Conveying system

Abstract

This transport system provides a mechanism that, when it receives information indicating an anomaly from a transport vehicle, allows a worker to safely move to the location of the affected transport vehicle, while also facilitating the continuation of transport operations by other transport vehicles. [Solution] In the transport system 100, the system controller 5 includes: an abnormality detection unit that acquires a detection signal from an abnormality detection transport vehicle that has stopped after detecting an abnormality among a plurality of transport vehicles 3; a route setting unit that sets a route for workers to move from an entrance / exit 15 provided on the outer perimeter of the transport area 12 to the stopping position of the abnormality detection transport vehicle; a second no-travel area setting unit that sets the area around the stopping position and at least a part of the route as a second no-travel area so that a plurality of other transport vehicles 3 other than the abnormality detection transport vehicle cannot enter; and a transport vehicle control unit that stops a plurality of aligned transport vehicles along the second no-travel area.

Description

Technical Field

[0001] One aspect of the present invention relates to a conveyance system.

Background Art

[0002] For example, Patent Document 1 discloses a logistics facility display system that displays status information of a logistics facility including a plurality of devices. In the system described in Patent Document 1, information indicating an abnormality is acquired from each device, and the information indicating an abnormality is superimposed and displayed on image data based on the actual layout of the logistics facility that has been acquired in advance.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] As a transport vehicle responsible for a transport operation that transports a transported object from one point to another, an AGV (Automatic Guided Vehicle) is known. The AGV transports the transported object in the transport area of the AGV provided in a certain area in the warehouse, thereby shipping the transported object from the transport area and storing it in the transport area. For example, the system described in Patent Document 1 can be applied to acquiring information indicating an abnormality from an AGV and displaying the acquired information. For example, in some cases, an operator who has been notified of this information enters the transport area, moves to the position of the corresponding AGV, and investigates the cause of the occurrence of the abnormality. At this time, while it is desirable for the operator to safely move to the position of the corresponding AGV, it is also desirable to make it as easy as possible for other AGVs to continue the transport operation.

[0005] Therefore, one aspect of the present invention is to provide a transport system that, when information indicating an abnormality is obtained from a transport vehicle, allows an operator to safely move to the location of the relevant transport vehicle, and also facilitates other transport vehicles to continue their transport operations. [Means for solving the problem]

[0006] [1] A transport system comprising a plurality of transport vehicles that transport goods in a dedicated transport area, and a system controller that controls the plurality of transport vehicles, wherein the system controller comprises an abnormality detection unit that acquires a detection signal from an abnormality detection transport vehicle that has stopped after detecting an abnormality among the plurality of transport vehicles, a route setting unit that sets a route for workers to move from an entrance / exit provided on the outer perimeter of the transport area to the stopping position of the abnormality detection transport vehicle, a no-travel area setting unit that sets the area around the stopping position and at least a part of the route as a no-travel area so that a plurality of other transport vehicles other than the abnormality detection transport vehicle cannot enter, and a transport vehicle control unit that stops a plurality of aligned transport vehicles, which are part of the plurality of other transport vehicles, along the no-travel area.

[0007] According to the transport system in [1], when a detection signal is received from the abnormality detection transport vehicle, a portion of the route for the worker to move to the stopping position, and the area around the stopping position, are set as a no-travel zone, and multiple aligned transport vehicles stop along the no-travel zone. This physically prevents transport vehicles other than multiple aligned transport vehicles from entering the no-travel zone if they are continuing transport. Therefore, the worker can move safely to the stopping position of the abnormality detection transport vehicle without colliding with the transport vehicles that are continuing transport. Furthermore, in the transport area other than the no-travel zone, the transport vehicles that are continuing transport continue to operate without stopping, thus suppressing a decrease in the operational efficiency of multiple other transport vehicles. As a result, when information indicating an abnormality is received from the abnormality detection transport vehicle, the worker can move safely to the stopping position, and other transport vehicles can easily continue their transport work.

[0008] [2] In the transport system described in [1] above, the transport vehicle control unit may cause multiple aligned transport vehicles to notify the operator of information indicating a no-travel area. This allows the operator to move more safely along the route in the no-travel area based on the notified information.

[0009] [3] In the transport system described in [2] above, each transport vehicle has a notification unit that emits light in the direction of travel, and the transport vehicle control unit may cause the multiple aligned transport vehicles to emit light from the notification unit along the no-travel area as information indicating the no-travel area. This allows workers to move safely along the route in line with the emitted light without the need to install additional equipment on the multiple transport vehicles.

[0010] [4] In any of the transport systems described in [1] to [3] above, the route setting unit may set the route such that the area along the outer perimeter of the transport area is given priority in being included in the route. In this case, aligned transport vehicles are not required on the outer perimeter located on one side of the route, and multiple aligned transport vehicles stop only along the opposite side of the perimeter. As a result, the number of transport vehicles that need to stop can be reduced compared to the case where multiple aligned transport vehicles stop on both sides of the route, and the space required for multiple aligned transport vehicles to stop can be reduced. This makes it possible to secure a larger number of other transport vehicles that can operate without stopping, and to secure a larger operating space, making it easier for other transport vehicles to maintain transport efficiency.

[0011] [5] In any of the transport systems described in [1] to [4] above, the system controller may further include a worker identification unit that identifies the worker's position. This reduces the burden on the worker to move to the stopping position of the abnormal detection transport vehicle, for example, by setting the nearest entrance / exit to the worker's position as the starting point of the route when the worker is outside the transport area. Alternatively, for example, when the worker enters the transport area after the route has been set and moves along the route, the range of the no-travel area can be changed according to the worker's position.

[0012] [6] In the transport system described in any one of [1] to [5] above, the system controller may, after receiving a detection signal from the abnormality detection transport vehicle, lower the travel speed of the other transport vehicles to a lower speed than the normal travel speed of the other transport vehicles. This reduces the risk of secondary accidents, such as collisions between other transport vehicles, after receiving a detection signal from the abnormality detection transport vehicle, while making it easier for the other transport vehicles to continue their transport operations.

