Mobile control system

Abstract

It controls multiple types of mobile devices with different specifications and performance characteristics. [Solution] The mobile control system 10 includes a control device 50 capable of instructing a travel route for each of several types of mobile objects. The control device 50 includes a communication unit 51, a mobile object information acquisition unit 52, a map information acquisition unit 53, a vehicle dispatch acquisition unit 54, a travel characteristics acquisition unit S, and a route calculation unit 57. The map information acquisition unit 53 acquires map information showing routes that the mobile objects can travel. The vehicle dispatch acquisition unit 54 determines vehicle dispatch information, including destination information for each mobile object, based on current location information and map information. The travel characteristics acquisition unit S acquires different parameters for each type of mobile object as characteristic information for each mobile object. The route calculation unit 57 calculates the travel route to the destination for each mobile object based on the vehicle dispatch information and each characteristic information, and transmits the corresponding travel route to each mobile object via the communication unit 51.

Description

Technical Field

[0001] The present invention relates to a movement control system.

Background Art

[0002] The information processing apparatus described in Patent Document 1 executes processing for acquiring information regarding the configuration of a real space such as a floor, a wall, or a ceiling, and processing for configuring a virtual space based on the configuration of the real space. Further, this information processing apparatus acquires information such as the position, speed, and acceleration of a moving body in the real space over time. The information processing apparatus executes processing for calculating, as information on orbit changes, the position of each moving body after the elapse of a unit time based on the acquired information. Then, the information processing apparatus transmits, to the moving body in the real space, the calculated information on orbit changes and an instruction to change the orbit based on the information on orbit changes.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The information processing apparatus as described in Patent Document 1 assumes that all of the plurality of moving bodies controlled by the information processing apparatus are of the same type. Therefore, in Patent Document 1, no consideration has been given to what configuration is preferable for controlling a plurality of types of moving bodies having different specifications and performances with the same information processing apparatus.

Means for Solving the Problems

[0005] To solve the above problems, the present invention provides a mobile body control system comprising: a plurality of types of mobile bodies; a control device capable of communicating with each of the mobile bodies, wherein the control device comprises: a communication unit capable of communicating with each of the mobile bodies; a mobile body information acquisition unit that acquires current location information of each of the plurality of mobile bodies via the communication unit; a map information acquisition unit that acquires map information indicating a route that the mobile bodies can travel; a dispatch acquisition unit that determines dispatch information including destination information for each of the mobile bodies based on the current location information and the map information; a driving characteristics acquisition unit that acquires different parameters for each type of mobile body as characteristic information for each mobile body; and a route calculation unit that calculates a driving route to the destination for each of the mobile bodies based on the dispatch information and the characteristic information, and transmits the corresponding driving route to each of the mobile bodies via the communication unit.

[0006] Furthermore, the present invention comprises a plurality of types of mobile bodies and a control device capable of communicating with each of the mobile bodies, wherein two or more of the plurality of mobile bodies have different types of communication protocols, and the control device comprises a communication unit capable of communicating with each of the mobile bodies, a mobile body information acquisition unit that acquires current location information including the current location information of the mobile body from each of the plurality of mobile bodies via the communication unit, a map information acquisition unit that acquires map information showing a route that the mobile bodies can travel, a dispatch acquisition unit that determines dispatch information including destination information for each of the mobile bodies based on the current location information and the map information, and a route calculation unit that calculates a travel route to the destination for each of the mobile bodies based on the dispatch information and transmits the corresponding travel route to each of the mobile bodies via the communication unit, and each of the mobile bodies converts communication data in a communication protocol defined for the mobile body itself into a communication protocol defined for the communication unit. [Effects of the Invention]

[0007] According to the above configuration, the control device can control different types of moving objects. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 shows the overall configuration of the mobile control system in the first embodiment. [Figure 2] Figure 2 is a flowchart showing a series of processes for controlling the travel path performed by the control device in the first embodiment. [Figure 3] Figure 3 shows an example of the travel path of the automated transport machine in the first embodiment. [Figure 4] Figure 4 is a flowchart showing a series of intersection control processes performed by the control device in the first embodiment. [Figure 5] Figure 5 shows the overall configuration of the mobile control system in the second embodiment. [Figure 6] Figure 6 is a flowchart showing a series of processes for controlling the travel path performed by the control device in the second embodiment. [Figure 7] Figure 7 shows an example of the travel path of the automated transport machine in the second embodiment. [Figure 8] Figure 8 shows the overall configuration of the mobile control system in the third embodiment. [Figure 9] Figure 9 is a flowchart showing a series of processes for controlling the travel path performed by the control device in the third embodiment. [Figure 10] Figure 10 shows an example of the travel path of an automated transport machine in the third embodiment. [Figure 11] Figure 11 shows the overall configuration of the mobile control system in the modified example. [Figure 12] Figure 12 illustrates the intersection control mechanism in the modified example. [Figure 13] Figure 13 shows the overall configuration of the mobile control system in the modified example. [Figure 14] Figure 14 shows an example of the travel path of an automated guided vehicle in a modified example. [Figure 15] Figure 15 shows an example of the travel path of an automated guided vehicle in a modified example. [Modes for carrying out the invention]

[0009] Hereinafter, the first embodiment, the second embodiment, and the third embodiment of the movement control system will be described with reference to the drawings. Note that the drawings may show the components enlarged for easy understanding. The dimensional ratios of the components may be different from the actual ones or those in other drawings.

[0010] (Regarding the first embodiment) (Regarding the overall configuration) As shown in FIG. 1, the movement control system 10 includes a plurality of automatic carriers 20, a repeater 30, an access point 40, a control device 50, and a task instruction device 70. The control device 50 and the task instruction device 70 are configured as, for example, separate computers.

[0011] In this embodiment, the automatic carrier 20 refers to an AGV (Automatic Guided Vehicle). The AGV is a carrier that travels along a conductor such as a magnetic tape based on electric power. The automatic carrier 20 can travel independently. Depending on the type of automatic carrier 20 adopted, it can independently perform loading and unloading of products. The automatic carrier 20 is an example of a moving body. In FIG. 1, three automatic carriers 20 are shown as an example.

[0012] The movement control system 10 includes a plurality of types of automatic carriers 20. In this embodiment, the automatic carrier 20 can travel inside the factory. The parameters of the automatic carrier 20 are different for each type. In other words, the automatic carriers 20 with different parameters are different types of automatic carriers 20 respectively. Examples of parameters are the maximum speed, the minimum speed, the acceleration during acceleration, the acceleration during deceleration, the turning speed, the working time, etc. In this embodiment, when there is no need to distinguish different types of automatic carriers 20, they are collectively referred to as automatic carriers 20 uniformly.

[0013] Each automatic transporter 20 has a communication device, although not shown in the figure. The communication device can perform wireless communication using, for example, a method standardized by IEEE 801.11. Specifically, the communication device of the automatic transporter 20 transmits a signal to the repeater 30 via an access point 40 installed in the factory. In the following description, when showing the communication between the automatic transporter 20 and the control device 50, the description of the repeater 30 and the access point 40 on the communication path of the automatic transporter 20 and the control device 50 may be omitted. In this embodiment, the communication protocol is different for each type of automatic transporter 20. That is, two or more of the plurality of automatic transporters 20 have different types of communication protocols.

[0014] Each automatic transporter 20 can acquire current position information. Each automatic transporter 20 has an IC tag reader. Then, each automatic transporter 20 can acquire current position information by reading an IC tag installed in the factory. Each automatic transporter 20 transmits the acquired current position information to the control device 50.

[0015] A plurality of access points 40 are provided in the factory. In FIG. 1, only one access point 40 is shown representatively. For example, as shown in FIG. 3, assume that the factory is divided into three areas E, i.e., the first area E1, the second area E2, and the third area E3. A plurality of IC tags readable by the automatic transporter 20 are arranged in the factory. In other words, each IC tag corresponds one-to-one to each location in the factory. For example, as shown in FIG. 3, assume that 20 IC tags are arranged in the factory. In the example shown in FIG. 3, the first area E1 includes IC tags 1 to 8. The second area E2 includes IC tags 9 to 16. The third area E3 includes IC tags 17 to 20. And one access point 40 is arranged for each area E.

