Information processing method, information processing device, and program

Abstract

The present disclosure relates to an information processing method, an information processing device, and a program capable of remedying a reduction in the conveyance efficiency of an automatic conveyance robot. While traveling a travel route to a destination, a self-position estimation result is recorded as a travel record, and a distance to a surrounding obstacle is measured. A position at which the distance to the obstacle is smaller than a predetermined value and a speed reduction has become necessary is recorded as a speed-reduction position. After the travel is completed, a travel route consisting of a travel result is presented, and the speed-reduction position is superimposed and displayed for visualization. Thus, the position where a speed reduction, which causes a reduction of the conveyance efficiency, occurs is recognized, and the travel route is improved so as to promote the remedying of the reduction of the conveyance efficiency. The present invention can be applied to an automatic conveyance robot.

Description

Information processing method, information processing device, and program

[0001] The present disclosure relates to an information processing method, an information processing device, and a program, and more particularly to an information processing method, an information processing device, and a program that can improve the reduction in the transport efficiency of an automatic transport robot.

[0002] 2. Description of the Related Art Automatic transport robots that autonomously transport various types of cargo by setting a travel route within a factory or the like have become widespread.

[0003] If the driving route of an automatic transport robot is not set up properly, the transport efficiency will decrease.

[0004] Therefore, a technology has been proposed that suggests changing the layout of installed objects in order to set a driving route that can improve the decline in transport efficiency, depending on the driving environment of the automatic transport robot, such as in a factory (see Patent Document 1).

[0005] Furthermore, although not intended for automatic transport robots, a technology has been proposed for setting the timing of lane changes when automobiles, etc., are traveling on roads in order to speed up their movement (see Patent Document 2).

[0006] JP 2022-030306 A JP 2017-096963 A

[0007] However, since some of the equipment installed within a factory cannot be rearranged, it is not possible to adopt the layout proposed in the technology of Patent Document 1, and as a result, there is a risk that the decline in transport efficiency cannot be adequately improved.

[0008] Furthermore, since the technology in Patent Document 2 is applied to roads with multiple driving lanes, if multiple driving lanes cannot be set on the driving route of an automatic transport robot that can be set within a factory, there is a risk that the decline in transport efficiency cannot be appropriately improved.

[0009] The present disclosure has been made in consideration of such circumstances, and in particular, aims to improve the reduction in the transport efficiency of an automatic transport robot.

[0010] An information processing method according to one aspect of the present disclosure is an information processing method including the steps of estimating the self-position of a moving body, controlling the movement of the moving body along a set movement route based on the self-position estimation result, measuring the distance to an obstacle around the moving body, determining a controlled movement speed based on the distance to the obstacle, recording the self-position estimation result in chronological order as a movement result, recording a position where the movement speed has been slowed down as a speed-down position, and visualizing the movement result and the speed-down position together.

[0011] An information processing device and program according to one aspect of the present disclosure are an information processing device and program that include a self-position estimation unit that estimates the self-position of a moving body, a driving control unit that controls the driving of the moving body along a set driving route based on the self-position estimation result by the self-position estimation unit, a distance measurement unit that measures the distance to obstacles around the moving body, a speed determination unit that determines the driving speed controlled by the driving control unit based on the distance to the obstacle, a driving result recording unit that records the self-position estimation result in chronological order as a driving result and records a location where the driving speed has been slowed down by the speed determination unit as a slowdown location, and a visualization unit that visualizes the driving result and the slowdown location together.

[0012] In one aspect of the present disclosure, the self-position of a moving body is estimated, the moving body's movement along a set driving route is controlled based on the self-position estimation result, the distance to obstacles around the moving body is measured, the controlled driving speed is determined based on the distance to the obstacle, the self-position estimation result is recorded in chronological order as the driving result, and the location where the driving speed is slowed is recorded as a slowing location, and the driving result and the slowing location are visualized together.

