Transition vehicle routes

Abstract

The objective of this invention is to provide a transfer vehicle system that enables transfer vehicles to be charged earlier. The present invention provides a transfer vehicle system (1) comprising: a plurality of transfer vehicles (4), a plurality of charging units (10, 11) for charging the transfer vehicles (4), and a control device (5) for controlling the movement of the transfer vehicles (4) and the charging of the transfer vehicles (4) by the charging units; the control device comprises: a processing unit (42) which, when there is a transfer vehicle that needs to be charged, selects a charging unit from the plurality of charging units to charge the transfer vehicle that needs to be charged, based on the location information of the transfer vehicle to be charged, the location information of the charging unit, and the waiting charging information displayed on the waiting charging status of the transfer vehicle in the charging unit; a transfer control unit which moves the transfer vehicle to be charged to a charging position where the charging unit selected by the processing unit can charge the transfer vehicle; and a charging control unit (41) which charges the transfer vehicle at the charging position using the charging unit.

Description

Technical Field

[0001] The present invention relates to a moving vehicle system. Prior Art

[0002] Patent Document 1 discloses a navigation device for searching for charging facilities in electric vehicles. The navigation device is mounted on an electric vehicle and searches for charging facilities within a predetermined distance from the vehicle's location, and displays the search results to the user in the electric vehicle. [Prior Art Literature] [Patent Document]

[0003] [Patent Document 1] International Publication No. 2012 / 147125 Summary of the Invention

[0004] (Problems that the invention aims to solve)

[0005] In the aforementioned technology, users typically select the charging facility closest to their vehicle's location among the suggested charging facilities. However, even though the distance is short, charging may not start quickly. This problem is not limited to electric vehicles; it is a common problem for all electric-powered vehicles.

[0006] An object of the present invention is to provide a traveling vehicle system that can charge a traveling vehicle early. (Technical means to solve the problem)

[0007] A mobile vehicle system according to an aspect of the present invention comprises: a plurality of mobile vehicles, a plurality of charging units capable of charging the mobile vehicles, and a control device for controlling the movement of the mobile vehicles and the charging of the mobile vehicles by the charging units. The control device comprises: a processing unit that, when a mobile vehicle requiring charging is present, selects a charging unit from the plurality of charging units to charge the mobile vehicle based on location information of the mobile vehicle to be charged, location information of the charging unit, and waiting-for-charging information indicating the waiting-for-charging status of the mobile vehicle at the charging unit; a movement control unit that causes the mobile vehicle to be charged to a charging position where the charging unit selected by the processing unit can charge the mobile vehicle; and a charging control unit that uses the charging unit to charge the mobile vehicle at the charging position. (Compared with the efficacy of previous technologies)

[0008] According to the above-described mobile vehicle system, since both the position information of the charging unit and the waiting charging information indicating the waiting charging status are fully considered, a charging unit for charging the mobile vehicle to be charged is selected from a plurality of charging units, thereby enabling the mobile vehicle to be charged early.

[0009] Furthermore, the control device may include multiple communication units for communicating with vehicles located within different jurisdictions within the vehicle's travel range. The processing unit receives information about vehicles located within each jurisdiction from the multiple communication units and selects a charging unit within the jurisdiction of the current location of the target vehicle. This configuration allows the selection of a charging unit relatively close to the target vehicle, enabling the vehicle to be charged earlier. Furthermore, the target vehicle does not need to switch its communication unit to another communication unit until the target vehicle reaches the charging unit.

[0010] Even if all charging stations within the jurisdiction of the current location of the mobile vehicle are in use and charging stations in other jurisdictions are unused, the processing unit can still select a charging station within the jurisdiction of the current location. This configuration prevents the mobile vehicle from selecting a charging station far from its current location, allowing the mobile vehicle to be charged more quickly.

[0011] The processing unit may also select a charging station whose path length from the charging target vehicle to the charging location is set to be less than a predetermined distance, or whose path cost from the current location of the charging target vehicle to the charging location is set to be less than a predetermined value. This configuration prevents the selection of a charging station that is far from the current location of the charging target vehicle, thereby enabling the vehicle to be charged more quickly.

[0012] The waiting-for-charging status may also be the number of vehicles waiting for charging at the charging unit. Furthermore, the processing unit may select a charging unit to charge the target vehicle based on the route cost from the current location of the target vehicle to the charging location and a value representing the waiting-for-charging status of the charging unit, which is substituted into the first parameter calculated by the first predetermined function. This configuration reduces the variation in the number of vehicles waiting for charging at each charging unit. As a result, charging of the target vehicle can be started more quickly.

[0013] The processing unit may select a charging unit for which the value obtained by dividing the path length from the current position of the charging target vehicle to the charging position by the path cost of the path length is less than a threshold. Furthermore, a power supply unit may be provided that is connected to a plurality of charging units and supplies power to the charging units; the power supply unit may not supply power to the plurality of charging units simultaneously but may supply power to a single charging unit. The processing unit selects a charging unit for charging the charging target vehicle based on a second parameter calculated by substituting the path cost, the first waiting number, and the second waiting number into a second predetermined function, assuming the number of vehicles waiting to be charged in the charging unit is a first waiting number and the number of vehicles waiting to be charged in the power supply unit is a second waiting number. This configuration reduces the bias in the number of vehicles waiting to be charged per power supply unit and the bias in the number of vehicles waiting to be charged per charging unit. As a result, the charging target vehicle can be charged more quickly.

[0014] The mobile vehicle may also include a grid-shaped track for movement, with the charging position set within a first grid cell, one of the plurality of grid cells formed on the track, where the charging unit can charge the mobile vehicle to be charged. If another mobile vehicle is present in the first grid cell, the movement control unit may cause the mobile vehicle to move to a second grid cell, different from the first grid cell, as a standby position. The second grid cell may also be set within a predetermined range from the first grid cell, where the mobile vehicle passes least frequently. This configuration prevents mobile vehicles waiting to be charged from interfering with the movement of the mobile vehicle in transit. Simple diagram description

[0015] FIG1 is a schematic diagram showing the structure of a traveling vehicle system according to this embodiment. FIG. 2 is a diagram showing an example of a track according to this embodiment. FIG3 is a perspective view showing an example of a traveling vehicle according to this embodiment. FIG. 4 is a diagram for explaining a method for setting a selection object in this embodiment. FIG. 5 is a diagram illustrating an example of a method for selecting a charging operation target according to this embodiment. FIG6 is a flow chart showing a first example of a method for selecting a charging operation target according to this embodiment. FIG7 is a flow chart showing a second example of the method for selecting a charging operation target according to this embodiment. FIG8 is a flow chart showing a third example of the method for selecting a charging operation target according to this embodiment. FIG9 is a flow chart showing a fourth example of the method for selecting a charging operation target according to this embodiment. Implementation Method

[0016] While the present invention is described below using embodiments, these embodiments are not intended to limit the scope of the appended claims. Furthermore, not all combinations of features described in these embodiments are essential to the present invention's solution. Furthermore, in the drawings, identical or similar components are designated by the same reference numerals, and duplicate descriptions may be omitted. Furthermore, the shapes and sizes of elements in the drawings may be exaggerated for clarity.

