Transport system and transport method

Abstract

To provide a conveyance system and a conveying method that can reduce a loss of conveyance time in the entire course on which an automatic conveying device travels.SOLUTION: A conveyance system according to this disclosure includes: a movement request acceptor which accepts a movement request to an automatic conveying device; and a section travel-route setter which sets a section travel route with a predetermined length constituting a part of a travel route from a current position of a first automatic conveying device to a destination position, such that the section travel route of the first automatic conveying device does not overlap the section travel route set for another second automatic conveying device, on the basis of the movement request accepted by the movement request acceptor. The section travel-route setter repeatedly executes processing of setting a second section travel route with an end position of the first section travel route as a start position of the second section travel route, while the automatic conveying device is traveling on the first section travel route.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a transport system and a transport method. [Background technology]

[0002] BACKGROUND ART Conventionally, in warehouses and the like, a conveyance system is known in which an automatic conveyance device receives an article to be conveyed at a storage position (for example, a storage shelf) and conveys the article to a withdrawal position (a delivery location).

[0003] For example, Patent Document 1 discloses an operation control system that, when a loading location and unloading location for work are specified, creates a driving plan including a route from the loading location to the unloading location, evaluates the relationship between the planned routes of each autonomous mobile body, and, if there is a possibility of interference between the routes of each autonomous mobile body, gives instructions to the autonomous mobile body to avoid the interference. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-242489 Summary of the Invention [Problem to be solved by the invention]

[0005] In the system described in embodiment 1 of Patent Document 1, when a centralized control device issues a transportation request to a waiting autonomous mobile body, the autonomous mobile body searches for a route connecting the specified loading and unloading locations as a combination of unit routes, extracts the combination of unit routes with the shortest distance, and creates a travel plan. Furthermore, if a virtual obstacle exists on the travel route of the planned travel plan, the autonomous mobile body re-plans the travel plan to avoid the virtual obstacle. Then, the autonomous mobile body starts transportation after a travel plan has been created to avoid the virtual obstacle.

[0006] That is, the system of the first embodiment creates a travel plan to prevent interference with other autonomous mobile bodies along the entire route from the loading location to the unloading location before the autonomous mobile body starts transportation. Therefore, as the travel route becomes longer, it becomes necessary to predict interference with other autonomous mobile bodies in the distant future, which can cause problems such as difficulty in predicting interference or reduced prediction accuracy. Furthermore, virtual obstacles that prevent other autonomous mobile bodies from entering are set along the long travel route included in the travel plan, which can significantly hinder the movement of other autonomous mobile bodies and reduce operation efficiency.

[0007] Furthermore, the system described in embodiment 2 of Patent Document 1 creates a travel plan in the same manner as embodiment 1, and then the autonomous mobile body starts transport without re-creating a travel plan to avoid virtual obstacles. After the autonomous mobile body starts transport, the system constantly monitors the position of the autonomous mobile body and issues instructions to the autonomous mobile body from a centralized control device as necessary to avoid interference with the autonomous mobile body.

[0008] In other words, the system of embodiment 2 creates a driving plan without considering interference with other autonomous moving bodies before the autonomous moving body starts its transport, and when it determines that interference with other autonomous moving bodies will occur during transport, it discards the driving plan and sets a new driving route.

[0009] Furthermore, the system of embodiment 2 allows interference with other autonomous mobile bodies when a travel plan for the autonomous mobile body is created, and when it determines that interference with other autonomous mobile bodies will occur during transport, it discards the travel plan created at the start of transport and sets a new travel route, which causes a problem that travel is halted until the travel plan is discarded and a new travel route is set. Also, the system must constantly monitor the position of each autonomous mobile body to avoid interference between the autonomous mobile bodies, which causes a problem of an extremely large processing load.

[0010] An object of the present invention is to provide a transport system and a transport method that can reduce the loss of transport time over the entire course traveled by an automatic transport device. [Means for solving the problem]

[0011] A conveying system according to one aspect of the present invention is a conveying system that sets a travel route for an automatic conveying device and moves the device to a destination position. The conveying system includes a movement request receiving unit and a section travel route setting unit. The movement request receiving unit receives a movement request for the automatic conveying device. Based on the movement request received by the movement request receiving unit, the section travel route setting unit sets a section travel route of a predetermined length that constitutes a part of a travel route from a current position of a first automatic conveying device to the destination position, such that the section travel route of the first automatic conveying device does not overlap with the section travel route set for another second automatic conveying device. Furthermore, while the automatic conveying device is traveling along the first section travel route, the section travel route setting unit repeatedly executes a process of setting the second section travel route by setting the end position of the first section travel route as the start position of a next second section travel route.

[0012] Another aspect of the present invention is a conveying method in which one or more processors set a travel route for an automatic conveying device and move it to a destination position, the conveying method comprising the steps of: receiving a movement request for the automatic conveying device; setting, based on the movement request, a section travel route of a predetermined length that constitutes part of the travel route from the current position of a first automatic conveying device to the destination position, so that the section travel route of the first automatic conveying device does not overlap with the section travel route set for another second automatic conveying device; and, while the automatic conveying device is traveling along the first section travel route, repeatedly executing a process of setting the second section travel route with the end position of the first section travel route as the start position of the next second section travel route. [Effects of the Invention]

[0013] According to the present invention, it is possible to reduce the loss of transport time over the entire course traveled by the automatic transport device. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is a block diagram showing the configuration of a transport system according to an embodiment of the present invention. [Figure 2] FIG. 2 is a block diagram showing the configuration of the fleet management server according to the embodiment of the present invention. [Figure 3] FIG. 3 is a diagram schematically illustrating the configuration of a warehouse to which the conveyance system according to the embodiment of the present invention is applied. [Figure 4] FIG. 4 is a diagram showing an example of product information used in the transport system according to the embodiment of the present invention. [Figure 5] FIG. 5 is a diagram showing an example of order information used in the transport system according to the embodiment of the present invention. [Figure 6] FIG. 6 is a diagram showing an example of set order information used in the transport system according to the embodiment of the present invention. [Figure 7] FIG. 7 is a diagram schematically showing a part of an area of ​​a warehouse according to an embodiment of the present invention. [Figure 8] FIG. 8 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 9] FIG. 9 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 10] FIG. 10 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 11] FIG. 11 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 12] FIG. 12 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 13]FIG. 13 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 14] FIG. 14 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 15] FIG. 15 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 16] FIG. 16 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 17] FIG. 17 is a diagram showing an example of a method for setting a travel route in the conveyance system according to the embodiment of the present invention. [Figure 18] FIG. 18 is a flowchart showing an example of a procedure of a transport process executed in the transport system according to the embodiment of the present invention. [Figure 19] FIG. 19 is a flowchart showing an example of a procedure of a transport process executed in the transport system according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings to help understand the present invention. Note that the following embodiments are examples that embody the present invention and do not limit the technical scope of the present invention.

[0016] [Transport System 10] As shown in FIG. 1, a transportation system 10 according to an embodiment of the present invention includes a fleet management server 1, an order management server 2, and an automated guided vehicle (AGV) 3. The fleet management server 1 and the order management server 2 can communicate with each other via a communication network N1 such as a wired LAN or a wireless LAN. The fleet management server 1 and the automated guided vehicle 3 can also communicate with each other via a communication network N2 such as a wireless LAN. The order management server 2 can also communicate with a customer terminal 4 via a communication network N3 such as the Internet.

[0017] The conveyance system 10 is a system in which multiple paths are set up along which the automated conveyance device 3 can travel, and the automated conveyance device 3 is instructed to convey an object from a storage location to a destination location by specifying a path among the multiple paths as a travel route. Specifically, the conveyance system 10 is applied to, for example, a warehouse (logistics warehouse) that stores goods (objects to be conveyed). When the conveyance system 10 receives a product order from a customer (customer terminal 4), it outputs a conveyance instruction to the automated conveyance device 3. Upon receiving the conveyance instruction, the automated conveyance device 3 moves to the storage location (storage shelf) of the product, receives the product from a worker, and conveys the product to a shipping location. The customer terminal 4 is an information processing device such as a personal computer or smartphone. For example, a customer can use the customer terminal 4 to access a website (order page) operated by the order management server 2 to place an order for a product.

