Transport System

Abstract

To provide a carrier system capable of efficiently avoiding or reducing impacts from a road surface to a truck and an article as a whole system.SOLUTION: In the present invention, a carrier system includes: an impact storage unit 51 configured to be communicable with a plurality of towing vehicles 2 and, in a case where at least one of a first determination unit 34 and a second determination unit 35 determines that there is an impact, storing specific impact data that is time-series data of detected values of an acceleration sensor 41 and detected values of a distance sensor 44 related to the determination; a first specific control unit 36 that, in that case, executes first specific control on the towing vehicle 2; an impact prediction unit 37 for predicting whether or not impact acceleration, which is a vertical acceleration exceeding an allowable value, will occur in a truck 91 within a predetermined time or after the predetermined time based on the specific impact data stored in the impact storage unit 51; and a second specific control unit 38 that executes a second specific control on the towing vehicle 2 when it is predicted that impact acceleration will occur.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a transport system including a towing vehicle and a dolly. [Background technology]

[0002] Industrial vehicles and carts towed by industrial vehicles traveling in factories are generally not equipped with shock absorbers against vertical shocks, because they travel at low speeds and carry heavy loads. However, for example, in factories, road surfaces are made of concrete, and there are often joints that run perpendicular to the direction of travel of industrial vehicles, drainage ditches, and damage, resulting in unevenness on the road surface. In such a situation, if an automatic (autonomous) vehicle is used as a towing vehicle to reduce manpower, it may travel over the unevenness without detecting it, and the goods loaded on the cart may be damaged. For example, JP 2013-28311 A discloses a system that detects the presence and level of an unevenness ahead in the traveling direction, predicts the acceleration that the goods on the cart will receive, and issues an alarm if the predicted value exceeds a limit value. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-28311 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, simply having the towing vehicle use a sensor to detect the presence and severity of steps while traveling and avoid them makes it difficult to, for example, change the travel route in advance or adjust the control of the following towing vehicle or cart. An object of the present invention is to provide a conveying system that can efficiently avoid or reduce impacts from the road surface to carts and articles throughout the entire system. [Means for solving the problem]

[0005] The transport system of the present invention includes a towing vehicle configured to be capable of automatic driving, a dolly that is towed by the towing vehicle and on which an article to be transported is placed, an acceleration sensor that detects the acceleration of the towing vehicle in the vertical direction, a distance sensor that measures the distance between the towing vehicle and an object around the towing vehicle in order to estimate a position of the towing vehicle, a basic information storage unit that stores map information, a predetermined travel route, and information on the number of dollies towed by the towing vehicle, and a travel control unit that estimates a position of the towing vehicle from a detection value of the distance sensor and controls travel of the towing vehicle based on the estimated position of the towing vehicle and the map information and the travel route stored in the basic information storage unit, and the transport system includes a detection value storage unit that stores time-series data of the detection values ​​of the acceleration sensor and the detection values ​​of the distance sensor. a tolerance storage unit which stores a tolerance value for vertical acceleration set for the article; a first determination unit which determines that an impact has occurred when a detection value of the acceleration sensor exceeds a predetermined acceleration threshold; a second determination unit which determines that an impact has occurred when the distance sensor enters a predetermined error state; an impact memory unit which is configured to be able to communicate with a plurality of the towing vehicles, and which, when it is determined that an impact has occurred by at least one of the first determination unit and the second determination unit, stores specific impact data which is time-series data of the detection value of the acceleration sensor and the detection value of the distance sensor related to the determination; and a first specific control unit which, when it is determined that an impact has occurred by at least one of the first determination unit and the second determination unit, executes a first specific control on the towing vehicle which includes at least one of deceleration and avoidance. Position information of the towing vehicle based on the detection value of the distance sensor, the time series data of the detection value of the acceleration sensor and the detection value of the distance sensor stored in the detection value storage unit, and The device includes an impact prediction unit that predicts whether or not an impact acceleration, which is an acceleration in the vertical direction exceeding the allowable value, will occur to the trolley within a specified time or after a specified time based on the specific impact data stored in the impact memory unit, and a second specific control unit that executes a second specific control including at least one of deceleration and avoidance on the towing vehicle when the impact prediction unit predicts that the impact acceleration will occur to the trolley. Effect of the Invention

[0006] According to the present invention, when the towing vehicle is subjected to impact acceleration, at least one of deceleration and avoidance action is performed on the towing vehicle by the first specific control. This makes it possible to avoid or reduce the impact on the bogie. In addition, the position and acceleration at which impact acceleration was once experienced are stored, and an impact prediction is performed on whether or not the bogie will be subjected to impact acceleration the next time it travels, based on the stored data (specific impact data). Then, when the second specific control is executed based on the result of the impact prediction, it becomes possible to efficiently avoid or reduce the impact on the bogie from being subjected to impact acceleration.