[0013] [7] In the transport system described in any one of [1] to [6] above, among the multiple other transport vehicles, the multiple continuous transport vehicles other than the multiple aligned transport vehicles continue transport operations, and the system controller may, after setting the route, set the travel speed of the multiple continuous transport vehicles to a lower speed than the normal travel speed of the multiple transport vehicles. This further ensures the safety of the worker while the worker is moving along the route and while an investigation is being conducted at the stopping position of the abnormal detection transport vehicle. [Effects of the Invention]

[0014] According to one aspect of the present invention, when information indicating an abnormality is obtained from a transport vehicle, a transport system can be provided that allows an operator to safely move to the location of the relevant transport vehicle, and also facilitates the continuation of transport operations by other transport vehicles. [Brief explanation of the drawing]

[0015] [Figure 1] Figure 1 is a schematic plan view showing a transport system according to one embodiment. [Figure 2] Figure 2 is a block diagram showing an example of the configuration of each transport vehicle shown in Figure 1. [Figure 3] Figure 3 is a block diagram showing an example of a configuration that functions when an abnormality detection signal is received from each transport vehicle in the system controller shown in Figure 1. [Figure 4] Figure 4 is a flowchart showing an example of a procedure for handling an abnormality that occurs in the transport area. [Figure 5]FIG. 5 is a diagram for explaining an example of step ST4 shown in FIG. 4. [Figure 6] FIG. 6 is a diagram for explaining an example of steps ST5 to ST8 shown in FIG. 4. [Figure 7] FIG. 7 is a diagram for explaining an example of step ST11 shown in FIG. 4. [Figure 8] FIG. 8 is a diagram for explaining an example of step ST13 shown in FIG. 4.

Embodiments for Carrying Out the Invention

[0016] Hereinafter, a transport system according to an embodiment will be described with reference to the drawings. In the description of the drawings, the same reference numerals are assigned to the same elements, and duplicate descriptions are omitted. [Configuration of Transport System]

[0017] FIG. 1 is a schematic plan view showing a transport system according to an embodiment. The transport system 100 carries out the loading and unloading of a required number of packages L in response to requests from an external system. Each package L is composed of, for example, a case capable of storing goods, a tray, a cardboard box, a folding container, and the like. The transport system 100 includes a plurality of automated warehouses 2, a plurality of transport vehicles 3, a plurality of sorting stations 4, and a system controller 5 that performs various controls on the plurality of transport vehicles 3.

[0018] The transport system 100 may be composed of, for example, a plurality of floors. In this embodiment, as an example, the floor F of the first floor portion in the transport system 100 is shown. The floor F is divided into a storage area 11 for storing a plurality of packages L, a transport area 12 where a plurality of transport vehicles 3 transport a plurality of packages L, and a work area 13 where a plurality of workers OP work. Hereinafter, in the following description, one horizontal direction will be referred to as the X direction, the horizontal direction orthogonal to the X direction will be referred to as the Y direction, and the vertical direction orthogonal to both the X direction and the Y direction will be referred to as the Z direction. In the transport system 100, in the Y direction, the storage area 11, the transport area 12, and the work area 13 are arranged in this order.

[0019] A plurality of automated warehouses 2 are arranged in the storage area 11 and are arranged side by side in the X direction. The number of automated warehouses 2 is not particularly limited. Each of the plurality of automated warehouses 2 includes, for example, a pair of racks 21A and 21B, and further includes an in-warehouse cart, a conveying conveyor, and a lifting and conveying device (none of which are shown). Each of the pair of racks 21A and 21B includes a plurality of placement portions 22 on which a plurality of packages L are placed. For example, one package L is stored in each placement portion 22. The plurality of placement portions 22 are arranged in a plurality of stages in the Z direction and are arranged in a plurality of rows in the Y direction. The pair of racks 21A and 21B has the Y direction as the longitudinal direction.

[0020] When each package L is shipped out from each automated warehouse 2, each package L taken out from each placement portion 22 is conveyed in the Y direction by, for example, an in-warehouse cart and a conveying conveyor, and is conveyed in the Z direction from each stage toward the floor F by a lifting and conveying device. Each package L that reaches the floor F is delivered to each conveying vehicle 3 that has been waiting in advance. When each package L is stored in each automated warehouse 2, each package L delivered from each conveying vehicle 3 to the lifting and conveying device is conveyed in the Z direction from the floor F to each stage by the lifting and conveying device. Each package L that reaches each stage is conveyed in the Y direction by a conveying conveyor and an in-warehouse cart and is stored in each placement portion 22.

[0021] Multiple transport vehicles 3 transport multiple packages L retrieved from multiple automated warehouses 2 to multiple sorting stations 4, or transport multiple packages L received from work area 13 to multiple automated warehouses 2. The multiple transport vehicles 3 travel along predetermined tracks in the transport area 12 according to instructions from the system controller 5. For example, the transport area 12 may be provided with a conceptual grid-like track pattern (see, for example, Figure 5). Each transport vehicle 3 may travel along a track on the track pattern instructed by the system controller 5. Furthermore, for example, identification codes (not shown) are affixed to specific locations in the transport area 12. The identification code is, for example, a two-dimensional code. The identification code may be a code readable by an RFID reader. For example, identification codes may be affixed to each intersection of the grid-like track pattern in the transport area 12. That is, multiple identification codes may be affixed to the transport area 12. In this case, the multiple identification codes are arranged two-dimensionally with predetermined intervals in the X and Y directions. Each transport vehicle 3 may estimate its current position in the transport area 12 by reading an identification code. In this case, each identification code contains different identification information (position information). Each transport vehicle 3 transmits its current position information to the system controller 5. The system controller 5 may instruct each transport vehicle 3 to move to the next identification code, depending on its current position. Alternatively, if there are obstacles OB within the transport area 12, the multiple transport vehicles 3 will travel within the transport area 12 while avoiding the obstacles OB. Obstacles OB may be, for example, pillars or areas where pallets are stacked.

[0022] Multiple sorting stations 4 are located between the transport area 12 and the work area 13. In the example in Figure 1, two sorting stations 4 are located at a predetermined distance apart in the X direction, but there may be three or more sorting stations 4. There may not necessarily be multiple sorting stations 4; there may be just one. At each sorting station 4, for example, multiple workers OP sort multiple packages L that have been retrieved from multiple automated warehouses 2 and transported by multiple transport vehicles 3. Sorting is, for example, the process of taking goods out of cases for each package L and storing the goods in pre-prepared sorting cases. In the example in Figure 1, the sorting is shown to be performed by multiple workers OP, but the sorting may be performed by a robotic arm instead of workers OP. Once sorting is complete, the packages L are, for example, placed on carts by workers OP, moved through the work area 13, and loaded onto shipping vehicles waiting beyond the work area 13. Each sorting station 4 includes, for example, an entry restriction sensor to prevent workers OP from entering the transport area 12. Each sorting station 4 is equipped with an entry restriction sensor to prevent worker OP from entering the transport area 12 from the sorting station 4.