[0018] The order management server 2 can accept orders for the products from each of multiple customer terminals 4, and aggregates the received order information and outputs it to the fleet management server 1. The fleet management server 1 manages the operation of each of multiple automated guided vehicles 3 and outputs transport instructions (driving instructions) to each automated guided vehicle 3 based on the order information. Based on the transport instructions, the automated guided vehicle 3 autonomously travels along a predetermined travel route, picks up the product included in the order information from a storage shelf, and transports it to a shipping location. The autonomous travel method of the automated guided vehicle 3 is not particularly limited, and any well-known method, such as a method using magnetic tape installed on the floor and markers that specify travel operations (control information), can be used.

[0019] Furthermore, the automatic conveying device 3 is equipped with, for example, multiple containers (storage units), and by storing customer-ordered products in each container, it is possible to transport multiple customer products together in one picking run (running from a waiting location, circulating around each shelf, to a shipping location). For example, if the automatic conveying device 3 is equipped with two containers, the automatic conveying device 3 can transport ordered products for two customers together. The fleet management server 1 outputs the transport instructions corresponding to the order information of one or more customers to each automatic conveying device 3.

[0020] In this embodiment, as an example, an example will be described in which the conveyance system 10 is applied to a warehouse W1 shown in Fig. 3. The warehouse W1 shown in Fig. 3 has a plurality of storage shelves (storage positions) for storing products (transportation targets). Fig. 3 illustrates 16 storage shelves T1 to T16.

[0021] In addition, waiting locations for the automatic transport devices 3 are set in the warehouse W1. For example, in the warehouse W1, a waiting location P1 where AGV1 waits, a waiting location P2 where AGV2 waits, and a waiting location P3 where AGV3 waits are set. Each automatic transport device 3 waits at a predetermined waiting location when it has not received a transport instruction from the fleet management server 1.

[0022] Each automated guided vehicle 3 moves from a waiting location to a storage shelf where ordered items are stored when it receives a transport instruction from the fleet management server 1. For example, when AGV1 receives a transport instruction from the fleet management server 1 that includes order information for an item on storage shelf T1, it moves to storage shelf T1, receives the ordered item from a worker in charge of picking, and then moves to a shipping location along a preset travel route.

[0023] In this embodiment, the conveying system 10 corresponds to the conveying system of the present invention, but the conveying system of the present invention may be composed of only the operation management server 1, or may include one or more components of the operation management server 1, the order management server 2, and the automatic conveying device 3.

[0024] [Order Management Server 2] As shown in Fig. 1, the order management server 2 is a server including a control unit 21, a memory unit 22, an operation display unit 23, and a communication unit 24. The order management server 2 is not limited to a single computer, but may be a computer system in which multiple computers operate in cooperation with each other. Furthermore, the various processes executed by the order management server 2 may be executed in a distributed manner by one or multiple processors.

[0025] The communication unit 24 is a communication interface that connects the order management server 2 to the communication network N1 by wire or wirelessly and executes data communication with the fleet management server 1 via the communication network N1 in accordance with a predetermined communication protocol. The communication unit 24 is also a communication interface that connects the order management server 2 to the communication network N3 by wire or wirelessly and executes data communication with one or more customer terminals 4 via the communication network N3 in accordance with a predetermined communication protocol.

[0026] The operation display unit 23 is a user interface that includes a display unit such as a liquid crystal display or an organic EL display that displays various information, and an operation unit such as a mouse, keyboard, or touch panel that accepts operations.

[0027] The storage unit 22 is a non-volatile storage unit such as an HDD (Hard Disk Drive) or SSD (Solid State Drive) that stores various types of information. Specifically, the storage unit 22 stores data such as product information D1 and order information D2. The product information D1 includes information about products stored in the warehouse. The order information D2 includes information about customer orders. FIG. 4 is a diagram showing an example of the product information D1, and FIG. 5 is a diagram showing an example of the order information D2.

[0028] As shown in FIG. 4, the product information D1 includes information such as a corresponding "product ID," "product name," and "shelf ID" for each product. The product ID is identification information for the product, and the product name is the name of the product. The shelf ID is identification information for the storage shelf where the product is stored. In this embodiment, for example, "T1" indicating storage shelf T1, "T2" indicating storage shelf T2, "T3" indicating storage shelf T3, etc. are registered as the shelf ID.

[0029] The product information D1 is stored in advance in the storage unit 22, for example, by a registration operation performed by a warehouse manager. The manager can update the product information D1 as needed. The product information D1 may also be registered in the fleet management server 1.

[0030] As shown in FIG. 5, the order information D2 includes, for each order, information such as the corresponding "unit order ID," "customer ID," "ordered item," "quantity," and "order date and time." The unit order ID is identification information for one order, and the customer ID is identification information for the customer who ordered the item. The ordered item is the name of the item ordered by the customer, and the quantity is the number of ordered items. The order date and time is information on the date and time when the order was received from the customer.

[0031] The order information D2 is registered by the control unit 21 every time the order management server 2 receives an order from the customer terminal 4.

[0032] In another embodiment, some or all of the product information D1 and the order information D2 may be stored in another server accessible from the order management server 2 via the communication network N3.

[0033] The storage unit 22 also stores control programs such as a transport program for causing the control unit 21 to execute the transport process (see FIGS. 18 and 19) described below. For example, the transport program is non-temporarily recorded on a computer-readable recording medium such as a CD or DVD, and is read by a reading device (not shown) such as a CD drive or DVD drive provided in the order management server 2 and stored in the storage unit 22.

[0034] The control unit 21 has control devices such as a CPU, a ROM, and a RAM. The CPU is a processor that executes various arithmetic processes. The ROM is a non-volatile storage unit that pre-stores control programs such as a BIOS and an OS that cause the CPU to execute various arithmetic processes. The RAM is a volatile or non-volatile storage unit that stores various information and is used as a temporary storage memory (work area) for the various processes executed by the CPU. The control unit 21 controls the order management server 2 by having the CPU execute various control programs pre-stored in the ROM or the storage unit 22.

[0035] Specifically, the control unit 21 receives a product order from the customer terminal 4. When the control unit 21 receives an order from the customer terminal 4, it registers the order details in order information D2. The control unit 21 also outputs the order information D2 to the fleet management server 1. For example, the control unit 21 outputs order information D2 (see FIG. 5) that aggregates multiple orders received within a predetermined period of time to the fleet management server 1. In this way, the control unit 21 outputs the order information D2 to the fleet management server 1 at a predetermined cycle.

[0036] In another embodiment, when the control unit 21 receives an output request for the order information D2 from the fleet management server 1, the control unit 21 may output the order information D2 to the fleet management server 1. For example, the fleet management server 1 may output an output request for the order information D2 to the order management server 2 based on the operation status of the automatic conveyance device 3.

[0037] Furthermore, when the control unit 21 outputs the order information D2 to the fleet management server 1, the control unit 21 may delete the order information D2 from the storage unit 22.

[0038] [Traffic management server 1] As shown in Fig. 1, the fleet management server 1 is a server including a control unit 11, a memory unit 12, an operation / display unit 13, and a communication unit 14. The fleet management server 1 is not limited to a single computer, but may be a computer system in which multiple computers operate in cooperation with each other. Furthermore, the various processes executed by the fleet management server 1 may be executed in a distributed manner by one or multiple processors.

[0039] The communication unit 14 is a communication interface that connects the fleet management server 1 to the communication network N1 by wire or wirelessly and executes data communication with the order management server 2 via the communication network N1 in accordance with a predetermined communication protocol. The communication unit 14 is also a communication interface that connects the fleet management server 1 to the communication network N2 by wire or wirelessly and executes data communication with one or more automatic conveying devices 3 via the communication network N2 in accordance with a predetermined communication protocol.

[0040] The operation display unit 13 is a user interface that includes a display unit such as a liquid crystal display or an organic EL display that displays various information, and an operation unit such as a mouse, keyboard, or touch panel that accepts operations.

