Autonomous driving device, autonomous driving management system, and autonomous driving management method

Abstract

To provide an autonomous traveling device that increases the efficiency of changing battery units.SOLUTION: An autonomous traveling device 10 that autonomously travels by being charged with electricity in a charging station CS of an autonomous traveling management system 1 comprises: a travel unit DU that is fed with electricity for autonomous traveling; a battery unit BU that is capable of charging the travel unit DU in a charging state and in the state of being joined on to the travel unit DU; an attachable / detachable structure that removably connects the battery unit BU to the travel unit DU by a protrusion-recess engagement, and that forms an engagement gap in the connection point, the engagement gap that enables guide rails 131, 132 that guide the battery unit BU between the charging station CS and the travel unit DU in the autonomous traveling management system 1 to advance and retract; and a power feeding structure for contactlessly feeding electricity from the battery unit BU to the travel unit DU via the engagement gap.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to an autonomous driving technology that enables autonomous driving while in a charged state. [Background technology]

[0002] In the autonomous driving device disclosed in Patent Document 1, a battery unit that provides power is detachably coupled onto a propulsion unit that receives power for autonomous driving. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6637334 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the autonomous driving device disclosed in Patent Document 1, the detachable battery unit is bolted onto the driving unit, which makes it difficult to replace a discharged battery unit in a timely manner in a short time and to improve the efficiency of the replacement in an autonomous driving device for transporting luggage, for example.

[0005] Therefore, an object of the present disclosure is to provide an autonomous driving device that makes battery unit replacement more efficient.An object of the present disclosure is to provide an autonomous driving management system that makes battery unit replacement more efficient.An object of the present disclosure is to provide an autonomous driving management method that makes battery unit replacement more efficient. [Means for solving the problem]

[0006] The technical means of the present disclosure for solving the problems will be described below. Note that the claims and the reference characters in parentheses in this section indicate the corresponding relationship with the specific means described in the embodiments described later in detail, and do not limit the technical scope of the present disclosure.

[0007] A first aspect of the present disclosure is An autonomous driving device that autonomously drives in a charged state after being charged at a charging station (CS) of an autonomous driving management system (1), A driving unit (DU) that receives power for autonomous driving; a battery unit (BU) capable of supplying power to the traveling unit in a charged state and in a coupled state to the traveling unit; a detachable structure (RS) for detachably connecting the battery unit to the traveling unit by a concave-convex fit, the detachable structure forming a fitting gap (44) at the connection point through which a guide rail (131, 132, 5190) for guiding the battery unit between the traveling unit and the charging station in the autonomous driving management system can advance and retreat; The battery unit is provided with a power supply structure (SS) for contactlessly supplying power from the battery unit to the driving unit through a fitting gap.

[0008] In this way, in the first aspect, a power supply structure is provided to supply power contactlessly from the battery unit to the traveling unit through a fitting gap formed at the connection point of a detachable structure that detachably connects the battery unit to the traveling unit by recess-projection fitting. Therefore, in the fitting gap according to the first aspect, a guide rail that guides the battery unit between the traveling unit and the charging station side in the autonomous driving management system is movable forward and backward. With this, the autonomous driving management system can receive the battery unit guided by the guide rail from above the traveling unit to which power is to be supplied, and can transfer the battery unit charged at the charging station to above the traveling unit via the guide rail. Therefore, a discharged battery unit can be replaced with a charged battery unit in a timely manner in a short time, making the replacement more efficient.

[0009] A second aspect of the present disclosure is An autonomous driving management system that has a processor (120B) and manages charging of an autonomous driving device (10) of the first aspect at a charging station, The processor In a receiving phase (AP1) in which the battery unit is received from the traveling unit, the advancement and retreat of the guide rail with respect to the fitting gap is managed; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; In a delivery phase (DP1) in which the charged battery unit is delivered to the traveling unit, the advancement and retreat of the guide rail with respect to the fitting gap is managed.

[0010] A third aspect of the present disclosure is An autonomous driving management method for managing charging of an autonomous driving device (10) of a first aspect at a charging station, the method being executed by a processor (120B), In a receiving phase (AP1) in which the battery unit is received from the traveling unit, the advancement and retreat of the guide rail with respect to the fitting gap is managed; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; In a delivery phase (DP1) in which the charged battery unit is delivered to the traveling unit, the advancement and retreat of the guide rail relative to the fitting gap is managed.

[0011] The autonomous driving management system according to the second and third aspects receives the battery unit guided by the guide rail from the traveling unit in the receiving phase, and transfers the battery unit charged in the charging phase onto the traveling unit by the guide rail in the delivery phase. Therefore, the battery unit discharged by power supply to the traveling unit can be exchanged for a battery unit charged at the charging station in a timely manner in a short time, making the exchange more efficient.

[0012] A fourth aspect of the present disclosure is a method for producing a composition according to the first aspect, comprising: The autonomous driving management system further includes a storage transport unit (RTU) that transports luggage (9) in a storage state in which the luggage (9) is stored in a picking station (PS) of the autonomous driving management system and in a state in which the luggage is coupled onto the battery unit; The detachable structure is a first coupling portion (RS1) that is a coupling portion that detachably couples the battery unit to the traveling unit by a concave-convex fit, and that forms a first fitting gap (44) at the coupling location, which is a fitting gap through which a first guide rail (131, 132, 5190) as a guide rail can advance and retreat; The storage and transport unit is detachably connected to the battery unit connected to the traveling unit by a concave-convex engagement, and has a second connection portion (RS2) that forms a second engagement gap (54) at the connection point through which a second guide rail (141, 142, 5190) that guides the storage and transport unit between the battery unit and the picking station side in the autonomous driving management system can advance and retreat.

[0013] In this manner, in the detachable structure according to the fourth aspect, the battery unit is detachably attached to the traveling unit by a concave-convex fit at the first coupling portion, and the power supply structure realizes contactless power supply from the battery unit to the traveling unit through the first fitting gap formed at the coupling portion. Therefore, in the first fitting gap according to the fourth aspect, a first guide rail that guides the battery unit between the traveling unit and the charging station side in the autonomous driving management system is movable forward and backward. With this, the autonomous driving management system can receive the battery unit guided by the first guide rail from the traveling unit that is the power supply destination, and can transfer the battery unit charged at the charging station onto the traveling unit via the guide rail. Therefore, a discharged battery unit can be replaced with a charged battery unit in a timely manner in a short time, making the replacement more efficient.

[0014] Furthermore, in the detachable structure according to the fourth aspect, a second fitting gap is formed at the second fitting portion where the storage and transport unit is detachably connected to the battery unit connected to the traveling unit by recess-projection fitting. A second guide rail that guides the storage and transport unit between the battery unit and the picking station side in the autonomous driving management system is movable in the second fitting gap according to the fourth aspect. According to this, the autonomous driving management system can receive the storage and transport unit guided by the second guide rail from above the battery unit connected to the traveling unit, and can transfer the storage and transport unit that has stored the luggage at the picking station to above the battery unit by the second guide rail. Therefore, after the luggage is transported, the storage and transport unit can be replaced with the storage and transport unit in which the luggage is stored in a timely manner in a short time, and the replacement can be made more efficient.

[0015] A fifth aspect of the present disclosure is a method for manufacturing a semiconductor device comprising: An autonomous driving management system having a processor (120B) and managing charging at a charging station and storage of luggage at a picking station for an autonomous driving device (10) of a fourth aspect, The processor In a first receiving phase (AP1) in which the battery unit is received from the traveling unit, managing the advancement and retreat of the first guide rail with respect to the first fitting gap; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; In a first delivery phase (DP1) in which the charged battery unit is delivered to the traveling unit, the advancement and retreat of the first guide rail with respect to the first fitting gap is managed. In a second receiving phase (AP2) in which the storage transport unit is received from the battery unit on the traveling unit, managing the advancement and retreat of the second guide rail with respect to the second fitting gap; In a storage phase (RP) in which the cargo is stored in the storage transport unit received from the traveling unit, managing the storage; In a second transfer phase (DP2) in which the storage and transport unit storing the cargo is handed over to the battery unit on the traveling unit, the second guide rail is configured to move forward and backward relative to the second fitting gap.

[0016] A sixth aspect of the present disclosure is a method for manufacturing a semiconductor device comprising: An autonomous driving management method that is executed by a processor (120B) and manages charging at a charging station and storage of luggage at a picking station for an autonomous driving device (10) of a fourth aspect, comprising: In a first receiving phase (AP1) in which the battery unit is received from the traveling unit, managing the advancement and retreat of the first guide rail with respect to the first fitting gap; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; In a first delivery phase (DP1) in which the charged battery unit is delivered to the traveling unit, the advancement and retreat of the first guide rail with respect to the first fitting gap is managed. In a second receiving phase (AP2) in which the storage transport unit is received from the battery unit on the traveling unit, managing the advancement and retreat of the second guide rail with respect to the second fitting gap; In a storage phase (RP) in which the cargo is stored in the storage transport unit received from the traveling unit, managing the storage; In a second transfer phase (DP2) in which the storage and transport unit storing the cargo is handed over to the battery unit on the traveling unit, the advancement and retreat of the second guide rail relative to the second fitting gap is managed.

[0017] The autonomous driving management system according to the fifth and sixth aspects receives the battery unit guided by the first guide rail from the traveling unit in the first receiving phase, while transferring the battery unit charged in the charging phase to the traveling unit by the first guide rail in the first delivery phase. Therefore, the battery unit discharged by power supply to the traveling unit can be exchanged for a battery unit charged at the charging station in a timely manner in a short time, making it possible to efficiently exchange the battery unit.

[0018] Furthermore, the autonomous driving management system according to the fifth and sixth aspects receives the battery unit guided by the guide rail from the battery unit coupled to the traveling unit in the second receiving phase, while transferring the storage transport unit that has stored the luggage in the storage phase onto the battery unit by the second guide rail in the second delivery phase. Therefore, after the luggage is transported, the storage transport unit can be exchanged for the storage transport unit that has stored the luggage in the picking station in a timely manner in a short time, making it possible to improve the efficiency of the exchange. [Brief description of the drawings]

[0019] [Figure 1] 1 is a configuration diagram showing an autonomous driving management system according to a first embodiment. [Diagram 2] 1 is a configuration diagram showing an autonomous driving device according to a first embodiment. [Diagram 3] 1 is a block diagram showing an autonomous driving device according to a first embodiment. [Figure 4] 2 is a block diagram showing a control unit of the autonomous driving device according to the first embodiment. FIG. [Diagram 5] 1 is a vertical cross-sectional view showing an autonomous driving device according to a first embodiment. [Figure 6] 1 is a side view showing an autonomous driving device according to a first embodiment. [Figure 7] 1 is a perspective view showing an autonomous driving device according to a first embodiment. [Figure 8] 1 is a perspective view showing an autonomous driving device according to a first embodiment. [Figure 9] 1 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a first embodiment. [Figure 10] 1 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a first embodiment. [Figure 11] 1 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a first embodiment. [Figure 12] 1 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a first embodiment. [Figure 13] 1 is a block diagram showing an autonomous driving management system according to a first embodiment. FIG. [Figure 14] 2 is a block diagram showing a processing device of the autonomous driving management system according to the first embodiment. FIG. [Figure 15] 4 is a flowchart showing a management flow according to the first embodiment. [Figure 16] FIG. 11 is a side view showing an autonomous driving device according to a second embodiment. [Figure 17] FIG. 11 is a side view showing an autonomous driving device according to a modified example of the second embodiment. [Figure 18] FIG. 11 is a side view showing an autonomous driving device according to a modified example of the second embodiment. [Figure 19] FIG. 11 is a vertical cross-sectional view showing an autonomous driving device according to a third embodiment. [Figure 20] FIG. 13 is a vertical cross-sectional view showing an autonomous driving device according to a fourth embodiment. [Figure 21] FIG. 13 is a vertical cross-sectional view showing an autonomous driving device according to a fourth embodiment. [Figure 22] FIG. 13 is a longitudinal sectional view showing an autonomous driving device according to a modified example of the fourth embodiment. [Diagram 23] FIG. 13 is a longitudinal sectional view showing an autonomous driving device according to a modified example of the fourth embodiment. [Figure 24] FIG. 13 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a fifth embodiment. [Diagram 25] FIG. 13 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a fifth embodiment. [Figure 26] FIG. 13 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a modified example of the fifth embodiment. [Figure 27] FIG. 13 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a modified example of the fifth embodiment. [Figure 28] FIG. 13 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a sixth embodiment. [Figure 29] FIG. 13 is a perspective view showing an autonomous driving management system and an autonomous driving device according to a modified example of the sixth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] Hereinafter, multiple embodiments of the present disclosure will be described with reference to the drawings. In addition, by assigning the same reference numerals to corresponding components in each embodiment, duplicated descriptions may be omitted. In addition, when only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other parts of the configuration. Furthermore, in addition to the combination of configurations explicitly stated in the description of each embodiment, configurations of multiple embodiments can be partially combined together even if not explicitly stated, as long as there is no particular problem with the combination.