[0017] Below, the XYZ coordinate system is sometimes used to describe directions in the figures. In this system, the plane parallel to the horizontal plane is referred to as the XY plane. Furthermore, the direction perpendicular to the XY plane is referred to as the Z direction. The X, Y, and Z directions are described with the direction indicated by the arrow in the figure as the + direction and the direction opposite to the arrow as the - direction.

[0018] FIG1 is a schematic diagram of a traveling vehicle system 1 according to this embodiment. As shown in FIG1 , the traveling vehicle system 1 includes a track 2 , a plurality of charging devices 3 , a plurality of traveling vehicles 4 , and a control device 5 .

[0019] The track 2 is a path along which the traveling vehicle 4 can travel. Figure 2 shows an example of the track 2 of this embodiment. For example, the track 2 is a grid-like track. In other words, the track 2 is arranged in a grid-like pattern when viewed from above. The grid-like track is an example of the track 2. The track 2 is laid on or near the ceiling (not shown) of a building such as a clean room.

[0020] The track 2 includes a first track R1, a second track R2, and a partial track R3. The first track R1 is arranged along the X direction (first direction). The second track R2 is arranged along the Y direction (second direction). In this embodiment, although the plurality of first tracks R1 and the plurality of second tracks R2 are arranged along mutually orthogonal directions, they are arranged so as not to directly intersect each other. The partial track R3 is arranged at the intersection of the first track R1 and the second track R2.

[0021] The track 2 is arranged along a direction perpendicular to the first track R1 and the second track R2. The track 2 is constructed with adjacent grid-like cells (hereinafter referred to as "grid cells") G when viewed from above. The vehicle 4 is sized to fit within a single grid cell G when viewed from above. This configuration allows vehicles 4 traveling on adjacent tracks 2 to pass each other. When multiple vehicles 4 are arranged on the track 2, the range within which each vehicle 4 can travel without interfering with other vehicles 4 can be expanded.

[0022] The first rail R1, the second rail R2, and the partial rail R3 are suspended from the ceiling via a suspension member (not shown). The first rail R1, the second rail R2, and the partial rail R3 are arranged along the same or substantially the same horizontal plane (XY plane).

[0023] The charging device 3 is connected to the control device 5 via a wired or wireless connection. The charging device 3 charges the battery BT mounted on the traveling vehicle 4. The charging device 3 includes a plurality of charging couplers 10 and a charging station 11. The charging couplers 10 are examples of "charging units" within the present invention. Furthermore, the charging station 11 is an example of "charging units" within the present invention. That is, the "charging unit" within the present invention can be either the charging couplers 10 or the charging station 11.

[0024] Each charging coupler 10 is connected to a charging station 11. Each charging coupler 10 is, for example, arranged to correspond to a square in the grid-shaped track 2. The charging coupler 10 is, for example, a charging coupler. The charging coupler 10 is electrically connected to the traveling vehicle 4, whereby power from the charging station 11 is supplied to the traveling vehicle 4 via the charging coupler 10. Here, each charging coupler 10 is fixed at a predetermined position above the grid-shaped track 2. Therefore, in order for the traveling vehicle 4 to charge its own battery BT, it must move to a charging position at any charging coupler 10 on the track 2.

[0025] The charging station 11 is connected to each of a plurality of charging couplers 10. The charging station 11 supplies power to the charging couplers 10 connected to the traveling vehicle 4, thereby charging the battery B mounted on the traveling vehicle. For example, the charging station 11 supplies power to the charging coupler 10 connected to the traveling vehicle 4 in response to a charging command from the control device 5. For example, if the charging coupler 10 is connected to the traveling vehicle 4, the charging station 11 can establish communication with the traveling vehicle 4. This allows the charging station 11 to determine which of the plurality of charging couplers 10 is connected to the traveling vehicle 4. However, this is not limiting; the charging station 11 may also use known techniques to determine which charging coupler 10 is connected to the traveling vehicle 4. Information regarding which charging coupler 10 is connected to the traveling vehicle 4 is transmitted to the control device 5.

[0026] Here, when the charging station 11 connects each of the plurality of charging couplers 10 to the traveling vehicle 4, power is supplied to only one charging coupler 10, not to all of the charging couplers 10 simultaneously. In other words, the charging station 11 supplies power to each traveling vehicle 4 individually, not to all of the traveling vehicles 4 simultaneously. In other words, the charging station 11 can only supply power to one charging coupler 10 at a time.

[0027] The number of charging couplers 10 connected to a single charging station 110 may vary depending on the charging device 3. In other words, the number of charging couplers 10 connected to a single charging station 110 may not be the same for all charging devices 3. In other words, among multiple charging devices 3, the number of charging couplers 10 connected to the charging station 11 of a first charging device may differ from the number of charging couplers 10 connected to the charging station 11 of a second charging device.

[0028] The transport vehicle 4 is equipped with a battery BT and uses the power stored in the battery BT as a driving source to move along the track 2. For example, the transport vehicle 4 is a transport vehicle that transports objects W. For example, the transport vehicle 4 transports objects W containing semiconductor wafers in a clean room of a semiconductor manufacturing plant. The objects W are, for example, front-opening unified pods (FOUPs) or reticle boxes containing photomasks. Furthermore, the transport vehicle system 1 is also applicable to equipment outside the field of semiconductor device manufacturing.

[0029] Fig. 3 is a perspective view showing an example of a traveling vehicle. The traveling vehicle 4 includes a main body 4a, a traveling portion 4b, a traveling drive portion 4c, a steering mechanism 4d, and a control portion 4e.

[0030] The main body 4a is positioned below the track 2 (on the -Z side). The main body 4a is positioned below the track 2. The main body 4a is, for example, rectangular in plan view. The main body 4a is sized to fit within a single grid cell G within the grid-like track 2 when viewed from above. This configuration ensures space for passing other vehicles 4 traveling on the adjacent first track R1 or second track R2.

[0031] The main body 4a includes an upper unit 20 and a transfer device 21. The upper unit 20 is suspended from the travel portion 4b. The upper unit 20 is rectangular in plan view, for example, and has four corners on the upper surface 20a. A battery BT and a charging electrode CE are provided in the upper unit 20. For example, the battery BT is located inside the upper unit 20. The battery BT supplies power to various parts of the travel vehicle 4. The battery BT is, for example, a secondary battery such as a lithium-ion battery. Furthermore, the upper unit 20 is provided with a control unit 4e that controls the movement of the vehicle based on movement commands from the control device 5.