[0041] The storage unit 12 is a non-volatile storage unit such as an HDD or SSD that stores various types of information. Specifically, the storage unit 12 stores data such as set order information D3. The set order information D3 includes information related to set orders that combine unit orders. Figure 5 is a diagram showing an example of the set order information D3.

[0042] As shown in Fig. 5, the set order information D3 includes information such as the corresponding "set order ID," "unit order ID," and "shelf ID" for each set order that combines unit orders. The set order ID is identification information for the set order that combines unit orders. The control unit 11 generates a set order by combining unit orders based on information such as the storage location of the product, the current location of the automatic conveying device 3, and operation rules.

[0043] The set order information D3 is included in the transport instruction sent to the automatic transport device 3. For example, when the AGV1 receives a transport instruction including the set order information D3 for "SET1," the AGV1 moves to the location of the shelf ID "T3" included in the set order information D3. The AGV1 then receives the products with the unit order IDs "O1," "O2," "O3," and "O4" from the worker.

[0044] When the control unit 11 acquires the order information D2 (see FIG. 5) from the order management server 2, it references the product information D1 (see FIG. 4) and generates set order information D3 (see FIG. 6).

[0045] In another embodiment, some or all of the order information D2 and the set order information D3 may be stored in another server accessible via the communication network N1 from the fleet management server 1. In this case, the control unit 11 of the fleet management server 1 may acquire the information from the other server and execute various processes such as the transportation process (see FIGS. 18 and 19) described below.

[0046] The storage unit 12 also stores control programs such as a transportation program for causing the control unit 11 to execute transportation processing (see FIGS. 18 and 19) described below. For example, the transportation program is non-temporarily recorded on a computer-readable recording medium such as a CD or DVD, and is read by a reading device (not shown) such as a CD drive or DVD drive provided in the fleet management server 1 and stored in the storage unit 12.

[0047] The control unit 11 has control devices such as a CPU, a ROM, and a RAM. The CPU is a processor that executes various arithmetic processes. The ROM is a non-volatile storage unit that pre-stores control programs such as a BIOS and an OS that cause the CPU to execute various arithmetic processes. The RAM is a volatile or non-volatile storage unit that stores various information and is used as a temporary storage memory (work area) for the various processes executed by the CPU. The control unit 11 controls the fleet management server 1 by having the CPU execute various control programs pre-stored in the ROM or the storage unit 12.

[0048] Conventional systems assign routes to autonomous mobile units when each unit route is completed, so as to avoid interference with routes previously adopted by other autonomous mobile units. Specifically, when a route is previously adopted by a certain autonomous mobile unit, the system sets virtual obstacles on the route to prohibit other autonomous mobile units from entering the route. With this configuration, if the assigned route is long, it will exclude other autonomous mobile units from entering over a wide area, which increases the frequency with which other autonomous mobile units have to re-route their routes to make detours, resulting in increased losses at intersections. On the other hand, if the assigned route is short, the distances for acceleration and deceleration on the route will be short, resulting in a decrease in the maximum speed that can be set. The system of Patent Document 1 does not take such issues into consideration, resulting in a loss of transport time.

[0049] Furthermore, when re-planning a trip plan, conventional systems extract the next shortest route after the initially planned route. However, they do not evaluate whether the re-planned route actually has the shortest travel time. For example, avoiding interference with an autonomous mobile body whose route was previously set can result in increased interference with other autonomous mobile bodies, which can result in a longer travel time for all autonomous mobile bodies.

[0050] In contrast to this, the conveyance system 10 according to this embodiment can reduce the loss of conveyance time over the entire course traveled by the automatic conveyance device, as will be described below.

[0051] Specifically, as shown in FIG. 2, the control unit 11 includes various processing units such as a transportation request receiving unit 111, an overall travel route setting unit 112, a section travel route length determination unit 113, a section travel route setting unit 114, a reserved travel route setting unit 115, a control information setting unit 116, an output processing unit 117, an overlap determination unit 118, an intersection determination unit 119, an avoidance information creation unit 120, an appropriateness evaluation unit 121, and an avoidance information determination unit 122. The control unit 11 functions as the various processing units by executing various processes in accordance with the transportation program using the CPU. Some or all of the processing units may be configured with electronic circuits. The transportation program may be a program for causing multiple processors to function as the processing units.

[0052] The transportation request receiving unit 111 receives a transportation request (picking order) for a product (transportation target). The transportation request is an example of a movement request of the present invention. Specifically, the transportation request receiving unit 111 receives order information D2 corresponding to orders from multiple customers from the order management server 2. For example, the transportation request receiving unit 111 receives order information D2 (see FIG. 5) including customer orders for CUSTOM1 and CUSTOM2. The transportation request receiving unit 111 is an example of a movement request receiving unit of the present invention.

[0053] The control unit 11 generates set order information D3 based on the order information D2. For example, when the transport request receiving unit 111 receives order information D2 (see FIG. 5) including a customer's four orders (unit orders) for CUSTOM1 and CUSTOM2, the control unit 11 references the product information D1 (see FIG. 4) and generates set order information D3 (see FIG. 6) for "SET1." For example, the control unit 11 aggregates, among the multiple products included in the order information D2, multiple products stored in the same area into a single order (set order) to generate set order information D3. The control unit 11 also generates set order information D3 assigned to each of the multiple containers loaded on the automatic transport device 3.

[0054] The overall travel route setting unit 112 sets an overall travel route from the current position of the automatic transport device 3 to the storage position (storage shelf) based on the transport request received by the transport request receiving unit 111.

[0055] Here, the control unit 11 acquires the current positions of all automatic guided vehicles 3. Each automatic guided vehicle 3 transmits information such as its current position, running speed, traveling direction, and running status (running or waiting) in real time to the fleet management server 1. Based on the information transmitted from each automatic guided vehicle 3, the control unit 11 designates one automatic guided vehicle 3 and assigns set order information D3 to it.

[0056] The overall travel path setting unit 112 sets a travel start position and a destination position for the assigned automatic guided vehicle 3. FIG. 7 shows a schematic diagram of a portion of the warehouse W1. Symbols A to R indicate points within the warehouse W1, and the straight lines connecting each point indicate paths along which the automatic guided vehicle 3 can travel. For example, if the control unit 11 assigns the set order information D3 of "SET1" to the AGV1, as shown in FIG. 8, the overall travel path setting unit 112 sets point P as the travel start position of the AGV1 and point I as the destination position.

[0057] The overall travel path setting unit 112 sets an overall travel path, which is an initial travel path, after setting the travel start position and destination position for the AGV 1. Specifically, the overall travel path setting unit 112 performs an operation simulation for all automatic guided vehicles 3 and sets an overall travel path and control information that will minimize the total transport time of all automatic guided vehicles 3.

[0058] For example, the overall travel path setting unit 112 first observes the travel status (current position, travel speed, reserved travel path, predicted arrival time of the reserved travel path) of other automated guided vehicles 3 (here, AGV2 and AGV3). For example, as shown in Fig. 9, AGV2 is moving from point C on storage shelf T1 to point R, the retrieval location, and the passage from points C to B to E is set as the reserved travel path, and the predicted arrival time at point E is t2. In this case, the overall travel path setting unit 112 prohibits AGV1 from entering the section of the passage from points C to B to E from time t0 to t2.

[0059] Next, the overall travel path setting unit 112 performs operation simulations for all automatic guided vehicles 3 in parallel, and sets an overall travel path for AGV1 to move from point P to point I so that the total transport time of all AGVs is shortest while prohibiting AGV1 from entering the passage section from point C to point E between times t0 and t2. Here, as shown in FIG. 10, the overall travel path setting unit 112 sets the passage from point P to point N to point L to point J to point G to point H to point I as the overall travel path R10 (initial travel path) for AGV1. Note that R20 in FIG. 10 indicates the overall travel path (initial travel path) set for AGV2.