[0016] As shown in Figure 1, the repeater 30 can communicate with the control device 50 and each automated transport machine 20. The repeater 30 can convert between the communication protocol defined in the control device 50 and the communication protocol defined in the communication device of each automated transport machine 20. In other words, the repeater 30 converts communication data in the communication protocol defined in the control device 50 into a different type of communication protocol defined in each automated transport machine 20.

[0017] Specifically, the repeater 30 has a conversion table that converts between the communication protocol defined in the control device 50 and the communication protocol defined in the communication device of each automated guided vehicle 20. For example, when the repeater 30 receives an instruction from the control device 50 to perform a specific operation to the automated guided vehicle 20, it uses the conversion table to convert it into a communication protocol that the communication device of the automated guided vehicle 20 can receive. The repeater 30 has conversion tables corresponding to at least the types of communication protocols applied to the control device 50 and the automated guided vehicle 20. For example, the repeater 30 can convert between communication protocols used for serial communication, socket communication, PLC / register, IoT communication, digital I / O, etc.

[0018] The task instruction device 70 and the control device 50 may be configured as a circuit including one or more processors that execute various processes according to a computer program (software). Alternatively, the task instruction device 70 and the control device 50 may be configured as a circuit including one or more dedicated hardware circuits, such as application-specific integrated circuits (ASICs), or a combination thereof, that execute at least some of the various processes. The processor includes a CPU and memory such as RAM and ROM. Memory stores program code or instructions configured to cause the CPU to execute processes. Memory, i.e., computer-readable media, includes any media accessible by a general-purpose or dedicated computer. The task instruction device 70 and the control device 50 have functions to control each part of the device.

[0019] The task instruction device 70 stores task information. The task information indicates the destination of the automated guided vehicle (AGV) 20 and the time it should take to reach that destination. The destination of the AGV 20 may be, for example, an loading location where goods are loaded into the AGV 20, an unloading location where goods transported by the AGV 20 are unloaded, or a waiting location where the AGV 20 waits. The task information is pre-entered into the task instruction device 70 by the factory manager or other personnel. The task information may also be updated periodically by the factory manager or other personnel. The task instruction device 70 can output the stored task information to the control device 50. The task information only needs to include the destination of the AGV 20, and the time it should take to reach that destination is not mandatory. In addition to the destination of the AGV 20, the task information may also include other information.

[0020] The control device 50 includes a communication unit 51, a mobile information acquisition unit 52, a map information acquisition unit 53, a vehicle dispatch acquisition unit 54, a characteristic management unit 55, a driving characteristic correction unit 56, a route calculation unit 57, and an intersection control unit 58. These components are distinguished as functional blocks for convenience. Therefore, these functional blocks do not necessarily have to be physically separate chips or circuits.

[0021] The communication unit 51 can send and receive signals to and from each automatic transport machine 20 via the repeater 30. In other words, the control device 50 can communicate with each automatic transport machine 20 via the repeater 30. The communication protocol of the communication unit 51 is, for example, socket communication.

[0022] The mobile object information acquisition unit 52 can acquire the current location information of each of the multiple automated transport machines 20 from each of the automated transport machines 20 via the communication unit 51. The map information acquisition unit 53 stores map information of the factory on which the automated guided vehicle 20 travels. This map information is pre-entered by the factory manager or other personnel. This map information shows, for example, the layout of equipment within the factory and the placement of IC tags installed in the factory. The placement of the IC tags defines the routes that the automated guided vehicle 20 can travel. In other words, the map information contains the routes that the automated guided vehicle 20 can travel. The map information acquisition unit 53 acquires map information by reading the stored map information.

[0023] The dispatch unit 54 acquires current location information and map information. The dispatch unit 54 reflects the current location information of each automated transport machine 20 in the map information. The dispatch unit 54 can also receive task information from the task instruction device 70.

[0024] The dispatch unit 54 then determines dispatch information, including destination information for each automated guided vehicle 20, based on task information, current location information, and map information. As an example, in this embodiment, the dispatch unit 54 sets an IC tag corresponding to the destination for each automated guided vehicle 20.

[0025] The characteristics management unit 55 stores parameter correction values ​​for each type of automated guided vehicle (AGV) 20 that travels within the factory. These parameter correction values ​​are pre-entered by the factory manager or other personnel based on the specifications of the AGV 20. Examples of parameters include maximum speed, minimum speed, acceleration during acceleration, acceleration during deceleration, turning speed, and work time. The correction values ​​indicate increases or decreases relative to the standard parameters defined in the travel characteristics correction unit 56.

[0026] The driving characteristics correction unit 56 stores standard parameters that are uniformly defined for each parameter, regardless of the type of automated guided vehicle 20. The driving characteristics correction unit 56 also obtains correction values ​​for the parameters of each automated guided vehicle 20 from the characteristics management unit 55. Then, the driving characteristics correction unit 56 calculates the parameters of each automated guided vehicle 20 as characteristic information based on the standard parameters and the correction values. Specifically, suppose the driving characteristics correction unit 56 stores "X (km / h)" as the standard parameter for the maximum speed of a particular automated guided vehicle 20. On the other hand, suppose the characteristics management unit 55 stores "α (km / h)" as the correction value for the maximum speed of the same automated guided vehicle 20. In this case, the driving characteristics correction unit 56 calculates the maximum speed "X + α (km / h)" as characteristic information for the particular automated guided vehicle 20. Furthermore, the characteristic management unit 55 and the driving characteristic correction unit 56 function as a driving characteristic acquisition unit S that acquires different parameters for each type of automatic transporter 20 as characteristic information for each automatic transporter 20.

[0027] The route calculation unit 57 calculates the travel route to the destination for each automated guided vehicle 20 based on the dispatch information and characteristic information. In this embodiment, the route calculation unit 57 calculates the shortest route for the automated guided vehicle 20 to reach the destination specified for the automated guided vehicle 20 in the dispatch information as the travel route. In this embodiment, the route calculation unit 57 determines the specific instructions for the automated guided vehicle 20 to travel along the travel route. First, the route calculation unit 57 identifies the waypoints that the automated guided vehicle 20 should pass through to reach the destination in the form of IC tags corresponding to those waypoints. Then, the route calculation unit 57 determines the IC tags that the automated guided vehicle 20 should pass through to reach the IC tag corresponding to the destination, and their order, as specific instructions. Then, the route calculation unit 57 transmits the specific instructions as the travel route for each automated guided vehicle 20 via the communication unit 51. In the following description, the movement of the automated guided vehicle 20 to a location corresponding to a certain IC tag may be simply expressed as the automated guided vehicle 20 moving to a specific IC tag.

[0028] The intersection control unit 58 acquires map information and current location information. The intersection control unit 58 also reflects the current location information of each automated guided vehicle 20 in the map information. The intersection control unit 58 calculates intersection information to control the number of automated guided vehicles 20 so that no more than a predetermined number are located at the same intersection at the same time in the map information. An intersection here refers to a point where travel paths intersect. The intersection control unit 58 then transmits the intersection information to each of the multiple automated guided vehicles 20 via the communication unit 51. Specifically, for example, suppose that only one automated guided vehicle 20 is designated as being able to travel at a particular intersection. The intersection control unit 58 transmits intersection information to one of the automated guided vehicles 20 that has a possibility of collision at the intersection, instructing it to stop traveling. Then, when the possibility of collision is eliminated, the intersection control unit 58 transmits intersection information to that automated guided vehicle 20, instructing it to start traveling.

[0029] <Regarding the connection between automated guided vehicles and access points> Each automated guided vehicle (AGV) 20, as described above, selects the access point 40 to connect to depending on which region E it is located in. Specifically, an AGV 20 located in the first region E1 preferentially connects to the access point 40 located in the first region E1. Similarly, an AGV 20 located in the second region E2 preferentially connects to the access point 40 located in the second region E2. In this way, each AGV 20 preferentially selects the access point 40 located in the same region E as the AGV 20 it is located in as the access point 40 to connect to. Furthermore, suppose an AGV 20 in the first region E1 is unable to connect to the access point 40 located in the first region E1. In this case, the AGV 20 will attempt to connect to the access point 40 located in the second region E2. In this case, the automated transporter 20 attempts to connect to the access point 40 located within the third area E3. In this way, the automated transporter 20 attempts to connect to the access point 40 according to a predetermined priority order.

