unit If the moving speed is less than a predetermined first threshold, a cost is set for the traffic avoidance area, which is a predetermined first set range; When the moving speed is equal to or greater than the first threshold and equal to or less than a predetermined second threshold, a cost is set with a predetermined second set range as the traffic avoidance area; The route generation system according to claim 4 , wherein when the travel speed exceeds the second threshold, a cost is set for a predetermined third set range as the travel avoidance area.

7. The route generation system according to claim 4 , wherein the cost is set so that the second set range increases in distance from an obstacle to an outer edge of the traffic avoidance area in proportion to the travel speed.

8. The path generation system according to claim 1 , wherein the control unit determines the set range of the cost around each obstacle in accordance with a distance from the moving object to the obstacle.

9. the moving body includes a transport vehicle that can connect and transport an object to be transported; The route generation system according to claim 1 , wherein the control unit determines the setting range of the cost based on whether the object to be transported is connected to the transport vehicle.

10. The path generation system according to claim 9 , wherein, when the object to be transported is coupled to the transport vehicle, the control unit estimates a convex hull including the transport vehicle and the object to be transported as the existence area of ​​the moving body.

11. a movement path generation process for generating a movement path of the moving object to the target position based on cost map information in which a cost based on a distance from an obstacle is set on map data corresponding to real space, information on a current existence area of ​​the moving object on the map data, and information on the target position; a cost update process for changing a set range of costs in the cost map information in accordance with a change in the moving speed of the moving body,

12. a movement path generation process for generating a movement path of the moving object to the target position based on cost map information in which a cost based on a distance from an obstacle is set on map data corresponding to real space, information on a current existence area of ​​the moving object on the map data, and information on the target position; a cost update process for changing a setting range of costs in the cost map information in accordance with a change in the moving speed of the moving object.

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