[0060] The section travel route length determination unit 113 determines the length of the section travel route (reserved travel route) based on information about a portion of the entire travel route set by the entire travel route setting unit 112 that is within a predetermined determination length from the section start position. There are several methods (first to fifth determination methods) shown below that can be considered as a method for determining the length of the section travel route, and the section travel route length determination unit 113 can adopt any of the methods.

[0061] (1st determination method) In the first determination method, the positions of specific intersections at which multiple passages intersect and which are likely to be intersected by multiple automated guided vehicles 3 are registered in advance. If the specific intersection does not exist within the determined length from the section start position in the overall travel route set by the overall travel route setting unit 112, the section travel route length determination unit 113 sets a first length as the section travel route length, and if the specific intersection exists within the determined length from the section start position, sets a second length shorter than the first length as the section travel route length.

[0062] For example, as shown in FIG. 11, points B, E, and H, which are merging points from storage shelves T1, T2, and T3, are registered as specific intersections. The section travel path length determination unit 113 determines whether the specific intersection exists within four sections from the current position (the section to the marker position four sections ahead) for the entire travel path R10. The length of four sections from the current position is an example of the determined length. If the specific intersection does not exist within four sections from the current position, the section travel path length determination unit 113 sets the section travel path length to "4" (the first length). If the specific intersection exists within four sections from the current position, the section travel path length determination unit 113 sets the section travel path length to "2" (the second length). In the example of FIG. 11, since the specific intersection does not exist within four sections from the current position P of the AGV1, the section travel path length determination unit 113 sets the length from the current position P to point G, four sections ahead (the section travel path length "4") (first length). The control unit 11 predicts the time it will take for the AGV 1 to arrive at point G through an operation simulation, and prohibits other AGVs from entering until then.

[0063] (Second determination method) In the second determination method, a high-speed travel path along which the automated conveying device 3 travels at high speed and a low-speed travel path along which the automated conveying device 3 travels at low speed are registered in advance among the multiple paths. Then, when the low-speed travel path is not included in a portion of the overall travel path set by the overall travel path setting unit 112 within the determination length from the section start position, the section travel path length determination unit 113 sets a first length as the section travel path length, and when the low-speed travel path is included in a portion of the overall travel path set by the overall travel path setting unit 112 within the determination length from the section start position, sets a second length shorter than the first length as the section travel path length.

[0064] For example, as shown in FIG. 12, vertical paths (pathway from points A to P and path from points B to Q) are registered as high-speed travel paths, and horizontal paths (pathway from points A to C, path from points D to F, path from points G to I, path from points J to K, path from points L to M, path from points N to O, and path from points P to R) are registered as low-speed travel paths. When the low-speed travel path is not included within four sections from the current position, the section travel path length determination unit 113 sets the section travel path length to "4" (the first length). When the low-speed travel path is included within four sections from the current position, the section travel path length determination unit 113 sets the section travel path length to "2" (the second length). In the example of FIG. 11, since the low-speed travel path is not included within four sections from the current position P of the AGV 1, the section travel path length determination unit 113 sets the length from the current position P to point G, which is four sections away, to "4" (the section travel path length "4") (first length).

[0065] (3rd determination method) In the third determination method, high-speed travel areas in which the automatic guided vehicle 3 travels at high speed and low-speed travel areas in which the automatic guided vehicle 3 travels at low speed are registered in advance. Then, the section travel path length determination unit 113 sets a first length as the section travel path length when a portion of the entire travel path set by the entire travel path setting unit 112 that is within the determination length from the section start position is not included in the low-speed travel area, and sets a second length that is shorter than the first length as the section travel path length when a portion of the entire travel path set by the entire travel path setting unit 112 that is within the determination length from the section start position is included in the low-speed travel area.

[0066] For example, as shown in FIG. 13, the passage from points A to I is registered as a low-speed travel area, and the passage from points J to R is registered as a high-speed travel area. When a section within four sections from the current position is not included in the low-speed travel area, the section travel path length determination unit 113 sets the section travel path length to "4" (the first length). Furthermore, when a section within four sections from the current position is included in the low-speed travel area, the section travel path length determination unit 113 sets the section travel path length to "2" (the second length). In the example of FIG. 11, since a section four sections from the current position P of AGV1 is not included in the low-speed travel area, the section travel path length determination unit 113 sets the length from the current position P to point G, which is four sections away, to be (the section travel path length "4") (the first length).

[0067] (4th determination method) In the fourth determination method, the section driving route length determination unit 113 sets a first length as the section driving route length when there is no right or left turn point within the determined length from the section start position in the overall driving route set by the overall driving route setting unit 112, and sets a second length shorter than the first length as the section driving route length when there is a right or left turn point within the determined length from the section start position.

[0068] In the example of Figure 11, the section four sections from the current position P is a straight route and there are no right or left turns in that section, so the section travel route length determination unit 113 sets the length from the current position P of AGV1 to point G, four sections away (the section travel route length "4") (first length).

[0069] (5th determination method) In the fifth determination method, the section travel path length determination unit 113 determines a high-density area where the probability of an intersection occurring is higher than a threshold value based on the current positions of all automatic guided devices 3. Then, when a portion of the entire travel path set by the entire travel path setting unit 112 that is within the determined length from the section start position is not included in the high-density area, the section travel path length determination unit 113 sets a first length as the section travel path length, and when a portion of the entire travel path set by the entire travel path setting unit 112 that is within the determined length from the section start position is included in the high-density area, the section travel path length determination unit 113 sets a second length that is shorter than the first length as the section travel path length.

[0070] For example, if the area including the passage from points A to I is a high-density area and the area including the passage from points J to R is a low-density area, the area four sections from the current position P of AGV1 is a low-density area, so the section travel route length determination unit 113 sets the length from the current position P of AGV1 to point G, four sections away (the section travel route length "4") (first length).

[0071] By using any of the above methods, the section travel route length determination unit 113 determines the length of the section travel route (section travel route length).

[0072] The section travel route setting unit 114 sets, on the overall travel route, a section travel route from the section start position to the section travel route length determined by the section travel route length determination unit 113. In the example shown in Fig. 11, the section travel route setting unit 114 sets, on the overall travel route R10 corresponding to AGV1, a route (passage from points P → N → L → J → G) having a length from the current position P to point G, four sections ahead (the section travel route length "4"), as section travel route R11. Furthermore, on the overall travel route R20 corresponding to AGV2, the section travel route setting unit 114 sets, on the overall travel route R20 corresponding to AGV2, a route (passage from points C → B → E) having a length from the current position C to point E, two sections ahead (the section travel route length "2"), as section travel route R21.

[0073] The reserved travel route setting unit 115 sets the section travel route set by the section travel route setting unit 114 as the reserved travel route. In the example shown in Fig. 11, the reserved travel route setting unit 115 sets the section travel route R11 of points P → N → L → J → G corresponding to AGV1 as the reserved travel route. In addition, the reserved travel route setting unit 115 sets the section travel route R21 of points C → B → E corresponding to AGV2 as the reserved travel route.

[0074] The control information setting unit 116 sets control information that defines the operation of the automatic transport device 3 in association with the markers on the section travel route.

[0075] Specifically, the control information setting unit 116 sets control information including information specifying the traveling direction (e.g., going straight, turning left, turning right) at each marker position toward the next marker position, as well as information on the traveling speed, acceleration, stopping, turning, etc. at each marker position. For example, the control information setting unit 116 sets information on a first speed when the length of the section traveling route is equal to or greater than a predetermined reference length, and sets information on a second speed slower than the first speed when the length of the section traveling route is less than the predetermined reference length, in association with the marker on the section traveling route set by the section traveling route setting unit 114. The reference length may be the same as the determination length. For example, the control information setting unit 116 sets control information that sets a high traveling speed for the reserved traveling route of section traveling route R11 corresponding to AGV1. On the other hand, the control information setting unit 116 sets control information that sets a low traveling speed for the reserved traveling route of section traveling route R21 corresponding to AGV2.

[0076] The output processing unit 117 outputs the travel route information including the overall travel route and the section travel routes, and the control information to the automatic guided vehicle 3. Here, the output processing unit 117 outputs the travel route information and the control information to each of the AGV1 and AGV2. Upon receiving the travel route information and the control information, each of the AGV1 and AGV2 starts traveling along the reserved travel route.