[0013] 8 is a diagram illustrating that the speed of an automatic transfer robot slows down depending on the distance from an obstacle. FIG. 9 is a diagram illustrating that an operator is also present in a space in which an automatic transfer robot operates. FIG. 10 is a diagram illustrating a configuration example of a first embodiment of an automatic transfer robot according to the present disclosure. FIG. 11 is a flowchart illustrating travel processing by the automatic transfer robot of FIG. 3. FIG. 12 is a flowchart illustrating visualization processing by the automatic transfer robot of FIG. 3. FIG. 13 is a diagram illustrating an example of visualized display by the automatic transfer robot of FIG. 3. FIG. 14 is a diagram illustrating an example of visualized display by the automatic transfer robot of FIG. 3. FIG. 15 is a diagram illustrating a configuration example of a second embodiment of an automatic transfer robot according to the present disclosure. FIG. 16 is a diagram illustrating an example of generating a proposed route by correcting a travel route. FIG. 17 is a flowchart illustrating visualization processing by the automatic transfer robot of FIG. 8. FIG. 18 is a flowchart illustrating slow speed position grouping processing by the automatic transfer robot of FIG. 8. FIG. 19 is a diagram illustrating an example of visualized display by the automatic transfer robot of FIG. 8. FIG. 19 is a diagram illustrating a configuration example of a third embodiment of an automatic transfer robot according to the present disclosure. FIG. 19 is a flowchart illustrating travel processing by the automatic transfer robot of FIG. 14. FIG. 19 is a flowchart illustrating visualization processing by the automatic transfer robot of FIG. 14. Fig. 15 is a flowchart illustrating a process of selecting a route with the shortest margin distance by the automatic transfer robot of Fig. 14. Fig. 16 is a flowchart illustrating a process of proposing a size change by the automatic transfer robot of Fig. 14. Fig. 17 is a diagram illustrating an example of a visualized display by the automatic transfer robot of Fig. 14. Fig. 18 is a diagram illustrating an example of the configuration of a general-purpose computer.

[0014] Preferred embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functional configurations are designated by the same reference numerals, and redundant description will be omitted.

[0015] Hereinafter, embodiments of the present technology will be described in the following order.

[0016] 1. Overview of the present disclosure 2. First embodiment 3. Second embodiment 4. Third embodiment 5. Example of execution by software

[0017] <<1. Overview of the Present Disclosure>> The present disclosure is directed to, in particular, improving the reduction in transport efficiency of an automatic transport robot. Therefore, first, an overview of the present disclosure will be described.

[0018] An automatic transport robot is a mobile object that autonomously transports various types of cargo along a set travel route within a factory or the like.

[0019] The travel route of the automatic transport robot is set between obstacles such as various pieces of equipment installed in a factory, as shown in the left part of Figure 1, and is set so as to maintain a sufficient distance to ensure safety and prevent contact between the obstacles and the automatic transport robot itself.

[0020] 1, a travel route R1 is set between obstacles 12-1 and 12-2, which are facilities, and the automatic transfer robot 11 is shown traveling on the travel route R1 to the right in the figure at a speed Vf. In Fig. 1, the distance between the main body of the automatic transfer robot 11 and the obstacle 12-2 is set to a distance d1, which is a distance that ensures sufficient safety during travel.

[0021] The automatic transport robot 11 is also equipped with a sensor, which allows it to move while detecting the distance to surrounding obstacles, and adjusts its speed to ensure safety depending on the distance to the surrounding obstacles.

[0022] More specifically, when the automatic transport robot 11 travels along the travel route R1, it measures the distance to surrounding obstacles while traveling, and when the distance to a surrounding obstacle is smaller than a predetermined threshold, it slows down and passes by slowly to ensure safety.

[0023] For example, as shown in the right part of Figure 1, consider a case where, when the automatic transport robot 11 travels along the travel route R1, an additional obstacle 13 is placed in front of the obstacle 12-2 on the travel route R1 side.

[0024] In such a case, the automatic transfer robot 11 measures the distance to the surrounding obstacles while moving along the travel route R1 to the right in the figure. Therefore, when the distance between the main body of the automatic transfer robot 11 and the additional obstacle 13 based on the measurement value of the sensor is d2, which is smaller than the distance d1 that is normally set to ensure sufficient safety, the automatic transfer robot 11 travels at a speed Vs (<Vf), which is slower than the speed Vf, to ensure safety.

[0025] However, if the speed of the automatic transfer robot 11 is reduced, the transfer efficiency will decrease.

[0026] As shown in the left part of FIG. 2, within the factory, a worker W is also present around the travel route R1 along which the automatic transfer robot 11 travels.

[0027] Therefore, in order to prevent a decrease in transport efficiency, for example, the automatic transport robot 11 may autonomously take evasive action to maintain a sufficient distance when a sufficient safety distance cannot be ensured, as shown in the right part of Fig. 1. By doing so, a decrease in speed is prevented, and a decrease in transport efficiency is improved.