[0021] First embodiment The autonomous driving management system 1 of the first embodiment shown in FIG. 1 manages charging at a charging station CS and storage of luggage 9 at a picking station PS for a plurality of autonomous driving devices 10. The autonomous driving devices 10 managed by the autonomous driving management system 1 are vehicles or robots that can autonomously travel in any direction, forward, backward, left or right, according to the management, while being charged at the charging station CS. The autonomous driving device 10 may be a delivery vehicle that autonomously travels on a road and transports luggage 9 to a delivery destination. The autonomous driving device 10 may be a logistics vehicle that autonomously travels inside and outside a warehouse and transports luggage 9. The autonomous driving device 10 may be a disaster support robot that autonomously travels in a disaster area and transports luggage 9 as supplies. Of course, the autonomous driving device 10 may be of a type other than these.

[0022] 1 to 3, the autonomous mobile device 10 includes a traveling unit DU, a battery unit BU, a storage and transport unit RTU, and a control unit CU. In the following description, unless otherwise noted, the terms front (f), rear (r), up (u), down (l), and side are defined based on the autonomous mobile device 10 on a horizontal plane and the management center on a horizontal plane where the autonomous mobile management system 1 is installed.

[0023] 2 and 3, the traveling unit DU includes a body 2, a drive system 3, a sensor system 4, a communication system 5, a map database 6, and an information presentation system 7. The body 2 is formed hollow, for example, from metal. The body 2 holds other components of the traveling unit DU inside or across from the inside to the outside. The body 2 also holds a control unit CU inside.

[0024] The drive system 3 includes wheels 3A and an electric actuator 3B. The wheels 3A are configured to be independently rotatable. Among the wheels 3A, a pair of drive wheels 3Ad are provided on the left and right sides of the body 2, and are driven independently by individual electric actuators 3B. In particular, in this embodiment, the drive state of the autonomous mobile device 10 is switched between straight drive and turning drive depending on the difference in rotational speed between the drive wheels 3Ad (i.e., the difference in the number of rotations per unit time).

[0025] Specifically, the autonomous mobile device 10 is driven straight when the rotational speed difference between the left and right drive wheels 3Ad is zero or can be assumed to be zero. On the other hand, when the rotational speed difference between the left and right drive wheels 3Ad increases, the turning radius of the autonomous mobile device 10 is reduced according to the increase in the rotational speed difference. Here, the turning radius means the distance between the vertical center line of the body 2 and the turning center of the turning drive in a plan view, so that the turning drive in which the turning radius is substantially reduced to zero is the point turning drive. As shown in FIG. 2, the multiple wheels 3A may include at least one driven wheel that rotates following the driving wheel 3Ad.

[0026] Each of the pair of electric actuators 3B is mainly composed of an individual electric motor. Each electric actuator 3B independently drives and rotates the corresponding drive wheel 3Ad. Each electric actuator 3B may include a brake unit that applies braking to the corresponding drive wheel 3Ad while the corresponding drive wheel 3Ad is rotating. Each electric actuator 3B may include a lock unit that locks the corresponding drive wheel 3Ad while the corresponding drive wheel 3Ad is stopped.

[0027] The drive system 3 is further provided with a spare battery 3C. The spare battery 3C is mainly composed of a storage battery such as a lithium ion battery. The spare battery 3C stores the power supplied from the battery unit BU coupled to the traveling unit DU in a smaller capacity than the battery unit BU, as described later. The spare battery 3C is connected to each electric actuator 3B, the sensor system 4, the communication system 5, the map database 6, the information presentation system 7, and the control unit CU, for example, via a wire harness. Therefore, when the battery unit BU is detached from the traveling unit DU, as described later, the spare battery 3C can supply power to these connected devices in place of the battery unit BU. In other words, when the units BU and DU are decoupled, each electrical component of the traveling unit DU and the control unit CU can receive power for autonomous traveling from the sparely charged spare battery 3C.

[0028] The sensor system 4 acquires sensing information usable for the autonomous driving of the autonomous driving device 10 by sensing the internal and external worlds of the autonomous driving device 10. Specifically, the sensor system 4 is provided with an internal sensor 4A and an external sensor 4B. The internal sensor 4A acquires internal information as sensing information from the internal world that is the internal environment of the autonomous driving device 10. The internal sensor 4A may be a motion detection type that acquires internal information by detecting a specific motion physical quantity in the internal world of the autonomous driving device 10. The motion detection type internal sensor 4A is at least one of, for example, a speed sensor, an acceleration sensor, and a yaw rate sensor.

[0029] The external sensor 4B acquires external information as sensing information from the external world that is the surrounding environment of the autonomous mobile device 10. The external sensor 4B may be an object detection type that acquires external information by detecting an object existing in the external world of the autonomous mobile device 10. The object detection type external sensor 4B is at least one of a camera, LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), radar, and sonar. The external sensor 4B may be a positioning type that acquires external information by receiving a positioning signal from a satellite of a Global Navigation Satellite System (GNSS) existing in the external world of the autonomous mobile device 10. The positioning type external sensor 4B is, for example, a GNSS receiver.

[0030] The communication system 5 transmits and receives communication information related to the autonomous driving of the autonomous driving device 10 through wireless communication with the outside world of the autonomous driving device 10. The communication system 5 may be of a V2X type that transmits and receives communication information with a V2X system that exists in the outside world of the autonomous driving device 10. The V2X type communication system 5 is, for example, at least one of a DSRC (Dedicated Short Range Communications) communication device and a cellular V2X (C-V2X) communication device. The communication system 5 may be of a terminal communication type that transmits and receives communication information with a mobile terminal that exists in the outside world of the autonomous driving device 10. The terminal communication type communication system 5 is, for example, at least one of a Bluetooth (registered trademark) device, a Wi-Fi (registered trademark) device, an infrared communication device, and the like.

[0031] The map database 6 acquires map information available for the autonomous driving of the autonomous driving device 10 from the autonomous driving management system 1 through the communication system 5 and stores it. The map database 6 is mainly composed of at least one type of non-transitory tangible storage medium capable of storing map information, such as a semiconductor memory, a magnetic medium, and an optical medium. The map information stored in the map database 6 is converted into two-dimensional or three-dimensional data as information representing the driving environment of the autonomous driving device 10. The map information may include road information representing at least one of the following: the position, shape, and road surface condition of the road itself. The map information may include marking information representing at least one of the following: the position and shape of signs and dividing lines attached to the road. The map information may include structure information representing at least one of the following: the position and shape of buildings and traffic lights facing the road.

[0032] The information presentation system 7 presents notification information directed to the outside world of the autonomous driving device 10 regarding navigation and autonomous driving of the autonomous driving device 10. The information presentation system 7 may present the notification information by stimulating the vision of a human being present in the outside world of the autonomous driving device 10. The visual stimulation type information presentation system 7 is at least one of a monitor unit, a light-emitting unit, etc. The information presentation system 7 may present the notification information by stimulating the hearing of a human being present in the outside world of the autonomous driving device 10. The auditory stimulation type information presentation system 7 is at least one of a speaker, a buzzer, a vibration unit, etc.

[0033] The battery unit BU is constructed on the traveling unit DU so as to be mechanically and electrically detachable. The battery unit BU is configured to include a battery case 20 and a battery pack 21. The battery case 20 is formed into a hollow shape from, for example, a metal. The battery case 20 holds the battery pack 21 inside.

[0034] The battery pack 21 is mainly composed of a storage battery such as a lithium ion battery. The battery pack 21 stores electric power that can be supplied to the electrical equipment of the autonomous traveling device 10 by discharging the electric power by charging from a power supply source of the charging station CS (see FIG. 1) in the autonomous traveling management system 1. The battery pack 21 may store regenerated electric power from the electric actuator 3B when the battery unit BU and the traveling unit DU are connected to each other. When the battery unit BU is connected to the traveling unit DU, the battery pack 21 can supply electric power to the drive system 3, the sensor system 4, the communication system 5, the map database 6, the information presentation system 7, and the control unit CU. In other words, when the units BU and DU are connected to each other, the electrical equipment of the traveling unit DU and the control unit CU can receive electric power for autonomous traveling from the charged battery unit BU.

[0035] The storage transport unit RTU is constructed on the battery unit BU so as to be mechanically and electrically detachable. The storage transport unit RTU is mainly composed of a transport box 30. The transport box 30 is formed in a hollow shape, for example, from metal or synthetic resin. The transport box 30 stores the luggage 9 to be transported by each autonomous mobile device 10 from among the multiple luggage 9 collected at a picking station PS (see FIG. 1) in the autonomous travel management system 1 at the same station PS. The storage transport unit RTU with the luggage 9 stored in the transport box 30 is connected to the battery unit BU on the travel unit DU, and transports the stored luggage 9 by the autonomous travel of the travel unit DU. As a result, in the storage transport unit RTU, the transport box 30 becomes empty when the luggage 9 is transported to the destination.

[0036] The control unit CU is mainly composed of at least one dedicated computer. The dedicated computer constituting the control unit CU has at least one memory 8A and one processor 8B. The memory 8A is at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, or an optical medium, that non-temporarily stores computer-readable programs and data. The processor 8B includes at least one type of core, such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), or a RISC (Reduced Instruction Set Computer)-CPU.

[0037] The control unit CU is connected to a drive system 3, a sensor system 4, a communication system 5, a map database 6, and an information presentation system 7 via at least one of a LAN (Local Area Network) line, a wire harness, an internal bus, etc. The control unit CU is connected to a battery unit BU in a coupled state with a traveling unit DU that holds the control unit CU therein so as to be able to receive power via a wire harness, etc.

[0038] The control unit CU executes a driving control process that controls the autonomous driving of the autonomous driving device 10 under the management of the autonomous driving management system 1 by executing a plurality of instructions of a control program stored in the memory 8A using the processor 8B. In such a control system 8, a plurality of functional blocks for executing the driving control process are constructed. The functional blocks thus constructed include a battery management block 80 and a driving control block 81, as shown in FIG.

[0039] The battery management block 80 manages the charge and discharge states of the battery units BU. In particular, the battery management block 80 monitors an insufficient charge state in which the charge capacity of the battery unit BU falls below a lower limit value of capacity required for transporting the luggage 9.

[0040] The travel control block 81 controls the transport travel of the baggage 9 to the destination as the autonomous travel of the autonomous mobile device 10. The travel control block 81 also controls the first exchange travel required for the replacement of the battery unit BU by the autonomous mobile management system 1 as the autonomous travel of the autonomous mobile device 10. The travel control block 81 also controls the second exchange travel required for the replacement of the storage transport unit RTU by the autonomous mobile management system 1 as the autonomous travel of the autonomous mobile device 10.

[0041] The autonomous mobile device 10 having the configuration described above is further provided with a detachable structure RS and a power supply structure SS, as shown in Figures 5 and 6. In particular, the detachable structure RS is configured to include coupling portions RS1 and RS2 and positioning portions PP1 and PP2.