[0032] The charging electrodes CE are located on the upper surface 20a of the upper unit 20. In the example shown in Figure 3, the charging electrodes CE are located in parallel at two locations. One of the two charging electrodes CE is electrically connected to the positive terminal of the battery BT. The other charging electrode CE is electrically connected to the negative terminal of the battery BT. The battery BT is supplied with power from the charging device 3 via the charging electrodes CE. Specifically, when the vehicle 4 reaches the charging position of the charging coupler 10, the charging electrodes CE and the charging coupler 10 are electrically connected, and charging of the vehicle's battery BT begins.

[0033] The transfer device 21 is disposed below the upper unit 20. The transfer device 21 holds and transfers articles W. For example, the transfer device 21 transfers articles W to and from a storage device or other device. The transfer device 21 is rotatable about a vertical rotation axis AX1. For example, the transfer device 21 may include a lifting mechanism for raising and lowering the articles W and a lateral discharge mechanism for moving the articles W in a lateral direction (e.g., the Y direction).

[0034] The travel section 4b has travel wheels 22. The travel wheels 22 are arranged at the four corners of the upper surface 20a of the upper unit 20. The travel wheels 22 are driven to rotate by the driving force of the travel drive section 4c. Furthermore, each of the travel wheels 22 rolls on the travel surfaces of the first rail R1, the second rail R2, and a portion of the rail R3 of the grid-shaped track 2, allowing the travel vehicle 4 to move along the track 2. Furthermore, each of the travel wheels 22 is rotatable about a rotation axis AX extending along the Z direction. Furthermore, the present invention is not limited to a configuration in which all four travel wheels 22 are driven to rotate by the driving force of the travel drive section 4c; a configuration in which only a portion of the four travel wheels 22 is driven to rotate may also be employed. The travel drive section 4c is, for example, an electric motor.

[0035] The steering mechanism 4d includes a drive source 23, a pinion 24, and a rack 25. The drive source 23 is, for example, an electric motor. The pinion 24 is driven to rotate by the driving force generated by the drive source 23. The pinion 24 is circular in plan view and has a plurality of teeth circumferentially disposed on its outer periphery. The rack 25 is fixed to the upper surface 20a of the upper unit 20. The rack 25 has a plurality of teeth circumferentially disposed on its outer periphery that mesh with the teeth of the pinion 24. The pinion 24 and rack 25 are configured so that their teeth mesh with each other. As the pinion 24 rotates, it moves circumferentially about the rotation axis AX along the outer periphery of the rack 25. This movement of the pinion 24 causes the travel drive unit 4c and the steering mechanism 4d to rotate along with the pinion 24 circumferentially about the rotation axis AX. By the rotation of the steering mechanism 4d, each of the moving parts 4b arranged at the four corners of the upper surface 20a rotates within a range of 90 degrees around the rotation axis AX.

[0036] The control unit 4e comprehensively controls the operation of each component of the traveling vehicle 4. The control unit 2d can be located within the main body 4a or externally. The control unit 2d communicates with the control device 5 via the communication network NW. The communication network NW is a transmission line for wireless communications. Examples of the communication network NW include mobile communication networks such as cellular phone lines, wireless packet communication networks, and short-range wireless communication standards such as ZigBee (registered trademark), Wi-Fi (registered trademark), and BLE.

[0037] The control unit 4e transmits and receives information with the control device 5 via the communication network NW. For example, the control unit 4e transmits information indicating the remaining battery capacity of the battery BT (hereinafter referred to as "battery information") to the control device 5 via the communication network NW. The battery information is not particularly limited as long as it indicates the remaining battery capacity; for example, it may be the output voltage value of the battery BT or the battery state of charge (SOC). The control unit 4e may transmit the battery information to the control device 5 periodically or at a predetermined time. The predetermined time may be when the remaining battery capacity of the battery BT falls below a threshold or at a predetermined time.

[0038] The control unit 4e periodically transmits the vehicle's location information to the control device 5. For example, the control unit 4e may obtain the vehicle's location information using the Global Positioning System (GPS). However, this is not a limitation. The control unit 4e may obtain the vehicle's location information using known techniques, and the method for obtaining the information is not particularly limited.

[0039] When the battery BT needs to be charged, the control unit 4e causes the vehicle to move to any of the plurality of charging couplers 10 to charge the battery BT. For example, when the battery BT of the vehicle needs to be charged, the control unit 4e receives a movement command from the control device 5 via the communication network NW. The movement command includes information (hereinafter referred to as "destination information") regarding the grid cell G, the destination to be reached in order to charge the battery BT of the vehicle via the charging coupler 10. Therefore, the control unit 4e causes the vehicle to move to the destination specified in the movement command. Furthermore, the movement command may include, in addition to the destination information, route information from the current location to the destination.

[0040] The control device 5 includes a plurality of communication units 30 and a processing device 31. The plurality of communication units 30 are connected to the processing device 31 wirelessly or by wire. Furthermore, the plurality of communication units 30 communicate with the moving vehicle 4 via the communication network NW. Each of the plurality of communication units 30 is assigned a different jurisdiction. The jurisdiction is set to the moving range of the moving vehicle 4.

[0041] The communication unit 30 communicates with the mobile vehicle 4 within the assigned jurisdiction of the communication unit 30 to receive information from the mobile vehicle 4. The communication unit 30 transmits the received information from the mobile vehicle 4 to the processing device 31. Furthermore, the communication unit 30 transmits information from the processing device 31 to the mobile vehicle 4 within the assigned jurisdiction. In other words, the communication unit 30 communicates between the mobile vehicle 4 within the assigned jurisdiction and the processing device 31.

[0042] The processing device 31 transmits and receives information with the moving vehicle 4 via the communication unit 30. Furthermore, the processing device 31 is connected to the plurality of charging devices 3 via a wired or wireless connection. The processing device 31 transmits and receives information with each of the plurality of charging devices 3 by communicating with each of the plurality of charging devices 3. The processing device 31 includes a storage unit 40, a charging control unit 41, a processing unit 42, and a moving control unit 43. These components are implemented by a hardware processor such as a central processing unit (CPU) executing a program (software). Furthermore, some or all of these components may be implemented by hardware (including circuitry) such as a large-scale integrated circuit (LSI), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a graphics processing unit (GPU), or may be implemented by the coordinated operation of software and hardware.

[0043] The program is stored in the storage unit 40, for example. The storage unit 40 may have a memory device (a memory device with a non-transitory storage medium) such as a hard disk drive (HDD) or flash memory, or a removable storage medium (a non-transitory storage medium) such as a digital versatile disc (DVD), a compact disc-read only memory (CD-ROM), or a universal serial bus (USB). The program can also be installed in the storage unit 40 by connecting the removable storage medium to the control device 5. The storage unit 40 may also include one or more of an HDD, flash memory, electrically erasable programmable read-only memory (EEPROM), read-only memory (ROM), and random access memory (RAM).