[0030] <Regarding the travel path control in the first embodiment> As shown in Figure 2, the control device 50 performs a series of travel path control processes. Travel path control is repeatedly performed while the control device 50 is ON. Travel path control is performed, for example, until the transportation of all cargo specified in the task information instructed by the task instruction device 70 is completed.

[0031] First, once the travel path control is executed, the control device 50 performs the process in step S11. In step S11, the mobile information acquisition unit 52 acquires the current location information of each of the multiple automated transporters 20 from the communication unit 51. In this embodiment, the current location information is represented by the number of the IC tag.

[0032] Specifically, the current location information transmitted from the automated guided vehicle 20 reaches the relay unit 30 via the access point 40 corresponding to the location of the automated guided vehicle 20. The relay unit 30 converts the communication data in the communication protocol defined for each automated guided vehicle 20 into another type of communication protocol defined in the communication unit 51 of the control device 50. The current location information is then transmitted to the communication unit 51 of the control device 50. Next, the control device 50 executes the process in step S12.

[0033] As shown in Figure 2, in step S12, the map information acquisition unit 53 acquires map information by reading the stored map information. For example, as shown in Figure 3, the map information acquisition unit 53 acquires information such as the arrangement of IC tag numbers as map information. Note that in driving route control, the process in step S12 only needs to be executed once as the first in a series of control processes, and may be omitted from the second time onward. After that, the control device 50 executes the process in step S13.

[0034] As shown in Figure 2, in step S13, the vehicle dispatch acquisition unit 54 acquires task information from the task instruction device 70. Note that the process in step S13 only needs to be executed once as part of the control process, and may be omitted from the second time onward. After that, the control device 50 executes the process in step S14.

[0035] In step S14, the dispatch unit 54 obtains current location information from the mobile information acquisition unit 52. The dispatch unit 54 also obtains map information from the map information acquisition unit 53. The dispatch unit 54 reflects the current location of each automated guided vehicle 20 in the map information. Then, based on the task information, current location information, and map information, the dispatch unit 54 determines dispatch information including destination information for each automated guided vehicle 20. Specifically, in this embodiment, the dispatch unit 54 sets the destination IC tag number for each automated guided vehicle 20. After that, the control device 50 executes the process of step S15.

[0036] In step S15, the running characteristics correction unit 56 first obtains correction values ​​for parameters corresponding to the multiple automated guided vehicles 20 that travel within the factory from the characteristics management unit 55. Then, the running characteristics correction unit 56 calculates the parameters of each automated guided vehicle 20 as characteristic information based on the reference parameters and the correction values. After that, the control device 50 executes the process in step S16.

[0037] In step S16, the route calculation unit 57 obtains the dispatch information calculated in step S14 from the dispatch acquisition unit 54. The route calculation unit 57 also obtains characteristic information for each automated guided vehicle 20 from the driving characteristic correction unit 56. Then, the route calculation unit 57 calculates the driving route to the destination for each automated guided vehicle 20 based on the dispatch information and the characteristic information. In the example shown in Figure 3, it is assumed that each automated guided vehicle 20 has delivery information that it will move to the area where IC tag 5 is located and then to the area where IC tag 17 is located. In this case, the route calculation unit 57 selects the shortest route with the fewest turns from the current position of each automated guided vehicle 20 to IC tag 5. Specifically, the route calculation unit 57 selects the shortest route from IC tag 5 to IC tag 17. In this case, there are multiple shortest routes. Then, the route calculation unit 57 determines the driving route for each automated guided vehicle 20 from the selected shortest routes, taking into account the driving characteristics of each automated guided vehicle 20. For example, in the example shown in Figure 3, the turning speed of the automated guided vehicle 20 located at IC tag 13 is assumed to be lower than the reference parameter. In this case, the route calculation unit 57 selects the shortest route with the fewest turns from among the selected routes as the travel route for the automated guided vehicle 20. In this way, the calculated travel route will be in accordance with the travel information of each automated guided vehicle 20. The route calculation unit 57 also determines the specific instructions for the automated guided vehicle 20 to travel along the travel route. For example, in the example shown in Figure 3, the route calculation unit 57 specifies that the automated guided vehicle 20 located in the area where IC tag 13 is placed should reach the areas where IC tags 9, 5, 1, 2, 3, 4, and 17 are placed in that order. After that, the control device 50 executes the process in step S17.

[0038] As shown in Figure 2, in step S17, the route calculation unit 57 transmits the corresponding travel route to each automated guided vehicle 20 via the communication unit 51. In other words, the control device 50 can instruct each automated guided vehicle 20 on a travel route. Specifically, the route calculation unit 57 transmits signals to each automated guided vehicle 20 via the communication unit 51 indicating all the IC tags to be traveled and their order. The signals indicating the travel route transmitted from the communication unit 51 reach the repeater 30. The repeater 30 converts the communication data in the communication protocol defined in the control device 50 into a different type of communication protocol defined in each automated guided vehicle 20. The travel route transmitted from the repeater 30 is then transmitted to each automated guided vehicle 20 via the access points 40 located within each area E where the automated guided vehicle 20 is located. After that, the series of travel route control processes are completed.

[0039] <About intersection control> As shown in Figure 4, the control device 50 performs a series of intersection control processes. Intersection control is performed repeatedly while the control device 50 is ON. Intersection control is performed, for example, until the transportation of all cargo specified in the task information instructed by the task instruction device 70 is completed. Note that each process of intersection control is performed independently and is not related to the processes of the travel route control described above.

[0040] First, when travel path control is performed, the control device 50 executes the process in step S21. In step S21, the mobile object information acquisition unit 52 acquires the current position information of each of the multiple automated transport machines 20 from each of the automated transport machines 20 via the communication unit 51. The process in step S21 is the same as the process in step S11 described above. After that, the control device 50 executes the process in step S22.

[0041] As shown in Figure 4, in step S22, the map information acquisition unit 53 acquires map information by reading the stored map information. The process in step S22 is the same as the process in step S12 described above. Note that in intersection control, the process in step S22 only needs to be executed once as the first step in the series of control processes, and may be omitted from the second time onward. After that, the control device 50 executes the process in step S23.

[0042] In step S23, the intersection control unit 58 obtains current location information from the mobile information acquisition unit 52. The intersection control unit 58 also obtains map information from the map information acquisition unit 53. The intersection control unit 58 reflects the current location of each automated transporter 20 in the map information. The intersection control unit 58 then calculates intersection information to control the number of automated transporters 20 so that no more than a predetermined number are located at the same intersection at the same time. For example, in the example shown in Figure 3, suppose each automated transporter 20 attempts to reach the IC tag 5 at the same time. At this time, the intersection control unit 58 performs the process in step S24. In step S24, the intersection control unit 58 transmits intersection information to one of the automated transporters 20 that is likely to collide, instructing it to stop moving. Then, when the possibility of collision is eliminated, the intersection control unit 58 transmits intersection information to the said automated transporter 20 instructing it to start moving. After that, the series of intersection control processes are completed.

[0043] <Regarding the effects of the first embodiment> (1-1) In the first embodiment, the route calculation unit 57 calculates the travel route to the destination for each automated guided vehicle 20 based on the dispatch information and each characteristic information. With this configuration, when the parameters differ for each type of automated guided vehicle 20, a travel route that takes these parameters into account can be transmitted to the automated guided vehicle 20. In other words, with the above configuration, the route calculation unit 57 can present a travel route that takes advantage of the characteristics of different types of automated guided vehicles 20.

[0044] (1-2) In the first embodiment, the route calculation unit 57 calculates the shortest route for each automated guided vehicle 20 to reach the destination specified for that automated guided vehicle 20 in the dispatch information as the travel route. With this configuration, the route calculation unit 57 can present the shortest travel route to each automated guided vehicle 20 while making use of the characteristics of the automated guided vehicle 20.