[0042] As shown in Fig. 5, the first coupling part RS1 is a detachable structure RS that detachably couples the battery unit BU to the traveling unit DU by vertical concave-convex fit. The first coupling part RS1 includes a plurality of pairs of grooves 40 of the traveling unit DU and rib portions 41 of the battery unit BU that detachably fit with each other, and a plurality of pairs of rib portions 42 of the traveling unit DU and rib portions 43 of the battery unit BU that detachably fit with each other. In other words, the first coupling part RS1 forms a concave-convex fit with each other by each of the plurality of pairs of grooves 40 of the traveling unit DU and rib portions 41 of the battery unit BU, and each of the plurality of pairs of rib portions 42 of the traveling unit DU and rib portions 43 of the battery unit BU.

[0043] As shown in Figures 5 to 7, in the traveling unit DU, the groove portions 40 and the ridge portions 42 are arranged alternately in a row in the lateral direction X, and each extends linearly along the front-rear direction Y. In the battery unit BU, the ridge portions 41 and the groove portions 43 are arranged alternately in a row in the lateral direction X when the units DU and BU are connected, and each extends linearly along the front-rear direction Y when the units DU and BU are connected. The extension direction common to the groove portions 40 and 43 and the ridge portions 41 and 42 substantially coincides with the front-rear direction Y in the autonomous driving management system 1, which is the direction from the side where the guide rails 131 and 132 advance and retreat between the units DU and BU to the opposite side, as shown in Figures 9 and 10 described later.

[0044] 5 along the horizontal direction X of the traveling unit DU, the widths between the rectangular concave groove portions 40 are substantially the same as the widths between the rectangular convex ridge portions 41. Similarly, in a vertical cross section along the horizontal direction X in the combined state of the units DU and BU, the widths between the rectangular convex ridge portions 42 are substantially the same as the widths between the rectangular concave groove portions 43.

[0045] As shown in Figs. 5-7, 9, and 10, a plurality of first fitting gaps 44 are formed at the joint portion of the first joint portion RS1 by the concave-convex fitting, through which the guide rails 131, 132 of the autonomous driving management system 1 can advance and retreat. In particular, each first fitting gap 44 is defined as a space surrounded by the inner surface of the concave groove portion 40 and the top surface of the convex rib portion 41 for each pair of the concave groove portion 40 of the traveling unit DU and the convex rib portion 41 of the battery unit BU. These first fitting gaps 44 are released from the definition while the battery unit BU is detached from the traveling unit DU by releasing the joint by the concave-convex fitting of the first joint portion RS1. Therefore, each first fitting gap 44 can be secured as a space of a set size regardless of repeated attachment and detachment by the top surface of the convex rib portion 42 and the bottom surface of the concave groove portion 43 being in contact with each other from above and below for each pair of the convex rib portion 42 of the traveling unit DU and the concave groove portion 43 of the battery unit BU.

[0046] As shown in Fig. 6, the first positioning part PP1 positions one of the concave-convex fitting objects that can be attached and detached by the first coupling part RS1, the battery unit BU, relative to the other traveling unit DU in the front-rear direction Y in a coupled state of the units BU, DU. The first positioning part PP1 has a plurality of positioning claws 45, 46 that protrude further upward from each convex portion 42 of the traveling unit DU as shown in Figs. 6 and 7.

[0047] Each rear positioning claw 45 is provided at the rear end of the traveling unit DU in the front-rear direction Y. Each rear positioning claw 45 forms a locking portion 45A that locks the battery unit BU coupled to the traveling unit DU from the rear side in the front-rear direction Y, thereby positioning the battery unit BU in the same direction Y. Here, the locking portion 45A of each rear positioning claw 45 is formed in a sloping shape that slopes rearward in the front-rear direction Y as it approaches the upper side. As a result, the locking portion 45A of each rear positioning claw 45 can lock the battery unit BU in a horizontal position along the lateral direction X and the front-rear direction Y on the traveling unit DU by the lower end of the sloping shape. Furthermore, the locking portion 45A of each rear positioning claw 45 can lock the battery unit BU by, for example, the entire surface of the sloping shape from the opposite side to the front side of the rail 131 that advances and retreats relative to the traveling unit DU when the battery unit BU is received through the guide rail 131 as shown in FIG. 9 described later.

[0048] As shown in Figs. 6 and 7, each front positioning claw 46 is provided at the front end of the traveling unit DU in the front-rear direction Y. Each front positioning claw 46 forms a locking portion 46A that locks the battery unit BU coupled to the traveling unit DU from the front side in the front-rear direction Y, thereby positioning the battery unit BU in the same direction Y. Here, the locking portion 46A of each front positioning claw 46 is formed in a sloping shape that inclines toward the front side in the front-rear direction Y as it goes upward. As a result, the locking portion 46A of each front positioning claw 46 can lock the battery unit BU in a horizontal position along the lateral direction X and the front-rear direction Y on the traveling unit DU with the lower end of the sloping surface. Furthermore, the locking portion 46A of each front positioning claw 46 can lock the battery unit BU when it is delivered from the guide rail 132 as shown in Fig. 10 described later, from the opposite side to the rear side where the rail 132 advances and retreats with respect to the traveling unit DU, with the sloping surface, for example, the entire surface.

[0049] 5, the power supply structure SS is constructed so as to be capable of contactlessly supplying power from the battery unit BU to the driving unit DU via each of the first fitting gaps 44. The power supply structure SS includes a plurality of pairs of electrode portions 47 in the battery unit BU and electrode portions 48 in the driving unit DU in order to realize contactless power supply of an electric field coupling type with each of the first fitting gaps 44 serving as an insulating layer. The electrode portions 47 in the battery unit BU and the electrode portions 48 in the driving unit DU are provided at locations that sandwich each of the first fitting gaps 44 when the units BU and DU are joined together, that is, at each pair of the convex rib portion 41 and the concave groove portion 40.

[0050] In the battery unit BU, each electrode portion 47 is disposed on the top surface portion of the corresponding protruding portion 41 to form a power transmission antenna portion for contactless power supply. In the battery unit BU, a high-frequency current is applied to each electrode portion 47 when the units BU and DU are in a coupled state so as to output the charging power stored in the battery pack 21.

[0051] In the traveling unit DU, each electrode portion 48 is disposed on the bottom surface of the inner surface of the corresponding recessed groove portion 40, thereby forming a power receiving antenna portion for contactless power supply. In the traveling unit DU, when the units BU and DU are connected, a high-frequency current is applied to each electrode portion 47 in the battery unit BU, and accordingly, a high-frequency current also flows through each electrode portion 48, thereby transmitting power from the battery unit BU. The power transmitted in this manner is distributed to the drive system 3, the sensor system 4, the communication system 5, the map database 6, the information presentation system 7, and the control unit CU, for example, via a wire harness or the like.

[0052] 5 along the horizontal direction X in the combined state of the units DU, BU, the widths of the electrode portions 47 in the battery units BU are substantially the same as the widths of the respective convex portions 41 in which they will be disposed. Similarly, in the vertical cross section along the horizontal direction X in the combined state of the units DU, BU, the widths of the electrode portions 48 in the propulsion unit DU are substantially the same as the widths of the respective concave groove portions 40 in which they will be disposed.

[0053] As shown in Fig. 5, the second coupling portion RS2 is a detachable structure RS that further couples the storage and transport unit RTU to the battery unit BU coupled to the traveling unit DU by vertical concave-convex engagement. The second coupling portion RS2 includes a plurality of pairs of the concave groove portion 50 of the battery unit BU and the convex rib portion 51 of the storage and transport unit RTU that detachably fit with each other, as well as a plurality of pairs of the convex rib portion 52 of the battery unit BU and the concave groove portion 53 of the storage and transport unit RTU that detachably fit with each other. In other words, the second coupling portion RS2 forms a concave-convex engagement with each of the plurality of pairs of the concave groove portion 50 of the battery unit BU and the convex rib portion 51 of the storage and transport unit RTU, as well as a plurality of pairs of the convex rib portion 52 of the battery unit BU and the concave groove portion 53 of the storage and transport unit RTU.

[0054] As shown in Figures 5, 6, and 8, in the battery unit BU, the grooves 50 and the ridges 52 are arranged alternately in a row in the lateral direction X when the units DU and BU are connected, and each extends linearly along the front-rear direction Y. In the storage and transport unit RTU, the ridges 51 and the grooves 53 are arranged alternately in a row in the lateral direction X when the units BU and RTU are connected on the traveling unit DU, and each extends linearly along the front-rear direction Y in the connected state. The extension direction common to the grooves 50 and 53 and the ridges 51 and 52 substantially coincides with the front-rear direction Y from the side where the guide rails 141 and 142 advance and retreat between the units BU and RTU to the opposite side in the autonomous driving management system 1, as shown in Figures 11 and 12 described later.

[0055] 5 along the horizontal direction X in the coupled state of the units BU and RTU on the traveling unit DU, the widths between the rectangular concave groove portions 50 and the widths between the rectangular convex ridge portions 51 are substantially the same. Similarly, in the vertical cross section along the horizontal direction X in the coupled state of the units BU and RTU on the traveling unit DU, the widths between the rectangular convex ridge portions 52 and the widths between the rectangular concave groove portions 53 are substantially the same.

[0056] 5, 6, 8, 11, and 12, a plurality of second fitting gaps 54 through which the guide rails 141, 142 of the autonomous driving management system 1 can advance and retreat are formed at the connection points of the second connecting part RS2 by the recessed and recessed fitting. Each second fitting gap 54 is defined as a space surrounded by the inner surface of the recessed groove part 50 and the top surface of the protruding rib part 51 for each pair of the recessed groove part 50 of the battery unit BU and the protruding rib part 51 of the storage and transport unit RTU. Each of these second fitting gaps 54 is released from the connection by the recessed and recessed fitting of the second connecting part RS2 while the storage and transport unit RTU is detached from the battery unit BU on the traveling unit DU. Therefore, for each pair of the convex rib portion 52 of the battery unit BU and the concave groove portion 53 of the storage and transport unit RTU, the top surface of the convex rib portion 52 comes into contact with the bottom surface of the concave groove portion 53 from above and below, so that each second fitting gap 54 can be maintained in a space of a set size regardless of repeated attachment and detachment.

[0057] As shown in Fig. 6, the second positioning part PP2 positions one of the concave-convex fitting targets that can be attached and detached by the second coupling part RS2, the storage and transport unit RTU, relative to the other battery unit BU in the front-rear direction Y in a coupled state of the units RTU and BU on the traveling unit DU. The second positioning part PP2 has a plurality of positioning claws 55, 56 that protrude further upward from each convex portion 52 of the battery unit BU on the traveling unit DU as shown in Figs. 6 and 8.

[0058] Each rear positioning claw 55 is provided at a rear end in the front-rear direction Y of the battery unit BU coupled on the traveling unit DU. Each rear positioning claw 55 forms a locking portion 55A that locks the storage transport unit RTU coupled to the battery unit BU on the traveling unit DU from the rear side in the front-rear direction Y, thereby positioning the storage transport unit RTU in the same direction Y. Here, the locking portion 55A of each rear positioning claw 55 is formed in a sloping shape that slopes rearward in the front-rear direction Y as it approaches the upper side. As a result, the locking portion 55A of each rear positioning claw 55 can lock the storage transport unit RTU in a horizontal position along the lateral direction X and the front-rear direction Y on the traveling unit DU and the battery unit BU, by the lower end of the sloping shape. Furthermore, the locking portion 55A of each rear positioning claw 55 can lock the storage transport unit RTU when it is received through the guide rail 141 as shown in FIG. 11 described later, by the sloping surface, for example, the entire surface, from the opposite side to the front side of the rail 141 moving forward and backward with respect to the battery unit BU.