[0007] For example, when a towing vehicle travels on an untraveled road surface, the first specific control is executed after receiving an impact, and the impact on the dolly can be avoided or reduced. Also, in the second and subsequent towing vehicles, the second specific control is executed based on the specific impact data stored by the preceding vehicle, and the preceding vehicle can efficiently avoid impacts caused by a bad road or the like that the preceding vehicle has traveled once before. Thus, according to the present invention, the entire system can efficiently avoid or reduce impacts from the road surface to the dolly and articles. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a configuration diagram of a transport system according to an embodiment of the present invention. [Diagram 2] 4 is a flowchart showing an example of control according to the present embodiment. [Diagram 3] 4 is a flowchart showing an example of control according to the present embodiment. [Figure 4] FIG. 4 is an explanatory diagram of impact prediction according to the present embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] A transport system 1 according to an embodiment of the present invention will be described in detail below with reference to the drawings. In addition to the embodiment described below, the present invention can be embodied in various forms that are modified and improved based on the knowledge of a person skilled in the art.

[0010] As shown in FIG. 1, the conveyance system 1 of this embodiment includes a towing vehicle 2, a dolly 91, and a server 5. The towing vehicle 2 is an autonomous vehicle equipped with front wheels 20F and rear wheels 20R. One or more dollies 91 are connected to the towing vehicle 2. The dolly 91 is towed by the towing vehicle 2, and an article 92 to be conveyed is placed on the dolly 91. The towing vehicle 2 travels while towing the one or more dollies 91 connected thereto. The towing vehicle 2 can be said to be an autonomous conveyance mobility or industrial vehicle.

[0011] Specifically, towing vehicle 2 is equipped with steering actuator 21, braking actuator 22, drive system 23, control device 3, various sensors 41-44, and communication device 24. Steering actuator 21 is a device that steers at least one of front wheels 20F and rear wheels 20R (front wheels 20F in this embodiment). Steering actuator 21 is equipped with, for example, an electric motor, and changes the steering angle of front wheels 20F based on commands from control device 3. The steering system including steering actuator 21 may be of a type (for example, a power steering type) that is mechanically linked to an operating member (not shown) such as a steering wheel, or may be of a so-called steer-by-wire type or variable gear ratio steering (VGRS) that is not mechanically linked.

[0012] The brake actuator 22 is a device that applies a braking force to at least one of the front wheels 20F and the rear wheels 20R (the rear wheels 20R in this embodiment). The brake actuator 22 is, for example, a hydraulic braking device, and is configured to supply brake fluid to a wheel cylinder (not shown) of the brake device 22a provided on the rear wheel 20R based on a command from the control device 3, and adjust the hydraulic pressure in the wheel cylinder (hereinafter referred to as "wheel pressure"). The greater the wheel pressure, the greater the braking force. Note that the brake actuator 22 may be configured to generate a braking force directly by the driving force of an electric motor rather than by hydraulic pressure, like an electric parking brake.

[0013] The drive system 23 is a device that applies a driving force to at least one of the front wheel 20F and the rear wheel 20R (the rear wheel 20R in this embodiment), and includes a drive motor 231 as a drive source for the rear wheel 20R, and an MCU 232 that controls the drive motor 231. The MCU 232 controls the drive motor 231 based on a command from the control device 3 or its own program. When the drive motor 231 is driven, a driving force is applied to the rear wheel 20R.

[0014] The various sensors 41-44 specifically include an acceleration sensor 41, a steering angle sensor 42, a wheel speed sensor 43, and a distance sensor 44. The acceleration sensor 41 detects the acceleration in the vertical direction of the towing vehicle 2. The steering angle sensor 42 detects the steering angle of the front wheel 20F, for example, based on the actuation amount of the steering actuator 21. The wheel speed sensor 43 is a sensor that detects the wheel speed, and is provided for each of the wheels 20F, 20R. For example, the control device 3 can calculate the vehicle speed based on the wheel speeds of the wheels 20F, 20R.

[0015] The distance sensor 44 is a sensor that measures the distance between the towing vehicle 2 and objects around the towing vehicle 2 in order to estimate the position of the towing vehicle 2. The distance sensor 44 can be said to be a sensor for position estimation. The distance sensor 44 is, for example, a LiDAR (light detection and ranging) or a laser range finder. The distance sensor 44 can be used together with other distance sensors (for example, a camera and / or a millimeter wave radar) in position measurement. The distance sensor 44 may be composed of multiple types of sensors.