[0028] However, when the automatic transport robot 11 is configured to autonomously take avoidance action depending on the distance to the obstacle, the automatic transport robot 11 will sense the presence of the additional obstacle 13 on the right side of Figure 1 just before the obstacle and will suddenly change direction without slowing down.

[0029] For example, as shown in the right part of FIG. 2, in order for the automatic transfer robot 11 to take evasive action, it will take action such as changing its direction Vc so as to deviate from the travel route R1 without slowing down.

[0030] This will result in the workers W around the automatic transport robot 11 being unable to predict the route the automatic transport robot 11 will take, which may cause them to feel anxious and pay excessive attention.

[0031] Therefore, in the present disclosure, when an automatic transport robot travels along a travel route and the distance to an obstacle becomes closer than a predetermined value, the robot slows down and records the position at which the robot slowed down.

[0032] After traveling, the automatic transport robot visualizes the traveling route and the location where the speed decreased based on the recorded information of the location where the speed decreased, and presents this to the user, prompting them to correct the traveling route, thereby reducing the decrease in transportation efficiency.

[0033] In addition, the user can set a travel route that does not require the automatic transport robot to slow down and take evasive action such as suddenly changing direction, while watching the position where the robot has slowed down, thereby reducing the anxiety felt by surrounding workers.

[0034] <<2. First Embodiment>> Next, with reference to the block diagram of FIG. 3, a configuration example of an automatic transfer robot according to a first embodiment of the present disclosure will be described.

[0035] The automatic transfer robot 101 in FIG. 3 includes a sensor 120, an obstacle map generation unit 121, a self-position estimation unit 122, an obstacle distance recognition unit 123, a speed determination unit 124, a travel control unit 125, and a drive unit 126.

[0036] The automatic transport robot 101 also includes a driving route memory unit 127 , a driving result recording unit (speed reduction position recording unit) 128 , a preliminary map data memory unit 129 , a data visualization unit 130 , a display unit 131 , and an operation unit 132 .

[0037] The sensor 120 consists of a sensor with a ranging function such as a LiDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging), a depth sensor, and a stereo camera, and captures images of the area around the main body of the automatic transport robot 101, obtains at least one of a point cloud that can recognize the distance to obstacles in the area, and a depth image (including one obtained from a stereo image), and outputs the images to the obstacle map generation unit 121 and the self-position estimation unit 122.

[0038] It is desirable that the point cloud and depth images acquired by the sensor 120 cover information in various directions, since it is ideal to acquire information about the entire surroundings of the automatic transfer robot 101. However, since it is sufficient to acquire information about obstacles that exist ahead in the traveling direction, it is sufficient to acquire information about at least the area ahead in the traveling direction.

[0039] The obstacle map generation unit 121 generates an obstacle map consisting of the distribution of distance measurements to obstacles present around the automatic transport robot 101 based on the point cloud and depth images sequentially supplied from the sensor 120, and outputs it to the obstacle distance recognition unit 123.

[0040] The obstacle distance recognition unit 123 recognizes the distribution of distances to obstacles present around the automatic transfer robot 101 based on the obstacle map supplied from the obstacle map generation unit 121, and outputs information on the distance from the main body of the automatic transfer robot 101 to the obstacle, which is the recognition result, to the speed determination unit 124. The information on the distance from the main body of the automatic transfer robot 101 to the obstacle referred to here may be information on the shortest distance between the end of the main body and the surface of the obstacle, or may be a value obtained by subtracting the width of the main body of the automatic transfer robot 101 from the actual measured value of the width of the passage along which the automatic transfer robot 101 is traveling based on the obstacle map.

[0041] The self-position estimation unit 122 reads out the pre-map data stored in the pre-map data storage unit 129 and matches it with the point cloud and depth images sequentially supplied from the sensor 120 to estimate the self-position on the pre-map, and outputs the estimation result to the speed determination unit 124 and the driving result recording unit 128.

[0042] The speed determination unit 124 determines whether the distance to an obstacle present around the automatic transfer robot 101 supplied by the obstacle distance recognition unit 123 is smaller than a predetermined threshold value.

[0043] When the speed determination unit 124 determines that the distance to an obstacle around the automatic transport robot 101 is not smaller than a predetermined threshold and that the robot is not approaching an obstacle, it instructs the driving control unit 125 to drive at a normal speed.