[0023] A wall 14 is provided around the outer perimeter of the transport area 12 to clearly indicate the transport area 12 to workers and to prevent unnecessary entry of work vehicles into the transport area 12. Specifically, the transport area 12 and the work area 13 are separated by a wall 14. However, walls 14 are not provided at the locations of the multiple sorting stations 4. Even in the outer perimeter of the transport area 12 where sorting stations 4 are not located (the parts extending in the Y direction at both ends in the X direction), the wall 14 extends to surround the multiple automated warehouses 2. In the example in Figure 1, the storage area 11 is also surrounded by a wall 14 that extends continuously from the transport area 12, but the transport area 12 and the storage area 11 may also be separated by a wall 14 (except for the loading and unloading areas of the automated warehouses 2).

[0024] Multiple entrances and exits 15 are provided around the outer perimeter of the transport area 12. The multiple entrances and exits 15 are provided along the wall 14 that separates the transport area 12 from the work area 13, and each worker OP moves between the transport area 12 and the work area 13 via the entrances and exits 15. Each entrance and exit 15 includes, for example, an operation panel 15a. Each operation panel 15a includes an unlocking button to unlock each entrance and exit 15 and a locking button to lock each entrance and exit. A worker OP entering the transport area 12 can unlock the entrance and exit 15 by pressing the unlocking button and lock the entrance and exit 15 by pressing the locking button. In the example in Figure 1, two entrances and exits 15 are arranged at a predetermined distance apart in the X direction, but three or more entrances and exits 15 may be provided. There are not necessarily multiple entrances and exits 15; there may be just one.

[0025] Figure 2 is a block diagram showing an example of the configuration of each transport vehicle 3. Each transport vehicle 3 includes a lifting platform 31, an electric cylinder 32, drive wheels 33, a motor 34, a laser rangefinder 35, an identification sensor 36, a main controller 37, and a notification unit 39. Each transport vehicle 3 employs a two-wheel speed difference system as its drive mechanism. Each transport vehicle 3 is configured to move forward, backward, turn left and right, and perform a spin turn (turn in place). Each transport vehicle 3 has a rectangular shape in plan view. For example, each transport vehicle 3 has a rectangular parallelepiped shape with a width of 500 mm, a length of 700 mm, and a height of 320 mm. The number of transport vehicles 3 traveling in the transport area 12 is not particularly limited, but for example, there may be 50. Hereinafter, the direction of travel of each transport vehicle 3 may simply be referred to as the "direction of travel." The direction of travel is either the X direction or the Y direction. The direction perpendicular to both the direction of travel and the Z direction may be referred to as the "left and right direction." The left-right direction refers to the direction other than the direction of travel, among the X and Y directions.

[0026] The lifting platform 31 is a component on which each load L is placed and is configured to be able to move up and down. The lifting platform 31 has a plate-like shape with the Z direction as the thickness direction. The lifting platform 31 is installed on top of each transport vehicle 3. When raised, the lifting platform 31 lifts each load L from below and supports each load L. When lowered, the lifting platform 31 lowers each load L to the floor F. The electric cylinder 32 is the drive source for raising and lowering the lifting platform 31. The electric cylinder 32 is connected to the main controller 37, and its operation is controlled by the main controller 37.

[0027] The drive wheels 33 are the wheels that drive each transport vehicle 3. A pair of drive wheels 33 are provided at the center of each transport vehicle 3 in the direction of travel and at both ends in the left-right direction. A motor 34 is provided for each drive wheel 33. In other words, a pair of motors 34 are connected to each of the pair of drive wheels 33, and the pair of motors 34 independently drive each of the pair of drive wheels 33. The motors 34 are connected to a main controller 37, and their operation is controlled by the main controller 37.

[0028] The laser rangefinder 35 is a sensor that detects the surrounding environment and conditions of each transport vehicle 3. The laser rangefinder 35 is installed, for example, on one side and the other side of each transport vehicle 3 in the direction of travel. A pair of laser rangefinders 35 work together to acquire shape data of the 360° surrounding each transport vehicle 3. The laser rangefinder 35 is not particularly limited; various sensors can be used as long as they can detect the surrounding environment of each transport vehicle 3. The laser rangefinder 35 is connected to the main controller 37 and outputs its detection results to the main controller 37.

[0029] The identification sensor 36 is a sensor that identifies multiple identification codes attached to the transport area 12. The identification sensor is, for example, placed on the bottom surface of each transport vehicle 3. The identification sensor 36 is, for example, an RFID (Radio Frequency Identification) reader. Each transport vehicle 3 may estimate its current position in the transport area 12 by reading each identification code using the identification sensor 36.

[0030] The main controller 37 comprehensively controls each transport vehicle 3. The main controller 37 is a computer consisting of, for example, a CPU (Central Processing Unit), ROM (Read Only Memory), and RAM (Random Access Memory). Based on transport commands received from the system controller 5 via the communication unit 38, the main controller 37 performs travel control and loading / unloading control to move each transport vehicle 3 along a predetermined track in the transport area 12. In the travel control, as described above, each transport vehicle 3 may be controlled to travel between multiple identification codes posted in the transport area 12. Alternatively, in the travel control, self-position estimation may be performed by comparing the created environmental map with the surrounding shape data acquired by the laser rangefinder 35. In this case, the main controller 37 receives, for example, the difference in self-position estimation from the self-position recognized on the aforementioned track pattern as a correction value, and controls the travel of each transport vehicle 3 along a travel route from the self-position reflecting the correction value to the target position. In loading and unloading control, the main controller 37 raises and lowers the lifting platform 31 to load cargo onto each transport vehicle 3 and unload cargo from each transport vehicle 3.

[0031] The main controller 37 includes an abnormality determination unit 37a that determines whether or not there is an abnormality in the transport area 12. The abnormality determination unit 37a acquires the detection result from the laser rangefinder 35 or the identification sensor 36 and determines whether or not there is an abnormality in the transport area 12 based on the detection result. For example, consider a case where multiple identification codes are attached to the transport area 12, and a specific transport vehicle 3 is instructed by the system controller 5 to move to a specific identification code. When the transport vehicle 3 that has received the movement instruction moves to the specified identification code, if the identification sensor 36 cannot receive the identification code, the abnormality determination unit 37a determines that there is an abnormality in the transport area 12. An example of why the identification sensor 36 cannot read the identification code that should be attached is, for example, that one of the pair of motors 34 on each transport vehicle 3 is malfunctioning and it cannot move in a straight line. Alternatively, an identification code that should be attached may have peeled off. When the abnormality determination unit 37a determines that there is an abnormality in the transport area 12, it transmits an abnormality detection signal to the communication unit 38.