[0077] When the automatic transport device 3 starts traveling along the reserved travel route, the control unit 11 sets the reserved travel route along which the automatic transport device 3 will next travel. Specifically, the control unit 11 executes the following processing.

[0078] For example, at a first time point while the AGV1 is traveling along a section travel path R11 of the overall travel path R10, the section travel path length determination unit 113 sets the end point (point G) of the section travel path R11 as the section start position of a section travel path R12 that follows the section travel path R11, and determines a second section route length, which is the section travel path length of the section travel path R12, based on information about a portion of the overall travel path R10 that is within the determined length from the end point of the section travel path R11. In addition, the section travel path setting unit 114 provisionally sets a route on the overall travel path R10 that has the second section route length from the end point of the section travel path R11 as the section travel path R12.

[0079] In this case, the overlap determination unit 118 determines whether the portion of the overall travel route R10 of AGV1 that is within the determined length from the end point (point G) of the section travel route R11 overlaps with the reserved travel route of AGV2. If the overlap determination unit 118 determines that the portion of the overall travel route R10 of AGV1 that is within the determined length from the end point (point G) of the section travel route R11 does not overlap with the reserved travel route of AGV2, the section travel route length determination unit 113 determines the second section route length based on information about the portion of the overall travel route R10 that is within the determined length from the end point of the section travel route R11. Furthermore, the section travel route setting unit 114 provisionally sets a section travel route R12 on the overall travel route R10 that is from the end point of the section travel route R11 to the second section route length.

[0080] Furthermore, if the overlap determination unit 118 determines that the portion of the overall travel route R10 of AGV1 within the determined length from the end point (point G) of the section travel route R11 overlaps with the reserved travel route of AGV2, the overall travel route setting unit 112 resets the overall travel route. The reset overall travel route corresponds to the second overall travel route of the present invention. After the overall travel route setting unit 112 resets the overall travel route, the overlap determination unit 118 further determines whether the portion of the reset overall travel route R10 of AGV1 within the determined length from the end point of the section travel route R11 overlaps with the reserved travel route of AGV2. If the overlap determination unit 118 determines that the portion of the reset overall travel route R10 of AGV1 within the determined length from the end point of the section travel route R11 does not overlap with the reserved travel route of AGV2, the section travel route length determination unit 113 determines the second section route length based on information regarding the portion of the reset overall travel route R10 within the determined length from the end point of the section travel route R11, and the section travel route setting unit 114 sets a section travel route R12 on the reset overall travel route R10 from the end point of the section travel route R11 to the length of the second section travel route.

[0081] Furthermore, if the overlap determination unit 118 determines that the portion of the reset overall travel route R10 of AGV1 within the determined length from the end point of the section travel route R11 overlaps with the reserved travel route of AGV2, the overall travel route setting unit 112 further resets the overall travel route. The reset overall travel route corresponds to the third overall travel route of the present invention.

[0082] Further, the intersection determination unit 119 determines whether or not the AGV1 intersects with the AGV2 on the overall travel route R10.

[0083] 14, for example, the control unit 11 provisionally sets the next reserved travel route at timing (t1) before AGV1 arrives at point G, which is the end point of section travel route R11. Here, since a specific intersection H is present within four sections (determination length) from point G, the section travel route length determination unit 113 sets the section travel route length to "2" (the second length), and the reserved travel route setting unit 115 provisionally sets section travel route R12 from points G → H → I corresponding to AGV1 as the reserved travel route. Similarly, the reserved travel route setting unit 115 provisionally sets section travel route R22 from points E → H → K corresponding to AGV2 as the reserved travel route.

[0084] The intersection determination unit 119 determines whether AGV1 will intersect with AGV2. If AGV1 will intersect with AGV2, the control unit 11 executes the following avoidance method. If AGV1 will not intersect with AGV2, the output processing unit 117 sets the provisionally set reserved travel route as the official reserved travel route, and outputs the travel route information and the control information to AGV1. In the example shown in FIG. 14, the section travel route R12 of AGV1 intersects with the section travel route R22 of AGV2, so the control unit 11 executes the following avoidance method.

[0085] Specifically, when the intersection determination unit 119 determines that the AGV1 will intersect with the AGV2 on the overall travel route R10, the avoidance information creation unit 120 creates a plurality of avoidance information candidates for preventing the intersection of the AGV1 and the AGV2. The plurality of avoidance information candidates include avoidance information candidates based on a plurality of different avoidance methods. The avoidance information creation unit 120 creates a plurality of different avoidance methods (first to third avoidance methods).

[0086] (First workaround) The first avoidance method is a method of avoiding intersections by changing the control information set by the control information setting unit 116. Specifically, the control information includes information on the traveling speed of the automatic guided vehicle 3 at each point on the traveling route, and the intersection is avoided by changing the traveling speed of the automatic guided vehicle 3 at each point on the traveling route. For example, as shown in FIG. 15 , the avoidance information creation unit 120 changes the traveling speed of AGV2 from point B to point H to speed V2, which is twice the traveling speed V1 from point C to point B. The traveling speed of AGV1 is set to speed V1. The avoidance information creation unit 120 may also change the traveling speed V1 of AGV1.

[0087] (Second workaround) The second avoidance method is a method of avoiding intersections by changing the overall travel route set by the overall travel route setting unit 112. For example, as shown in Fig. 16, the avoidance information creating unit 120 changes the section travel route R12 from points G → H → I that is provisionally set for AGV1 to a section travel route R12 from points G → D → E → H → I. Note that the avoidance information creating unit 120 may also change the section travel route R22 from points E → H → K that is provisionally set for AGV2.

[0088] (Third workaround) The third avoidance method is a method in which the control information set by the control information setting unit 116 stops the automatic guided vehicle 3 at a predetermined position on the travel route. For example, as shown in Fig. 17, the avoidance information creating unit 120 sets control information to stop the AGV1 for a predetermined time (for example, one second) before the intersection H. Note that the avoidance information creating unit 120 may also set control information to stop the AGV2 for a predetermined time (for example, one second) before the intersection H.

[0089] As described above, the avoidance information creating unit 120 creates a plurality of different avoidance methods (avoidance information candidates). By causing the automated guided vehicle 3 to travel in accordance with the avoidance method, it is possible to avoid the intersection of the AGV1 and AGV2 at the intersection H.

[0090] The appropriateness evaluation unit 121 evaluates the appropriateness of each of the plurality of avoidance information candidates created by the avoidance information creation unit 120 by simulating the operation of all of the automatic guided devices 3. Specifically, the appropriateness evaluation unit 121 determines whether or not intersection avoidance has been successful for each of the plurality of avoidance information candidates created by the avoidance information creation unit 120 by simulating the operation of all of the automatic guided devices 3.

[0091] For example, the appropriateness evaluation unit 121 determines (evaluates) the total transport time of all automatic transport devices 3 for each of the multiple avoidance information candidates created by the avoidance information creation unit 120 through an operation simulation of all automatic transport devices 3.

[0092] The avoidance information determination unit 122 determines one of the plurality of avoidance information candidates as the avoidance information based on the evaluation result (total transport time) of the appropriateness evaluation unit 121. For example, the avoidance information determination unit 122 determines the avoidance information candidate that results in the shortest total transport time of all the automatic transport devices 3 as the avoidance information.

[0093] In addition, a priority order may be set for each of the plurality of different avoidance methods, and the avoidance information determination unit 122 may determine one of the plurality of avoidance information candidates as the avoidance information based on the evaluation result of the appropriateness evaluation unit 121 and the priority order set for each of the plurality of different avoidance methods.

[0094] In addition, the avoidance information determination unit 122 may extract, from the plurality of avoidance information candidates, the avoidance information candidate whose evaluation result satisfies a predetermined standard and has the highest priority as a secondary candidate, and further determine, from the avoidance information candidates extracted as the secondary candidates, one of the avoidance information candidates as the avoidance information based on the evaluation result of the appropriateness evaluation unit 121.