[0016] The control device 3 is an ECU (electronic control unit) equipped with a microcomputer, memory, etc., and is connected to each device via a CAN. The control device 3 executes automatic driving of the towing vehicle 2. As will be described later, map information and a predetermined driving route are stored in advance in the control device 3. The map information is, for example, three-dimensional map data, and is map data of the location where the towing vehicle 2 is used (for example, inside a factory).

[0017] The control device 3 compares the detection value of the distance sensor 44 with the map information to estimate the position of the towing vehicle 2 on the map. The control device 3 controls the steering actuator 21, the braking actuator 22, and the drive system 23 based on the position of the towing vehicle 2 on the map and the travel route so that the towing vehicle 2 travels along a predetermined travel route. Conditions such as an initial travel speed are preset in the control device 3.

[0018] The communication device 24 is a device that connects the control device 3 and the server 5 via wireless communication so that they can communicate with each other. The communication device 24 allows the control device 3 and the server 5 to communicate information with each other. The server 5 is a computer that has a CPU and memory and is capable of storing (memorizing) data and learning from accumulated data, and is located in a location separate from the towing vehicle 2. The server 5 is configured to be able to communicate with multiple towing vehicles 2, specifically, to be able to communicate with all towing vehicles 2 (control devices 3) within its communication area.

[0019] (Specific Control) The control device 3 includes a basic information storage unit 30, a travel control unit 31, a detection value storage unit 32, a tolerance storage unit 33, a first determination unit 34, a second determination unit 35, a first identification control unit 36, an impact prediction unit 37, and a second identification control unit 38. The basic information storage unit 30 stores map information, a predetermined travel route, and information on the number of carts 91 towed by the towing vehicle 2. The map information is map data of the area in which the towing vehicle 2 travels.

[0020] The travel control unit 31 estimates the position of the towing vehicle 2 from the detection value of the distance sensor 44, and controls the travel of the towing vehicle 2 based on the estimated position of the towing vehicle 2 and the map information and the predetermined travel route stored in the basic information storage unit 30. The travel control unit 31 controls the steering angle and vehicle speed of the towing vehicle 2 while comparing the estimated position of the towing vehicle 2 on the map with the predetermined travel route on the map so that the towing vehicle 2 travels along the predetermined travel route. A maximum vehicle speed and a minimum vehicle speed are set in advance in the travel control unit 31. The travel control unit 31 changes control multipliers related to driving force and braking force according to the number of bogies 91 registered in the basic information storage unit 30.

[0021] The detection value storage unit 32 stores time-series data of the detection values ​​of the acceleration sensor 41 and the distance sensor 44. In other words, the detection value storage unit 32 stores the detection values ​​of the acceleration sensor 41 and the distance sensor 44 in association with each other on a common time axis. This makes it possible to grasp the acceleration relative to the position of the towing vehicle 2.

[0022] The tolerance memory unit 33 stores a tolerance value for vertical acceleration set for the article 92 placed on the dolly 91. The tolerance value corresponds to the maximum vertical acceleration at which the article 92 is not damaged when subjected to an impact, and differs depending on the article 92. For example, an operator or an article reading sensor registers the tolerance value for the article 92 placed on the dolly 91 in the tolerance memory unit 33 before the towing vehicle 2 starts traveling.

[0023] The first determination unit 34 determines that "an impact has occurred" when the detection value of the acceleration sensor 41 exceeds a predetermined acceleration threshold. In other words, the first determination unit 34 determines whether the detection value of the acceleration sensor 41 exceeds a predetermined acceleration threshold, and determines that an impact has occurred when the detection value exceeds the predetermined acceleration threshold. The acceleration threshold is set to be equal to or less than the allowable value stored in the allowable value storage unit 33 (acceleration threshold≦allowable value, or acceleration threshold<allowable value).

[0024] The second determination unit 35 determines that "an impact has occurred" when the distance sensor 44 is in a predetermined error state. In other words, the second determination unit 35 determines whether the distance sensor 44 is in a predetermined error state, and determines that an impact has occurred when the distance sensor 44 is in an error state. The predetermined error state is, for example, a state in which the sensing target cannot be detected (for example, when the detection value is an abnormal value or when it is not detected) that continues for a predetermined time or occurs instantaneously. In this embodiment, the distance sensor 44 is composed of multiple sensors (for example, a lidar, a camera, and a millimeter wave radar). Therefore, the second determination unit 35 determines that an impact has occurred when at least one of the various sensors constituting the distance sensor 44 is in a predetermined error state.