[0044] The charging control unit 41 is connected to each of the plurality of charging facilities 3. For example, the charging control unit 41 can exchange information with each of the charging stations 11 of the plurality of charging facilities 3 via the communication network NW. The charging control unit 41 controls the charging stations 11 via the communication network NW to control the charging from the charging coupler 10 to the moving vehicle 4. While communicating with the charging stations 11, the charging control unit 41 controls which charging coupler 10 at which charging station 11 charges which moving vehicle 4.

[0045] For example, the charging control unit 41 transmits a charging command to the charging station 11 via the communication network NW. This charging command includes, for example, information about the charging coupler 10 to be charged. In other words, the charging command includes information indicating which charging coupler 10 to supply power to (hereinafter referred to as "supply destination information"). Therefore, as an example, the charging station 11 supplies power to the charging coupler 10 indicated by the supply destination information among the plurality of charging couplers 10 connected to the charging station 11 in accordance with the charging command.

[0046] The processing unit 42 obtains the position and battery information of each traveling vehicle 4 at regular intervals via the plurality of communication units 30. If the processing unit 42 detects that a traveling vehicle 4 on the track 2 requires charging, it designates that traveling vehicle 4 as a charging vehicle. Furthermore, the processing unit 42 selects a charging coupler 10 from the plurality of charging couplers 10 that is to charge the traveling vehicle 4 being charged (hereinafter referred to as the "charging target").

[0047] For example, when the processing unit 42 selects a charging target to connect to a charging target for charging, it sets one or more charging couplers 10 located within a predetermined path length from the current position of the vehicle 4 being charged as the selected charging target (hereinafter referred to as the "selected target"). Furthermore, the processing unit 42 selects one vehicle 4 from the selected targets as the charging target. For example, the processing unit 42 may also select a charging target from the selected targets based on the current position of the charging target and the charging waiting status (charging waiting status) of each vehicle 4 in the selected targets. The charging waiting information may be the number of vehicles 4 waiting to be charged at the charging coupler 10 (hereinafter referred to as the "charging waiting number") or the charging waiting time. The charging waiting number may be simply the number of vehicles waiting to be charged or a combination of the number of vehicles waiting to be charged and the number of vehicles currently charging. For example, the processing unit 42 can generate waiting-for-charging information based on the position information of the mobile vehicle 4 and the position information of the charging coupler 10, or can obtain the waiting-for-charging information through external input. Furthermore, the processing unit 42 can select a charging action target based on the current location of the charging target, the waiting-for-charging information, and the path cost C from the current location of the charging target.

[0048] The following describes the method for setting the selected target. The processing unit 42 assumes that all charging couplers 10 located within a predetermined path length from the current position of the traveling vehicle 4 to be charged are in use, and that there are charging couplers 10 outside the predetermined range that are idle (hereinafter referred to as "idle"). The "in-use" state refers to either a state in which the charging coupler 10 is connected to the traveling vehicle 4 and charging is in progress (hereinafter referred to as the "charging state"), or a state in which the traveling vehicle 4 is not connected to the charging coupler 10 but the decision to immediately connect the traveling vehicle 4 to the charging coupler 10 is made. The "idle" state of the charging coupler 10 refers to a state other than the "in-use" state in which the traveling vehicle 4 can be charged immediately.

[0049] In this case, even if all charging couplers 10 are in use and there are charging couplers 10 that are idle outside the predetermined range, the processing unit 42 selects charging couplers 10 that are within the predetermined path length from the current location of the charging target. Even if all charging couplers 10 are in use and there are charging couplers 10 that are idle outside the predetermined range, the processing unit 42 selects charging couplers 10 that are within the predetermined path length from the current location of the charging target.

[0050] Furthermore, when the processing unit 42 selects a charging coupler 10 within a predetermined range as a target for selection, it can also use the jurisdiction to select the target. The following describes a method for setting the target using the jurisdiction. Figure 4 illustrates the method for setting the target using the jurisdiction. In the example shown in Figure 4, within the predetermined range of track 2, a first jurisdiction H1 of the communication unit 30-1 and a second jurisdiction H2 of the communication unit 30-2 are allocated. Charging couplers 10-1 to 10-3 are located within the first jurisdiction H1. Charging couplers 10-4 and 10-5 are located within the second jurisdiction H2.

[0051] A mobile vehicle 4-1 (charging target) requiring charging is located within the first control area H1. The processing unit 42 receives information about the mobile vehicle 4-1 via the communication unit 30-1 and, based on the information from the mobile vehicle 4-1, identifies the mobile vehicle 4-1 as a charging target. If the information from the mobile vehicle 4-1 does not include battery information, the processing unit 42 may also detect that the remaining battery level of the mobile vehicle 4-1's battery BT is below a threshold and identify the mobile vehicle 4-1 as a charging target.

[0052] The storage unit 40 pre-stores information about the first jurisdiction H1 and the second jurisdiction H2. When the mobile vehicle 4-1 is identified as a charging target, the processing unit 42 identifies the jurisdiction to which the current location of the mobile vehicle 4-1 belongs based on the location information of the mobile vehicle 4-1. Specifically, the processing unit 42 identifies the first jurisdiction H1 and the second jurisdiction H2 to which the current location of the mobile vehicle 4-1 belongs. In the example shown in FIG4 , the processing unit 42 identifies the current location of the mobile vehicle 4-1 as belonging to the first jurisdiction H1. Furthermore, the processing unit 42 selects the charging couplers 10-1 to 10-3 within the identified first jurisdiction H1 as selected targets.

[0053] When selecting charging targets, it is also considered that there is no upper limit on the path length from the current position, and only idle charging couplers 10 are selected. However, in this case, charging couplers 10-3 or 10-4 that are far from the current position of the charging target vehicle 4-1 are selected as the charging target, and charging coupler 10-3 or 10-4 is selected as the charging target. As a result, the charging target vehicle 4-1 must travel a long distance to charge its own battery BT, and may stop midway due to battery depletion. This significantly delays charging of the vehicle 4-1, and in the case of a transport vehicle, reduces the time available for transport.

[0054] In the first setting method, even if all charging couplers 10-1 to 10-3 within the first control area H1, to which the charging target vehicle 4-1 currently resides, are in use, and if idle charging couplers 10-4 and 10-5 exist in the second control area H2, the processing unit 42 selects the charging coupler 10 within the first control area H1 as the target. This configuration allows the charging target vehicle 4-1 to avoid traveling long distances while charging its own battery BT, resulting in faster charging and sufficient time available for transportation.

[0055] Furthermore, when selecting charging couplers 10 within a predetermined range from the charging target, the processing unit 42 may also consider the path cost C. For example, the processing unit 42 may calculate the value obtained by dividing the path length from the current location of the charging target by the path cost C, and select charging couplers 10 within the predetermined range if the calculated value falls within the predetermined range.