[0032] If the abnormality detection unit 37a determines that there is an abnormality in the transport vehicle 3, it will stop at the location where the abnormality was detected. For example, if it is unable to identify the identification code that should be there, the transport vehicle 3 will stop at the location where the identification code should be. The main controller 37 then transmits the location information of the stopped transport vehicle 3 along with the abnormality detection signal to the communication unit 38.

[0033] The communication unit 38 communicates with the system controller 5. The communication unit 38 receives commands from the system controller 5. The communication unit 38 also transmits an abnormality detection signal and location information of the transport vehicle 3 that has been determined to have an abnormality to the system controller 5. The communication unit 38 may include, for example, a wireless LAN antenna.

[0034] In the example shown in Figure 2, the notification unit 39 is positioned in front of each transport vehicle 3 in the direction of travel. The notification unit 39 functions as a turn signal that emits light in the direction of travel of each transport vehicle 3. The notification unit 39 includes, for example, an LED light, which flashes or lights up to indicate the direction of travel of each transport vehicle 3. In addition, the notification unit 39 may include an alarm device that generates an alarm sound. The notification unit 39 is connected to the main controller 37, and its operation is controlled by the main controller 37.

[0035] Figure 3 is a block diagram showing an example of a configuration in which the system controller 5 functions when it receives an abnormality detection signal from each transport vehicle 3. The system controller 5 includes a transport vehicle communication unit 51, a worker identification unit 52, an abnormality notification unit 53, an entrance / exit communication unit 54, a first no-travel area setting unit 55, a route setting unit 56, a second no-travel area setting unit 57 (no-travel area setting unit), and a transport vehicle control unit 58. The transport vehicle communication unit 51, worker identification unit 52, abnormality notification unit 53, and entrance / exit communication unit 54 may include, for example, a wireless LAN antenna.

[0036] The transport vehicle communication unit 51 communicates with each transport vehicle 3. The transport vehicle communication unit 51 transmits commands to each transport vehicle 3 to control each transport vehicle 3. The transport vehicle communication unit 51 also includes an abnormality detection unit 51a. The abnormality detection unit 51a receives a detection signal S1 from a transport vehicle 3 that has detected an abnormality and stopped (hereinafter referred to as the "abnormality-detected transport vehicle"), and also receives location information S2 of the abnormality-detected transport vehicle where it stopped. As a result, the abnormality detection unit 51a understands that an abnormality has occurred in the transport area 12. The abnormality detection unit 51a outputs the detection signal S1 to the abnormality notification unit 53 and the transport vehicle control unit 58. The abnormality detection unit 51a outputs the location information S2 of the abnormality-detected transport vehicle where it stopped to the first no-travel area setting unit 55.

[0037] The worker identification unit 52 identifies the location of each worker OP. For example, the worker identification unit 52 receives location information S3 from each worker OP. For example, a surveillance camera is installed at a predetermined location in the transport system 100, and the worker identification unit 52 receives location information S3 from the surveillance camera. Alternatively, each worker OP may own a device equipped with GPS functionality (tablet, mobile terminal, etc.), and location information S3 may be transmitted from that device to the worker identification unit 52. Alternatively, each worker OP may possess an RFID tag, and an RFID reader installed at a predetermined location in the transport system 100 may read the information on the tag and transmit it to the worker identification unit 52 as location information S3. The worker identification unit 52 outputs the received location information S3 of each worker OP to the route setting unit 56.

[0038] The abnormality notification unit 53 communicates with notification means provided in the transport system 100. The notification means is, for example, a rotating light 16 and a large monitor 17, as shown in Figure 1. In the example in Figure 1, the rotating light 16 and the large monitor 17 are installed on the wall 14 that separates the transport area 12 and the work area 13 in the work area 13. When the abnormality notification unit 53 receives a detection signal S1 from the abnormality detection unit 51a, it notifies multiple workers OP that an abnormality has occurred in the transport area 12. Specifically, the abnormality notification unit 53 turns on and rotates the rotating light 16. The abnormality notification unit 53 displays the location where the abnormally detected transport vehicle has stopped on the large monitor 17.

[0039] The entrance / exit communication unit 54 receives an unlock request signal SU or a lock signal SL from the operation panel 15a included in each entrance / exit 15. When each worker OP presses the unlock button, the operation panel 15a transmits an unlock request signal SU to the entrance / exit communication unit 54. The entrance / exit communication unit 54 outputs the unlock request signal SU to the transport vehicle control unit 58. When each worker OP presses the lock button, the operation panel 15a transmits a lock signal SL to the entrance / exit communication unit 54. The entrance / exit communication unit 54 outputs the lock signal SL to the second no-travel area setting unit 57.

[0040] The first no-travel area setting unit 55 sets the area around the stopping position of the abnormally detected transport vehicle as the first no-travel area based on the position information S2 input from the abnormality detection unit 51a. The first no-travel area is an area where entry of multiple transport vehicles 3 is prohibited. The first no-travel area setting unit 55 outputs first no-travel area information S4 to the route setting unit 56 and the second no-travel area setting unit 57, indicating the location and range within the transport area 12 where the first no-travel area is set.

[0041] The route setting unit 56 sets a route for worker OP to move from one of the multiple entrances / exits 15 provided on the outer perimeter of the transport area 12 to the stopping position of the abnormal detection transport vehicle. As will be described in detail later, the route setting unit 56 sets the first no-travel area as the end point of the route, for example, based on the first no-travel area information S4 input from the first no-travel area setting unit 55. On the other hand, the route setting unit 56 sets one of the multiple entrances / exits 15 as the starting point of the route. As for how to set the entrance / exit 15 that will be the starting point of the route, for example, the entrance / exit closest to the first no-travel area may be set as the starting point. Alternatively, the route setting unit 56 may calculate the distance between multiple worker OPs and multiple entrances / exits 15 based on the position information S3 of each worker OP input from the worker identification unit 52, select the worker OP and entrance / exit 15 with the shortest distance among these distances, and set the selected entrance / exit 15 as the starting point of the route.

[0042] The route setting unit 56 sets a route that allows multiple transport vehicles 3, excluding the transport vehicle that has detected an anomaly, to continue transport operations as easily as possible. For example, the route setting unit 56 sets a route that prioritizes including areas along the outer perimeter of the transport area 12. The route setting unit 56 outputs the set route information S5 to the second no-travel area setting unit 57.