[0025] Here, the server 5 includes an impact memory unit 51. When at least one of the first determination unit 34 and the second determination unit 35 determines that an impact has occurred, the impact memory unit 51 stores "time series data of the detection values ​​of the acceleration sensor 41 and the detection values ​​of the distance sensor 44 (e.g., time series data for a predetermined time before and after the determination that an impact has occurred)" related to the determination as specific impact data. The specific impact data is transmitted (uploaded) from the control device 3 to the server 5 via the communication device 24, for example, when it is determined that an impact has occurred or at any time. The control device 3 and the server 5 can refer to each other's information.

[0026] When at least one of the first determination unit 34 and the second determination unit 35 determines that an impact has occurred, the first specific control unit 36 ​​executes a first specific control including at least one of deceleration and avoidance for the towing vehicle 2. In the first specific control, for example, the towing vehicle 2 is decelerated so that the following bogie 91 does not receive an impact of acceleration larger than an allowable value due to a step or the like on the travel route. In addition, in the first specific control, for example, the travel route of the towing vehicle 2 is changed and the steering angle is controlled to attempt to avoid the following bogie 91 from traveling over the step or the like. Alternatively, in the first specific control, avoidance may be attempted while decelerating. The first specific control can also be called ex-post specific control.

[0027] The impact prediction unit 37 predicts whether or not an impact acceleration, which is an acceleration in the vertical direction exceeding an allowable value, will occur to the cart 91 within a predetermined time from the present or after a predetermined time based on the specific impact data stored in the impact memory unit 51. The server 5 accumulates driving data (vehicle speed and steering angle information) including the specific impact data, and also has a function of learning road surface conditions from the accumulated driving data. The server 5 and the impact prediction unit 37 work together to predict impacts up to several steps ahead based on time-series data including the current detection value of the sensor and accumulated data or learning result data. The impact prediction unit 37 may be provided in the server 5, or in the server 5 and the control device 3. The control device 3 reflects the prediction result in driving control.

[0028] When the impact prediction unit 37 estimates that the dolly 91 will experience impact acceleration, the second specific control unit 38 executes a second specific control including at least one of deceleration and avoidance for the towing vehicle 2. The second specific control can also be called a pre-specific control. The second specific control may be the same as or different from the first specific control. For example, in the second specific control, the second specific control unit 38 changes the steering angle while decelerating so as to avoid the location where it is estimated that the impact acceleration will occur. At this time, the second specific control unit 38 may create a corrected travel route by correcting the travel route stored in the basic information storage unit 30, and store it in the basic information storage unit 30 and the server 5. In this case, the second specific control unit 38 (or the travel control unit 31) controls the towing vehicle 2 based on the corrected travel route. This allows the conveyance system 1 to use the corrected travel route when traveling along the route from the next time onwards.

[0029] (An example of control when overcoming road disturbances) 2, when automatic travel of the towing vehicle 2 is started (S101), and for example, when a change in the detection value of the acceleration sensor 41 detects that the towing vehicle 2 has overcome a road disturbance (such as a step or a rough road surface) (S102: Yes), the control device 3 determines whether the distance sensor 44 is in a predetermined error state (S103). Specifically, the control device 3 determines whether the detection value of the distance sensor 44 is an abnormal value or an undetected state after detecting the road disturbance, and if it is an abnormal value or an undetected state, determines that an error state has occurred.

[0030] If an error state of the distance sensor 44 is detected (S103: Yes), the control device 3 executes the first pattern of the first specific control and transmits to the server 5 time series data of the detection values ​​including the detection value of the distance sensor 44 immediately before the distance sensor 44 went into the error state (S105). The first pattern of the first specific control is a control for decelerating the towing vehicle 2 to a predetermined vehicle speed. The degree of deceleration by the first pattern of the first specific control is set in advance, and this control causes the towing vehicle 2 to go into a low-speed traveling state.

[0031] In addition to the above, the detection data transmitted to the server 5 includes, for example, when the distance sensor 44 has recovered from an error state at the time of transmission (for example, when the error state is instantaneous), the detection value immediately before the error state and immediately after the normal state is restored, and the detection value of the acceleration sensor 41 when the distance sensor 44 has become an error state and before and after that. In this way, when a specific impact occurs, the control device 3 transmits to the server 5 the driving data (vehicle speed, steering angle, position, vertical acceleration, etc.) based on the detection values ​​of various sensors. The driving data transmitted may be data obtained at a predetermined time before and after the impact determination. The control device 3 constantly stores the driving data and saves it as time-series data. The control device 3 may also register the driving data (time-series data) to the server 5 not only at the time of impact occurrence but also sequentially. The server 5 stores and accumulates the received driving data and learns about the road surface conditions.