[0056] The following describes an example method for selecting a charging target from among the selected targets. For example, if there is an idle charging coupler 10 among the selected targets, the processing unit 42 selects that charging coupler 10 as the charging target. Alternatively, if there are no idle charging couplers 10 among the selected targets, meaning all selected targets are in use, the processing unit 42 selects the target with the fewest number of charging couplers 10 waiting to be charged as the charging target. This reduces the bias in the number of charging couplers 10 waiting to be charged among the selected targets, allowing the mobile vehicle system 1 to charge the mobile vehicle as quickly as possible.

[0057] Here, when the number of charging couplers 10 that a charging station 11 can power at one time is limited, the processing unit 42 may identify the charging station 11 with the fewest charging couplers 10 waiting to be charged and select the charging coupler 10 with the fewest charging couplers 10 connected to that specific charging station 11 as the target for charging. For example, if any of the charging couplers 10 connected to the specific charging station 11 are idle, the processing unit 42 may select that charging coupler 10 as the target for charging. If no idle charging couplers 10 are available, the processing unit 42 may select the charging coupler 10 with the fewest charging couplers 10 waiting to be charged as the target for charging.

[0058] Figure 5 illustrates an example method for selecting charging targets. In the example described below, the number of units waiting for charging refers to the number of units waiting for charging and does not include units currently charging. In the example shown in Figure 5 , charging couplers 10-1 through 10-5 are selected. Charging couplers 10-1 and 10-2 are connected to charging station 11-1. Charging couplers 10-3 through 10-5 are connected to charging station 11-2. Here, charging coupler 10-1 and charging coupler 10-2 are in use, and the number of units waiting for charging is one each. In Figure 5 , transport vehicle 4-1 is located at charging position (G-1) of charging coupler 10-1, and transport vehicle 4-6 is waiting at charging coupler 10-1's standby position (e.g., G-6). The traveling vehicle 4-2 is located at the charging position (G-2) of the charging coupler 10-2, and the traveling vehicle 4-7 is on standby at the standby position (for example, G-7) of the charging coupler 10-2.

[0059] Charging coupler 10-4 is in use, and the number of vehicles waiting to be charged is 1. Charging couplers 10-3 and 10-5 are in use, but the number of vehicles waiting to be charged is 0. In Figure 5, transport vehicle 4-3 is at the charging position (G-3) of charging coupler 10-3. Transport vehicle 4-4 is at the charging position (G-4) of charging coupler 10-4, and transport vehicle 4-8 is waiting at the standby position (e.g., G-8) of charging coupler 10-4. Transport vehicle 4-5 is at the charging position (G-5) of charging coupler 10-5.

[0060] The processing unit 42 communicates with charging stations 11-1 and 11-2, as well as with traveling vehicles 4-1 through 4-9, to obtain information on the number of charging stations 11 and charging couplers 10 waiting to be charged. In the example shown in FIG5 , the number of charging stations 11-1 waiting to be charged is the sum of the number of charging couplers 10-1 and 10-2, which is 2. On the other hand, the number of charging stations 11-2 waiting to be charged is the number of charging couplers 10-4, which is 1. Therefore, the processing unit 42 selects a charging target from among the charging couplers 10-3 through 10-5 connected to the charging station 11-2 with the fewest number of charging stations waiting to be charged. For example, the processing unit 42 selects the charging coupler 10 with the fewest number of charging couplers 10-3 through 10-5.

[0061] In the example shown in Figure 5, the number of charging couplers 10-3 and 10-5 waiting for charging is 0, indicating the lowest number of charging couplers. In this case, the processing unit 42 may select the charging coupler 10-3 with the shortest path length to the charging target, the moving vehicle 4-9, as the charging target. However, this is not a limitation. The processing unit 42 may also calculate a parameter for each of the charging couplers 10-3 and 10-5 that takes into account the path length to the charging target, the moving vehicle 4-9, and the path cost, and select the charging coupler 10 with the lower parameter as the charging target.

[0062] The movement control unit 43 can transmit and receive information with the transporting vehicle 4 via the communication unit 30. The movement control unit 43 controls the movement of the transporting vehicle 4 along the track 2 via the communication unit 30. The movement control unit 43 causes the transporting vehicle 4-9, which is the target vehicle for charging, to move to the charging position selected by the processing unit 42, where the transporting vehicle 4 can be charged. The movement control unit 43 transmits a movement command to the target vehicle 4 via the communication unit 30, causing it to move to the charging position selected by the processing unit 42. If another transporting vehicle 4 is present at the charging position, the movement control unit 43 causes the target vehicle 4-9 to move to a standby position different from the charging position.

[0063] The following describes a first example of the method for selecting a charging target according to this embodiment using FIG6 . FIG6 is a flow chart of the first example of the method for selecting a charging target according to this embodiment. Furthermore, the description of the method for selecting a charging target using FIG6 assumes that the traveling vehicle 4 as the charging target has already been identified.

[0064] When the processing unit 42 selects a charging action target, it repeats the first process (steps S101 to S107) by performing steps S102 to S106 on each of the charging couplers 10 present on the track 2. Specifically, the processing unit 42 sequentially sets each of the charging couplers 10 present on the track 2 as a target for the first process and sequentially performs the first process on each of the targets.

[0065] In step S102, the processing unit 42 determines whether the charging coupler 10, the processing target, is idle. If the processing target is in use, the processing unit 42 excludes the processing target from the selection list and ends the first processing for the processing target (step S103). On the other hand, if the processing unit 42 determines that the charging coupler 10, the processing target, is idle, the processing unit 42 proceeds to step S104. In step S104, the processing unit 42 searches for a path from the charging target to the charging coupler 10, the processing target, and calculates the path length and path cost.

[0066] In step S105, the processing unit 42 determines whether the path length L to the processing target, calculated in step S104, is less than or equal to the predetermined distance L1. If, in step S105, the path length L exceeds the predetermined distance L1, the processing unit 42 excludes the processing target corresponding to the path length L from the selection target and terminates the first processing for the processing target (step S103). On the other hand, if, in step S105, the path length L is less than or equal to the predetermined distance L1, the processing unit 42 selects the processing target as the selection target (step S106) and terminates the first processing for the processing target (step S107).

[0067] When the iterative process is complete, the processing unit 42 selects the charging coupler 10 with the lowest path cost among the selected targets as the charging target (step S108). If a charging target is selected by the processing unit 42, the movement control unit 43 transmits movement information to the charging target, indicating that the charging target will be charged using the charging target. The charging target's moving vehicle 4 then moves to the grid cell G specified in the movement information. Furthermore, if the charging target is idle, the charging target's moving vehicle 4 moves to the charging position of the charging target. If the charging target is in use, the charging target's moving vehicle 4 moves to the charging position of the charging target and waits there.

[0068] The following describes a second example of the method for selecting a charging target according to this embodiment using FIG7 . FIG7 is a flowchart of the second example of the method for selecting a charging target according to this embodiment. Furthermore, the description of the method for selecting a charging target using FIG7 assumes that the charging target has already been identified.