[0043] The second no-travel area setting unit 57 sets the first no-travel area (around the stopping position of the abnormal detection transport vehicle) and the route as a second no-travel area to prevent multiple transport vehicles 3 other than the abnormal detection transport vehicle from entering. Specifically, the second no-travel area setting unit 57 sets the second no-travel area by combining the first no-travel area information S4 input from the first no-travel area setting unit 55 and the route information S5 input from the route setting unit 56. The second no-travel area is an area where entry by multiple transport vehicles 3 is prohibited, similar to the first no-travel area. In other words, in the second no-travel area, in addition to the first no-travel area, the area set as the route is also included as a no-travel area. The second no-travel area setting unit 57 sets the areas of the transport area 12 other than the second no-travel area as areas where travel is permitted. The second no-travel area setting unit 57 outputs second no-travel area information S6 to the transport vehicle control unit 58, indicating the location and range within the transport area 12 where the second no-travel area is set.

[0044] The second no-travel area setting unit 57 releases the set second no-travel area when a lock signal SL is input from the entrance / exit communication unit 54. When a lock signal SL is input, that is, when the entrance / exit 15 is locked, it is assumed that worker OP, having finished investigating the cause of the abnormality in the first no-travel area, returns along the route and enters the work area 13 from the entrance / exit 15, and then locks the entrance / exit 15.

[0045] Based on the second no-travel area information S6, the transport vehicle control unit 58 stops multiple aligned transport vehicles, which are part of the multiple other transport vehicles 3, along the second no-travel area. At this time, the transport vehicle control unit 58 may control the multiple aligned transport vehicles after receiving an unlock request signal SU from the entrance / exit communication unit 54. Specifically, the transport vehicle control unit 58 transmits a stop instruction signal S7 to the multiple aligned transport vehicles from the transport vehicle communication unit 51. This physically prevents transport vehicles other than the multiple aligned transport vehicles from entering the second no-travel area from the transportable area if they are continuing to transport. Multiple aligned transport vehicles are multiple transport vehicles 3 (see Figure 7) that are aligned on the transport area 12 in order to safely guide and direct the worker OP to the stopping position of the abnormal detection transport vehicle.

[0046] Furthermore, the transport vehicle control unit 58 causes multiple aligned transport vehicles to notify them of information indicating the second no-travel area. For example, the transport vehicle control unit 58 causes multiple aligned transport vehicles to emit light from a notification unit 39 inside the transport vehicle along the second no-travel area as information indicating the second no-travel area. Specifically, the transport vehicle control unit 58 transmits a notification instruction signal S8 to multiple aligned transport vehicles from the transport vehicle communication unit 51, and multiple aligned transport vehicles that receive the notification instruction signal S8 emit light from the notification unit 39. This makes it easier for the worker OP to recognize the second no-travel area when moving along the route.

[0047] The transport vehicle control unit 58 may adjust the travel speeds of the multiple transport vehicles 3. For example, when the abnormality detection unit 51a inputs a detection signal S1, the transport vehicle control unit 58 may lower the travel speed of the other multiple transport vehicles 3 to a lower speed than the normal travel speed of the multiple transport vehicles 3. Alternatively, for example, when the route setting unit 56 sets a route, the transport vehicle control unit 58 may lower the travel speed of the transport vehicle that is continuing transport to a lower speed than the normal travel speed of the multiple transport vehicles 3. [Example of a procedure to follow when an abnormality occurs in the transport area]

[0048] Figure 4 is a flowchart showing an example of a processing method when an abnormality occurs in the transport area 12. In this processing method, steps ST1 to ST16 are performed in order. Furthermore, the following explanation will refer to Figures 5 to 8. Figures 5 to 8 are diagrams illustrating each step in the processing method.

[0049] First, the abnormality detection unit 51a receives a detection signal S1 and location information S2 of the stopped abnormality detection transport vehicle 301 (see Figure 5) from the abnormality detection transport vehicle 301, which has stopped after detecting an abnormality among the multiple transport vehicles 3 (step ST1). Next, when the transport vehicle control unit 58 receives the detection signal S1 from the abnormality detection unit 51a, it lowers the travel speed of the multiple transport vehicles 3 other than the abnormality detection transport vehicle 301 to a lower level than the normal travel speed of the multiple transport vehicles 3 (step ST2). For example, the transport vehicle control unit 58 instructs the main controller 37 in the multiple transport vehicles 3 via the transport vehicle communication unit 51 to lower the travel speed. The main controller 37, upon receiving the instruction, controls the pair of motors 34 to lower the rotational speed of the pair of motors 34. In step ST2, the travel speed of the multiple transport vehicles 3 may be 70% or less, 50% or less, or 30% or less of the normal travel speed of the multiple transport vehicles 3.

[0050] Next, when the abnormality notification unit 53 receives a detection signal S1 from the abnormality detection unit 51a, it notifies multiple operators OP that an abnormality has occurred in the transport area 12 (step ST3). The abnormality notification unit 53, for example, lights up and rotates the rotating light 16. This allows multiple operators OP to understand that an abnormality has occurred in the transport area 12. Furthermore, the abnormality notification unit 53, for example, displays the location where the abnormality-detecting transport vehicle stopped on the large monitor 17. This allows multiple operators OP to understand the location where the abnormality-detecting transport vehicle 301 stopped in the transport area 12. Note that each operator OP carries a portable terminal T such as a tablet, and the abnormality notification unit 53 may display the location where the abnormality-detecting transport vehicle 301 stopped on the portable terminal T instead of, or in conjunction with, the display on the large monitor 17.

[0051] Next, the first no-travel area setting unit 55 sets the area around the stopping position of the abnormal detection transport vehicle 301 as the first no-travel area 121 based on the position information S2 where the abnormal detection transport vehicle 301 stopped (step ST4). For example, as shown in Figure 5, the transport area 12 is provided with a plurality of rectangular grids arranged in the X and Y directions based on the grid-like trajectory pattern described above. In this case, the first no-travel area setting unit 55 sets, for example, the area composed of a plurality of grids centered on the stopping position of the abnormal detection transport vehicle 301 as the first no-travel area 121. The first no-travel area 121 may be a square with the same number of grids in the X direction as the number of grids in the Y direction, or it may be a rectangle with different numbers of grids in the X direction as the number of grids in the Y direction.