[0095] When the avoidance information determination unit 122 determines the avoidance information, the output processing unit 117 outputs the travel route information and the control information regarding the reserved travel route corresponding to the avoidance information to the automatic guided vehicle 3. When each of the AGV1 and AGV2 acquires the travel route information and the control information, it starts traveling along the set reserved travel route. The control unit 11 sequentially sets the travel route information and the control information corresponding to the reserved travel route, and causes each automatic guided vehicle 3 to continue traveling.

[0096] [Transportation processing] 18 and 19, the transportation process executed in the transportation system 10 will be described. Specifically, in this embodiment, the transportation process is executed by the control unit 11 of the fleet management server 1. Furthermore, the control unit 11 can execute multiple transportation processes in parallel in response to multiple transportation requests output from the order management server 2.

[0097] The present invention can be understood as a conveying method that executes one or more steps included in the conveying process. Furthermore, one or more steps included in the conveying process described herein may be omitted as appropriate. The steps in the conveying process may be executed in a different order as long as the same effects are achieved. Furthermore, while the description here uses an example in which the control unit 11 executes each step in the conveying process, another embodiment of the conveying method may involve one or more processors distributing and executing each step in the conveying process.

[0098] First, in step S1, the control unit 11 determines whether or not a delivery request has been received from the order management server 2. Specifically, the control unit 11 determines whether or not order information D2 (see FIG. 5) has been received from the order management server 2. When the control unit 11 receives the order information D2, the process proceeds to step S2.

[0099] In step S2, the control unit 11 generates set order information D3 (see FIG. 6). Specifically, the control unit 11 generates the set order information D3 based on the order information D2 (see FIG. 5) and the product information D1 (see FIG. 4).

[0100] Next, in step S3, the control unit 11 assigns the set order information D3 to one automatic guided vehicle 3. Specifically, the control unit 11 acquires information such as the current position, running speed, traveling direction, and running state (running or waiting) of all automatic guided vehicles 3 in real time, and assigns the set order information D3 to one automatic guided vehicle 3 based on the information. Here, the control unit 11 assigns the set order information D3 of "SET1" to the AGV1.

[0101] Next, in step S4, the control unit 11 sets an overall travel route, which is the initial travel route of the AGV 1.

[0102] First, the control unit 11 sets a travel start position P and a destination position I for the automated guided vehicle 3 (see FIG. 8). Next, based on the reserved travel route (the passage from point C to point B to point E) set for the other AGV 2, the control unit 11 prohibits the AGV 1 from entering the section of the passage from point C to point E from time t0 to t2. Next, the control unit 11 performs operation simulations for all the automated guided vehicle 3 in parallel, and sets an overall travel route for the AGV 1 to move from point P to point I so as to minimize the total travel time of all AGVs while prohibiting the AGV 1 from entering the section of the passage from point C to point E from time t0 to t2. Here, as shown in FIG. 10, the control unit 11 sets the passage from point P to point N to point L to point J to point G to point H to point I as the overall travel route R10 for the AGV 1.

[0103] Next, in step S5, the control unit 11 sets a section travel route. Specifically, the control unit 11 determines the length of the section travel route by any one of the first to fifth determination methods described above, and sets the section travel route of the determined section travel route length. In the example shown in FIG. 11, the control unit 11 sets the section travel route R11 to the overall travel route R10 corresponding to AGV1, which is a route (the passage from points P → N → L → J → G) having a length from the current position P to point G, four sections away (the section travel route length is "4"). Also, the control unit 11 sets the section travel route R21 to the overall travel route R20 corresponding to AGV2, which is a route (the passage from points C → B → E) having a length from the current position C to point E, two sections away (the section travel route length is "2").

[0104] Next, in step S6, the control unit 11 sets the set section travel route as a reserved travel route. In the example shown in Fig. 11, the control unit 11 sets the section travel route R11 from points P → N → L → J → G corresponding to AGV1 as the reserved travel route, and sets the section travel route R21 from points C → B → E corresponding to AGV2 as the reserved travel route.

[0105] Next, in step S7, the control unit 11 sets control information that defines the operation of the automatic conveying device 3 in association with the markers on the section travel route. For example, the control unit 11 sets high-speed control information for the reserved travel route of section travel route R11 corresponding to AGV1, and sets low-speed control information for the reserved travel route of section travel route R21 corresponding to AGV2.

[0106] Next, in step S8, the control unit 11 outputs the travel route information including the overall travel route and the section travel routes, and the control information to the automatic guided vehicle 3. For example, the control unit 11 outputs the travel route information and the control information to each of the AGV1 and the AGV2.

[0107] Upon receiving the travel route information and the control information, each of the AGV1 and AGV2 starts traveling along the reserved travel route.

[0108] When the automatic conveying device 3 starts traveling along the reserved travel route, in step S9 (see FIG. 19), the control unit 11 provisionally sets the next section travel route along which the automatic conveying device 3 will travel while the automatic conveying device 3 is traveling. For example, the control unit 11 provisionally sets the section travel route R12 from points G → H → I corresponding to AGV1 as the reserved travel route, and provisionally sets the section travel route R22 from points E → H → K corresponding to AGV2 as the reserved travel route.

[0109] Next, in step S10, the control unit 11 determines whether AGV1 intersects with AGV2 on the reserved travel route. Specifically, the control unit 11 determines whether AGV1 intersects with AGV2. If AGV1 intersects with AGV2 (S10: Yes), the process proceeds to step S11. If AGV1 does not intersect with AGV2 (S10: No), the process proceeds to step S101.

[0110] In step S101, the control unit 11 outputs the travel route information and the control information corresponding to the provisionally set reserved travel route to the AGV 1. After step S101, the process proceeds to step S15.

[0111] In step S11, the control unit 11 generates a plurality of avoidance information candidates for preventing intersection between the AGV 1 and the AGV 2. For example, the control unit 11 generates avoidance information candidates for the first avoidance method (see FIG. 15), avoidance information candidates for the second avoidance method (see FIG. 16), and avoidance information candidates for the third avoidance method (see FIG. 17).

[0112] Next, in step S12, the control unit 11 evaluates the appropriateness of each of the created plurality of avoidance information candidates by simulating the operation of all the automatic guided devices 3. For example, the control unit 11 determines (evaluates) the total transport time of all the automatic guided devices 3 for each of the created plurality of avoidance information candidates by simulating the operation of all the automatic guided devices 3.

[0113] Next, in step S13, the control unit 11 determines one of the plurality of avoidance information candidates as the avoidance information based on the evaluation result (total transport time). Specifically, the control unit 11 determines one of the plurality of avoidance information candidates as the avoidance information based on the evaluation result (total transport time) and the priorities set for each of the plurality of avoidance methods.

[0114] Next, in step S14, the control unit 11 sets control information corresponding to the determined avoidance information.

[0115] Next, in step S15, the control unit 11 outputs the travel route information and the control information regarding the reserved travel route corresponding to the avoidance information to the automatic conveying device 3. Upon acquiring the travel route information and the control information, each of the AGV1 and AGV2 starts traveling along the next reserved travel route.

[0116] Next, in step S16, the control unit 11 determines whether the automatic conveying device 3 has arrived at the delivery location. If the automatic conveying device 3 has arrived at the delivery location (S16: Yes), the control unit 11 ends the conveying process. The control unit 11 repeats the processes of steps S9 to S15 until the automatic conveying device 3 arrives at the delivery location (S16: No).

[0117] As described above, the conveying system 10 according to this embodiment receives a conveyance request for a conveyance object, and based on the received conveyance request, sets a section travel route of a predetermined length (variable length) that constitutes part of a travel route from the current position of a first automatic conveying device to a destination position, so that the section travel route of the first automatic conveying device does not overlap with the section travel route set for a second automatic conveying device, which is another automatic conveying device. Furthermore, while the automatic conveying device is traveling along a section travel route, the conveying system 10 repeatedly executes a process of setting a next section travel route, with the end position of the section travel route as the start position of the next section travel route.