[0045] (1-3) In the first embodiment, the intersection control unit 58 transmits intersection information to each of the multiple automated transporters 20 via the communication unit 51. With this configuration, it is possible to suppress situations in which more than a predetermined number of automated transporters 20 are present at the same intersection at the same time, that is, collisions between automated transporters 20.

[0046] (1-4) In the first embodiment, the repeater 30 converts communication data in the communication protocol defined in the control device 50 into a different type of communication protocol defined in each automated guided vehicle 20. With this configuration, even if there are automated guided vehicles 20 among the multiple automated guided vehicles 20 that have different communication protocols from the other automated guided vehicles 20, all automated guided vehicles 20 can communicate with the same control device 50.

[0047] (1-5) In the first embodiment, each automated transporter 20 determines the order of access points 40 to which it will preferentially connect, according to the area E in which the automated transporter 20 is located. With this configuration, since the access points 40 are set based on the current location information of the automated transporter 20, communication between the automated transporter 20 and the control device 50 is less likely to become unstable.

[0048] (Second Embodiment) The following describes a second embodiment of the mobile control system. Note that the configuration of the mobile control system 10 in the second embodiment differs from that of the first embodiment. In the second embodiment, configurations similar to those in the first embodiment may be omitted or simplified.

[0049] <About the overall structure> As shown in Figure 5, in the second embodiment, the control device 50 includes a congestion information calculation unit 59. The congestion information calculation unit 59 calculates congestion information on the travel route based on the vehicle dispatch information and characteristic information. Here, "congestion" refers to a state in which at least one or more automated guided vehicles 20 stop or move at a speed below a predetermined speed threshold as multiple automated guided vehicles 20 arrive at or pass through the same location at the same time.

[0050] Specifically, the traffic congestion information calculation unit 59, in the same manner as the route calculation unit 57 in the first embodiment, determines one of the shortest routes from the current position of each automated transporter 20 to its destination as the travel route, based on the vehicle dispatch information and characteristic information. The traffic congestion information calculation unit 59 then calculates the locations on the map information where congestion will occur when each automated transporter 20 travels along that travel route. The traffic congestion information calculation unit 59 also calculates the time required for the automated transporter 20 to pass through the locations where congestion will occur.

[0051] The route calculation unit 57 calculates the travel route of the automated guided vehicles (AGVs) 20 based on dispatch information, characteristic information, and congestion information. Specifically, the route calculation unit 57 calculates the travel route of each AGV 20 from its current position to each destination specified in the dispatch information, such that the travel time is the shortest. The travel time here includes the time from when the AGV 20 starts traveling until it reaches its destination. Therefore, the travel time includes the time the AGV 20 is working, the time it is stopped, etc. The travel time also includes the time required to pass through the aforementioned congestion points. Even if the travel distance is not the shortest, a route that is not congested may be calculated as the route with the shortest travel time. Note that "shortest travel time" refers to the minimum time for each AGV 20. However, prioritizing the travel of one AGV 20 may force other AGVs 20 to stop. Therefore, the shortest time is the shortest time considering the waiting time for the travel of multiple AGVs 20. Furthermore, by minimizing the travel time for each automated guided vehicle 20, it is sometimes possible to minimize the total time from the start to the end of travel for all automated guided vehicles 20.

[0052] <Regarding the travel path control in the second embodiment> As shown in Figure 6, the control device 50 performs a series of travel path control processes. Travel path control is repeatedly performed while the control device 50 is ON. Travel path control is performed, for example, until the transportation of all cargo specified in the task information instructed by the task instruction device 70 is completed.

[0053] First, when travel path control is performed, the control device 50 executes the process in step S31. In step S31, the mobile object information acquisition unit 52 acquires the current position information of each of the multiple automated transport machines 20 from each of the automated transport machines 20 via the communication unit 51, in the same manner as the process in step S11 of the first embodiment. After that, the control device 50 executes the process in step S32.

[0054] In step S32, the map information acquisition unit 53 acquires map information by reading the stored map information in the same manner as the process in step S12, which is the same as in the first embodiment. For example, as shown in Figure 7, the map information acquisition unit 53 acquires information such as the arrangement of IC tag numbers as map information. After that, the control device 50 executes the process in step S33.

[0055] As shown in Figure 6, in step S33, the dispatch acquisition unit 54 acquires task information in the same manner as the process in step S13 of the first embodiment. Subsequently, the control device 50 executes the process in step S34.

[0056] In step S34, the dispatch acquisition unit 54 determines dispatch information, including destination information for each automated transport machine 20, in the same manner as the process in step S14 of the first embodiment. Subsequently, the control device 50 executes the process in step S35.

[0057] In step S35, the driving characteristic correction unit 56 calculates the parameters of each automatic transporter 20 as characteristic information based on the reference parameters and correction values, in the same manner as the process in step S15 of the first embodiment. After that, the control device 50 executes the process in step S36.

[0058] In step S36, the traffic congestion information calculation unit 59 first determines one of the shortest routes from the current position of each automated transporter 20 to its destination as a provisional route, based on the dispatch information and characteristic information, in the same manner as the processing in step S16 in the first embodiment. Then, the traffic congestion information calculation unit 59 calculates the locations on the map information where congestion will occur when each automated transporter 20 travels along the provisional route. The traffic congestion information calculation unit 59 also calculates the time required for the automated transporter 20 to pass through the locations where congestion will occur. After that, the control device 50 executes the processing in step S37.

[0059] In step S37, the route calculation unit 57 first obtains dispatch information from the dispatch acquisition unit 54. The route calculation unit 57 also obtains characteristic information for each automated guided vehicle 20 from the driving characteristic correction unit 56. The route calculation unit 57 also obtains congestion information from the congestion information calculation unit 59. Then, based on the dispatch information, the characteristic information, and the congestion information, the route calculation unit 57 calculates the driving route for each automated guided vehicle 20 such that the driving time is shortest among the routes from the current position of each automated guided vehicle 20 to each destination specified in the dispatch information. In the example shown in Figure 7, it is assumed that each automated guided vehicle 20 has delivery information that it will move to IC tag 17 after passing through IC tag 5. It is also assumed that the congestion information indicates that there is congestion on the route from IC tags 1 to 4. In this case, the route calculation unit 57 calculates the driving route such that the driving time is shortest for the automated guided vehicles 20 that include IC tags 1 to 4 in the driving route calculated in step S36. For example, in the example shown in Figure 7, let's assume that the turning speed of the automated guided vehicle 20 located at IC tag 13 is slower than the reference parameter. In this case, selecting a travel path for the automated guided vehicle 20 that avoids IC tags 1 to 4 and includes multiple turns may actually increase the travel time. On the other hand, let's assume that the turning speed of the automated guided vehicle 20 located at IC tag 18 is faster than the reference parameter. In this case, for example, as shown in Figure 7, selecting a travel path for the automated guided vehicle 20 that avoids IC tags 1 to 4 and passes through IC tags 9 to 12, and IC tags 19, 18, and 17 may result in a shorter travel time. In this way, the route calculation unit 57 calculates a travel path that minimizes the travel time for each automated guided vehicle 20. After that, the control device 50 executes the process in step S38.

[0060] As shown in Figure 6, in step S38, the route calculation unit 57 transmits the corresponding travel route to each automatic transporter 20 via the communication unit 51, in the same manner as the processing in step S17 in the first embodiment. After that, the series of travel route control processes are completed.

[0061] <Effects of the second embodiment> In the second embodiment, in addition to the effects (1-1), (1-3), and (1-4) of the first embodiment described above, the following further effects can be obtained.

[0062] (2-1) In the second embodiment, the route calculation unit 57 calculates the travel route for each automated guided vehicle 20 from its current position to each destination specified in the dispatch information, based on the dispatch information, characteristic information, and traffic congestion information, such that the travel time is shortest. With this configuration, the route calculation unit 57 can make use of the characteristics of the automated guided vehicle 20 and present a travel route for each automated guided vehicle 20 that minimizes travel time.

[0063] (Third embodiment) The third embodiment of the mobile control system will be described below. Note that the configuration of the mobile control system 10 in the third embodiment will differ from that of the first and second embodiments. In the third embodiment, configurations similar to those in the first and second embodiments may be omitted or simplified.