[0052] Next, the route setting unit 56 sets one of the multiple entrances / exits 15 as the starting point of route 122 (step ST5). In the example in Figure 6, the route setting unit 56 sets the entrance / exit 15 closest to the first no-travel area 121 as the starting point of route 122. Alternatively, the route setting unit 56 may select the worker OP and entrance / exit 15 with the shortest distance between them based on the location information S3 of each worker OP input from the worker identification unit 52, and set the selected entrance / exit 15 as the starting point of the route. In this way, if an entrance / exit 15 that will be the starting point of route 122 is set, the selected worker OP, i.e., the worker OP located closest to that entrance / exit 15, may receive a command from the worker identification unit 52 to go and investigate the cause of the abnormality.

[0053] Next, the route setting unit 56 sets a route 122 in which the worker OP moves from the starting point entrance / exit 15 to the first no-travel area 121 (step ST6). At this time, the route setting unit 56 sets the route so that the other transport vehicles 3, excluding the abnormality detection transport vehicle 301, can continue transport operations as easily as possible. In the example in Figure 6, the route setting unit 56 draws a route 122 along the wall 14 in the X direction from the entrance / exit 15, and changes the direction of the route 122 in the Y direction on the side of the obstacle OB. Then, the route setting unit 56 draws a route in the Y direction from the side of the obstacle OB to the first no-travel area 121, and connects the route 122 and the first no-travel area 121. As will be described later, the transport vehicle control unit 58 stops the aligned transport vehicle 302 (see Figure 7) among the multiple transport vehicles 3 along the route 122. The route setting unit 56 prioritizes including the area along the outer perimeter of the transport area 12 in the route 122, thereby reducing the number of transport vehicles that need to stop compared to the case where multiple aligned transport vehicles 302 stop on both sides of the route 122. This makes it easier for other transport vehicles 3 that can operate without stopping to continue their transport work. The route setting unit 56 sets the width of the route 122 to a width that allows the operator OP to move without problems. In the example in Figure 6, the route setting unit 56 sets the width of the route 122 to be equivalent to two grids.

[0054] Next, the second no-travel area setting unit 57 sets the first no-travel area 121 and route 122 as the second no-travel area 123 (step ST7). Then, the second no-travel area setting unit 57 sets the areas of the transport area 12 other than the second no-travel area 123 as the travelable area 124 (step ST7).

[0055] Next, the entrance / exit communication unit 54 receives an unlocking request signal SU from the operation panel 15a included in each entrance / exit 15 (step ST9). In step ST9, as shown in Figure 6, the worker OP, who has learned that an abnormality has occurred in the transport area 12 and the location where the abnormality detection transport vehicle 301 has stopped, is waiting in front of the entrance / exit 15 to investigate the cause of the abnormality. At this time, the worker OP brings with them a portable terminal T on which, for example, instructions on how to restart the abnormality detection transport vehicle 301 and simple repair methods are installed.

[0056] Next, the transport vehicle control unit 58 selects several aligned transport vehicles 302 from among several other transport vehicles 3 to be stopped along the second no-travel area 123 (step ST10). For example, the transport vehicle control unit 58 assigns transport vehicles 3 that are not currently transporting cargo L as several aligned transport vehicles 302. If the number of transport vehicles 3 that are not currently transporting cargo L does not reach the number required for several aligned transport vehicles 302, the transport vehicle control unit 58 assigns some of the several other transport vehicles 3 to the state where cargo L has been transported and no cargo L is placed on the lifting platform 31, and then assigns them as several aligned transport vehicles 302. The number of several aligned transport vehicles 302 varies depending on the length of the route 122. If there are 50 transport vehicles 3 traveling in the transport area 12, for example, about 5 to 15 transport vehicles 3 will be assigned as several aligned transport vehicles 302. Of the multiple other transport vehicles 3, those other than the multiple aligned transport vehicles 302 continue to transport the cargo L as multiple continuous transport vehicles 303. The multiple continuous transport vehicles 303 transport multiple cargo L within the drivable area 124.

[0057] Next, as shown in Figure 7, the transport vehicle control unit 58 stops the multiple aligned transport vehicles 302 along the second no-travel area 123 (step ST11). The transport vehicle control unit 58 stops the multiple aligned transport vehicles 302 selected in step ST10 along the second no-travel area 123 by moving them. At this time, the transport vehicle control unit 58 controls the transport vehicles 3 that were located within the second no-travel area 123 to move outside the second no-travel area 123. Each aligned transport vehicle 302 stops, for example, at the position of each intersection in the track pattern. The transport vehicle control unit 58 stops the multiple aligned transport vehicles 302 so that they are aligned at predetermined intervals. The predetermined interval is, for example, the interval of four grids. The transport vehicle control unit 58 stops the aligned transport vehicles 302 at the corners of the route 122. In the example shown in Figure 7, the aligned transport vehicle 302 is stopped at a point where the orientation of route 122 changes in the Y direction on the side of the obstacle OB. The transport vehicle control unit 58 stops multiple aligned transport vehicles 302 on both sides of route 122 so as to sandwich route 122. However, in the area of ​​route 122 along the outer perimeter of transport area 12, the transport vehicle control unit 58 stops multiple aligned transport vehicles 302 only on one side of route 122 (the side opposite the outer perimeter). Furthermore, the transport vehicle control unit 58 may also stop the aligned transport vehicles 302 at predetermined positions in the first no-travel area 121. In the example shown in Figure 7, four aligned transport vehicles 302 are stopped at each corner of the first no-travel area 121.

[0058] Next, the transport vehicle control unit 58 lowers the travel speed of the multiple continuous transport vehicles 303 to a lower level than the normal travel speed of the multiple transport vehicles 3 (step ST12). For example, the transport vehicle control unit 58 instructs the main controller 37 in the multiple continuous transport vehicles 303 from the transport vehicle communication unit 51 to reduce the travel speed. Upon receiving the instruction, the main controller 37 controls the pair of motors 34 to reduce the rotational speed of the pair of motors 34. In step ST12, the travel speed of the multiple continuous transport vehicles 303 may be 70% or less, 50% or less, or 30% or less of the normal travel speed of the multiple transport vehicles 3.

[0059] Next, the transport vehicle control unit 58 causes the multiple aligned transport vehicles 302 to notify information indicating the second no-travel area 123 (step ST13). For example, the transport vehicle control unit 58 causes the multiple aligned transport vehicles 302 to emit light from the notification unit 39 inside each aligned transport vehicle 302 along the second no-travel area 123. The transport vehicle control unit 58, for example, causes the LED lights included in the notification unit 39 inside each aligned transport vehicle 302 to flash or light up. As a result, the notification unit 39 of each aligned transport vehicle 302 flashes or lights up on both sides of the route 122 (one side of the route 122 in the area along the outer perimeter) and on the outer edge of the first no-travel area 121, highlighting the second no-travel area 123. In addition, the transport vehicle control unit 58, for example, generates an alarm sound from the alarm device included in the notification unit 39 inside each aligned transport vehicle 302. The transport vehicle control unit 58 further emphasizes the second no-travel area 123 by flashing or illuminating LED lights, as well as by generating an alarm sound.