[0069] When the processing unit 42 selects a charging action target, it repeats the first process (steps S201 to S206) by performing steps S202 to S205 on each of the charging couplers 10 on track 2. Specifically, the processing unit 42 sequentially sets each of the charging couplers 10 on track 2 as a target for the second process and executes the second process on each of the targets. Steps S203 to S207 are identical to steps S103 to S107, so their description will be omitted.

[0070] In step S202, the processing unit 42 determines whether the processing target, i.e., the charging coupler 10, is in an idle state. If the processing unit 42 determines that the processing target is not in an idle state, that is, is in use, it then determines whether the processing target will be released from its in-use state and enter an idle state in the near future. For example, the processing unit 42 may determine whether the processing target will be released from its in-use state and enter an idle state in the near future based on the remaining battery level of the mobile vehicle 4 being charged by the processing target and the number of mobile vehicles waiting to be charged by the processing target. As an example, the processing unit 42 may calculate the time until the processing target enters an idle state (hereinafter referred to as the "release time") based on the remaining battery level of the mobile vehicle 4 being charged by the processing target and the number of mobile vehicles waiting to be charged by the processing target. If the calculated release time is less than a predetermined time, the processing unit determines that the processing target will be released from its in-use state and enter an idle state in the near future.

[0071] If the processing unit 42 determines that the processing target will not be idle in the near future, it excludes the processing target from the selection list and ends the first processing of the processing target (step S203). In step S202, if the processing unit 42 determines that the charging coupler 10 is not in use, that is, is idle, it moves to step S204. This allows not only idle charging units but also charging units that will become idle in the future to be selected, thereby expanding the selection range and increasing the possibility of early charging.

[0072] The following describes a third example of the method for selecting a charging target according to this embodiment using FIG8 . FIG8 illustrates the third example of the method for selecting a charging target according to this embodiment. Furthermore, the description of the method for selecting a charging target using FIG8 assumes that the charging target has been identified and all charging couplers 10 are in use.

[0073] When the processing unit 42 selects a charging operation target, it repeats the third process (steps S301 to S307) by performing steps S302 to S305 on each of the charging couplers 10 present on the track 2. Specifically, the processing unit 42 sequentially sets each of the charging couplers 10 present on the track 2 as a target for the third process and sequentially executes the third process on each of the targets.

[0074] In step S302, the processing unit 42 uses conventional techniques to search for a path from the charging target to the charging coupler 10 being processed, and calculates the path length L and path cost C. Path cost C is a value that fluctuates due to, for example, congestion, and includes a link cost. The method for calculating path cost C is conventional, and therefore its description is omitted.

[0075] The processing unit 42 determines whether the path length L to the processing target, calculated in step S302, is less than or equal to the predetermined distance L1 (step S303). If the path length L exceeds the predetermined distance L1 in step S303, the processing unit 42 excludes the processing target corresponding to the path length L from the selection target and ends the third processing for the processing target (step S304). On the other hand, if the path length L is less than or equal to the predetermined distance L1 in step S303, the processing unit 42 selects the processing target as the selection target (step S305) and adjusts the path cost C corresponding to the processing target (step S306).

[0076] For example, in step S306, the processing unit 42 multiplies the route cost C calculated in step S302 by the value of the correction coefficient α raised to the Nth power (α N) to correct the route cost C. The corrected route cost is recorded as "route cost C'." Here, α is a pre-set coefficient and is greater than 1. N is the number N of charging couplers 10 waiting for charging, which is the processing target. Specifically, in step S306, the processing unit 42 calculates the route cost C' (= C × α N) from the current location of the charging target to the charging coupler 10, which is the processing target. In other words, the route cost C' is the parameter (first parameter) calculated by substituting the route cost C and the number N of charging couplers 10 waiting for charging, which is the processing target, into the first predetermined function (= C × α N). Once the route cost C' is calculated, the third process for the processing target is terminated (step S307).

[0077] When the iterative process is complete, the processing unit 42 selects the charging coupler 10 with the lowest path cost C' among the selected targets as the charging target (step S308). If a charging target is selected by the processing unit 42, the movement control unit 43 transmits movement information to the charging target, which is used to charge the charging target using the charging target. The charging target's moving vehicle 4 moves to the grid cell G specified in the movement information. Furthermore, in the example shown in FIG5 , since all charging couplers 10 are in use, the charging target's moving vehicle 4 moves to the waiting position of the charging target and waits there. Thus, in the selection method of the third example described above, since the path cost is corrected based on the number of charging couplers N, the bias in the number of charging couplers waiting to be charged is reduced. As a result, charging of the charging target can be started earlier, and the time available for transportation is increased.

[0078] The following describes a fourth example of the method for selecting a charging target according to this embodiment using FIG9 . FIG9 is a flow chart of the fourth example of the method for selecting a charging target according to this embodiment. Furthermore, the description of the method for selecting a charging target using FIG9 assumes that the charging target has already been identified.

[0079] When the processing unit 42 selects a charging operation target, it repeats the fourth process (steps S401 to S407) by performing steps S402 to S405 on each of the charging couplers 10 present on the track 2. Specifically, the processing unit 42 sequentially sets each of the charging couplers 10 present on the track 2 as a target for the fourth process and sequentially executes the fourth process on each of the targets.

[0080] In step S402, the processing unit 42 searches for a path from the charging target to the charging coupler 10 of the processing target and calculates the path length L and path cost C. The processing unit 42 divides the path length L to the processing target, calculated in step S402, by the path cost to calculate an index d (= L / C). The processing unit 42 then determines whether the index d is below a threshold value dth (step S403). If, in step S403, the index d exceeds the threshold value dth, the processing unit 42 excludes the processing target from the selection list and terminates the fourth processing for the processing target (step S404). On the other hand, if, in step S403, the index d is below the threshold value dth, the processing unit 42 selects the processing target as a selected target (step S405) and adjusts the path cost C associated with the processing target (step S406).

[0081] For example, in step S406, the processing unit 42 multiplies the route cost C calculated in step S402 by the function f(Ns, Nc) to calculate the route cost C*. The variable Ns of the function f is the number of units waiting for charging (the second number of units waiting for charging) connected to the power supply unit 12 being processed. The variable Nc of the function f is the number of units waiting for charging (the first number of units waiting for charging) being processed. The processing unit 42 calculates the function f(Ns, Nc) based on the waiting-for-charging information and multiplies the route cost C by the function f(Ns, Nc) to calculate the route cost C*. In other words, the route cost C* is the parameter (the second parameter) calculated by substituting the route cost C, the first number of units waiting for charging Nc, and the second number of units waiting for charging Ns into the second predetermined function (=C×f(Ns, Nc)). Once the route cost C* is calculated, the processing unit 42 terminates the fourth process being processed (step S407).