[0064] <About the overall structure> In the third embodiment, the characteristic management unit 55 stores, in addition to the examples described in the first embodiment, a correction value for power consumption when a predetermined specific operation is performed, as a parameter correction value. The operations referred to here include acceleration, turning, work, constant-speed driving, etc. The correction value is defined as a correction value for the reference parameter described later. This correction value is pre-entered by the factory manager or other personnel based on the specifications of the automated conveyor 20, etc.

[0065] As shown in Figure 8, the control device 50 includes a power characteristic correction unit 60 and a power consumption calculation unit 61. The power characteristic correction unit 60 stores the amount of power consumed when the automatic transporter 20 performs a specific operation, as a standard parameter uniformly determined regardless of the type of automatic transporter 20. The power characteristic correction unit 60 obtains the above-mentioned power consumption correction value as a parameter correction value from the characteristic management unit 55. Based on the standard parameter and the correction value, the power characteristic correction unit 60 obtains power consumption information indicating the amount of power consumed when the automatic transporter 20 performs a specific operation, as one of the characteristic information for each automatic transporter 20. The power consumption of the operation here refers to, for example, the amount of power consumed per unit time when traveling at a predetermined speed, the amount of power consumed when accelerating by a certain value, the amount of power consumed per turn when turning in the direction of travel by a certain angle, the amount of power consumed when operating a work arm or the like once, etc. Furthermore, the characteristic management unit 55 and the power characteristic correction unit 60 function as a driving characteristic acquisition unit S that acquires power consumption information as one of the characteristic pieces of information for each automatic transporter 20.

[0066] The power consumption calculation unit 61 calculates the total power consumption for each automated guided vehicle 20 when traveling to the destination specified in the dispatch information, based on map information, dispatch information, and power consumption information. Specifically, the power consumption calculation unit 61 calculates the time for acceleration, turning, work, constant speed travel, etc., along each route from the current position of each automated guided vehicle 20 to the destination. Then, the power consumption calculation unit 61 calculates the total power consumption when traveling each route based on the time of each calculated operation and the power consumption information corresponding to that operation.

[0067] The route calculation unit 57 calculates the travel route for each automated guided vehicle (AGV) 20 from its current position to its destination, based on the dispatch information and total power consumption, so as to minimize the total power consumption. Specifically, the route calculation unit 57 calculates the route that minimizes the total power consumption calculated by the power consumption calculation unit 61 as the travel route. The total power consumption mentioned above is a value calculated based on power consumption information, i.e., characteristic information. Therefore, the route calculation unit 57 calculates the travel route for each automated guided vehicle (AGV) 20 based on the dispatch information and characteristic information. Note that "minimum total power consumption" refers to the minimum total power consumption for each automated guided vehicle (AGV) 20. However, minimizing the total power consumption for each automated guided vehicle (AGV) 20 may also minimize the total power consumption of the entire automated guided vehicle (AGV) 20.

[0068] <Regarding the travel path control in the third embodiment> As shown in Figure 9, the control device 50 performs a series of travel path control processes. Travel path control is repeatedly performed while the control device 50 is ON. Travel path control is performed, for example, until the transportation of all cargo specified in the task information instructed by the task instruction device 70 is completed.

[0069] First, when travel path control is performed, the control device 50 executes the process in step S41. In step S41, the mobile object information acquisition unit 52 acquires the current position information of each of the multiple automated transport machines 20 from the communication unit 51, in the same manner as the process in step S11 of the first embodiment. After that, the control device 50 executes the process in step S42.

[0070] In step S42, the map information acquisition unit 53 acquires map information by reading the stored map information in the same manner as the process in step S12 of the first embodiment. For example, as shown in Figure 10, the map information acquisition unit 53 acquires information such as the arrangement of IC tag numbers as map information. After that, the control device 50 executes the process in step S43.

[0071] As shown in Figure 9, in step S43, the dispatch acquisition unit 54 acquires task information from the task instruction device 70 in the same manner as the process in step S13 of the first embodiment. Subsequently, the control device 50 executes the process in step S44.

[0072] In step S44, the dispatch acquisition unit 54 determines dispatch information, including destination information for each automated transport machine 20, in the same manner as the process in step S14 of the first embodiment. Subsequently, the control device 50 executes the process in step S45.

[0073] In step S45, the power characteristic correction unit 60 obtains a power consumption correction value as a parameter correction value from the characteristic management unit 55. Next, based on the reference parameter and the correction value, the power characteristic correction unit 60 calculates power consumption information indicating the amount of power consumed when the automatic transporter 20 performs a specific operation, as one of the characteristic information for each automatic transporter 20. After that, the control device 50 executes the process in step S46.

[0074] In step S46, the power consumption calculation unit 61 first acquires map information from the map information acquisition unit 53. The power consumption calculation unit 61 also acquires dispatch information from the dispatch acquisition unit 54. The power consumption calculation unit 61 also acquires power consumption information from the power characteristic correction unit 60. Next, based on the map information, dispatch information, and power consumption information, the power consumption calculation unit 61 calculates the total power consumption for each automated transporter 20 when traveling to the destination specified in the dispatch information. Specifically, the power consumption calculation unit 61 calculates the time for acceleration, deceleration, turning, work, constant speed travel, etc., for each route from the current position of each automated transporter 20 to the destination. Then, based on the calculated time and power consumption information, the power consumption calculation unit 61 calculates the total power consumption for each automated transporter 20 when traveling to the destination specified in the dispatch information. After that, the control device 50 executes the process in step S47.

[0075] In step S47, the route calculation unit 57 first obtains dispatch information from the dispatch acquisition unit 54. The route calculation unit 57 also obtains the total power consumption for each route of each automated guided vehicle 20 from the power consumption calculation unit 61. Then, based on the dispatch information and the total power consumption, the route calculation unit 57 calculates the travel route for each automated guided vehicle 20 from its current position to each destination specified in the dispatch information, such that the total power consumption is shortest. In the example shown in Figure 10, it is assumed that each automated guided vehicle 20 has delivery information that it will move to IC tag 17 after passing through IC tag 5. In this case, the route calculation unit 57 assumes, for example, that the automated guided vehicle 20 located at IC tag 13 has a power consumption during turning that is greater than the reference parameter. In this case, the automated guided vehicle 20 can reduce its total power consumption by traveling on a route with a shorter turning time. For example, the route calculation unit 57 calculates a route for the automated transporter 20 that passes through IC tags 9, 5, 1-4, and 17 in order from IC tag 13. Furthermore, it is assumed that the automated transporter 20 located at IC tag 20 has a power consumption during turning that is lower than the standard parameter. In this case, the total power consumption can be suppressed by traveling along a route with a longer turning time. For example, the route calculation unit 57 calculates a route for the automated transporter 20 that passes through IC tags 16, 12, 11, 7, 6, 5, 1-4, and 17 in order from IC tag 20. In this way, the route calculation unit 57 calculates the travel route so that the total power consumption of each automated transporter 20 is minimized. Afterward, the control device 50 executes the process in step S48.

[0076] As shown in Figure 9, in step S48, the route calculation unit 57 transmits the corresponding travel route to each automatic transporter 20 via the communication unit 51, in the same manner as the processing in step S17 in the first embodiment. After that, the series of travel route control processes are completed.

[0077] <Effects of the Third Embodiment> In the third embodiment, in addition to the effects (1-1), (1-3), and (1-4) of the first embodiment described above, the following further effects can be obtained.

[0078] (3-1) In the third embodiment, the route calculation unit 57 calculates the travel route for each automated guided vehicle 20 from its current position to each destination specified in the dispatch information, based on the dispatch information and power consumption information, such that the total power consumption is minimized. With this configuration, the route calculation unit 57 can take advantage of the power consumption characteristics of the automated guided vehicle 20 and present a travel route for each automated guided vehicle 20 that suppresses power consumption.

[0079] <Example of changes> The above embodiments can be implemented with the following modifications. The first, second, and third embodiments and the following modifications can be combined to the extent that they do not contradict the technical standards.