[0118] For example, if the overall travel route is a route in the order of points "1 → 2 → 3 → 4 → 5 → 6 → 7 → 8 → 9," the first section travel route is "1 → 2 → 3 → 4," the second section travel route is "4 → 5 → 6 → 7," and the third section travel route is "7 → 8 → 9," the conveyance system 10 sets a second section travel route at point "3" that continues from the end position "4" of the first section travel route. Note that the conveyance system 10 does not add point "4" because the start position of the second section travel route is the same as the end position of the first section travel route, and automatically adds the route "5 → 6 → 7." The conveyance system 10 repeatedly executes this process.

[0119] For example, when the AGV reaches point "3" on the first section travel route "1 → 2 → 3 → 4," the transport system 10 sets the second section travel route "4 → 5 → 6 → 7," but the AGV adds "5 → 6 → 7" through internal processing. Next, when the AGV reaches point "6" on the second section travel route "4 → 5 → 6 → 7," the transport system 10 sets the third section travel route "7 → 8 → 9," but the AGV adds "8 → 9" through internal processing. In addition, by dynamically adjusting (lengthening or shortening) the length of this additional section travel route depending on the situation through simulation, stable travel control can be achieved even with a large number of vehicles.

[0120] Furthermore, the conveying system 10 according to this embodiment receives a transport request for a transport object, and sets an overall travel route from the current position of the first automatic conveying device to the storage position based on the received transport request. The conveying system 10 also determines the length of a section travel route based on information about a portion of the overall travel route that is within a predetermined determination length from the section start position, and sets a section travel route on the overall travel route that has the section travel route length from the section start position. The conveying system 10 also sets the section travel route as a reserved travel route.

[0121] According to the above configuration, it is possible to set reserved travel routes with long distances and reserved travel routes with short distances based on the overall travel route. In this way, it is possible to adjust the length of the reserved travel route for each section of the overall travel route, which makes it possible to reduce loss of transport time over the entire course traveled by the automated transport device.

[0122] The conveying system 10 according to the present embodiment also receives a request for transporting the object, and sets an overall travel route from the current position of a first automated guided transport device to the storage location based on the received request. The conveying system 10 also sets control information that defines the behavior of the automated guided transport device when traveling along the overall travel route. The conveying system 10 also determines whether the first automated guided transport device will intersect with a second automated guided transport device on the overall travel route, and if it determines that the first automated guided transport device will intersect with the second automated guided transport device on the overall travel route, creates multiple avoidance information candidates that prevent the first automated guided transport device and the second automated guided transport device from intersecting. The conveying system 10 also evaluates the appropriateness of each of the multiple avoidance information candidates created by simulating the operation of all the automated guided transport devices, and selects one of the multiple avoidance information candidates as the avoidance information based on the evaluation results.

[0123] According to the above configuration, first, an entire travel route from the travel start position to the destination position is assigned to each of the multiple automated guided vehicles 3, and each automated guided vehicle 3 begins traveling. Then, while the automated guided vehicles 3 are traveling, the occurrence of an intersection in the near future is predicted as needed. The transportation system 10 may also predict whether or not an intersection will occur between AGVs using real-time position information, travel conditions, and the like for all AGVs. When an intersection is predicted, multiple avoidance information candidates are created, and operation simulations are performed for all automated guided vehicles 3 for each of the multiple avoidance information candidates, and a reserved travel route that minimizes the transportation time is reconfigured. This allows for accurate prediction of the occurrence of an intersection, even when the distance to the destination position is far. Furthermore, when an intersection is predicted, operation simulations are performed for all automated guided vehicles 3, and a reserved travel route that minimizes the transportation time is reconfigured, thereby reducing the transportation time loss for the multiple automated guided vehicles as a whole.

[0124] As described above, the conveyance system 10 does not set a single route (overall travel route) in response to a conveyance request, but instead uses the overall AGV travel status based on the section travel routes in real time to predict whether or not intersections will occur and dynamically generate non-overlapping travel routes. In addition, the conveyance system 10 sets section travel routes of dynamically variable lengths, and generates and instructs high-speed and efficient section travel routes, thereby minimizing overall stop times due to intersections and achieving conveyance in the shortest time.

[0125] Specifically, the transport system 10 divides the route into multiple section travel routes and instructs the AGVs to travel along each route at the appropriate timing. Furthermore, the transport system 10 uses the overall AGV travel status in real time based on the shortest route to predict whether or not intersections will occur, and dynamically generates travel routes that do not overlap. Furthermore, when an intersection occurs, the transport system 10 uses simulations to select the appropriate method for detouring, adjusting speed, or waiting. [Explanation of symbols]

[0126] 1: Traffic management server 2: Order management server 3: Automatic transport device 4: Customer terminal 10:Transportation system 11: Control section 12: Storage section 13: Operation display section 14: Communications Department 111: Transportation request reception department 112: Overall driving route setting unit 113: Decision section 114: Section travel route setting unit 115: Reserved driving route setting unit 116: Control information setting section 117: Output processing section 118: Duplicate determination section 119: Intersection detection section 120: Avoidance Information Creation Department 121: Appropriateness Evaluation Department 122: Avoidance information determination unit

Claims

1. A conveyance system that sets a travel route for an automatic conveyance device and moves it to a destination position, a movement request receiving unit that receives a movement request for the automatic transport device; a section travel path setting unit that sets a section travel path of a predetermined length that constitutes a part of a travel path from the current position of the first automatic conveying device to the destination position based on the movement request received by the movement request receiving unit, so that the section travel path of the first automatic conveying device does not overlap with the section travel path set for another second automatic conveying device; a section travel route length determination unit that determines the length of the section travel route based on information about a portion within a predetermined determination length from the start point of the section travel route; a reserved travel route setting unit that sets the section travel route set by the section travel route setting unit as a reserved travel route; Equipped with the section travel route setting unit repeatedly executes a process of setting the second section travel route by setting an end position of the first section travel route as a start position of a next second section travel route while the automatic conveying device is traveling along the first section travel route; Positions of specific intersections at which a plurality of the automated guided vehicles are likely to intersect are registered in advance among a plurality of intersections at which a plurality of paths intersect, the section travel route length determination unit sets a first length as the length of the section travel route when the specific intersection does not exist within the determined length from the start position of the section travel route, and sets a second length shorter than the first length as the length of the section travel route when the specific intersection exists within the determined length from the start position of the section travel route. Conveying system.

2. A conveyance system that sets a travel route for an automatic conveyance device and moves it to a destination position, a movement request receiving unit that receives a movement request for the automatic transport device; a section travel path setting unit that sets a section travel path of a predetermined length that constitutes a part of a travel path from the current position of the first automatic conveying device to the destination position based on the movement request received by the movement request receiving unit, so that the section travel path of the first automatic conveying device does not overlap with the section travel path set for another second automatic conveying device; a section travel route length determination unit that determines the length of the section travel route based on information about a portion within a predetermined determination length from the start point of the section travel route; a reserved travel route setting unit that sets the section travel route set by the section travel route setting unit as a reserved travel route; Equipped with the section travel route setting unit repeatedly executes a process of setting the second section travel route by setting an end position of the first section travel route as a start position of a next second section travel route while the automatic conveying device is traveling along the first section travel route; a high-speed travel path for the automatic transport device to travel at high speed and a low-speed travel path for the automatic transport device to travel at low speed are registered in advance; the section travel route length determination unit sets a first length as the length of the section travel route when the low-speed travel passage is not included within the determined length from the start position of the section travel route, and sets a second length shorter than the first length as the length of the section travel route when the low-speed travel passage is included within the determined length from the start position of the section travel route. Conveying system.