[0059] 6 and 8, each front positioning claw 56 is provided at a location that is the front end in the front-rear direction Y of the battery unit BU coupled to the traveling unit DU. Each front positioning claw 56 forms a locking portion 56A that locks the storage and transport unit RTU coupled to the battery unit BU on the traveling unit DU from the front side in the front-rear direction Y, thereby positioning the storage and transport unit RTU in the same direction Y. Here, the locking portion 56A of each front positioning claw 56 is formed in an inclined shape that inclines forward in the front-rear direction Y as it approaches the upper side. As a result, the locking portion 56A of each front positioning claw 56 can lock the storage and transport unit RTU in a horizontal position along the lateral direction X and the front-rear direction Y on the traveling unit DU and the battery unit BU, with the inclined lower end. Furthermore, the locking portion 56A of each front positioning claw 56 is capable of locking the storage and transport unit RTU when it is handed over from the guide rail 142 as shown in Figure 12 described below, by using a sloping surface, for example the entire surface, from the opposite side to the rear side where the rail 142 moves forward and backward relative to the battery unit BU.

[0060] The autonomous driving management system 1 shown in Fig. 1 is constructed in a management center that remotely manages multiple autonomous driving devices 10. An infrastructure system that serves as the structural foundation of the autonomous driving management system 1 includes a charging subsystem 130 and a picking subsystem 140. The charging subsystem 130 is configured to include first guide rails 131, 132, and first conveyor units 135, 136, as well as a charging station CS. The picking subsystem 140 is configured to include second guide rails 141, 142, and second conveyor units 145, 146, as well as a picking station PS.

[0061] 1 and 9, a plurality of first guide rails 131 (hereinafter referred to as receiving-side first guide rails) on the side that receives the battery unit BU from the traveling unit DU of the autonomous traveling device 10 are provided so as to be individually movable forward and backward with respect to each of the first fitting gaps 44 between the units DU, BU. Each receiving-side first guide rail 131 is disposed in such a position that it extends and inclines downward as it approaches the receiving position of the battery unit BU. Each receiving-side first guide rail 131 receives the undercharged battery unit BU from the traveling unit DU by synchronous driving of a movable conveyor part 131B supported by each fixed rail part 131A.

[0062] At least one first conveyor unit 135 on the side that receives the battery units BU (hereinafter referred to as the receiving-side first conveyor unit) is provided along a path from the multiple receiving-side first guide rails 131 to the charging station CS. The receiving-side first conveyor unit 135 transports the undercharged battery units BU received from each receiving-side first guide rail 131 to the charging station CS by driving a movable conveyor part 135B supported by a fixed base part 135A.

[0063] 1, a battery unit BU in an undercharged state that has been transported by the receiving-side first conveyor unit 135 is set at a predetermined charging spot. At the charging station CS, the battery pack 21 of the battery unit BU set at the charging spot is automatically or manually charged with power supplied from a power supply source.

[0064] 1 and 10, at least one first conveyor unit (hereinafter referred to as "transfer-side first conveyor unit") 136 that transfers the battery unit BU to the traveling unit DU of the autonomous mobile device 10 is provided along a path from the charging station CS to a plurality of first guide rails (hereinafter referred to as "transfer-side first guide rails") 132 on the transfer side. The transfer-side first conveyor unit 136 transports the fully charged battery unit BU received from the charging station CS to each of the transfer-side first guide rails 132 by driving a movable conveyor part 136B supported by a fixed base part 136A.

[0065] A plurality of delivery-side first guide rails 132 are provided so as to be individually movable forward and backward with respect to each of the first fitting gaps 44 between the units DU and BU. Each delivery-side first guide rail 132 is disposed in such a position that it extends at an inclination downward toward the delivery position of the battery unit BU. Each delivery-side first guide rail 132 delivers the fully charged battery unit BU received from the delivery-side first conveyor unit 136 to the traveling unit DU by synchronous driving of a movable conveyor part 132B supported by a fixed base part 132A.

[0066] In this manner, in the charging subsystem 130 of the autonomous driving management system 1, each receiving side first guide rail 131 and each delivery side first guide rail 132 individually guides the battery unit BU between the traveling unit DU and the charging station CS.

[0067] 1 and 11, a plurality of second guide rails 141 (hereinafter referred to as receiving-side second guide rails) on the side that receives the storage and transport unit RTU from the battery unit BU on the traveling unit DU in the autonomous mobile device 10 are provided so as to be able to advance and retreat individually with respect to each second fitting gap 54 between the units BU and RTU. Each receiving-side second guide rail 141 is disposed in such a position that it extends and inclines downward as it approaches the receiving position of the storage and transport unit RTU. Each receiving-side second guide rail 141 receives the empty storage and transport unit RTU from the battery unit BU by synchronous driving of the movable conveyor part 141B supported by the fixed rail part 141A.

[0068] At least one second conveyor unit 145 on the side that receives the storage and transport unit RTU (hereinafter referred to as the receiving-side second conveyor unit) is provided along a path from the multiple receiving-side second guide rails 141 to the picking station PS. The receiving-side second conveyor unit 145 transports the empty storage and transport unit RTU received from each receiving-side second guide rail 141 to the picking station PS by driving a movable conveyor part 145B supported by a fixed base part 145A.

[0069] 1, an empty storage transport unit RTU transported by the receiving-side second conveyor unit 145 is set in a predetermined storage spot. In the picking station PS, the baggage 9 to be transported is automatically or manually stored in the transport box 30 of the storage transport unit RTU set in the storage spot.

[0070] 1 and 12, at least one second conveyor unit (hereinafter referred to as "transfer-side second conveyor unit") 146 that transfers the storage and transport unit RTU to the battery unit BU on the traveling unit DU in the autonomous mobile device 10 is provided along a path from the picking station PS to a plurality of second guide rails (hereinafter referred to as "transfer-side second guide rails") 142 on the transfer side. The transfer-side second conveyor unit 146 transports the storage and transport unit RTU in a package storage state received from the picking station PS to each of the transfer-side second guide rails 142 by driving a movable conveyor part 146B supported by a fixed base part 146A.

[0071] A plurality of transfer-side second guide rails 142 are provided so as to be individually movable forward and backward with respect to each second fitting gap 54 between the units BU and RTU. Each transfer-side second guide rail 142 is disposed in such a manner that it extends at an inclination downward toward the transfer position of the storage transport unit RTU. Each transfer-side second guide rail 142 transfers the storage transport unit RTU in a baggage-storing state received from the transfer-side second conveyor unit 146 to the battery unit BU by synchronous driving of the movable conveyor part 142B supported by the fixed base part 142A.

[0072] In this way, in the picking subsystem 140 of the autonomous driving management system 1, each receiving side second guide rail 141 and each delivery side second guide rail 142 individually guides the storage and transport unit RTU between the battery unit BU and the picking station PS.

[0073] 13, the control system that controls the infrastructure system in the autonomous driving management system 1 is at least one of a cloud server, an edge server, etc., and includes a map database 100, a communication system 110, and a processing device 120. The map database 100 stores map information used to manage each autonomous driving device 10, updating it to the latest information as needed. The configuration of the map database 100 in the autonomous driving management system 1 is similar to the configuration of the map database 6 in the autonomous driving device 10, but stores a large amount of map information that can cover the autonomous driving areas (hereinafter referred to as the management area) of all the autonomous driving devices 10 that are subject to management.

[0074] The communication system 110 is mainly composed of communication devices that are responsible for at least a part of a V2X system capable of communicating with the communication system 5 of each autonomous mobile device 10. The processing device 120 is connected to the map database 100 and the communication system 110 via at least one of a wired communication line and a wireless communication line. Regarding the future travel of each autonomous mobile device 10, target travel information acquired through the communication system 110, including, for example, destination information of the baggage 9, travel route information, and schedule information, may be provided to the processing device 120 as needed, or may be planned by the processing device 120. Regarding the management area of ​​each autonomous mobile device 10, in addition to the map information of the map database 100, at least one type of environmental information acquired through the communication system 110, such as travel route information, traffic information, and scene information, may be provided to the processing device 120 as needed.

[0075] The processing device 120 includes at least one dedicated computer. The dedicated computer constituting the processing device 120 has at least one each of a memory 120A and a processor 120B. The configurations of the memory 120A and the processor 120B in the processing device 120 are similar to the configurations of the memory 8A and the processor 8B of the control unit CU in the autonomous driving device 10, but are more highly functional than the latter memory 8A and the latter processor 8B.

[0076] In the autonomous driving management system 1, the processing device 120 executes a plurality of instructions of a processing program stored in the memory 120A by the processor 120B, thereby performing a management process for managing charging and storage of luggage 9 for each autonomous driving device 10. In such a processing device 120, a plurality of functional blocks for performing the management process are constructed. The functional blocks thus constructed include receipt management blocks 150, 160, delivery management blocks 151, 161, a charging management block 170, and a storage management block 180, as shown in FIG.

[0077] The first reception management block 150 manages a first reception process including the advancement and retreat of each receiving side first guide rail 131 with respect to each first fitting gap 44 as a process for receiving an undercharged battery unit BU from the traveling unit DU of the autonomous mobile device 10. The first delivery management block 151 manages a first delivery process including the advancement and retreat of each delivery side first guide rail 132 with respect to each first fitting gap 44 as a process for delivering a fully charged battery unit BU to the traveling unit DU of the autonomous mobile device 10. In the first reception phase AP1 and the first delivery phase DP1 shown in FIG. 15 described later, the advancement and retreat of the different receiving side first guide rail 131 and the delivery side first guide rail 132 with respect to the common first fitting gap 44 is managed as shown in FIG. 1 by the first reception management block 150 and the first delivery management block 151.

[0078] The second receiving management block 160 shown in FIG. 14 manages a second receiving process including the advancement and retreat of each receiving side second guide rail 141 with respect to each second fitting gap 54 as a process of receiving an empty storage transport unit RTU from a battery unit BU on a traveling unit DU in the autonomous mobile device 10. The second delivery management block 161 manages a second delivery process including the advancement and retreat of each delivery side second guide rail 142 with respect to each second fitting gap 54 as a process of delivering a storage transport unit RTU with luggage to a battery unit BU on a traveling unit DU in the autonomous mobile device 10. By such second receiving management block 160 and second delivery management block 161, the advancement and retreat of each separate receiving side second guide rail 141 and delivery side second guide rail 142 with respect to the common second fitting gap 54 is managed as shown in FIG. 1 in the second receiving phase AP2 and second delivery phase DP2 shown in FIG. 15 described later.

[0079] 14 manages the charging process by the charging station CS of the battery unit BU received from the traveling unit DU of the autonomous mobile device 10. The storage management block 180 manages the storage process by the picking station PS of the luggage 9 in the storage transport unit RTU received from the battery unit BU on the traveling unit DU of the autonomous mobile device 10.

[0080] A management method in which the processing device 120 in the autonomous driving management system 1 manages charging and luggage storage for each autonomous driving device 10 through cooperation of these blocks 150, 151, 160, 161, 170, and 180 is executed as a management flow shown in FIG. 15. In each autonomous driving device 10 managed at this time, the above-mentioned blocks 80 and 81 cooperate to realize charge / discharge management and driving control according to the management, as shown in FIG. 15. This management flow is executed repeatedly while the autonomous driving management system 1 is running. Each "S" in this management flow represents a number of steps executed by a number of commands included in the navigation program.

[0081] In S101, the second receiving management block 160 of the autonomous driving management system 1 commands the autonomous driving device 10 transporting the storage transport unit RTU that is empty of luggage 9 to exchange the unit RTU that has undergone the second exchange run through the communication systems 110, 5. At this time, the second receiving management block 160 selects an autonomous driving device 10 suitable for the next luggage 9 to be transported from among the autonomous driving devices 10 that have not yet executed any control tasks, such as a transport task.

[0082] The travel control block 81 of the autonomous traveling device 10, which has received a command to replace the storage and transport unit RTU, controls in S201 the travel position of the traveling unit DU to a receiving position of the unit RTU by each receiving side second guide rail 141 of the autonomous traveling management system 1. At this time, the travel control block 81 fine-tunes the travel position of the traveling unit DU so that the receiving side second guide rails 141 enter each second fitting gap 54 from the front side in the front-rear direction Y, and the traveling unit DU reaches the receiving position of the storage and transport unit RTU.