[0044] In addition, when the speed determination unit 124 determines that the distance to an obstacle around the automatic transport robot 101 is smaller than a predetermined threshold and that the automatic transport robot 101 is approaching the obstacle, it instructs the travel control unit 125 to slow down the travel speed from the normal speed to a low speed.

[0045] At this time, the speed determination unit 124 reads out the driving route from the driving route memory unit 127, identifies a position on the driving route based on the self-position estimation result, associates it with information on the distance to the obstacle, outputs it to the driving result recording unit 128, and records it as a speed reduction position, which is the position where the driving speed is instructed to be reduced from the normal speed.

[0046] The driving control unit 125 reads out the driving route stored in the driving route memory unit 127, and based on the self-position estimation result, determines the movement direction and movement speed of the automatic transport robot 101 along the driving route to the destination, and controls the drive unit 126.

[0047] Furthermore, the travel control unit 125 controls the drive unit 126 so that the vehicle travels at a speed based on an instruction from the speed determination unit 124 when traveling along the travel route.

[0048] The drive unit 126 is the drive mechanism itself related to the movement of the automatic transport robot 101, and is equipped with, for example, drive wheels, drive motors, brakes, and steering mechanisms, and moves the automatic transport robot 101 in a direction and speed controlled by the travel control unit 125.

[0049] The travel route storage unit 127 stores a travel route in response to an operation input when the user operates the operation unit 132. The travel route may be based on a selection result of pre-specified routes stored and used among the stored routes, or may be generated by editing an individual travel route using the operation unit 132.

[0050] The driving result recording unit 128 records, as driving results, the self-position estimation results supplied in chronological order from the self-position estimating unit 122. Furthermore, when the driving result recording unit 128 receives information on a speed-reduction position from the speed determining unit 124, it records the instruction to reduce speed in association with the position on the driving route. In other words, in the sense of storing the speed-reduction position in this way, it can be said that the driving result recording unit 128 functions as a speed-reduction position recording unit.

[0051] The preliminary map data storage unit 129 stores preliminary map data of the interior of a factory, etc., where the driving route of the automatic transport robot 101 is expected to be set, and supplies this data to the self-position estimation unit 122 and the data visualization unit 130.

[0052] The data visualization unit 130 reads out the driving results (including the speed reduction position) recorded in the driving result recording unit 128 and reads out the advance map data from the advance map data storage unit 129 at a predetermined time (for example, at the end of work each day), when the driving is completed, or when a predetermined operation signal is supplied by the user operating the operation unit 132.

[0053] Then, the data visualization unit 130 displays the preliminary map data on the display unit 131 and also superimposes the driving results, thereby visualizing the driving route that the automatic transport robot 101 has traveled and displaying it on the display unit 131.

[0054] Furthermore, at this time, if there is information on the speed-slowing position, the data visualization unit 130 superimposes the speed-slowing position on the advance map data and the travel result, and displays it on the display unit 131. At this time, the distance between the main body of the automatic transfer robot 101 and the obstacle at the speed-slowing position may be displayed. By displaying it in this manner, it becomes possible to specifically grasp the speed-slowing position on the travel route that is the cause of reduced transport efficiency.

[0055] As a result, the user can recognize where the slowdown is occurring on the set driving route and how the driving route can be improved to eliminate the slowdown, and it becomes possible to specifically present areas where improvements can be made to reduce the reduction in transport efficiency due to the slowdown.

[0056] <Traveling process by the automatic transfer robot in Fig. 3> Next, the travelling process by the automatic transfer robot in Fig. 3 will be described with reference to the flowchart in Fig. 4. Note that it is assumed that the travelling route has been set in advance in the travelling route storage unit 127 by the user operating the operation unit 132.

[0057] In step S31, the speed determination unit 124 and the driving control unit 125 acquire a driving route from the driving route storage unit 127.

[0058] In step S32 , the sensor 120 senses the surroundings and outputs a point cloud and a depth image as the sensing results to the obstacle map generation unit 121 and the self-position estimation unit 122 .

[0059] In step S33, the self-position estimation unit 122 reads out the preliminary map data stored in the preliminary map data storage unit 129, and estimates the self-position by matching it with the point cloud and depth image sequentially supplied from the sensor 120, and outputs the estimation result to the speed determination unit 124 and the driving result recording unit 128. At this time, the driving result recording unit 128 records the self-position estimation result as the driving result.