[0060] After step ST13, the electromagnetic lock is released and the entrance / exit 15, which is the starting point of route 122, opens. The operator OP enters the transport area 12 from the entrance / exit 15. As shown in Figure 8, the operator OP moves along route 122 and enters the first no-travel area 121. There, the operator OP investigates the cause of the abnormality. For example, if the identification code that should be attached has come off, the operator OP reattaches the identification code to the correct position. Alternatively, for example, if there is an abnormality in the abnormality detection transport vehicle 301, the operator OP may restart the abnormality detection transport vehicle 301 by pressing the reset button included in the abnormality detection transport vehicle 301, or repair the abnormality detection transport vehicle 301 on the spot if possible. At this time, the operator OP may refer to the restart method and simple repair method using the portable terminal T that they have brought with them. The operator OP may also operate the portable terminal T to register the status of the abnormality detection transport vehicle 301 in the transport vehicle registration system (not shown) included in the system controller 5, for example. After completing the series of root cause investigations, the operator (OP) moves along route 122 towards entrance / exit 15 and exits the transport area 12. If the operator (OP) determines that it is difficult to repair the abnormal detection transport vehicle 301 on the spot, they may carry the abnormal detection transport vehicle 301 outside the transport area 12 themselves. After exiting through entrance / exit 15, the operator (OP) presses the lock button on the control panel 15a.

[0061] Next, the entrance / exit communication unit 54 receives a locking signal SL from the operation panel 15a (step ST14). The entrance / exit communication unit 54 outputs the locking signal SL to the second no-travel area setting unit 57. When the second no-travel area setting unit 57 receives the locking signal SL, it cancels the setting of the second no-travel area 123 (step ST15) and outputs a setting cancellation signal to the transport vehicle control unit 58. When the transport vehicle control unit 58 receives the setting cancellation signal, it sets the multiple transport vehicles 3 to normal travel (step ST16). Specifically, the transport vehicle control unit 58 restarts the multiple aligned transport vehicles 302 that were stopped along the second no-travel area 123 in step ST11. The transport vehicle control unit 58 returns the travel speeds of the multiple transport vehicles 3 that were changed in step ST2 back to normal speed, and also returns the travel speeds of the multiple continuous transport vehicles 303 that were changed in step ST12 back to normal speed. After step ST16, the multiple transport vehicles 3 transport multiple packages L based on the instructions of the system controller 5, just as before the abnormality occurred in the transport area 12. Step ST16 completes the processing of one example of what happens when an abnormality occurs in the transport area 12. [Mechanism of Action and Effects]

[0062] According to the transport system 100 described above, when a detection signal S1 is obtained from the abnormality detection transport vehicle 301, the route 122 for the worker OP to move to the stopping position and the area around the stopping position are set as a second no-travel area 123, and multiple aligned transport vehicles 302 stop along the second no-travel area 123. This physically prevents multiple continuous transport vehicles 303, other than the multiple aligned transport vehicles 302, from entering the second no-travel area 123 from the drivable area 124. Therefore, the worker OP can move safely to the stopping position of the abnormality detection transport vehicle 301 without colliding with the worker OP and the multiple continuous transport vehicles 303. Furthermore, since multiple continuous transport vehicles 303 operate without stopping in areas of the transport area 12 other than the second no-travel area 123, it is possible to make it easier for multiple continuous transport vehicles 303 to continue transport work. In other words, it is possible to suppress a decrease in the operational efficiency of multiple continuous transport vehicles 303. As a result, when abnormal information is obtained from the abnormal detection transport vehicle 301, the operator OP can safely move to the stopping position, and other transport vehicles 3 can easily continue their transport operations.

[0063] The transport vehicle control unit 58 causes multiple aligned transport vehicles 302 to notify them of information indicating the second no-travel area 123. This allows the operator OP to move more safely along route 122 in the second no-travel area 123 based on the notified information.

[0064] Each of the transport vehicles 3 has a notification unit 39 that emits light in the direction of travel, and the transport vehicle control unit 58 causes the multiple aligned transport vehicles 302 to emit light from the notification unit 39 along the second no-travel area 123 as information indicating the second no-travel area 123. With this, there is no need to install additional equipment on the multiple transport vehicles 3, and the worker OP can move safely along the route 122 along the emitted light.

[0065] The route setting unit 56 sets the route 122 such that the area along the outer perimeter of the transport area 12 is given priority in being included in the route 122. As a result, aligned transport vehicles are not required on the outer perimeter located on one side of the route, and multiple aligned transport vehicles stop only along the opposite side of the perimeter. Therefore, compared to the case where multiple aligned transport vehicles 302 stop on both sides of the route 122, the number of transport vehicles that need to stop can be reduced, and the space required for multiple aligned transport vehicles 302 to stop can be reduced. This makes it possible to secure a larger number of continuous transport vehicles 303 that can operate without stopping, and to secure a wider operating space, making it easier for other transport vehicles 3 to continue transport work.

[0066] The system controller 5 further includes a worker identification unit 52 that identifies the position of each worker OP. This means that, for example, when each worker OP is outside the transport area 12, the starting point of the route 122 can be set to the entrance / exit 15 closest to the position of the specific worker OP, thereby reducing the burden on the specific worker OP to move to the stopping position of the abnormal detection transport vehicle 301.

[0067] After receiving a detection signal S1 from the abnormal detection transport vehicle 301, the system controller 5 lowers the travel speed of the other transport vehicles 3 to a lower speed than the normal travel speed of the other transport vehicles 3. This reduces the risk of secondary accidents, such as collisions between the other transport vehicles 3, after receiving the detection signal S1 from the abnormal detection transport vehicle 301, while making it easier for the other transport vehicles 3 to continue their transport operations.

[0068] After setting the route 122, the system controller 5 lowers the travel speed of the multiple continuous transport vehicles 303 to a lower speed than the normal travel speed of the multiple transport vehicles 3. This further ensures the safety of the worker OP while they are moving along the route 122 and while they are conducting investigations at the stopping position of the abnormality detection transport vehicle 301. [Differentiation]

[0069] While embodiments of the present disclosure have been described above, the present invention is not necessarily limited to the embodiments described above, and various modifications are possible without departing from the spirit of the invention.