[0083] In S102, the second receiving management block 160 of the autonomous driving management system 1 performs a second receiving process in the second receiving phase AP2 for the autonomous driving device 10 in which each receiving side second guide rail 141 has entered each second fitting gap 54. Specifically, the second receiving management block 160 synchronously drives the movable conveyor parts 141B of each receiving side second guide rail 141 to receive the storage and transport unit RTU from the battery unit BU on the traveling unit DU of the autonomous driving device 10. Furthermore, the second receiving management block 160 also drives the movable conveyor part 145B of the receiving side second conveyor unit 145 to transport the received storage and transport unit RTU to the picking station PS.

[0084] In S103, the storage management block 180 of the autonomous driving management system 1 performs storage processing in the storage phase RP for the storage transport unit RTU that has been transported to the picking station PS. At this time, in the picking station PS, the empty storage transport unit RTU is set in a storage spot. Furthermore, in the picking station PS, the baggage 9 to be transported is automatically or manually stored in the storage transport unit RTU set in the storage spot.

[0085] In parallel with S103, the first receiving management block 150 of the autonomous driving management system 1 inquires of the autonomous driving device 10 that has detached the storage and transport unit RTU by the second receiving process via the communication system 110,5 in S104 as to whether charging is required.

[0086] The battery management block 80 of the autonomous driving device 10 that has received the inquiry determines in S202 whether the battery unit BU is in an insufficient charge state, that is, the charge capacity of the battery unit BU is below the lower limit capacity required for transporting the baggage 9 to the scheduled destination. If a positive determination is made in S202, the battery management block 80 responds to the autonomous driving management system 1 via the communication systems 5, 110 in S203 to inform the autonomous driving management system 1 that the battery unit BU needs to be charged.

[0087] When a response indicating that charging is required is received, the first reception management block 150 in the autonomous driving management system 1 instructs the autonomous driving device 10 requiring charging to replace the battery unit BU that has undergone the first replacement run via the communication systems 110, 5 in S105.

[0088] The travel control block 81 of the autonomous traveling device 10, which has received the battery unit BU replacement command, moves the travel position of the traveling unit DU away from the receiving position of the storage and transport unit RTU in S204 so that each receiving side second guide rail 141 exits each second fitting gap 54. Furthermore, in S204, the travel control block 81 controls the travel position of the traveling unit DU to the receiving position of the battery unit BU by each receiving side first guide rail 131 of the autonomous traveling management system 1. At this time, the travel control block 81 finely adjusts the travel position of the traveling unit DU to reach the receiving position of the battery unit BU so that each receiving side first guide rail 131 enters each first fitting gap 44 from the front side in the front-rear direction Y.

[0089] In S106, the first receiving management block 150 of the autonomous driving management system 1 performs a first receiving process in the first receiving phase AP1 for the autonomous driving device 10 whose receiving side first guide rails 131 have entered their first fitting gaps 44. Specifically, the first receiving management block 150 receives the battery unit BU from the traveling unit DU of the autonomous driving device 10 by synchronously driving the movable conveyor parts 131B of the receiving side first guide rails 131. Furthermore, the first receiving management block 150 drives the movable conveyor part 135B of the receiving side first conveyor unit 135 to transport the received battery unit BU to the charging station CS.

[0090] In S107, the charging management block 170 of the autonomous driving management system 1 performs charging processing in the charging phase CP on the battery unit BU transported to the charging station CS. At this time, in the charging station CS, the battery unit BU in an undercharged state is set at a charging spot. Furthermore, in the charging station CS, the battery unit BU set at the charging spot is automatically or manually charged with power supplied from a power supply source. After the battery unit BU is charged until it is fully charged, it is stored in the charging station CS until an autonomous driving device 10 that needs charging and has been determined to be a positive determination in S202, i.e., an autonomous driving device 10 that needs to be replaced with the unit BU in a fully charged state, is determined.

[0091] In parallel with S107, the first delivery management block 151 of the autonomous driving management system 1 instructs the autonomous driving device 10, from which the battery unit BU has been detached by the first receiving process of S106, to pick up the battery unit BU that has undergone the first exchange run via the communication systems 110, 5 in S108.

[0092] The travel control block 81 of the autonomous traveling device 10, which has received the command to take over the battery unit BU, moves the travel position of the traveling unit DU away from the receiving position of the battery unit BU in S205 so that each receiving side first guide rail 131 exits each first fitting gap 44. Furthermore, in S205, the travel control block 81 controls the travel position of the traveling unit DU to a delivery position of the battery unit BU by each delivery side first guide rail 132 of the autonomous traveling management system 1. At this time, the travel control block 81 finely adjusts the travel position of the traveling unit DU to reach the delivery position of the battery unit BU so that each delivery side first guide rail 132 enters each first fitting gap 44 from the rear side in the front-rear direction Y.

[0093] In S109, the first delivery management block 151 of the autonomous driving management system 1 performs a first delivery process in the first delivery phase DP1 for the autonomous driving device 10 in which each delivery-side first guide rail 132 has entered each first fitting gap 44. Specifically, the first delivery management block 151 drives the movable conveyor part 136B of the delivery-side first conveyor unit 136 to transport the battery unit BU that was fully charged in the past 107 from the charging station CS to the delivery position. Furthermore, the first delivery management block 151 synchronously drives the movable conveyor parts 132B of each delivery-side first guide rail 132 to deliver and couple the battery unit BU to the traveling unit DU in the autonomous driving device 10.

[0094] The second handover management block 161 of the autonomous driving management system 1 instructs the autonomous driving device 10, when the battery unit BU is connected by the first handover process, to pick up the storage and transport unit RTU that has undergone the second exchange run via the communication systems 110, 5 by S110.

[0095] The travel control block 81 of the autonomous traveling device 10, which has received the command to take over the storage transport unit RTU, moves the travel position of the traveling unit DU away from the delivery position of the battery unit BU in S206 so that each transfer side first guide rail 132 exits each first fitting gap 44. Furthermore, in S206, the travel control block 81 controls the travel position of the traveling unit DU to the delivery position of the storage transport unit RTU by each transfer side second guide rail 142 of the autonomous traveling management system 1. At this time, the travel control block 81 finely adjusts the travel position of the traveling unit DU so that each transfer side second guide rail 142 enters each second fitting gap 54 from the rear side in the front-rear direction Y, and causes the traveling unit DU to reach the delivery position of the storage transport unit RTU.

[0096] If a negative determination is made in S202 described above, the battery management block 80 of the autonomous driving device 10 responds to the autonomous driving management system 1 through the communication systems 5 and 110 that the battery unit BU is not being charged (not shown). When the response that charging is not being performed is received, the second delivery management block 161 in S110 of the autonomous driving management system 1 instructs the autonomous driving device 10, with the battery unit BU still connected, through the communication systems 110 and 5, to pick up the storage and transport unit RTU that has undergone the second exchange run.

[0097] In the autonomous driving device 10, when a take-away command is received in response to a response that charging is not possible, the driving control block 81 moves the driving position of the driving unit DU away from the receiving position of the storage and transport unit RTU in S206 so that each receiving side second guide rail 141 exits each second fitting gap 54. Furthermore, in this case, the driving control block 81 in S206 controls the driving position of the driving unit DU in the same manner as described above to the delivery position of the storage and transport unit RTU by each delivery side second guide rail 142 of the autonomous driving management system 1.

[0098] In S111, the second delivery management block 161 of the autonomous driving management system 1 performs a second delivery process in the second delivery phase DP2 for the autonomous driving device 10 in which each delivery side second guide rail 142 has entered each second fitting gap 54. Specifically, the second delivery management block 161 drives the movable conveyor part 146B of the delivery side second conveyor unit 146 to transport the storage transport unit RTU in the immediately preceding or past luggage storage state 103 from the picking station PS to the delivery position. Furthermore, the second delivery management block 161 synchronously drives the movable conveyor part 142B of each delivery side second guide rail 142 to deliver and couple the storage transport unit RTU to the battery unit BU on the traveling unit DU in the autonomous driving device 10.

[0099] The travel control block 81 of the autonomous mobile device 10 coupled with the storage transport unit RTU containing the luggage 9 controls the transport travel of the traveling unit DU so that the luggage 9 is transported to the scheduled destination in S207 and then returned to the management center. From the explanation so far, as shown in Fig. 1, during the waiting period at the management center before and after the transport travel, particularly when S202 is judged to be positive, the travel positions of the autonomous mobile device 10 in each of these phases are assigned on the travel route DR in the order of the second receiving phase AP2, the first receiving phase AP1, the first delivery phase DP1, and the second delivery phase DP2.

[0100] (Action and effect) The effects of the first embodiment described above will be described below.

[0101] In the detachable structure RS of the first embodiment, a power supply structure SS is provided to supply power contactlessly from the battery unit BU to the traveling unit DU through a first fitting gap 44 formed at a first coupling portion RS1 that detachably couples the battery unit BU to the traveling unit DU by recess-projection fitting. Therefore, in the first fitting gap 44 according to the first embodiment, first guide rails 131, 132 that guide the battery unit BU between the traveling unit DU and the charging station CS side in the autonomous traveling management system 1 are movable forward and backward. According to this, the autonomous traveling management system 1 can receive the battery unit BU guided by the receiving side first guide rail 131 from the traveling unit DU of the power supply destination, and can deliver the battery unit BU charged at the charging station CS to the traveling unit DU by the delivery side first guide rail 132. Therefore, the discharged battery unit BU can be replaced with a charged battery unit BU in a timely manner in a short time, and the replacement can be made more efficient.

[0102] The locking portion 46A of the detachable structure RS according to the first embodiment locks the battery unit BU, which is one of the detachable concave-convex fitting targets, to the other traveling unit DU from the opposite side to the advance / retract side of the transfer-side first guide rail 132. With this, the battery unit BU can be locked and accurately positioned by the locking portion 46A when being transferred by the transfer-side first guide rail 132 so that the battery unit BU is in a posture required for contactless power supply on the traveling unit DU. This makes it possible to realize efficient replacement of the battery unit BU with high reliability.

[0103] In the detachable structure RS according to the first embodiment, a detachable concave-convex fit is established at the first coupling portion RS1 by the convex strips 41, 42 and the concave grooves 40, 43 extending from the advance / retract side toward the opposite side of each of the first guide rails 131, 132. This allows the battery unit BU to be smoothly received from the traveling unit DU by the receiving-side first guide rail 131 and the battery unit BU to be delivered to the traveling unit DU by the delivery-side first guide rail 132 in the extension direction common to the convex strips 41, 42 and the concave grooves 40, 43. This makes it possible to improve the efficiency of battery unit BU replacement.

[0104] The first positioning part PP1 of the detachable structure RS according to the first embodiment positions the battery unit BU, which is one of the concave-convex fitting targets and can be detached by the parts 40-43 extending in the front-rear direction Y of the traveling unit DU, relative to the other traveling unit DU in the front-rear direction Y. With this, the battery unit BU that can be smoothly transferred onto the traveling unit DU by the transfer-side first guide rail 132 can be held by the first positioning part PP1 during autonomous traveling while being positioned in a posture required for contactless power supply on the traveling unit DU. Therefore, it is possible to guarantee proper autonomous traveling of the traveling unit DU after efficient replacement of the battery unit BU.

[0105] The power supply structure SS according to the first embodiment supplies power contactlessly from the battery unit BU to the propulsion unit DU through electrode parts 47, 48 provided in each of the battery unit BU and the propulsion unit DU at locations sandwiching the first fitting gap 44. This makes it possible to miniaturize the autonomous traveling device 10 and enable efficient replacement of the battery unit BU by providing the electrode parts 47, 48, which can be constructed in as small a size as possible, on both sides of the first fitting gap 44.

[0106] In the autonomous driving management system 1 according to the first embodiment, in the first receiving phase AP1, a battery unit BU guided by the receiving-side first guide rail 131 is received from the traveling unit DU, while the battery unit BU charged in the charging phase CP can be delivered onto the traveling unit DU by the delivery-side first guide rail 132 in the first delivery phase DP1. Therefore, the battery unit BU discharged by power supply to the traveling unit DU can be timely exchanged in a short time for a battery unit BU charged at the charging station CS, making the exchange more efficient.