[0060] In step S34, the obstacle map generation unit 121 generates an obstacle map by generating a distance measurement distribution to obstacles existing around the automatic transport robot 101 based on the point cloud and depth images sequentially supplied from the sensor 120, and outputs the obstacle map to the obstacle distance recognition unit 123.

[0061] In step S35, the obstacle distance recognition unit 123 recognizes the distance to surrounding obstacles based on the obstacle map supplied from the obstacle map generation unit 121, which is a distribution of distances to obstacles present around the automatic transport robot 101, and outputs the recognition result to the speed determination unit 124.

[0062] In step S36, the speed determination unit 124 determines whether the distance to an obstacle present around the automatic transfer robot 101, which is supplied from the obstacle distance recognition unit 123, is less than a predetermined threshold value.

[0063] In step S36, when it is determined that the distance to an obstacle present around the automatic transfer robot 101 is less than the predetermined threshold and that the automatic transfer robot 101 is approaching an obstacle, the process proceeds to step S37.

[0064] In step S37, when the speed determination unit 124 determines that the distance to an obstacle around the automatic transport robot 101 is smaller than a predetermined threshold and that the automatic transport robot 101 is approaching the obstacle, it instructs the travel control unit 125 to slow down the travel speed from the normal speed to travel at a low speed.

[0065] Based on this instruction, the driving control unit 125 determines a position on the driving route from the position that is the self-estimated result by driving at a slower speed than the normal speed, and controls the drive unit 126 to drive the automatic transport robot 101 toward the destination.

[0066] In step S38, the speed determination unit 124 reads out the driving route from the driving route memory unit 127, identifies a position on the driving route based on the self-position estimation result, associates it with information on the distance to the obstacle, outputs it to the driving result recording unit 128, and records it as a speed reduction position.

[0067] On the other hand, if it is determined in step S36 that the distance to an obstacle present around the automatic transport robot 101 is not smaller than a predetermined threshold value and that the automatic transport robot 101 is not approaching an obstacle, the processing proceeds to step S39.

[0068] In step S39, the speed determination unit 124 instructs the travel control unit 125 to travel at a normal speed (for example, the maximum speed).

[0069] Based on this instruction, the driving control unit 125 determines a position on the driving route from the self-estimated position at a normal speed, and controls the drive unit 126 to drive the automatic transport robot 101 toward the destination.

[0070] In step S40, the driving control unit 125 determines whether the result of self-location estimation indicates a destination on the driving route and whether the destination has been reached. If the destination has not been reached, the process returns to step S32, and the subsequent processes are repeated. That is, the processes of steps S32 to S40 are repeated from the start of driving on the driving route until the destination is reached.

[0071] If it is determined in step S40 that the destination has been reached, the process ends.

[0072] By the above process, the automatic transfer robot 101 travels along the travel route set as the route to the destination, sequentially recording the travel results, and continuously measuring the distance to surrounding obstacles, and when the distance is below a predetermined threshold, it slows down the travel speed to continue traveling while ensuring safety. Furthermore, when the speed is slowed down, it is possible to record the distance to the obstacle at that time and the position at that time as the speed-down position.

[0073] <Visualization Processing by the Automatic Transfer Robot of FIG. 3> Next, the visualization processing by the automatic transfer robot 101 of FIG. 3 will be described with reference to the flowchart of FIG.

[0074] This process is triggered either when the vehicle has traveled along the travel route and arrived at the destination, at a specific time of day, or when the user operates the operation unit 132 to instruct visualization processing.

[0075] In step S51, the data visualization unit 130 accesses the driving result recording unit 128 and acquires the self-position estimation result and the speed reduction position information stored in chronological order as the driving result.

[0076] In step S52 , the data visualization unit 130 accesses the advance map data storage unit 129 , reads out the advance map data, and displays the advance map on the display unit 131 .

[0077] In step S53, the data visualization unit 130 superimposes the time-series self-position estimation results, which are the driving results, on the advance map displayed on the display unit 131 as information on the actual driving route.

[0078] At this time, the data visualization unit 130 displays a visualized image such as that shown in FIG. 6 on the display unit 131, for example.

[0079] The visualized image 141 of FIG. 6 has a driving result display field 151 on the left side of the figure, a legend display field 152 on the top right side of the figure, and a comment field 153 below that.

[0080] 6, the travel result display field 151 shows the layout of the equipment in the factory obtained from the preliminary map data, and indicates obstacles 160-1 to 160-6 as the layout of the equipment. Also, the travel route 161 is shown in solid lines within the field.