[0032] If an error state of the distance sensor 44 is not detected (S103: No), the control device 3 determines whether or not the detection value of the acceleration sensor 41 exceeds the acceleration threshold (S104). If the detection value of the acceleration sensor 41 exceeds the acceleration threshold (S104: Yes), the control device 3 executes the first pattern of the first specific control and transmits the detection data (driving data) of the various sensors to the server 5 in the same manner as described above (S105).

[0033] With the first pattern of the first specific control being executed and the towing vehicle 2 decelerating, the control device 3 determines whether the distance sensor 44 is in a normal state (normal) or not (S106). If the distance sensor 44 is in an error state, the control device 3 determines whether the distance sensor 44 has returned to normal or not. If the distance sensor 44 is in an error state (abnormal) (S106: No), the control device 3 continues the first pattern (low speed traveling) of the first specific control (S105). If the error state of the distance sensor 44 continues for a predetermined time, the control device 3 stops the towing vehicle 2.

[0034] If the distance sensor 44 is normal (S106: Yes), the control device 3 determines whether the following bogie 91 can avoid the road disturbance by controlling the steering angle (S107). The control device 3 determines whether the disturbance can be avoided based on, for example, the interval information between the towing vehicle 2 and the bogie 91 and between the bogies 91, the current position information, the route width (road width) information, and the vehicle speed information. If the control device 3 determines that the bogie 91 can avoid the road disturbance by controlling the steering angle (S107: Yes), it executes the second pattern of the first specific control (S108). The second pattern of the first specific control is a control to decelerate to a predetermined vehicle speed and change the steering angle of the towing vehicle 2 so as to prevent the bogie 91 from running over the road disturbance.

[0035] After executing the second pattern of the first specific control (S108) or when it is determined that the bogie 91 cannot avoid the road disturbance (S107: No), the control device 3 determines whether all the bogies 91 connected to the towing vehicle 2 have passed the road disturbance point (S109). If all the bogies 91 have not passed (S109: No), the control device 3 continues the first specific control being executed (S110). If all the bogies 91 have passed (S109: Yes), the control device 3 ends the first specific control and executes normal automatic traveling (traveling under the initial setting traveling conditions) (S111). For example, when the towing vehicle 2 and the bogie 91 avoid the road disturbance by the first specific control, they return to the original traveling route when all the bogies 91 have passed the road disturbance. The first towing vehicle 2 is controlled in this manner.

[0036] Control of the second and subsequent towing vehicles 2 is performed, for example, as shown in Fig. 3. That is, when automatic traveling of the towing vehicle 2 is started (S201) and, for example, a change in the detection value of the acceleration sensor 41 detects that the towing vehicle 2 has overcome a road disturbance (S202: Yes), the control device 3 estimates (predicts) a future impact based on the specific impact data stored in the server 5 (S203).

[0037] The road disturbance is, for example, a step or a rough road surface (bumpy road), and is expected to occur multiple times in succession. Therefore, for example, as shown in Fig. 4, after the towing vehicle 2 detects a road disturbance in step S202, the control device 3 reads out the specific impact data from the server 5, and predicts the vertical acceleration that the towing vehicle 2 will receive if it continues traveling as is, based on the relationship between the specific impact data and the position information and acceleration information based on the detection value of the distance sensor 44. As an example of impact prediction, the control device 3 detects a waveform of time-series data of acceleration corresponding to the current position (certain area) stored in the control device 3 and / or the server 5 that is similar to the waveform of time-series data including currently detected acceleration information, and employs the similar change over time in acceleration (waveform) as prediction data.

[0038] The control device 3 determines whether or not deceleration and / or avoidance control is required for the towing vehicle 2 based on the result of the impact prediction. For example, when the predicted acceleration exceeds an acceleration threshold, the control device 3 determines that deceleration and / or avoidance is required, and when the predicted acceleration is equal to or less than the acceleration threshold, the control device 3 determines that neither deceleration nor avoidance is required.

[0039] When the control device 3 determines that deceleration and / or avoidance is necessary based on the result of the impact prediction (S204: Yes), it executes a second specific control that decelerates the towing vehicle 2 and controls the steering angle so as to avoid road disturbances (S205). In addition, the control device 3 transmits to the server 5 the travel data, which is the detection data of various sensors, from the start to the stop of the second specific control (S205). As with the first vehicle, the second specific control is continued until all the vehicles 91 pass the impact prediction point (S207, S208). Then, when all the vehicles 91 pass the impact prediction point (S207: Yes), the control device 3 returns the towing vehicle 2 to the original travel route and executes normal automatic travel (S209). Note that even if the control device 3 determines that avoidance is necessary based on the impact prediction, if it determines that there is not enough route width (road width) for detouring, it does not execute avoidance travel and executes deceleration travel.