[0107] In the first receiving phase AP1 and the first delivery phase DP1 of the first embodiment, the advancement and retreat of the different first guide rails 131, 132 into and from the common first fitting gap 44 is managed. Thus, in the first embodiment, the travel positions in the first receiving phase AP1 and the first delivery phase DP1 are assigned on the travel route DR in this order. This allows the battery unit BU to be smoothly delivered to the traveling unit DU by the delivery-side first guide rail 132, which is separate from the reception, along the travel route DR after the battery unit BU is received from the traveling unit DU by the receiving-side first guide rail 131. This makes it possible to improve the efficiency of battery unit BU replacement.

[0108] In the detachable structure RS according to the first embodiment, a second fitting gap 54 is formed at the second fitting portion RS2 where the storage transport unit RTU is detachably coupled to the battery unit BU coupled to the traveling unit DU by recess-projection fitting. In the second fitting gap 54 according to the first embodiment, the second guide rails 141, 142 that guide the storage transport unit RTU between the battery unit BU and the picking station PS side in the autonomous driving management system 1 can advance and retreat. According to this, the autonomous driving management system 1 receives the storage transport unit RTU guided by the receiving side second guide rail 141 from above the battery unit BU coupled to the traveling unit DU, while the storage transport unit RTU that has stored the luggage 9 at the picking station PS can be delivered to above the battery unit BU by the delivery side second guide rail 142. Therefore, after the luggage 9 is transported, the storage transport unit RTU can be replaced with the storage transport unit RTU in which the luggage 9 is stored in a timely manner in a short time, and the replacement can be made more efficient.

[0109] The locking portion 56A of the detachable structure RS according to the first embodiment locks the storage transport unit RTU, which is one of the detachable concave-convex fitting targets, to the other battery unit BU from the opposite side to the forward / backward side of the delivery-side second guide rail 142. With this, the storage transport unit RTU can be accurately positioned by the locking portion 56A so that the storage transport unit RTU is in a posture suitable for luggage transport on the battery unit BU when being delivered by the delivery-side second guide rail 142. Therefore, efficient replacement of the storage transport unit RTU can be realized with high reliability.

[0110] In the detachable structure RS according to the first embodiment, a detachable concave-convex fit is established at the second coupling portion RS2 by the convex rib portions 51, 52 and the concave groove portions 50, 53 extending from the forward / backward side toward the opposite side of each of the second guide rails 141, 142. This allows the storage and transport unit RTU to be received from the battery unit BU by the receiving side second guide rail 141 and the storage and transport unit RTU to be delivered to the battery unit BU by the delivery side second guide rail 142 smoothly in the extension direction common to the convex rib portions 51, 52 and the concave groove portions 50, 53. This also makes it possible to increase the efficiency of replacement of the storage and transport unit RTU.

[0111] The second positioning part PP2 of the detachable structure RS according to the first embodiment positions the storage transport unit RTU, which is one of the concave-convex fitting targets and can be detached by each part 50-53 extending in the front-rear direction Y of the traveling unit DU, relative to the other battery unit BU in the front-rear direction Y. With this, the storage transport unit RTU, which can be smoothly delivered onto the battery unit BU by the delivery-side second guide rail 142, can be held by the second positioning part PP2 during autonomous traveling while being positioned in a posture suitable for luggage transport on the battery unit BU. Therefore, it is possible to guarantee proper luggage transport after efficient replacement of the storage transport unit RTU.

[0112] In the autonomous driving management system 1 according to the first embodiment, in the second receiving phase AP2, the battery unit BU guided by the receiving-side second guide rail 141 is received from the battery unit BU coupled onto the traveling unit DU, while the storage transport unit RTU that stored the luggage 9 in the storage phase RP can be delivered onto the battery unit BU by the delivery-side second guide rail 142 in the second delivery phase DP2. Therefore, after the luggage 9 is delivered, the storage transport unit RTU can be timely exchanged in a short time at the picking station PS for the storage transport unit RTU in which the luggage 9 is stored, making it possible to make the exchange more efficient.

[0113] In the second receiving phase AP2 and the second delivery phase DP2 of the first embodiment, the advance and retreat to the common second fitting gap 54 is managed for each of the second guide rails 141, 142. Therefore, in the first embodiment, the travel positions in each phase are assigned on the travel route DR in the order of the second receiving phase AP2, the first receiving phase AP1, the first delivery phase DP1, and the second delivery phase DP2. According to this, after the storage transport unit RTU and the battery unit BU are sequentially received from the traveling unit DU by the second and first guide rails 141, 131 on the receiving side, the battery unit BU and the storage transport unit RTU can be sequentially delivered to the traveling unit DU by the first and second guide rails 132, 142 on the delivery side, which is different from the sequential reception, smoothly along the travel route DR. Therefore, it is possible to improve the exchange efficiency of both the battery unit BU and the storage transport unit RTU.

[0114] Second Embodiment The second embodiment is a modification of the first embodiment.

[0115] 16, in the first positioning portion PP1 of the second embodiment, the locking portions 2045A of the rear positioning claws 2045 provided in the traveling unit DU are formed in a vertical plane extending in the up-down direction and the lateral direction X. This allows the locking portions 2045A of each rear positioning claw 2045 to lock and position the battery unit BU from the rear side in the front-rear direction Y with the entire planar surface.

[0116] The locking portion 2045A of each rear positioning claw 2045 can lock the battery unit BU, when it is received through the receiving-side first guide rail 131, from the opposite side to the front side of the rail 131 moving back and forth relative to the traveling unit DU, with its flat upper end. Furthermore, the locking portion 2045A of each rear positioning claw 2045 can lock the battery unit BU, when it is delivered through the delivery-side first guide rail 132, from the opposite side to the front side of the rail 132 moving back and forth relative to the traveling unit DU, with its flat upper end. Therefore, in S205 of the management flow, the traveling unit DU is controlled to a point turning drive of, for example, 180 degrees on the traveling route DR, and then the traveling position is finely adjusted to the delivery position of the battery unit BU.

[0117] In this way, the locking portion 2045A of the detachable structure RS according to the second embodiment locks the battery unit BU, which is one of the detachable concave-convex fitting targets, to the other traveling unit DU from the opposite side to the advance / retract side of the transfer-side first guide rail 132. With this, the battery unit BU can be locked and accurately positioned by the locking portion 2045A when being transferred by the transfer-side first guide rail 132 so that the battery unit BU is in a posture required for contactless power supply on the traveling unit DU. This makes it possible to realize efficient replacement of the battery unit BU with high reliability.

[0118] 16, in the second positioning portion PP2 of the second embodiment, the locking portions 2055A of the rear positioning claws 2055 provided in the traveling unit DU are formed in a vertical plane extending in the up-down direction and the lateral direction X. As a result, the locking portions 2055A of the rear positioning claws 2055 can lock and position the storage and transport unit RTU from the rear side in the front-rear direction Y with the entire planar surface.

[0119] The locking portion 2055A of each rear positioning claw 2055 can lock the storage transport unit RTU by its flat upper end from the opposite side to the front side of the rail 141 moving forward and backward with respect to the traveling unit DU when the storage transport unit RTU is received through the receiving side second guide rail 141. Furthermore, the locking portion 2055A of each rear positioning claw 2055 can lock the storage transport unit RTU by its flat upper end from the opposite side to the front side of the rail 142 moving forward and backward with respect to the traveling unit DU when the storage transport unit RTU is delivered through the delivery side second guide rail 142. Therefore, in S206 of the management flow, the traveling unit DU is controlled to turn by, for example, 180 degrees on the travel route DR, and then the travel position is finely adjusted to the delivery position of the storage transport unit RTU.

[0120] In this way, the locking portion 2055A of the detachable structure RS according to the second embodiment locks the storage transport unit RTU, which is one of the detachable concave-convex fitting targets, to the other battery unit BU from the opposite side to the forward / backward side of the transfer-side second guide rail 142. With this, the storage transport unit RTU can be locked and accurately positioned by the locking portion 2055A so that the storage transport unit RTU is in a posture suitable for luggage transport on the battery unit BU when being transferred by the transfer-side second guide rail 142. Therefore, efficient replacement of the storage transport unit RTU can be realized with high reliability.

[0121] In addition, in a modification of the second embodiment as shown in Fig. 17, the multiple front positioning claws 46 may be omitted from the first positioning portion PP1. In this case, as shown in Fig. 18, the locking portion 2045A of each rear positioning claw 2045 may lock the battery unit BU that is aligned in the lateral direction X on the traveling unit DU but inclined with respect to the front-rear direction Y. In Fig. 18, the extension directions of the groove portions 40, 43 and the ridge portions 41, 42 are also inclined with respect to the front-rear direction Y in accordance with the inclined posture of the battery unit BU, but the extension directions of the groove portions 40, 43 and the ridge portions 41, 42 may substantially coincide with the front-rear direction Y regardless of the inclined posture of the battery unit BU.

[0122] As shown in Fig. 17, in a modified example of the second embodiment, the multiple front positioning claws 56 may be omitted from the second positioning portion PP2. In this case, as shown in Fig. 18, the locking portion 2055A of each rear positioning claw 2055 may lock the storage and transport unit RTU that is aligned in the lateral direction X on the traveling unit DU and on the battery unit BU but is inclined with respect to the front-rear direction Y. Note that, in Fig. 18, the extension directions of the groove portions 50, 53 and the ridge portions 51, 52 are also inclined with respect to the front-rear direction Y in accordance with the inclined attitude of the storage and transport unit RTU, but the extension directions of the groove portions 50, 53 and the ridge portions 51, 52 may substantially coincide with the front-rear direction Y regardless of the inclined attitude of the storage and transport unit RTU.

[0123] In a modification of the second embodiment, the rear positioning claw 45 of the first embodiment is provided in place of the rear positioning claw 2045 in the first positioning portion PP1, so that only the rear positioning claw 2055 of the second positioning portion PP2 may be employed. In a modification of the second embodiment, the rear positioning claw 55 of the first embodiment is provided in place of the rear positioning claw 2055 in the second positioning portion PP2, so that only the rear positioning claw 2045 of the first positioning portion PP1 may be employed.

[0124] In the modified examples of the first and second embodiments, the positioning claws 45, 46, 2045 may be omitted from the first positioning portion PP1. In the modified examples of the first and second embodiments, instead of the positioning claws 45, 46, 2045 in the first positioning portion PP1, positioning in the front-rear direction Y may be realized by an easily detachable fitting structure between a hemispherical protrusion and a conical or tapered hole provided on one and the other of the units DU and BU. In the modified examples of the first and second embodiments, instead of the positioning claws 45, 46, 2045 in the first positioning portion PP1, positioning in the front-rear direction Y may be realized by a detachable fitting structure between an electromagnetically driven protrusion provided on the battery unit BU and a hole provided on the traveling unit DU.

[0125] In the modified examples of the first and second embodiments, the positioning claws 55, 56, 2055 may be omitted in the second positioning portion PP2. In the modified examples of the first and second embodiments, instead of the positioning claws 55, 56, 2055 in the second positioning portion PP2, positioning in the front-rear direction Y may be realized by an easily detachable fitting structure between a hemispherical protrusion and a conical or tapered hole provided on one and the other of the units BU and RTU. In the modified examples of the first and second embodiments, instead of the positioning claws 55, 56, 2055 in the second positioning portion PP2, positioning in the front-rear direction Y may be realized by a detachable fitting structure between an electromagnetically driven protrusion provided on the battery unit BU and a hole provided on the storage and transport unit RTU.

[0126] Third embodiment The third embodiment is a modification of the first embodiment.