[0080] In each embodiment, the mobile body control system 10 may use other mobile bodies instead of the automated guided vehicle 20. The mobile bodies may be, for example, unmanned transport forklifts and drones. Also, in each embodiment, the automated guided vehicle 20 is not limited to AGVs, but may include AMRs (Autonomous Mobile Robots), or may consist only of AMRs. An AMR is a transporter that does not require a dielectric such as magnetic tape for movement. Note that AMRs are sometimes called autonomous mobile transport robots.

[0081] If the automated guided vehicle (AGV) 20 is an AMR (Automated Mobile Vehicle), then physical tags capable of storing location information, such as IC tags, are not required. Furthermore, if the AGV 20 is an AMR, then it can store map information by having traveled around a factory or other location in advance, or by having map information registered in advance. The AMR can estimate its current location based on the stored map information. If the AGV 20 is an AMR, then it can transmit the estimated current location as current location information to the control device 50.

[0082] Here, as shown in Figure 13, when the automated guided vehicle 20 is an AMR (Automated Mobile Guide), the map information possessed by the automated guided vehicle 20 is defined as individual map information 20M. In this case, for example, in step S12, the map information acquisition unit 53 of the control device 50 may acquire map information based on the individual map information 20M. Specifically, the map information acquisition unit 53 acquires the individual map information 20M possessed by each of the multiple automated guided vehicles 20 via the communication unit 51. The map information acquisition unit 53 may then acquire map information by generating map information based on the individual map information 20M. In this case, the ranges of the individual map information 20M possessed by each automated guided vehicle 20 may not coincide. In this case, the map information acquisition unit 53 generates map information covering a wide range that encompasses the ranges of all the individual map information 20M. In other words, the map information in this modified example is an integration of multiple individual map information 20M. According to the above configuration, map information is generated in the map information acquisition unit 53 according to the individual map information 20M. As map information is generated in this way, if the map information changes, the dispatch information determined by the dispatch acquisition unit 54 will change, and the route information calculated by the route calculation unit 57 will also change.

[0083] As an example, as shown in Figure 14, suppose that the first automated guided vehicle 20A, one of the multiple automated guided vehicles 20, stores the first individual map information 20MA. Also, suppose that the second automated guided vehicle 20B, one of the multiple automated guided vehicles 20 other than the first automated guided vehicle 20A, stores the second individual map information 20MB. In this case, the map information acquisition unit 53 generates map information based on the first individual map information 20MA and the second individual map information 20MB. In other words, the map information acquisition unit 53 generates map information that integrates the first individual map information 20MA and the second individual map information 20MB. Therefore, for example, it is possible to calculate a travel route for the first automated guided vehicle 20A that goes to the destination via points that are not included in the first individual map information 20MA but are included in the second individual map information 20MB. Specifically, for example, it is possible to calculate not only the travel route shown by the solid arrow in Figure 14, but also the travel route shown by the dashed arrow in Figure 14, as the travel route for the first automated guided vehicle 20A. As a result, the above configuration has a high probability of being able to calculate a more appropriate driving route.

[0084] Regarding the above configuration, for example, suppose that the data format of the first individual map information 20MA stored in the first automatic transport machine 20A is different from the data format of the map information that the map information acquisition unit 53 should acquire. In this case, as an example, the repeater 30 can convert the data format of the first individual map information 20MA to the data format of the map information that the map information acquisition unit 53 should acquire.

[0085] Furthermore, if the automated guided vehicle 20 is an AMR (Antimicrobial Resistance Device), the automated guided vehicle 20 can travel autonomously to a certain extent. Therefore, if the automated guided vehicle 20 is an AMR, the route calculation unit 57 does not need to specify all IC tags to the destination and their order as specific instructions for the automated guided vehicle 20 to travel along the route. For example, if the automated guided vehicle 20 is an AMR, the route calculation unit 57 may determine the specific instructions for the travel route by specifying multiple specific locations on the travel route and specifying the order in which to travel to these specific locations.

[0086] In the above embodiment, the repeater 30 may determine the specific instructions for the travel route instead of the route calculation unit 57. That is, when the repeater 30 receives the travel route from the route calculation unit 57, it may determine the specific instructions for the travel route according to the type of automated transporter 20.

[0087] • In the case where the automated guided vehicle 20 is an AGV, as in each embodiment, the configuration for acquiring location information is not limited to IC tags. For example, instead of IC tags, physical tags capable of storing location information, such as RFID and two-dimensional barcodes, may be used. Furthermore, the automated guided vehicle 20 may be capable of acquiring location information without relying on physical tags. For example, the automated guided vehicle 20 may estimate its current position based on the distance traveled and direction of travel from a reference position. Note that this method of estimating the current position can also be applied when the automated guided vehicle 20 is an AMR.

[0088] Instead of installing IC tags in the factory, the IC tags may be installed on the automated guided vehicle (AGV) 20. In this case, IC readers for reading the information on the IC tags are placed at various locations in the factory. When an IC reader reads the information on the AGV 20's IC tag, it can be determined that the AGV 20 is located at the location corresponding to the IC reader that read the information. This modification can be applied regardless of the type of AGV 20.

[0089] Furthermore, video cameras may be installed in various locations within the factory, and the current position of the automated guided vehicles (AGVs) 20 may be determined based on the images captured by the video cameras. In this case, it is preferable that each AGV 20 is marked with an identification mark or the like so that it can be optically distinguished. Moreover, other sensors may be used as long as they can recognize and identify the AGVs 20, rather than being limited to video cameras.

[0090] In each embodiment, the destination information in the dispatch information may be set using methods other than IC tags. For example, if the automated guided vehicle 20 is an AMR, the destination information may be a specific location in map information. Thus, the destination information should be set in a manner that is preferable according to the driving style of the automated guided vehicle 20.

[0091] In each embodiment, the communication method of the communication device of the automated guided vehicle 20 is not limited to the examples of the embodiments described above. For example, the communication device of the automated guided vehicle 20 may be a communication device capable of Bluetooth®, ZIGBEE®, ultra-wideband (UWB) communication, communication using an external communication network such as a mobile phone line, infrared communication as standardized by IrDA, satellite communication, etc.

[0092] In each embodiment, the mobile control system 10 does not necessarily have to include the repeater 30. For example, if the communication protocols of the automated guided vehicles 20 that travel within the factory are the same, communication between the control device 50 and the automated guided vehicles 20 is possible even without the repeater 30 by matching the communication protocol of the control device 50.

[0093] In each embodiment, even among the same type of automated guided vehicles (AGVs) 20, there may be AGVs 20 with different communication protocols. Conversely, AGVs 20 of different types may have the same communication protocol. In other words, differences in the parameters of the AGVs 20 and differences in the communication protocols do not need to be linked. Furthermore, the mobile body control system 10 may have multiple AGVs 20 of the same type, and two or more of those AGVs 20 may have different communication protocols. In other words, if two or more of the AGVs 20 have different communication protocols, those AGVs 20 can be called "multiple types of mobile bodies".

[0094] The method by which the automated transporter 20 acquires its current location information in each embodiment is not limited to the examples of the embodiments described above. For example, the automated transporter 20 may acquire its current location information through satellite communication with an artificial satellite or the like.

[0095] In each embodiment, the automated transporter 20 may be equipped with a repeater 30. In the example shown in Figure 11, each automated transporter 20 has a repeater 30. The specific contents of the repeater 30 are the same as in the first embodiment. Therefore, each automated transporter 20 converts communication data in the communication protocol defined for the automated transporter 20 itself into the communication protocol defined in the communication unit 51 of the control device 50.

[0096] In the example shown in Figure 11, when the mobile information acquisition unit 52 acquires current location information from the automated guided vehicle 20, the current location information is converted into a communication protocol suitable for the control device 50 by the relay 30 inside the automated guided vehicle 20. Also, when the travel route is transmitted from the control device 50 to the automated guided vehicle 20, the relay 30 converts the travel route, which is in the communication protocol defined in the control device 50, into a different type of communication protocol defined in each automated guided vehicle 20.

[0097] In each embodiment, there may be multiple configurations corresponding to the control device 50. In this case, the repeater 30 may be able to communicate with each control device 50. In each embodiment, the repeater 30 may also function as an access point 40. In this case, it is preferable that multiple repeaters 30 are installed within the factory.