[0040] On the other hand, if the control device 3 determines that neither deceleration nor avoidance is necessary based on the result of the impact prediction (S204: No), it continues normal automatic driving as is, and transmits driving data to the server 5 for a predetermined time or while acceleration close to the acceleration threshold is detected (S206). Note that in step S202, even if no road disturbance is detected, the control device 3 may predict that an impact due to a road disturbance will occur based on the current position on the map and the stored specific impact data, and execute the second specific control.

[0041] The control device 3 and / or the server 5 calculates the magnitude relationship and difference between the vertical acceleration actually detected after the evasive action and the predicted acceleration from the driving data after the execution of the second specific control. If the vertical acceleration after the second specific control is equal to or less than the acceleration threshold, it can be determined that the road disturbance was avoided by the evasive action, and the server 5 updates (learns) the road surface condition on the evasive route. If the vertical acceleration after the second specific control exceeds the acceleration threshold, it can be determined that the road disturbance could not be avoided even by the evasive action, and the server 5 updates (learns) the road surface condition on the evasive route. In addition, such a point where it is difficult to avoid the impact is stored in the server 5 as a high-priority repair target point. The position where the impact acceleration was detected is stored in the server 5 as a road surface repair target.

[0042] (Effects of this embodiment) According to this embodiment, when the towing vehicle 2 is subjected to impact acceleration, at least one of deceleration and avoidance action is executed on the towing vehicle 2 by the first specific control. This makes it possible to avoid or reduce the impact on the bogie 91. In addition, the position and acceleration where impact acceleration was once received are stored, and an impact prediction is executed as to whether or not impact acceleration will be received the next time the vehicle 91 travels, based on the stored data (specific impact data). Then, when the second specific control is executed based on the result of the impact prediction, it becomes possible to efficiently avoid or reduce the impact on the bogie 91 from receiving impact acceleration.

[0043] For example, when the towing vehicle 2 travels on an untraveled road surface, the first specific control is executed after receiving an impact, and the impact on the dolly 91 can be avoided or reduced. Also, in the second and subsequent towing vehicles 2, the second specific control is executed based on the specific impact data stored by the preceding vehicle, and the preceding vehicle can efficiently avoid an impact caused by a bad road or the like that the preceding vehicle has traveled once before. Thus, according to this embodiment, the entire system can efficiently avoid or reduce an impact on the dolly 91 and the article 92 from the road surface.

[0044] Furthermore, according to this embodiment, by checking the impact memory of the server 5, it is possible to visualize locations on the transport route where repairs should be prioritized, such as bad roads or unpaved locations. Furthermore, according to this embodiment, it is possible to estimate the route where an error will occur in the distance sensor 44 and the degree of impact that will cause an error. Furthermore, by referring to the impact memory on the map registered in the server 5, it is possible to predict the impact, for example, from the current position and traveling direction of the towing vehicle 2, regardless of the transport route.

[0045] In addition, the control device 3 transmits travel data during execution of the first specific control or the second specific control to the server 5, and the server 5 estimates (learns) the road surface condition based on the travel data. The server 5 can be said to be equipped with a road surface estimation unit 52. This makes it possible to confirm whether the current specific control is effective at the impact occurrence point and the priority of repair. As described above, in this embodiment, the impact memory unit 51 is provided in the server 5 installed in a location separate from the towing vehicle 2 and the dolly 91, and the detection value memory unit 32 transmits control-related data, which is time-series data of the detection values ​​of the acceleration sensor 41 and the distance sensor 44 acquired while the first specific control or the second specific control is being executed, to the server 5. The road surface estimation unit 52 of the server 5 estimates (learns) the road surface condition based on the control-related data and the specific impact data. The control device 3 executes the first specific control or the second specific control based on the estimated road surface condition.

[0046] (Example 1) The movements of the towing vehicle 2 and the control device 3 may be as follows. Before the towing vehicle 2 starts moving, if the item being transported is fragile, liquid, or the like and the vertical acceleration should be significantly restricted, the operator appropriately updates the allowable value (upper allowable limit) of the vertical acceleration and the error determination conditions of the various sensors (distance sensor 44) from the information of the towing vehicle 2 registered in advance in the server 5 based on the current position information. An acceleration threshold is registered in conjunction with or separately from the allowable value of acceleration. The allowable value and the acceleration threshold may be set to the same value.