[0082] When the iterative process is complete, the processing unit 42 selects the charging coupler 10 with the lowest path cost C* among the selected targets as the charging target (step S408). If a charging target is selected by the processing unit 42, the movement control unit 43 transmits movement information to the charging target for charging the charging target using the charging target. The charging target's moving vehicle 4 moves to the grid cell G specified in the movement information. Furthermore, if the charging target is idle, the charging target's moving vehicle 4 moves to the charging position of the charging target. If the charging target is in use, the charging target's moving vehicle 4 moves to the waiting position of the charging target and waits. In the selection method of the fourth example described above, since the path cost is corrected based on the second number of waiting vehicles Ns and the first number of waiting vehicles Nc, the bias in the number of waiting vehicles for charging at each charging station 11 and the bias in the number of waiting vehicles for charging at each charging coupler 10 are reduced. As a result, charging of the charging target starts earlier, and the time available for transportation is further increased.

[0083] In the above embodiment, the charging position can also be set within a grid cell G (first grid cell) among the plurality of grid cells G formed on the track 2, where the charging coupler 10 can charge the target vehicle 4. For example, if another vehicle 4 is present in the first grid cell, the movement control unit 43 can cause the target vehicle 4 to move to a second grid cell different from the first grid cell as a standby position. In this case, the second grid cell can be set to the grid cell G with the lowest frequency of travel by vehicles 4 within a predetermined range from the first grid cell. This configuration can prevent vehicles 4 waiting to be charged from interfering with the movement of vehicles 4 currently in transit.

[0084] Furthermore, in an embodiment in which the "charging unit" of the present invention is a charging station 11, the processing unit 42 selects, for example, a charging station 11 from a plurality of charging stations 11 for charging the mobile vehicle 4 to be charged, and selects, for example, a charging coupler 10 with the least number of charging stations waiting to be charged from the selected charging station 11 as the charging coupler for charging the mobile vehicle 4 to be charged.

[0085] Furthermore, the processing unit 42 may select a charging unit where the path length L from the charging target vehicle 4 to the charging location is less than a predetermined distance L1, or where the path cost C from the current position of the charging target vehicle 4 to the charging location is less than a predetermined value. For example, the processing unit 42 may also perform a process of determining whether the path cost C from the current position of the charging target vehicle 4 to the charging location is less than a predetermined value as the processing in steps S105, S205, and S303.

[0086] In the above embodiment, the control device 5 and the traveling vehicle 4 are configured as separate units, but this is not limiting. For example, the control device 5 may be installed inside the traveling vehicle 4. In this case, the communication unit 30 of the control device 5 may be omitted.

[0087] Furthermore, this embodiment discloses the following structure. (Composition 1) A moving vehicle system (1) comprises a plurality of moving vehicles (4), a plurality of charging units (10 or 11) capable of charging the moving vehicles (4), and a control device (5) for controlling the movement of the moving vehicles (4) and the charging of the moving vehicles (4) by the charging units (10 or 11). The control device (5) has: A processing unit (42) which, when there is the above-mentioned moving vehicle (4) that needs to be charged, selects the above-mentioned charging unit (10) from the plurality of charging units (10 or 11) to charge the above-mentioned moving vehicle (4) that is the charging target, based on the position information of the above-mentioned moving vehicle (4) that is the charging target, the position information of the above-mentioned charging unit (10 or 11), and the waiting charging information indicating the waiting charging status of the above-mentioned moving vehicle (4) in the above-mentioned charging unit (10 or 11); a movement control unit (43) which moves the above-mentioned moving vehicle (4) to be charged to a charging position where the above-mentioned charging unit (10 or 11) selected by the above-mentioned processing unit (42) can charge the above-mentioned moving vehicle (4); and A charging control unit (41) charges the moving vehicle (4) at the charging position via the charging unit (10 or 11). (Composition 2) As described in the mobile vehicle system of 1, wherein: The control device (5) has a plurality of communication units for communicating with the above-mentioned moving vehicles (4) located in different jurisdictions within the moving range of the above-mentioned moving vehicles (4). The processing unit (42) receives information about the moving vehicles (4) located within each of the jurisdictions from the plurality of communication units, and selects the charging unit (10 or 11) within the jurisdiction to which the current location of the moving vehicle (4) to be charged belongs. (Composition 3) As described in the mobile vehicle system of structure 1 or structure 2, wherein: The processing unit (42) selects the charging unit (10 or 11) within the jurisdiction to which the current position of the mobile vehicle (4) belongs even when all the charging units (10 or 11) within the jurisdiction to which the current position of the mobile vehicle (4) belongs are in use and the charging units (10 or 11) within other jurisdictions are idle. (Composition 4) A mobile vehicle system as described in any one of configurations 1 to 3, wherein: The processing unit (42) sets the charging unit (10 or 11) whose path length (L) from the moving vehicle (4) of the charging object to the charging position is less than a predetermined distance or whose path cost C from the current position of the moving vehicle (4) of the charging object to the charging position is less than a predetermined value as a selection object. (Composition 5) A mobile vehicle system as described in any one of configurations 1 to 4, wherein: The above-mentioned waiting charging status refers to the number of the above-mentioned moving vehicles (4) waiting for charging in the above-mentioned charging unit (10 or 11). (Composition 6) A mobile vehicle system as described in any one of configurations 1 to 5, wherein: The processing unit (42) selects the charging unit (10 or 11) for charging the moving vehicle (4) to be charged based on a first parameter calculated by substituting a path cost (C) from the current position of the moving vehicle (4) to the charging position and the waiting charging status of the charging unit (10 or 11) into a first predetermined function. (Composition 7) A mobile vehicle system as described in any one of configurations 1 to 6, wherein: The processing unit (42) selects the charging unit (10 or 11) for which the value obtained by dividing the path length (L) from the current position of the self-charging moving vehicle (4) to the charging position by the path cost (C) in the path length (L) is below a threshold. (Composition 8) The vehicle system according to configuration 7 includes a power supply unit (11) connected to the plurality of charging units (10) and supplying power to the charging units (10). The power supply unit (11) does not supply power to a plurality of the charging units (10) at the same time, but can supply power to one of the charging units (10). The processing unit (42) selects the charging unit (10) for charging the moving vehicle (4) to be charged based on a second parameter calculated by substituting the path cost (C), the first number of waiting vehicles (Nc), and the second number of waiting vehicles (Ns) into a second predetermined function, when the number of the moving vehicles (4) waiting to be charged in the charging unit (10) is set to a first number of waiting vehicles (Nc) and the number of the moving vehicles (4) waiting to be charged by the power supply unit (11) is set to a second number of waiting vehicles (Ns). (Composition 9) A mobile vehicle system as described in any one of configurations 1 to 8, wherein: It has a grid-shaped track (2) on which the above-mentioned moving vehicle (4) moves, The charging position is set in the first grid unit among the plurality of grid units (G) formed on the track (2) and can charge the moving vehicle (4) as the charging object through the charging unit (10 or 11). (Composition 10) As described in the mobile vehicle system of 9, When another of the above-mentioned moving vehicles (4) exists in the above-mentioned first grid unit, the above-mentioned moving control unit (43) moves the above-mentioned moving vehicle (4) to be charged to a second grid unit different from the above-mentioned first grid unit as a waiting position. The second grid unit is set to be a grid unit (G) having the lowest frequency of passage of the moving vehicle (4) within a predetermined range from the first grid unit.