[0070] The second no-travel area setting unit 57 may set at least a portion of the route 122 as the second no-travel area 123. Specifically, the second no-travel area setting unit 57 may change the second no-travel area 123 according to the position of the worker OP in the transport area 12, rather than setting the entire route 122 as the no-travel area. For example, after step ST13, the worker OP enters the transport area 12 and moves along the route 122, while the second no-travel area setting unit 57 receives the worker OP's position information S3 from the worker identification unit 52. Since the worker OP moves along the route 122, the worker OP's position changes in real time. In this case, the second no-travel area setting unit 57 may set the area around the worker OP's current position as the second no-travel area 123. For example, when the worker OP is near an entrance / exit, the area of ​​the route 122 near the entrance / exit 15 and the first no-travel area 121 may be set as the second no-travel area 123. In this case, the second no-travel area setting unit 57 may set the area between the entrance / exit 15 and the first no-travel area 121 on the route 122 as the travelable area 124. The transport vehicle control unit 58, for example, receives the second no-travel area information S6 in real time from the second no-travel area setting unit 57 and changes the stopping position of the multiple aligned transport vehicles 302 in accordance with the change in the second no-travel area 123. In the transport system according to the above modified example, the size of the second no-travel area 123 when the worker OP moves along the route 122 can be made smaller than the size of the second no-travel area 123 in the transport system 100 according to the embodiment. This makes it possible to further suppress the decrease in the operating efficiency of the multiple other transport vehicles 3.

[0071] In the example processing method shown in Figure 4, the order of each step may be changed, and certain steps may be omitted. Step ST9 does not necessarily have to be performed after step ST8. For example, in step ST5, if the route setting unit 56 sets the entrance / exit 15 closest to the first no-travel area 121 as the starting point of route 122, the route setting unit 56 sets the entrance / exit 15 that will be the starting point of route 122 regardless of the position of the worker OP. In this case, step ST9 may be performed after step ST3. Even in this case, the worker OP located closest to the entrance / exit 15 that will be the starting point of route 122 may receive a command from the worker identification unit 52 to go and investigate the cause of the abnormality and wait in front of the entrance / exit 15. Also, steps ST2 or ST12 may be omitted.

[0072] The transport vehicle control unit 58 may stop multiple aligned transport vehicles 302 only along both sides of route 122 within the second no-travel area 123. In other words, the transport vehicle control unit 58 does not need to stop multiple aligned transport vehicles 302 around the first no-travel area 121. In addition, in the above embodiment, it is assumed that the worker OP moves on foot along route 122 toward the first no-travel area 121, but instead of moving on foot, the worker OP may ride in a transport vehicle that can be carried along route 122. Furthermore, from step ST13 onward, the transport vehicle control unit 58 may actively utilize obstacle detection sensors in the multiple continuous transport vehicles 303. The obstacle sensor may be a laser rangefinder 35, or it may be a sensor other than the laser rangefinder 35. If each continuous transport vehicle 303 detects an obstacle (for example, if it is about to collide with another continuous transport vehicle 303), the transport vehicle control unit 58 may change the direction of travel of the continuous transport vehicle 303 that detected the obstacle. In addition to reducing the travel speed of multiple continuous transport vehicles 303, actively utilizing obstacle detection sensors can further ensure the safety of the worker OP while they are moving along route 122 and while they are conducting investigations at the stopping position of the abnormality detection transport vehicle 301.

[0073] The abnormality detection unit 51a may identify the location where the abnormality detection transport vehicle 301 has stopped by means other than receiving location information S2 from the abnormality detection transport vehicle 301. For example, a monitoring camera installed at a predetermined location in the transport system 100 may identify the location where the abnormality detection transport vehicle 301 has stopped, in addition to identifying the location of each worker OP. In this case, for example, the abnormality detection unit 51a receives location information S2 of the stopped abnormality detection transport vehicle 301 from the monitoring camera. [Explanation of symbols]

[0074] 3...Transport vehicle, 5...System controller, 12...Transport area, 15...Entrance / exit, 51a...Anomaly detection unit, 52...Worker identification unit, 56...Route setting unit, 57...Second no-travel area setting unit (no-travel area setting unit), 58...Transport vehicle control unit, 100...Transport system, 122...Route, 301...Anomaly detection transport vehicle, 302...Alignment transport vehicle, 303...Continuous transport vehicle, L...Cargo, OP...Worker, S1...Detection signal.

Claims

1. Multiple transport vehicles transporting goods in the transport area, The system includes a system controller that controls the plurality of transport vehicles, The aforementioned system controller An abnormality detection unit that acquires a detection signal from an abnormality detection transport vehicle that has stopped after detecting an abnormality among the plurality of transport vehicles, A route setting unit sets a route for an operator to move from an entrance / exit provided on the outer perimeter of the transport area to the stopping position of the abnormality detection transport vehicle, A no-travel area setting unit sets the area around the aforementioned stopping position and at least a portion of the aforementioned route as a no-travel area to prevent multiple other transport vehicles from entering, other than the abnormality detection transport vehicle among the multiple transport vehicles, A transport system comprising: a transport vehicle control unit that stops a plurality of aligned transport vehicles, which are part of the plurality of other transport vehicles, along the no-travel area.

2. The transport vehicle control unit causes the plurality of aligned transport vehicles to notify the information indicating the no-travel area, as described in claim 1.

3. The aforementioned multiple transport vehicles have a notification unit that emits light in the direction of travel, The transport system according to claim 2, wherein the transport vehicle control unit causes the transport vehicle control unit to emit light from the notification unit along the no-travel area as information indicating the no-travel area.

4. The transport system according to any one of claims 1 to 3, wherein the route setting unit sets the route such that the area along the outer perimeter of the transport area is given priority in being included in the route.

5. The transport system according to any one of claims 1 to 3, wherein the system controller further comprises a worker identification unit for identifying the position of the worker.

6. The transport system according to any one of claims 1 to 3, wherein the system controller, after obtaining the detection signal from the abnormality detection transport vehicle, lowers the travel speed of the plurality of other transport vehicles to a lower speed than the normal travel speed of the plurality of transport vehicles.

7. Of the aforementioned multiple other transport vehicles, the multiple continuous transport vehicles other than the aforementioned multiple aligned transport vehicles will continue transporting, The transport system according to any one of claims 1 to 3, wherein the system controller, after setting the route, lowers the travel speed of the plurality of continuous transport vehicles to a lower speed than the normal travel speed of the plurality of transport vehicles.

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