[0127] 19, in a vertical cross section of the third embodiment taken along the horizontal direction X in the combined state of the units DU and BU, the widths of the rectangular concave groove portions 40, 3040 are different from each other, and accordingly, the widths of the rectangular convex ridge portions 41, 3041 are also different from each other. Specifically, the width of the groove portion 3040 located at the center in the horizontal direction X is set to be larger than the widths of the groove portions 40 located on both sides thereof. Similarly, the width of the ridge portion 3041 located at the center in the horizontal direction X is set to be larger than the widths of the ridge portions 41 located on both sides thereof.

[0128] In the power supply structure SS of the third embodiment, an electrode portion 3047 in the battery unit BU and an electrode portion 3048 in the propulsion unit DU are provided at locations sandwiching the first fitting gap 44 at the center position in the lateral direction X when the units BU, DU are combined, that is, in a pair of a convex portion 3041 and a concave groove portion 3040. As a result, in the third embodiment, it is possible to ensure that the opposing areas of the electrode portions 3047, 3048 in the battery unit BU and the propulsion unit DU sandwiching the first fitting gap 44 are as large as possible, thereby increasing the power supply.

[0129] (Fourth embodiment) The fourth embodiment is a modification of the first embodiment.

[0130] 20, in the first coupling portion RS1 of the fourth embodiment, the plurality of protruding portions 4041 provided in the battery unit BU are common to a trapezoidal shape that narrows downward in the horizontal direction X. Thus, each protruding portion 4041 can be wedge-shaped and concave-convexly fitted to the upper end of the corresponding groove portion 40 in the traveling unit DU, that is, to the edges of the protruding portions 42 located on both sides of the corresponding groove portion 40 in the horizontal direction X.

[0131] In the fourth embodiment, such wedge-shaped concave-convex fitting makes it possible to suppress positional deviation of the battery unit BU relative to the traveling unit DU in the lateral direction X. Also, in the fourth embodiment, the wedge-shaped concave-convex fitting makes it possible for each first fitting gap 44 to secure a space of a set size surrounded by the top surface of the protruding striate portion 4041 and the inner surface of the concave groove portion 40 regardless of repeated attachment and detachment. Note that the bottom surface portions of the concave groove portions 4043 provided in the battery unit BU in the first coupling portion RS1 in a trapezoidal groove shape are configured to face the top surface portions of the corresponding protruding striate portions 42 in the traveling unit DU with clearances above and below.

[0132] 21, the plurality of protruding portions 4051 provided in the storage and transport unit RTU in the second coupling portion RS2 of the fourth embodiment are common to a trapezoidal shape that narrows downward in the horizontal direction X when the units BU and RTU are coupled on the traveling unit DU. Thus, each protruding portion 4051 can be wedge-shaped and concave-convexly fitted to the upper end of the corresponding concave groove portion 50 in the battery unit BU on the traveling unit DU, that is, to the edges of the protruding portions 52 located on both sides of the corresponding concave groove portion 50 in the horizontal direction X.

[0133] In the fourth embodiment, such wedge-shaped concave-convex fitting makes it possible to suppress positional deviation in the lateral direction X of the storage transport unit RTU relative to the battery unit BU on the traveling unit DU. Also, in the fourth embodiment, the wedge-shaped concave-convex fitting makes it possible for each second fitting gap 54 to secure a space of a set size surrounded by the top surface of the protruding rib portion 4051 and the inner surface of the concave groove portion 50 regardless of repeated attachment and detachment. Note that the bottom surface portions of the concave groove portions 4053 provided in the storage transport unit RTU in a trapezoidal groove shape in the second coupling portion RS2 are configured to face the top surface portions of the corresponding protruding rib portions 52 in the battery unit BU on the traveling unit DU with clearances above and below.

[0134] 22, in a modification of the fourth embodiment, the roots of the convex streak portions 4041 may be fitted in a concave-convex manner to the upper end of the groove portion 40, i.e., to the edges of the convex streak portions 42, so that the top surface of the convex streak portion 42 and the bottom surface of the groove portion 4043 are in vertical contact with each other. Similarly, as shown in FIG. 23, in a modification of the fourth embodiment, the roots of the convex streak portions 4051 may be fitted in a concave-convex manner to the upper end of the groove portion 50, i.e., to the edges of the convex streak portion 52, so that the top surface of the convex streak portion 52 and the bottom surface of the groove portion 4053 are in vertical contact with each other.

[0135] In a modification of the fourth embodiment, the first coupling portion RS1 is provided with the convex rib portion 41 of the first embodiment instead of the convex rib portion 4041, so that only the convex rib portion 4051 of the second coupling portion RS2 may be adopted. In a modification of the fourth embodiment, the second coupling portion RS2 is provided with the convex rib portion 51 of the first embodiment instead of the convex rib portion 4051, so that only the convex rib portion 4041 of the first coupling portion RS1 may be adopted.

[0136] Fifth embodiment The fifth embodiment is a modification of the first embodiment.

[0137] As shown in Figs. 24 and 25, in the fifth embodiment, the movable conveyor units 131B, 132B, 141B, and 142B are not provided for each of the guide rails 131, 132, 141, and 142, but an auxiliary guide rail 5190 that supports each of the guide rails 131, 132, 141, and 142 is added. The auxiliary guide rail 5190 is disposed on one side of the horizontal direction X in which the corresponding guide rails 131, 132, 141, and 142 are arranged, in an inclined position corresponding to the corresponding rail. In the auxiliary guide rail 5190, the movable conveyor unit 5190B supported by the fixed rail unit 5190A is driven, so that the guide of the battery unit BU or the storage transport unit RTU by the corresponding guide rails 131, 132, 141, and 142 can be realized with a relatively simple configuration. Such an auxiliary guide rail 5190 may be removed from the target of advancement / retraction relative to the fitting gaps 44, 54 as shown in FIG. 24 (however, an example for the fitting gap 44), or may be set as the target of advancement / retraction as shown in a modified example in FIG. 26 (however, an example for the fitting gap 44).

[0138] 27, in a modification of the sixth embodiment, a driving gate 5191 may be added on the multiple guide rails 132, 142 on the delivery side and on the auxiliary guide rail 5190 to be advanced or retreated, in order to control the transport speed due to gravity of the battery unit BU or storage transport unit RTU to be guided. Specifically, the driving gate 5191 may be configured such that the angle between a pair of gate bars arranged in a substantially V-shape tapered toward the bottom gradually decreases as the guided object is transported. This allows the driving gate 5191 to safely deliver the guided object, the transport speed of which is controlled, between the gate bars to the autonomous mobile device 10.

[0139] Sixth Embodiment The sixth embodiment is a modification of the fifth embodiment.

[0140] As shown in Figs. 28 and 29, in the sixth embodiment, an auxiliary conveyor unit 6192 is added in place of the auxiliary guide rail 5190 as an element for supporting each guide rail 131, 132, 141, 142 that is not provided with the movable conveyor units 131B, 132B, 141B, 142B. The auxiliary conveyor unit 6192 connects the corresponding guide rails 131, 132, 141, 142 and the conveyor units 135, 136, 145, 146 in an inclined posture corresponding to the corresponding rail. In the auxiliary conveyor unit 6192, the movable conveyor unit 6192B supported by the fixed rail unit 6192A is driven, so that the guide of the battery unit BU or the storage transport unit RTU by the corresponding guide rails 131, 132, 141, 142 can be realized with a relatively simple configuration.

[0141] (Other embodiments) Although several embodiments have been described above, the present disclosure should not be construed as being limited to those embodiments, and can be applied to various embodiments and combinations within the scope not departing from the gist of the present disclosure.

[0142] In the modified examples of the first to sixth embodiments, the control unit CU and / or the dedicated computer constituting the processing device 120 may have at least one of a digital circuit and an analog circuit as a processor. Here, the digital circuit is at least one of ASIC (Application Specific Integrated Circuit), FPGA (Field Programmable Gate Array), SOC (System on a Chip), PGA (Programmable Gate Array), CPLD (Complex Programmable Logic Device), etc. Furthermore, such a digital circuit may have a memory that stores a program.

[0143] In the modified examples of the first to sixth embodiments, the first coupling portion RS1 may be formed by the convex rib portion 41, 3041, 4041 and the concave groove portion 43, 4043 provided on the traveling unit DU, and the concave groove portion 40, 3040 and the convex rib portion 42 provided on the battery unit BU. In the modified examples of the first to sixth embodiments, the second coupling portion RS2 may be formed by the convex rib portion 51, 3051, 4051 and the concave groove portion 53, 4053 provided on the traveling unit DU, and the concave groove portion 50, 3050 and the convex rib portion 52 provided on the battery unit BU.

[0144] In the modified examples of the first to sixth embodiments, the extension direction common to the recessed groove portions 40, 43, 3040, 4043 and the protruding strip portions 41, 42, 3041, 4041 may substantially coincide with the lateral direction X in which the guide rails 131, 132 advance and retreat between the units DU and BU toward the opposite side. In the modified examples of the first to sixth embodiments, the extension direction common to the recessed groove portions 50, 53, 3050, 4053 and the protruding strip portions 51, 52, 3051, 4051 may substantially coincide with the lateral direction X in which the guide rails 141, 142 advance and retreat between the units BU and RTU toward the opposite side.

[0145] In the modified examples of the first to sixth embodiments, in addition to the power supply structure SS that realizes contactless power supply by electric field coupling, a power supply structure SS that realizes contactless power supply by electromagnetic coupling, magnetic field resonance, etc. may be adopted. In the modified examples of the first to sixth embodiments, in addition to the traveling unit DU that turns by utilizing the rotation difference between the drive wheels 3Ad, a traveling unit DU that turns by steering the wheels 3A like an automobile may be adopted.

[0146] The modified examples of the first to sixth embodiments may be applied to the management of an autonomous mobile device 10 that is not intended to transport luggage 9 by a storage transport unit RTU, or an autonomous mobile device 10 in which a storage transport unit RTU is integrated with a battery unit BU. In this case, at least the configuration of the picking subsystem 140 and the processing in phases AP2 and DP2 related to the receipt and delivery of the storage transport unit RTU may be omitted. However, in an autonomous mobile device 10 in which a storage transport unit RTU is integrated with a battery unit BU, the charging subsystem 130 may also function as the picking subsystem 140, so that the charging station CS may function as the picking station PS.

[0147] In the modified examples of the first to sixth embodiments, in the first receiving phase AP1 and the first delivery phase DP1 related to the battery unit BU, a common first guide rail 131 may be adopted as a target for moving forward and backward with respect to the fitting gap 44. In the modified examples of the first to sixth embodiments, in the second receiving phase AP2 and the second delivery phase DP2 related to the storage transport unit RTU, a common second guide rail 141 may be adopted as a target for moving forward and backward with respect to the fitting gap 54. In the modified examples of the first to sixth embodiments, the storage transport unit RTU containing the luggage 9 stored in the storage transport unit RTU may be delivered to the autonomous driving management system 1 for the purpose of collecting the luggage 9 stored in the storage transport unit RTU at the picking station PS.

[0148] (Additional remarks) This specification discloses the following technical ideas and combinations thereof.

[0149] (Technical thought 1) An autonomous driving device that autonomously drives in a charged state after being charged at a charging station (CS) of an autonomous driving management system (1), A driving unit (DU) that receives power for autonomous driving; a battery unit (BU) capable of supplying power to the traveling unit in a charged state and in a coupled state to the traveling unit; a detachable structure (RS) for detachably connecting the battery unit to the traveling unit by a concave-convex fit, the detachable structure forming a fitting gap (44) at the connection point through which a guide rail (131, 132, 5190) for guiding the battery unit between the traveling unit and the charging station in the autonomous driving management system can advance and retreat; An autonomous driving device equipped with a power supply structure (SS) for contactlessly supplying power from the battery unit to the driving unit through a fitting gap.