[0088] While the embodiments have been described above, the technical scope of the present invention is not limited to the above-described embodiments. Furthermore, it will be apparent to those skilled in the art that various modifications or improvements may be added to the above-described embodiments. It should be clear from the claims that such modifications or improvements are also within the technical scope of the present invention. Furthermore, it is possible that one or more of the elements described in the above-described embodiments may be omitted. Furthermore, the elements described in the above-described embodiments may be combined as appropriate. Furthermore, the execution order of the various procedures shown in the embodiments may be implemented in any order, as long as the results of a previous procedure are not used in a subsequent procedure. Furthermore, even if the actions in the above-described embodiments are described for convenience using phrases such as "first," "next," and "next," they do not necessarily need to be implemented in that order. Furthermore, to the extent legally permitted, the disclosures of all documents cited in Japanese Patent Application No. 2022-152633 and the above-described embodiments are incorporated into this specification.

[0089] 1: Moving vehicle system 2: Track 3: Charging equipment 4,4-1~4-9: Moving vehicle 4a: Ontology part 4b:Transition Department 4c: Travel drive unit 4d: Steering mechanism 4e: Control Department 5: Control device 10,10-1~10-5: Charging coupler (charging unit) 11, 11-1, 11-2: Charging station (charging unit, power supply unit) 20: Upper unit 20a: above 21: Transfer device 22: Moving wheels 23: Drive source 24: Small gear 25: Rack 30,30-1,30-2: Ministry of Communications 31: Processing device 40: Storage 41: Charging control unit 42: Processing Department 43: Transition Control Unit AX: Rotation axis AX1: Rotary axis BT:Battery CE: Charging Electrode G: Grid cell G-1~G-5: Charging position G-6~G-8: Standby position H1: First Jurisdiction H2: Second Jurisdiction R1: Track 1 R2: Track 2 R3: Partial Track W: Item

Claims

1. A transfer vehicle system comprising a plurality of transfer vehicles, a plurality of charging units capable of charging the transfer vehicles, and a control device for controlling the movement of the transfer vehicles and the charging units charging the transfer vehicles, the control device comprising: a processing unit that, when there is a transfer vehicle requiring charging, selects a charging unit from the plurality of charging units to charge the transfer vehicle, based on location information of the transfer vehicle to be charged, location information of the charging units, and waiting charging information indicating the waiting charging status of the transfer vehicle at the charging unit; a movement control unit that moves the transfer vehicle to a charging position where charging can be performed by the charging unit selected by the processing unit; and a charging control unit that charges the transfer vehicle at the charging position via the charging unit; and the control device comprising a plurality of communication units for communicating with the transfer vehicles located within different jurisdictions of the transfer vehicles' movement range. The processing unit receives information about the mobile vehicles located within each of the aforementioned jurisdictions from the plurality of communication units, and selects the charging unit within the jurisdiction to which the current location of the mobile vehicle to be charged belongs. The processing unit selects the charging unit within the jurisdiction to which the current location belongs, even when all the charging units within the jurisdiction to which the current location of the mobile vehicle to be charged belongs are in use and the charging units in other jurisdictions are idle.

2. As in request item 1, the transfer vehicle system, wherein, The above-mentioned processing unit selects a charging unit whose path length from the aforementioned transfer vehicle of the charging object to the aforementioned charging position is less than a predetermined distance or whose path cost from the current position of the aforementioned transfer vehicle of the charging object to the aforementioned charging position is less than a predetermined value.

3. A transfer vehicle system comprising a plurality of transfer vehicles, a plurality of charging units capable of charging the transfer vehicles, and a control device for controlling the movement of the transfer vehicles and the charging of the transfer vehicles by the charging units, the control device comprising: a processing unit that, when there is a transfer vehicle requiring charging, selects a charging unit from the plurality of charging units to charge the transfer vehicle, based on location information of the transfer vehicle to be charged, location information of the charging units, and waiting charging information indicating the waiting charging status of the transfer vehicle at the charging unit; a movement control unit that moves the transfer vehicle to a charging position where charging can be performed by the charging unit selected by the processing unit; and a charging control unit that charges the transfer vehicle at the charging position by means of the charging unit; wherein the waiting charging status is the number of transfer vehicles waiting to be charged in the charging unit. The processing unit selects the charging unit that will charge the vehicle to be charged by substituting the path cost from the current position of the vehicle to the charging position and the value representing the charging unit's waiting charging status into the first parameter calculated by the first predetermined function.

4. A transfer vehicle system comprising a plurality of transfer vehicles, a plurality of charging units capable of charging the transfer vehicles, and a control device for controlling the movement of the transfer vehicles and the charging of the transfer vehicles by the charging units, the control device comprising: a processing unit that, when there is a transfer vehicle requiring charging, selects from the plurality of charging units a charging unit to charge the transfer vehicle to be charged, based on position information of the transfer vehicle to be charged, position information of the charging unit, and waiting charging information indicating the waiting charging status of the transfer vehicle at the charging unit; a movement control unit that moves the transfer vehicle to be charged to a charging position where the charging of the transfer vehicle can be performed by the charging unit selected by the processing unit; and a charging control unit that charges the transfer vehicle at the charging position by means of the charging unit. The aforementioned processing unit selects the charging unit whose value obtained by dividing the path length from the current position of the aforementioned moving vehicle of the charging object to the aforementioned charging position by the path cost in the aforementioned path length is below a threshold.

5. As in request item 4, the transfer vehicle system, wherein, The system includes a power supply unit that is connected to and supplies power to the plurality of charging units. The power supply unit does not supply power to the plurality of charging units simultaneously, but only to one of the charging units. When the processing unit sets the number of vehicles waiting to be charged in the charging unit as the first number of vehicles waiting to be charged and the number of vehicles waiting to be charged to the power supply unit as the second number of vehicles waiting to be charged, the processing unit selects the charging unit to charge the vehicle to be charged based on a second parameter calculated by substituting the path cost, the first number of vehicles waiting to be charged, and the second number of vehicles waiting to be charged into a second predetermined function.

6. A transfer vehicle system as described in any of requests 1, 3, and 4, wherein, The vehicle is equipped with a grid-shaped track on which the aforementioned transfer vehicle travels, and the charging position is set in the first grid cell of the plurality of grid cells formed on the track, in which the aforementioned transfer vehicle can be charged by the aforementioned charging unit.

7. As in request item 6, the transfer vehicle system, wherein, When there are other vehicles in the first grid cell, the aforementioned mobility control unit moves the vehicle of the charging target to a second grid cell that is different from the first grid cell to a standby position. The second grid cell is set within a predetermined range from the first grid cell, and is the grid cell with the lowest frequency of passage of the vehicle.

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