[0098] In each embodiment, the switching of the access point 40 is not limited to the automated transporter 20. For example, the control device 50 may check the connection status between the automated transporter 20 and the access point 40 and connect to the automated transporter 20 according to the result of the check.

[0099] In each embodiment, even if each automated transporter 20 is capable of connecting to an access point 40, if it is unable to connect for a predetermined period of time, it may attempt to connect to the next access point 40 in priority. That is, even if there is a delay in connecting to an access point 40, each automated transporter 20 may attempt to connect to the next access point 40 in priority.

[0100] In each embodiment, the mobile control system 10 does not necessarily have to include an access point 40. Depending on the facilities of the facility on which the automated guided vehicle 20 travels, it may be possible to communicate directly between the automated guided vehicle 20 and the repeater 30 without going through the access point 40.

[0101] In each embodiment, the map information acquisition unit 53 does not need to store map information itself. For example, the map information acquisition unit 53 may acquire map information from an external device via the communication unit 51.

[0102] In each embodiment, the driving characteristic correction unit 56 may store a multiplier value relative to the reference parameter as a correction value. In each embodiment, the method by which the driving characteristics acquisition unit S acquires different parameters for each type of automatic transporter 20 as characteristic information for each automatic transporter 20 is not limited to a correction method. In the third embodiment, the method by which the driving characteristics acquisition unit S acquires power consumption information is also not limited to a correction method.

[0103] For example, the driving characteristics acquisition unit S may store parameters in advance for each type of automated guided vehicle 20 and acquire characteristic information by reading these parameters. Alternatively, for example, the driving characteristics acquisition unit S may acquire characteristic information for each automated guided vehicle 20 from external equipment. Furthermore, for example, multiple values ​​may be stored for a single parameter for each type of automated guided vehicle 20. For example, a first speed, a second speed, and a third speed may be stored for the speed of a certain type of automated guided vehicle 20. The first speed may be set to 10 km / h, the second speed to 25 km / h, and the third speed to 60 km / h, and so on, in stages. In this case, it is preferable that the map information pre-defines a provision such as adopting the first speed when traveling in a specific area.

[0104] In each embodiment, the intersection control unit 58 only needs to be able to control so that no more than a predetermined number of automated transporters 20 are located at the same intersection at the same time. For example, if the intersection has ample space, two or more automated transporters 20 may be located at one intersection. The intersection control unit 58 should perform intersection control according to the number of automated transporters 20 that can be accommodated at each intersection.

[0105] In each embodiment, the intersection control performed by the intersection control unit 58 is not limited to the examples of the embodiments described above. Also, an intersection may represent a certain area. For example, in the example shown in Figure 12, the map information includes IC tags 99, 100, 110-113, 120, 121, 130-133, and 200-205. In this case, the intersection is the area including IC tags 100, 110-113, 120, 121, and 130-133. The area including IC tags 110-113 is designated as the first intersection CR1, the area including IC tags 120 and 121 is designated as the second intersection CR2, and the area including IC tags 130-133 is designated as the third intersection CR3. The number of accessible automated transporters 20 is predetermined for each of these intersections. For example, two automated guided vehicles (AGVs) 20 can enter the first intersection CR1. One AGV 20 can enter the second intersection CR2. Three AGVs 20 can enter the third intersection CR3. One AGV 20 can enter each IC tag.

[0106] As shown in Figure 12, for example, suppose one automated guided vehicle (AGV) 20 is located at IC tag 100. The destination of the AGV 20 is IC tag 200. Also, suppose one AGV 20 is located at each of IC tags 113, 121, 130, 132, and 133. In this case, the intersection control unit 58 transmits intersection information to the AGV 20 located at IC tag 100 via the communication unit 51. Specifically, it instructs the AGV 20 located at IC tag 100 on which intersections it can enter. In the example shown in Figure 12, the AGV 20 cannot enter the second intersection CR2 and the third intersection CR3. On the other hand, it can enter the first intersection CR1. In this case, the intersection control unit 58 transmits intersection information to the AGV 20 located at IC tag 100, instructing it to travel to IC tag 110. Furthermore, if the automated guided vehicle 20 is unable to enter any intersection, the intersection control unit 58 transmits intersection information to the automated guided vehicle 20 located at the IC tag 100, instructing it to wait in place.

[0107] In each embodiment, the control device 50 does not necessarily have to include an intersection control unit 58. That is, the control device 50 may omit intersection control. In the first embodiment, the control device 50 may include a traffic congestion information calculation unit 59, a power characteristic correction unit 60, and a power consumption calculation unit 61. The route calculation unit 57 may also calculate the route by taking into account traffic congestion information and power consumption information in addition to dispatch information and characteristic information. In this case, the route calculation unit 57 may calculate the travel route to reach the destination specified for the automated transporter 20 in the dispatch information, and select a route from among those routes according to the priority of travel distance, travel time, and total power consumption. For example, when the route calculation unit 57 selects a route prioritizing travel distance, travel time, and total power consumption in that order, it may select a route from among the routes with the shortest travel distance that has a travel time within a specified time, and from among those, select the route with the smallest total power consumption as the travel route for the automated transporter 20. The same applies to the route calculation unit 57 in the second and third embodiments. For example, the route calculation unit 57 may calculate the route so that the travel time is shortest while the total power consumption of each automated transporter 20 is within a predetermined range. Furthermore, if the set conditions cannot be met, a notification may be issued indicating an error in the set conditions.

[0108] In each embodiment, the route calculation unit 57 may calculate the travel route based on criteria other than travel distance, travel time, and power consumption. For example, the route calculation unit 57 may calculate the travel route in a way that prioritizes a specific route. That is, in each embodiment, the route calculation unit 57 only needs to be able to calculate the travel route to the destination for each automated guided vehicle 20 based on the dispatch information and each characteristic information, and transmit the corresponding travel route to the automated guided vehicle 20 via the communication unit 51.

[0109] Furthermore, for example, in step S16, the route calculation unit 57 may calculate a travel route based on location information of an object other than the automated guided vehicle 20. Specifically, the route calculation unit 57 acquires location information LI of an object other than the automated guided vehicle 20 via the communication unit 51. For example, the route calculation unit 57 may acquire location information LI of an object other than the automated guided vehicle 20 detected by the automated guided vehicle 20 via the communication unit 51, or it may acquire location information LI of an object detected by a video camera installed in the factory via the communication unit 51. An example of an object other than the automated guided vehicle here is an object located inside the factory, a person located inside the factory, etc. Then, the route calculation unit 57 may calculate a travel route to the destination for each automated guided vehicle 20 based on the location information LI of an object other than the automated guided vehicle 20, dispatch information, and each characteristic information. Here, for example, as shown in Figure 15, suppose that the presence of a person at the first point prevents the automated guided vehicle from passing through that first point. With the above configuration, if the location information LI of another object for the person at the first location can be obtained, it is possible to calculate a travel route that bypasses the first location where the person is located and allows the automated transporter 20 to travel to the destination, as shown by the dashed arrow in Figure 15.

[0110] Furthermore, for example, in step S16, the route calculation unit 57 may set a predetermined range SR including the position of the other object, and an upper limit speed SL for the automated guided vehicle 20 within the predetermined range SR, based on the position information LI of the other object and map information. The route calculation unit 57 may then calculate the travel route to the destination for each automated guided vehicle 20 based on the predetermined range SR, the upper limit speed SL, the position information LI of the other object, the vehicle dispatch information, and each characteristic information. Here, for example, let's assume that a person is present at the first point, as shown in Figure 15. Then, as shown by the dashed line in Figure 15, the route calculation unit 57 sets a predetermined range SR including the position of the person, which is the other object. An example of a predetermined range SR is a range of several meters to tens of meters centered on the person, which is the other object. Here, for example, if the person, which is the other object, is moving, it is preferable for the route calculation unit 57 to set the predetermined range SR to follow the movement of the person. The route calculation unit 57 also sets an upper limit speed SL for the automated guided vehicle 20 within the predetermined range SR. One example of the upper limit speed SL is a value that is a certain amount lower than the maximum speed of the automated guided vehicle 20. According to the above configuration, the travel path is calculated taking into account the upper limit speed SL when the automated guided vehicle 20 passes through the specified range SR. This makes it possible to suppress, for example, the excessively large adverse effects caused by the automated guided vehicle 20 passing through the specified range SR. For example, suppose the travel time when traveling along the travel path shown by the solid arrow in Figure 15, that is, the travel time when the automated guided vehicle 20 passes through the specified range SR, is shorter than the travel time when traveling along the travel path shown by the dashed arrow in Figure 15. In this case, it is possible to calculate the travel path shown by the solid arrow in Figure 15 as the travel path of the automated guided vehicle 20. Also, as an example, even if the travel path shown by the solid arrow in Figure 15 is calculated as the travel path of the automated guided vehicle 20, the speed of the automated guided vehicle 20 is limited when it passes through the specified range SR, thereby suppressing contact between people and the automated guided vehicle 20.