[0150] (Technical thought 2) The autonomous driving management system further includes a storage transport unit (RTU) that transports luggage (9) in a storage state in which the luggage (9) is stored in a picking station (PS) of the autonomous driving management system and in a state in which the luggage is coupled onto the battery unit; The detachable structure is a first coupling portion (RS1) that is a coupling portion that detachably couples the battery unit to the traveling unit by a concave-convex fit, and that forms a first fitting gap (44) at the coupling location, which is a fitting gap through which a first guide rail (131, 132, 5190) as a guide rail can advance and retreat; An autonomous driving device as described in technical idea 1, having a second connection part (RS2) which connects the storage and transport unit to the battery unit connected to the traveling unit in a detachable manner by a concave-convex fit, and which forms a second engagement gap (54) at the connection point through which a second guide rail (141, 142, 5190) which guides the storage and transport unit between the battery unit and the picking station in the autonomous driving management system can advance and retreat.

[0151] (Technical Thought 3) The detachable structure is An autonomous driving device as described in technical idea 1 or 2, having a locking portion (45A, 46A, 55A, 56A, 2045A, 2055A) that locks one of the detachable concave-convex fitting objects to the other from the opposite side to the advance / retract side of the guide rail.

[0152] (Technical Thought 4) The detachable structure is An autonomous driving device according to any one of technical ideas 1 to 3, in which a detachable concave-convex fitting is constructed by a convex rib portion (41, 42, 51, 52, 3041, 3051, 4041, 4051) extending from the advance / retract side of the guide rail toward the opposite side, and a concave groove portion (40, 43, 50, 53, 3040, 3050, 4043, 4053) extending from the advance / retract side of the guide rail toward the opposite side.

[0153] (Technical Thought 5) The detachable structure is A convex portion and a concave groove portion extending along the front-rear direction (Y) of the traveling unit; An autonomous driving device according to Technical Idea 4, having positioning portions (PP1, PP2) that position one of the detachable concave-convex fitting objects relative to the other in the front-to-rear direction of the driving unit.

[0154] (Technical Thought 6) The power supply structure is The autonomous traveling device according to any one of Technical Ideas 1 to 5, having an electrode portion (47, 48, 3047, 3048) provided at locations on each of the battery unit and the traveling unit that sandwich a fitting gap, for contactlessly supplying power from the battery unit to the traveling unit.

[0155] (Technical Thought 7) An autonomous driving management system that has a processor (120B) and manages charging at a charging station for an autonomous driving device (10) according to any one of Technical Ideas 1 to 6, The processor In a receiving phase (AP1) in which the battery unit is received from the traveling unit, the advancement and retreat of the guide rail with respect to the fitting gap is managed; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; and managing the advancement and retreat of the guide rail relative to the fitting gap in a handover phase (DP1) in which the charged battery unit is handed over to the traveling unit.

[0156] (Technical Thought 8) Managing the movement of the guide rails is An autonomous driving management system as described in Technical Idea 7, which includes managing the movement of each separate guide rail into a common fitting gap during the receiving phase and the delivery phase.

[0157] (Technical Thought 9) The processor The autonomous driving management system according to Technical Idea 7 or 8, in which the driving positions in each phase are assigned on the driving route (DR) in the order of the receiving phase and the delivery phase.

[0158] (Technical Thought 10) An autonomous driving management system having a processor (120B) and managing charging at a charging station and storage of luggage at a picking station for an autonomous driving device (10) according to any one of Technical Ideas 2 to 6, The processor In a first receiving phase (AP1) in which the battery unit is received from the traveling unit, managing the advancement and retreat of the first guide rail with respect to the first fitting gap; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; In a first delivery phase (DP1) in which the charged battery unit is delivered to the traveling unit, the advancement and retreat of the first guide rail with respect to the first fitting gap is managed. In a second receiving phase (AP2) in which the storage transport unit is received from the battery unit on the traveling unit, managing the advancement and retreat of the second guide rail with respect to the second fitting gap; In a storage phase (RP) in which the cargo is stored in the storage transport unit received from the traveling unit, managing the storage; An autonomous driving management system configured to execute the following: during a second transfer phase (DP2) in which the storage and transport unit storing the cargo is handed over to the battery unit on the traveling unit, managing the advancement and retreat of the second guide rail relative to the second mating gap.

[0159] (Technical Thought 11) Managing the movement of the first guide rail is Managing the advancement and retreat of each of the first guide rails into the common first fitting gap during the first receiving phase and the first delivering phase; Managing the movement of the second guide rail is An autonomous driving management system described in technical idea 10, which includes managing the movement of each separate second guide rail into and out of a common second fitting gap during the second receiving phase and the second delivery phase.

[0160] (Technical Thought 12) An autonomous driving management system according to technical idea 10 or 11, in which the driving positions in each phase are assigned on the driving route (DR) in the order of the second receiving phase, the first receiving phase, the first delivery phase, and the second delivery phase.

[0161] The above technical ideas 1 to 12 may be realized in the form of an autonomous driving management method. [Explanation of symbols]

[0162] 1: Autonomous driving management system, 9: luggage, 10: Autonomous driving device, 40, 43, 50, 53, 3040, 3050, 4043, 4053: groove portion, 41, 42, 51, 52, 3041, 3051, 4041, 4051: protruding portion, 44: first fitting gap, 45A, 46A, 55A, 56A, 2045A, 2055A: locking portion, 47, 48, 3047, 3048: electrode portion, 54: second fitting gap, 120B: process , 131, 132, 5190: first guide rail, 141, 142, 5190: second guide rail, BU: battery unit, CS: charging station, DR: travel route, DU: travel unit, PP1: first positioning unit, PP2: positioning unit, PS: picking station, RS: detachable structure, RS1: first connection unit, RS2: second connection unit, RTU: storage transport unit, SS: power supply structure, Y: front-rear direction

Claims

1. An autonomous driving device that autonomously drives in a charged state after being charged at a charging station (CS) of an autonomous driving management system (1), A driving unit (DU) that receives power for autonomous driving; a battery unit (BU) capable of supplying power to the propulsion unit in the charged state and in a state coupled to the propulsion unit; A structure for detachably connecting the battery unit to the traveling unit by a concave-convex fitting, the detachment structure (RS) forming a fitting gap (44) at the connection point through which a guide rail (131, 132, 5190) that guides the battery unit between the traveling unit and the charging station side in the autonomous traveling management system can advance and retreat; and a power supply structure (SS) for contactlessly supplying power from the battery unit to the propulsion unit through the fitting gap.

2. The vehicle further includes a storage transport unit (RTU) that transports luggage (9) in a storage state in which the luggage is stored in a picking station (PS) of the autonomous driving management system and in a state in which the luggage is coupled onto the battery unit, The detachable structure includes: a first coupling portion (RS1) that is a coupling portion that detachably couples the battery unit to the traveling unit by a concave-convex fit, and that forms a first fitting gap (44) at the coupling location, which is the fitting gap through which a first guide rail (131, 132, 5190) as the guide rail can advance and retreat; The autonomous driving device of claim 1, further comprising: a second coupling portion (RS2) that couples the storage and transport unit to the battery unit coupled to the traveling unit in a detachable manner by a concave-convex fit, and that forms a second engagement gap (54) at the coupling point through which a second guide rail (141, 142, 5190) that guides the storage and transport unit between the battery unit and the picking station in the autonomous driving management system can advance and retreat.

3. The detachable structure includes:

3. The autonomous driving device according to claim 1, further comprising a locking portion (45A, 46A, 55A, 56A, 2045A, 2055A) that locks one of the detachable concave-convex fitting objects to the other from the side opposite to the advance / retract side of the guide rail.

4. The detachable structure includes:

3. An autonomous driving device as described in claim 1 or 2, in which a detachable concave-convex fitting is formed by a convex ridge portion (41, 42, 51, 52, 3041, 3051, 4041, 4051) extending from the advance / retract side of the guide rail toward the opposite side, and a concave groove portion (40, 43, 50, 53, 3040, 3050, 4043, 4053) extending from the advance / retract side of the guide rail toward the opposite side.

5. The detachable structure includes: The convex stripe portion and the concave groove portion extending along the front-rear direction (Y) of the traveling unit; The autonomous driving device according to claim 4 , further comprising positioning portions (PP1, PP2) that position one of the detachable concave-convex fitting objects relative to the other in the front-rear direction of the driving unit.

6. The power supply structure includes:

3. The autonomous driving device according to claim 1 or 2, further comprising an electrode portion (47, 48, 3047, 3048) provided on each of the battery unit and the propulsion unit at locations sandwiching the fitting gap, for contactlessly supplying power from the battery unit to the propulsion unit.

7. An autonomous driving management system that manages charging at the charging station for the autonomous driving device (10) according to claim 1, comprising: The processor, In a receiving phase (AP1) in which the battery unit is received from the traveling unit, managing the advancement and retreat of the guide rail with respect to the fitting gap; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; and managing the advancement and retreat of the guide rail relative to the fitting gap during a handover phase (DP1) in which the charged battery unit is handed over to the traveling unit.

8. Managing the advancement and retreat of the guide rail includes: The autonomous driving management system according to claim 7 , further comprising: managing the advancement and retreat of each of the separate guide rails into the common fitting gap during the receiving phase and the delivery phase.

9. The processor, The autonomous driving management system according to claim 7 or 8, wherein driving positions in each phase are assigned on a driving route (DR) in the order of the receiving phase and the handover phase.

10. An autonomous driving management system that includes a processor (120B) and manages charging at the charging station and storing the luggage at the picking station for the autonomous driving device (10) according to claim 2, The processor, In a first receiving phase (AP1) in which the battery unit is received from the traveling unit, managing the advancement and retreat of the first guide rail with respect to the first fitting gap; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; In a first delivery phase (DP1) in which the charged battery unit is delivered to the traveling unit, the first guide rail is moved forward and backward relative to the first fitting gap. In a second receiving phase (AP2) in which the storage transport unit is received from the battery unit on the traveling unit, managing the advancement and retreat of the second guide rail with respect to the second fitting gap; In a storage phase (RP) in which the luggage is stored in the storage transport unit received from the traveling unit, managing the storage; An autonomous driving management system configured to execute the following: during a second transfer phase (DP2) in which the storage and transport unit storing the luggage is handed over to the battery unit on the traveling unit, managing the advancement and retreat of the second guide rail relative to the second fitting gap.

11. Managing the advancement and retreat of the first guide rail Managing the advancement and retreat of each of the first guide rails into the common first fitting gap in the first receiving phase and the first transferring phase; Managing the advancement and retreat of the second guide rail The autonomous driving management system according to claim 10 , further comprising managing the advancement and retreat of each of the second guide rails into the common second fitting gap during the second receiving phase and the second delivery phase.

12. The autonomous driving management system according to claim 10 or 11, wherein the driving positions in each of the phases are assigned on a driving route (DR) in the order of the second receiving phase, the first receiving phase, the first delivery phase, and the second delivery phase.

13. An autonomous driving management method for managing charging at the charging station for the autonomous driving device according to claim 1, the autonomous driving management method being executed by a processor, the autonomous driving device comprising: In a receiving phase (AP1) in which the battery unit is received from the traveling unit, managing the advancement and retreat of the guide rail with respect to the fitting gap; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; and managing the advancement and retreat of the guide rail relative to the fitting gap in a handover phase (DP1) in which the charged battery unit is handed over to the traveling unit.

14. An autonomous driving management method for managing charging at the charging station and storing the luggage at the picking station for the autonomous driving device according to claim 2, the autonomous driving management method being executed by a processor, the autonomous driving device comprising: In a first receiving phase (AP1) in which the battery unit is received from the traveling unit, managing the advancement and retreat of the first guide rail with respect to the first fitting gap; In a charging phase (CP) of charging the battery unit received from the traveling unit, managing the charging; In a first delivery phase (DP1) in which the charged battery unit is delivered to the traveling unit, the first guide rail is moved forward and backward relative to the first fitting gap. In a second receiving phase (AP2) in which the storage transport unit is received from the battery unit on the traveling unit, managing the advancement and retreat of the second guide rail with respect to the second fitting gap; In a storage phase (RP) in which the luggage is stored in the storage transport unit received from the traveling unit, managing the storage; An autonomous driving management method that includes managing the advancement and retreat of the second guide rail relative to the second fitting gap in a second transfer phase (DP2) in which the storage and transport unit storing the luggage is handed over to the battery unit on the traveling unit.

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