[0081] The legend display field 152 displays the legend in the driving result display field 151, showing obstacles, driving route, and speed reduction positions from top to bottom.

[0082] Furthermore, in the comment field 153, it is written that "there is no slowing position."

[0083] Such a display allows the user to visually recognize the location on the pre-drawn map of the factory where the vehicle has traveled.

[0084] Furthermore, the speed reduction positions indicated by cross marks are not displayed here, and the comment field 153 also states, "There are no speed reduction positions." Therefore, it is possible to see at a glance that there are no sections on the currently set travel route where speed reduction is required, and that no reduction in transport efficiency is occurring.

[0085] In step S54, the data visualization unit 130 determines whether or not the information on the speed reduction position read from the driving result recording unit 128 exists.

[0086] If it is determined in step S54 that a speed reduction position exists, the process proceeds to step S55.

[0087] In step S55 , the data visualization unit 130 superimposes the speed reduction position on the travel route displayed on the display unit 131 .

[0088] That is, when a speed-lowering position exists, the data visualization unit 130 displays, for example, a visualization image 141A as shown in FIG.

[0089] 7, components having the same functions as those in the visualized image 141 in Fig. 6 are denoted by the same reference numerals, and descriptions thereof will be omitted as appropriate. The driving result display field 151, the legend display field 152, and the comment field 153 are also denoted by adding the letter "A" at the end of the reference numerals in the visualized image 141A to the respective reference numerals, and the same applies hereinafter.

[0090] That is, the visualized image 141A in FIG. 7 differs from the visualized image 141 in FIG. 6 in that speed reduction position marks 171-1 to 171-3 are displayed in the driving result display field 151A, and further, the comment field 153A contains the notation "There is a speed reduction position. The distance to the obstacle is QQ cm."

[0091] This type of display makes it possible to visually recognize where a slowdown is occurring on the travel route 161. At this time, the specific distance to the obstacle is also displayed, making it possible to recognize how close the vehicle is to the obstacle.

[0092] This allows the driver to grasp which parts of the currently set driving route need to be corrected and to what extent, making it possible to properly recognize the parts of the driving route that need to be improved and the extent to which they need to be improved.

[0093] As a result, it is possible to properly grasp the decrease in transport efficiency caused by the occurrence of a speed reduction, and to specifically present the location of the speed reduction on the travel route that is the cause of the decrease in transport efficiency.

[0094] If there is no speed-reducing position in step S54, the process of step S55 is skipped. That is, in this case, as in the visualized image 141 shown in Fig. 4, there is no display of a speed-reducing position, and it is possible to recognize that no reduction in conveying efficiency has occurred.

[0095] In the above, we have explained an example in which, in the driving process, the self-position estimation results and the speed reduction positions, which are the driving results, are sequentially accumulated in the driving result recording unit 128, and the visualization process visualizes the driving route and the speed reduction positions, which are the driving results, based on the accumulated information, thereby presenting the occurrence of a decrease in conveying efficiency and the cause of the decrease in conveying efficiency.

[0096] However, in presenting information relating to transport efficiency, other elements may be presented in addition to the arrangement and number of speed-reducing positions.

[0097] For example, in the driving process, information such as the travel time from the start of transport to reaching the destination, the quantity and number of items being transported, and the size of the loading platform used for transport may also be recorded, and in the visualization process, this information may be visualized and presented as information on transport efficiency.

[0098] Furthermore, the amount of transported goods per unit time may be calculated by dividing the amount or number of goods being transported by the travel time, and this may be visualized and presented as information on transport efficiency.

[0099] <<3. Second embodiment>> In the above, an example has been described in which information is presented to encourage improvement of a travel route by visualizing positions on the travel route that cause a decrease in transport efficiency by presenting positions where speeds are reduced.

[0100] However, if there is a slow-down point on the driving route, the driving route may be modified based on the slow-down point so that the slow-down point does not occur, and the modified route may be visualized and presented as a suggested route.

[0101] Figure 8 shows an example configuration of an automatic transport robot that, if a slow-speed location occurs on the travel route, modifies the travel route based on the slow-speed location so that the slow-speed location does not occur, visualizes the modified route, and presents it as a proposed route.

[0102] In the automatic transfer robot 101' of FIG. 8, components having the same functions as those in the automatic transfer robot 101 of FIG. 3 are given the same reference numerals, and the description thereof will be omitted as appropriate.