[0111] For example, the upper speed limit SL can be changed as appropriate. The upper speed limit SL may also be zero. In this case, because the upper speed limit SL is zero, the automated guided vehicle 20 cannot pass through the specified range SR. In other words, the specified range SR may be set as a range that the automated guided vehicle 20 cannot pass through.

[0112] For example, in step S37, the route calculation unit 57 may change the method of calculating the travel route of the automated guided vehicles 20. Specifically, the route calculation unit 57 may calculate the shortest route from the current position of each automated guided vehicle 20 to each destination specified in the dispatch information, while avoiding areas where congestion occurs, based on the dispatch information, each characteristic information, and congestion information, as the travel route for each automated guided vehicle 20. In other words, the route calculation unit 57 does not necessarily have to calculate the travel route for each automated guided vehicle 20 in a way that minimizes travel time. That is, the method of calculating the travel route of the automated guided vehicle 20 by the route calculation unit 57 can be changed according to the requirements of the user of the mobile control system 10.

[0113] In each embodiment, the control device 50 does not necessarily need to include a driving characteristics acquisition unit in order to control automated guided vehicles 20 with different communication protocols using the same device. In that case, the route calculation unit 57 only needs to be able to calculate the driving route to the destination for each automated guided vehicle 20 based on the dispatch information and transmit the corresponding driving route to each automated guided vehicle 20 via the communication unit 51.

[0114] In each embodiment, each automated guided vehicle 20 may be able to acquire battery level information in addition to current location information. In this case, each automated guided vehicle 20 may transmit the battery level to the control device 50. In this case, the route calculation unit 57 may calculate a travel route based on the battery level. For example, the route calculation unit 57 calculates a travel route to reach a charging spot where the battery can be charged for an automated guided vehicle 20 whose battery level has fallen below a predetermined value. Even if an automated guided vehicle 20 whose battery level has fallen below a predetermined value is already traveling on a designated travel route, the route calculation unit 57 may instruct it to prioritize the travel route to the charging spot. According to this example, by knowing the battery level of each automated guided vehicle 20, it is also possible to command each automated guided vehicle 20 to perform charging work at an appropriate timing. [Explanation of Symbols]

[0115] E…Area E1…first area E2…Second area E3…Third area S...Driving characteristics acquisition section 10…Mobile control system 20…Automated transport machines 30… Repeater 40…Access point 50…Control device 51... Communications Department 52... Mobile object information acquisition unit 53...Map Information Acquisition Unit 54... Dispatch Acquisition Department 55…Characteristics Management Department 56... Driving characteristics correction unit 57...Route calculation unit 58… Intersection Control Unit 59…Traffic congestion information calculation unit 60...Power characteristic correction unit 61…Power consumption calculation section 70... Task instruction device

Claims

1. Multiple types of mobile bodies, A control device capable of communicating with each of the aforementioned mobile units, Equipped with, The control device is A communication unit capable of communicating with each of the aforementioned mobile units, A mobile body information acquisition unit that acquires the current location information of each of the multiple mobile bodies via the communication unit, A map information acquisition unit that acquires map information indicating a route that the mobile object can travel, A dispatch acquisition unit that determines dispatch information including destination information for each of the moving objects based on the current location information and the map information, A driving characteristic acquisition unit acquires different parameters for each type of moving body as characteristic information for each moving body, A route calculation unit calculates a travel route to the destination for each mobile unit based on the dispatch information and characteristic information, and transmits the corresponding travel route to each mobile unit via the communication unit. Equipped with Mobile control system.

2. The aforementioned route calculation unit, The shortest route for each of the aforementioned mobile entities to reach the destination specified for that mobile entity in the dispatch information is calculated as the travel route. The mobile control system according to claim 1.

3. The control device is The system further includes a traffic congestion information calculation unit that calculates traffic congestion information on the map information based on the map information, the vehicle dispatch information, and the respective characteristic information. The route calculation unit calculates the travel route for each mobile vehicle from among the routes to each destination specified in the vehicle dispatch information, based on the vehicle dispatch information, the characteristic information, and the traffic congestion information, such that the travel time is shortest. The mobile control system according to claim 1.

4. The aforementioned driving characteristics acquisition unit acquires power consumption information indicating the amount of power consumed when each of the moving bodies performs a predetermined specific operation, as one of the characteristic information for each of the moving bodies. The control device is A power consumption calculation unit calculates the total power consumption for each mobile unit when traveling to the destination specified in the dispatch information, based on the map information, the dispatch information, and the power consumption information. Furthermore, The route calculation unit calculates the travel route for each mobile vehicle based on the dispatch information and the total power consumption, such that the total power consumption is minimized among the routes to the destination specified in the dispatch information. The mobile control system according to claim 1.

5. The control device is The intersection control unit further comprises, based on the map information and the current location information, calculating intersection information to control the number of mobile objects so that no more than a predetermined number are located at the same intersection at the same time, and transmitting the intersection information to each of the multiple mobile objects via the communication unit. A mobile body control system according to any one of claims 1 to 4.

6. Two or more of the aforementioned multiple mobile devices use different types of communication protocols. The system further comprises a repeater capable of communicating with the control device and each of the mobile units, which converts communication data in a communication protocol defined for the control device into another type of communication protocol defined for each of the mobile units. A mobile body control system according to any one of claims 1 to 5.

7. Two or more of the aforementioned multiple mobile devices use different types of communication protocols. Each of the aforementioned mobile units converts communication data in the communication protocol defined for the mobile unit itself into the communication protocol defined for the communication unit. A mobile body control system according to any one of claims 1 to 5.

8. Multiple types of mobile bodies, A control device capable of communicating with each of the aforementioned mobile units, Equipped with, Two or more of the aforementioned multiple mobile devices use different types of communication protocols. The control device is A communication unit capable of communicating with each of the aforementioned mobile units, A mobile body information acquisition unit that acquires current location information, including the current location information of the mobile body, from each of the multiple mobile bodies via the communication unit, A map information acquisition unit that acquires map information indicating a route that the mobile object can travel, A dispatch acquisition unit that determines dispatch information including destination information for each of the moving objects based on the current location information and the map information, A route calculation unit calculates the travel route to the destination for each mobile unit based on the dispatch information and transmits the corresponding travel route to each mobile unit via the communication unit. Equipped with, Each of the aforementioned mobile units converts communication data in the communication protocol defined for the mobile unit itself into the communication protocol defined for the communication unit. Mobile control system.

9. The aforementioned mobile object is an autonomous mobile transport robot having individual map information, The aforementioned map information acquisition unit, The communication unit acquires the individual map information possessed by each of the multiple mobile bodies from each of the mobile bodies. The map information is obtained by generating the map information based on the individual map information. A mobile body control system according to any one of claims 1 to 8.

10. The aforementioned route calculation unit, The communication unit acquires information about the position of another object, which is a separate object from the moving body, as location information of that other object. Based on the aforementioned object location information, vehicle dispatch information, and characteristic information, the travel route to the destination for each mobile body is calculated. A mobile body control system according to any one of claims 1 to 7.

11. The aforementioned route calculation unit, Based on the aforementioned object location information and map information, a defined range including the position of the object and the upper limit speed of the moving object within that defined range are set. Based on the specified range, the upper speed limit, the location information of other objects, the dispatch information, and the characteristic information, the travel route to the destination for each mobile body is calculated. The mobile body control system according to claim 10.

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