3. A conveyance system that sets a travel route for an automatic conveyance device and moves it to a destination position, a movement request receiving unit that receives a movement request for the automatic transport device; a section travel path setting unit that sets a section travel path of a predetermined length that constitutes a part of a travel path from the current position of the first automatic conveying device to the destination position based on the movement request received by the movement request receiving unit, so that the section travel path of the first automatic conveying device does not overlap with the section travel path set for another second automatic conveying device; a section travel route length determination unit that determines the length of the section travel route based on information about a portion within a predetermined determination length from the start point of the section travel route; a reserved travel route setting unit that sets the section travel route set by the section travel route setting unit as a reserved travel route; Equipped with the section travel route setting unit repeatedly executes a process of setting the second section travel route by setting an end position of the first section travel route as a start position of a next second section travel route while the automatic conveying device is traveling along the first section travel route; a high-speed travel area where the automatic transport device is to travel at high speed and a low-speed travel area where the automatic transport device is to travel at low speed are registered in advance; the section travel route length determination unit sets a first length as the length of the section travel route when a portion from a start position of the section travel route within the determined length is not included in the low-speed travel area, and sets a second length shorter than the first length as the length of the section travel route when a portion from a start position of the section travel route within the determined length is included in the low-speed travel area. Conveying system.

4. A conveyance system that sets a travel route for an automatic conveyance device and moves it to a destination position, a movement request receiving unit that receives a movement request for the automatic transport device; a section travel path setting unit that sets a section travel path of a predetermined length that constitutes a part of a travel path from the current position of the first automatic conveying device to the destination position based on the movement request received by the movement request receiving unit, so that the section travel path of the first automatic conveying device does not overlap with the section travel path set for another second automatic conveying device; a section travel route length determination unit that determines the length of the section travel route based on information about a portion within a predetermined determination length from the start point of the section travel route; a reserved travel route setting unit that sets the section travel route set by the section travel route setting unit as a reserved travel route; Equipped with the section travel route setting unit repeatedly executes a process of setting the second section travel route by setting an end position of the first section travel route as a start position of a next second section travel route while the automatic conveying device is traveling along the first section travel route; the section travel route length determination unit sets a first length as the length of the section travel route when no right or left turn point exists within the determined length from the start position of the section travel route, and sets a second length shorter than the first length as the length of the section travel route when the right or left turn point exists within the determined length from the start position of the section travel route. Conveying system.

5. A conveyance system that sets a travel route for an automatic conveyance device and moves it to a destination position, a movement request receiving unit that receives a movement request for the automatic transport device; a section travel path setting unit that sets a section travel path of a predetermined length that constitutes a part of a travel path from the current position of the first automatic conveying device to the destination position based on the movement request received by the movement request receiving unit, so that the section travel path of the first automatic conveying device does not overlap with the section travel path set for another second automatic conveying device; a section travel route length determination unit that determines the length of the section travel route based on information about a portion within a predetermined determination length from the start point of the section travel route; a reserved travel route setting unit that sets the section travel route set by the section travel route setting unit as a reserved travel route; Equipped with the section travel route setting unit repeatedly executes a process of setting the second section travel route by setting an end position of the first section travel route as a start position of a next second section travel route while the automatic conveying device is traveling along the first section travel route; The section travel route length determination unit determining a high-density area where the probability of an intersection occurring is higher than a threshold based on the current positions of all of the automatic guided vehicles; When a portion of the section traveling route within the determination length from the start position is not included in the high-density area, a first length is set as the length of the section traveling route, and when a portion of the section traveling route within the determination length from the start position is included in the high-density area, a second length shorter than the first length is set as the length of the section traveling route. Conveying system.

6. a control information setting unit that sets control information that defines an operation of the first automatic transport device in association with a marker on the section travel route; an output processing unit that outputs travel route information including the travel route and the section travel route, and the control information to the first automatic transport device; The transport system according to claim 1 , further comprising:

7. A conveyance system that sets a travel route for an automatic conveyance device and moves it to a destination position, a movement request receiving unit that receives a movement request for the automatic transport device; a section travel path setting unit that sets a section travel path of a predetermined length that constitutes a part of a travel path from the current position of the first automatic conveying device to the destination position based on the movement request received by the movement request receiving unit, so that the section travel path of the first automatic conveying device does not overlap with the section travel path set for another second automatic conveying device; a section travel route length determination unit that determines the length of the section travel route based on information about a portion within a predetermined determination length from the start point of the section travel route; a reserved travel route setting unit that sets the section travel route set by the section travel route setting unit as a reserved travel route; a control information setting unit that sets control information that defines an operation of the first automatic transport device in association with a marker on the section travel route; an output processing unit that outputs travel route information including the travel route and the section travel route, and the control information to the first automatic transport device; Equipped with the section travel route setting unit repeatedly executes a process of setting the second section travel route by setting an end position of the first section travel route as a start position of a next second section travel route while the automatic conveying device is traveling along the first section travel route; the control information setting unit sets information of a first speed in association with the marker on the section traveling route set by the section traveling route setting unit when the section traveling route length is equal to or greater than a predetermined reference length, and sets information of a second speed smaller than the first speed in association with the marker on the section traveling route set by the section traveling route setting unit when the section traveling route length is less than the predetermined reference length. Conveying system.

8. a control information setting unit that sets control information that defines the operation of the automatic transport device when it travels along the travel route; an intersection determination unit that determines whether the first automatic transfer device intersects with the second automatic transfer device on the travel path; an avoidance information creation unit that creates a plurality of avoidance information candidates for avoiding intersection between the first automatic guided vehicle and the second automatic guided vehicle when the intersection determination unit determines that the first automatic guided vehicle will intersect with the second automatic guided vehicle on the travel route; an appropriateness evaluation unit that evaluates the appropriateness of each of the plurality of avoidance information candidates created by the avoidance information creation unit through operation simulations of all of the automatic transport devices; an avoidance information determination unit that determines one of the plurality of avoidance information candidates as avoidance information based on the evaluation result of the appropriateness evaluation unit; The transport system according to claim 1 , further comprising:

9. the appropriateness evaluation unit determines whether or not intersection avoidance has been achieved for each of the plurality of avoidance information candidates created by the avoidance information creation unit through an operation simulation of all of the automatic guided vehicles. The transport system according to claim 8 .

10. the appropriateness evaluation unit determines a total of transportation times of all of the automatic transport devices for each of the plurality of avoidance information candidates created by the avoidance information creation unit through an operation simulation of all of the automatic transport devices. The transport system according to claim 8 or claim 9.

11. the plurality of avoidance information candidates include avoidance information candidates according to a plurality of different avoidance methods; The transport system according to any one of claims 8 to 10.

12. the plurality of different avoidance methods include a first method of avoiding intersection by changing the control information set by the control information setting unit. The transport system of claim 11.

13. the control information includes a travel speed of the automatic guided vehicle at each point on a travel route; The first method is a method of avoiding intersections by changing the travel speed of the automated guided vehicle at each point on the travel route. The transport system of claim 12.

14. the plurality of different avoidance methods include a second method of avoiding the intersection by changing the travel route; The transport system according to any one of claims 11 to 13.

15. the plurality of different avoidance methods include a third method of stopping the automated guided vehicle at a predetermined position on the travel path. The transport system according to any one of claims 11 to 14.

16. the plurality of different avoidance methods are each assigned a priority; the avoidance information determination unit determines one avoidance information candidate from the plurality of avoidance information candidates as the avoidance information based on the evaluation result of the appropriateness evaluation unit and the priorities set for each of the plurality of different avoidance methods. The transport system according to any one of claims 11 to 15.

17. A transport method for setting a travel route for an automatic transport device and moving it to a destination position, one or more processors, receiving a movement request for the automatic transport device; setting a section travel route of a predetermined length that constitutes a part of a travel route from the current position of the first automatic transporting device to the destination position based on the movement request, so that the section travel route of the first automatic transporting device does not overlap with the section travel route set for another second automatic transporting device; determining a length of the section travel route based on information about a portion within a predetermined determination length from the start point of the section travel route; setting the set section travel route as a reserved travel route; repeatedly executing a process of setting a second section travel route by setting an end position of the first section travel route as a start position of a next second section travel route while the automatic conveying device is traveling along the first section travel route; When the positions of specific intersections at which a plurality of the automated guided vehicles are likely to intersect among a plurality of intersections at which a plurality of paths intersect are registered in advance, if the specific intersection does not exist within the determined length from the start position of the section travel route, a first length is set as the length of the section travel route, and if the specific intersection does exist within the determined length from the start position of the section travel route, a second length shorter than the first length is set as the length of the section travel route; A transportation method that performs the above.

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