[0103] The automatic transfer robot 101' in FIG. 8 differs from the automatic transfer robot 101 in FIG. 3 in that an improvement suggestion unit 201 is newly provided.

[0104] The improvement proposal unit 201 reads out the driving results and information on speed reduction locations recorded in the driving result recording unit 128, and also reads out information on the driving route from the driving route memory unit 127, and modifies the set driving route so as to eliminate speed reduction locations, thereby generating a proposed route that serves as an improvement plan and outputting it to the data visualization unit 130.

[0105] More specifically, when the improvement proposing unit 201 reads out the set travel route, it acquires a travel section list that is set in association with the travel route.

[0106] The driving sections are sections created by dividing the surrounding area in which the driving route is set at predetermined intervals, and are generated when the driving route is set. The driving section list is a list of the generated driving sections.

[0107] Here, we will proceed with the explanation under the assumption that the driving sections are generated in advance together with the driving section list when the driving route is set, but the improvement proposal unit 201 may also divide and generate sections of a predetermined size based on the driving route.

[0108] More specifically, when a travel route R11 shown by a solid line is set, the travel sections are formed by dividing the surrounding area into sections of a predetermined size, as shown in Fig. 9. In Fig. 9, travel sections A1 to A5 shown by rectangular areas are set around the travel route R11 set by a solid line.

[0109] Next, the improvement suggestion unit 201 groups the self-position estimation results, which are the driving results, for each driving section, and further counts the number of slow-down positions stored in correspondence with the self-position estimation results for each group, and sets groups with a speed above a predetermined threshold as a slow-down position group.

[0110] For example, in the case of Figure 9, there is one slowdown position registered in correspondence with the self-position estimation results that constitute the driving result SR shown by the dotted line in driving section A1, three in driving section A2, and none in any other sections.

[0111] Here, for example, when the number of slowing down positions for each driving section is two or more as a predetermined threshold, the self-position estimation results constituting the driving result SR belonging to the corresponding driving section are set to the slowing down position group.

[0112] At this time, the improvement proposing unit 201 sets the self-location estimation results constituting the driving result SR belonging to the driving section A2, which has three speed reduction positions, to the speed reduction position group.

[0113] Then, the improvement proposing unit 201 reads out the travel route R11 in the vicinity of the travel section A2 set in the speed reduction position group from the travel route storage unit 127, and modifies the travel route R11 so that it does not become a speed reduction position.

[0114] For example, if an obstacle BB is located below the travel section A2 in the drawing, and the distance between this obstacle BB and the automatic transfer robot is set to a slow-speed position because the distance between this obstacle BB and the automatic transfer robot is smaller than a predetermined threshold, the improvement proposing unit 201 modifies the travel route R11 so that the distance between this obstacle BB and the automatic transfer robot is not smaller than the predetermined threshold. More specifically, in the case of Figure 9, the improvement proposing unit 201 modifies the travel route R11 so that the distance to the obstacle BB is greater than the predetermined threshold, for example, to become a modified route AR shown by a dotted line.

[0115] Finally, the improvement proposal unit 201 corrects the corrected route AR of the driving section A2 set in the speed reduction position group to ensure consistency between the connection portion with the adjacent uncorrected driving route R11, completes the proposed route, outputs it to the data visualization unit 130, and displays it on the display unit 131.

[0116] In the case of Figure 9, the improvement suggestion unit 201 corrects the right end of the driving route R11 of the unadjusted driving section A1 to connect it to the left end of the corrected route AR of the driving section A2, and corrects the left end of the driving route R11 of the unadjusted driving section A3 to connect it to the right end of the corrected route AR of the driving section A2, thereby correcting the driving route R11 to a consistent state as a whole and completing the proposed route.

[0117] Note that the driving route 161 shown in FIG. 6 as the driving result is not actually a driving route that was set in advance before driving, but rather a visualization of the driving result based on the actual self-position estimation result.

[0118] Therefore, the driving result SR in Fig. 9 is made up of the actual self-location estimation result, and the visualization of this corresponds to the driving route 161. In contrast, the driving route R11 in Fig. 9 is set before driving, and is different from the driving route visualized from the driving result SR made up of the actual self-location estimation result. In the present disclosure, this pre-set driving route R11 is modified to generate a proposed route.

[0119] <Visualization Processing by the Automatic Transfer Robot of FIG. 8> Next, the visualization processing by the automatic transfer robot 101' of FIG. 8 will be described with reference to the flowchart of FIG.