[0047] When the towing vehicle 2 starts operating, the towing vehicle 2 travels in normal automatic driving by the control device 3 in accordance with sensing information (detection data from various sensors). If the towing vehicle 2 experiences acceleration (impact acceleration) exceeding an acceleration threshold due to a road disturbance or if an error occurs in any of the various sensors, the control device 3 decelerates the towing vehicle 2. If the sensor in error does not recover, the control device 3 continues decelerating the towing vehicle 2, and if stable automatic driving is difficult, stops the towing vehicle 2.

[0048] If impact acceleration is received without a sensor error, or if the sensor that had an error recovers, the control device 3 registers the point where the impact was detected on its own map and on the server 5 map, and immediately executes avoidance driving so that the dolly 91 is not subjected to an impact. The control device 3 continues the avoidance driving control until all dollies 91 have passed the impact point. If the dolly 91 cannot avoid the impact point due to restrictions such as road width, the control device 3 executes deceleration and / or avoidance of the towing vehicle 2 so that the vertical acceleration is equal to or less than an allowable value. Once the dolly 91 has passed the impact point, the control device 3 returns the driving conditions (route, vehicle speed, etc.) of the towing vehicle 2 to the original driving conditions.

[0049] Before the second or subsequent towing vehicles 2 are put into operation, the control device 3 uploads to the server 5 the travel data (time series data) of the towing vehicle 2 from the previous trip and information on the point where the impact acceleration was received. The control device 3, for example, in response to the operation of an operator, constructs an algorithm for predicting the acceleration several steps ahead from the acceleration information of the travel data, and registers this in the server 5. The control device 3 registers in the server 5 the impact prediction algorithm obtained by learning based on the travel data of the towing vehicle 2 that received the impact. This algorithm is updated as soon as travel data is obtained.

[0050] When the towing vehicle 2 starts operation, like the first vehicle, the towing vehicle 2 travels in normal automatic driving by the control device 3 in accordance with sensing information (detection data from various sensors). The control device 3 predicts the acceleration several steps ahead based on acceleration information and position information received in real time and an acceleration prediction algorithm. If the prediction result (prediction data) exceeds the acceleration threshold, like the first vehicle, the towing vehicle 2 starts evasive driving to prevent the dolly 91 from receiving an impact. If the prediction result is equal to or less than the acceleration threshold, the towing vehicle 2 continues traveling as planned. The control device 3 transmits the prediction result and traveling data, which is the result of control performed thereon, to the server 5, and updates the acceleration prediction algorithm by having the server 5 learn the data.

[0051] (Example 2) The movement of the conveyance system 1 may be as follows. When the acceleration in the vertical direction exceeds the acceleration threshold or when a sensor error is detected, the control device 3 causes the towing vehicle 2 to travel at a preset vehicle speed (for example, a minimum travel speed). The control device 3 has registered therein conditions for determining that a sensor error has occurred. The control device 3 stores the point where the impact occurred (impact point) and registers it in the server 5. After the towing vehicle 2 receives an impact, if the distance sensor 44 is operating normally or has recovered from the error, the control device 3 regenerates a route so that the dolly 91 does not pass through the impact point, and executes steering control. When all dollies 91 have passed the impact point, the control device 3 causes the towing vehicle 2 to return to the original route and executes normal operation. On the other hand, if the distance sensor 44 is in an error state (does not recover), the control device 3 stops the towing vehicle 2 until the distance sensor 44 recovers. If the distance sensor 44 does not recover even after a predetermined time has passed since the towing vehicle 2 was stopped, the control device 3 outputs a distress signal from the server 5.

[0052] When a first towing vehicle 2 (hereinafter referred to as the "first towing vehicle 2") travels and another towing vehicle 2 (hereinafter referred to as the "second towing vehicle 2") travels along a route similar to that of the first towing vehicle 2, the transportation system 1 may perform the following operation. The control device 3 (hereinafter referred to as the "second control device 3") of the second towing vehicle 2 communicates with the server 5, and when the second towing vehicle 2 approaches an impact point registered in the server 5, causes the second towing vehicle 2 to travel while executing impact prediction. That is, the second control device 3 links the time series data related to the impact registered in the server 5 with the real-time detection values ​​(time series data of position and acceleration) of the second towing vehicle 2, and causes the second towing vehicle 2 to travel while predicting an impact several steps ahead (e.g., after a predetermined time). When the second control device 3 predicts that an impact with acceleration exceeding the acceleration threshold will occur, it performs avoidance travel in the same way as the first towing vehicle 2. The second control device 3 uploads the impact prediction and travel data obtained during avoidance travel to the server 5. The server 5 learns the position information and acceleration information, and updates the impact prediction algorithm from the time-series data of the impact applied to the towing vehicle 2. The second control device 3 repeats such processing.

[0053] (others) The present invention is not limited to the above-mentioned embodiment and example. For example, the number of wheels is not limited, and the towing vehicle 2 may be a four-wheel vehicle. The control device 3 may sequentially store the travel data in the server 5 regardless of whether a road disturbance is detected. The control device 3 may determine whether the impact was received by the front or rear wheel 20F or 20R based on the detection values ​​of various sensors. In addition, "storage" can be replaced with "recording". The ideas (control, etc.) of the present embodiment and each operation example can be combined partially as appropriate. In addition, a plurality of patterns may be set for the first specific control and the second specific control, and are not limited to the first pattern and the second pattern. In addition, the present invention is also applicable to a towing vehicle that travels in places other than a factory. [Explanation of symbols]

[0054] 1: Transportation system, 2: Towing vehicle, 3: Control device, 30: Basic information memory unit, 31: Travel control unit, 32: Detection value memory unit, 33: Tolerance value memory unit, 34: First judgment unit, 35: Second judgment unit, 36: First specific control unit, 37: Impact prediction unit, 38: Second specific control unit, 5: Server, 51: Impact memory unit, 52: Road surface estimation unit, 91: Cart, 92: Goods.

Claims

1. A towing vehicle configured to be capable of autonomous driving; A dolly towed by the towing vehicle and on which an item to be transported is placed; an acceleration sensor for detecting the acceleration of the towing vehicle in the vertical direction; a distance sensor that measures a distance between the towing vehicle and an object around the towing vehicle to estimate a position of the towing vehicle; a basic information storage unit that stores map information, a predetermined travel route, and information on the number of the carriages being towed by the towing vehicle; a travel control unit that estimates a position of the towing vehicle from the detection value of the distance sensor, and controls travel of the towing vehicle based on the estimated position of the towing vehicle, the map information stored in the basic information storage unit, and the travel route; A transport system comprising: a detection value storage unit that stores time series data of the detection values ​​of the acceleration sensor and the distance sensor; a tolerance storage unit that stores a tolerance value related to vertical acceleration set for the article; a first determination unit that determines that an impact has occurred when a detection value of the acceleration sensor exceeds a predetermined acceleration threshold; a second determination unit that determines that an impact has occurred when the distance sensor is in a predetermined error state; an impact memory unit configured to be able to communicate with a plurality of the towing vehicles, and which stores specific impact data, which is time-series data of the detection values ​​of the acceleration sensor and the detection values ​​of the distance sensor, associated with a determination that an impact has occurred by at least one of the first determination unit and the second determination unit; a first specific control unit that executes a first specific control including at least one of deceleration and avoidance on the towing vehicle when it is determined that an impact has occurred by at least one of the first determination unit and the second determination unit; an impact prediction unit that predicts whether or not an impact acceleration, which is an acceleration in the vertical direction exceeding the allowable value, will occur to the dolly within a predetermined time or after a predetermined time, based on position information of the towing vehicle based on the detection value of the distance sensor, time-series data of the detection value of the acceleration sensor and the detection value of the distance sensor stored in the detection value storage unit, and the specific impact data stored in the impact storage unit; a second specific control unit that executes a second specific control including at least one of deceleration and avoidance on the towing vehicle when the impact prediction unit predicts that the impact acceleration will occur on the bogie; A transport system comprising:

2. The impact memory unit is provided in a server installed in a location separate from the towing vehicle and the dolly. The transport system according to claim 1 .

3. the detection value storage unit transmits to the server control-related data, which is time-series data of the detection values ​​of the acceleration sensor and the distance sensor acquired while the first specific control or the second specific control is being executed; The server includes a road surface estimation unit that estimates a road surface condition based on the control-related data and the specific impact data. The transport system according to claim 2 .

4. The first specific control unit executes the first specific control based on the road surface condition estimated by the road surface estimation unit, The second specific control unit executes the second specific control based on the road surface condition estimated by the road surface estimation unit. The transport system according to claim 3 .

5. The second specific control unit, when executing the second specific control, creates a corrected travel route by correcting the travel route, and controls the towing vehicle based on the corrected travel route. The transport system according to any one of claims 1 to 4.

6. The basic information storage unit and the impact storage unit store the corrected travel path. The transport system according to claim 5 .

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