[0120] The travel process of the automatic transfer robot 101' in FIG. 8 is the same as the process explained with reference to the flowchart in FIG. 4, and therefore will not be explained further.

[0121] Furthermore, the timing at which the visualization process is performed by the automatic transport robot 101' in Figure 8 is the same as the timing at which the visualization process is performed by the automatic transport robot 101 in Figure 3, so the visualization process described with reference to the flowchart in Figure 10 assumes that the driving process has been performed before this process and the driving results and the speed reduction position have been recorded.

[0122] In step S71, the data visualization unit 130 and the improvement proposal unit 201 both access the driving result recording unit 128 and obtain the self-position estimation results and information on the slowdown position stored in chronological order as driving results.

[0123] In step S72, the improvement proposing unit 201 executes a speed reduction position grouping process to divide the driving results into driving sections set on the driving route, and further sets speed reduction groups according to the number of speed reduction positions.

[0124] <Slow Position Grouping Process> Here, the slow position grouping process will be described with reference to the flowchart of FIG.

[0125] In step S91, the improvement proposing unit 201 accesses the travel route storage unit 127 and acquires a travel section list corresponding to the travel route.

[0126] In step S92, the improvement proposing unit 201 initializes a counter n (hereinafter simply referred to as the speed-down score n) that counts the speed-down score to zero.

[0127] In step S93, the improvement proposing unit 201 sets, as a processing target section, any of the unprocessed travel sections set on the route that is the travel result, based on the travel section list.

[0128] In step S94, the improvement proposing unit 201 sets any one of the unprocessed self-position estimation results, which are the driving results within the processing target section, as the processing target position.

[0129] In step S95, the improvement proposing unit 201 determines whether the processing target position is a speed reduction position.

[0130] If it is determined in step S95 that the processing target position is a speed-down position, the process proceeds to step S96, where the improvement proposing unit 201 increments the speed-down point number n by one.

[0131] If it is determined in step S95 that the processing target position is not a speed reduction position, the processing of step S96 is skipped.

[0132] In step S97, the improvement proposing unit 201 determines whether or not there are any unprocessed self-location estimation results in the processing target section, and if there are any unprocessed self-location estimation results, the processing returns to step S94.

[0133] That is, for all unprocessed self-location estimation results within the processing target section, it is determined whether or not they are slow-down positions, and if they are slow-down positions, the speed-down score n is incremented by one.

[0134] Then, in step S97, if there are no unprocessed self-location estimation results within the processing target section, that is, if it is determined that the determination of whether all self-location estimation results are slow-down positions has been completed, processing proceeds to step S98.

[0135] In step S98, the improvement proposing unit 201 determines whether the speed reduction score n in the processing target partition is equal to or greater than a predetermined value.

[0136] If it is determined in step S98 that the speed reduction score n in the processing target section is equal to or greater than the predetermined value, the process proceeds to step S99.

[0137] In step S99, the improvement proposing unit 201 sets the self-location estimation result, which is the travel result of the processing target section, in a speed reduction position group, and stores it in association with the speed reduction score n.

[0138] If it is determined in step S98 that the speed reduction score n in the processing target section is not equal to or greater than the predetermined value, the processing in step S99 is skipped.

[0139] In step S100, the improvement suggestion unit 201 determines whether or not there are any unprocessed driving sections, and if it is determined that there are any unprocessed driving sections, the processing returns to step S92 and the subsequent processing is repeated.

[0140] That is, the speed reduction score n is counted for all travel sections, and if the speed reduction score n is equal to or greater than a predetermined value, the speed reduction score n is associated with the speed reduction position group and set.

[0141] If it is determined in step S100 that there are no unprocessed travel sections, the process ends.

[0142] Through the above process, the speed reduction score n is counted for each travel section for the self-position estimation result, which is the travel result, and if it is equal to or greater than a predetermined number, it is set to a speed reduction position group.

[0143] As a result, it is possible to set the self-location estimation result, which is the result of traveling in a traveling section with a large number of speed reduction points n, together with the speed reduction points n into a speed reduction position group.

[0144] Now, let us return to the description of the flowchart in FIG.

[0145] In step S73, the improvement suggestion unit 201 executes a speed reduction position group process, and modifies the driving route for driving sections set in the speed reduction group that have more speed reduction positions than a predetermined threshold value so that there are no speed reduction positions.

[0146] Then, the improvement proposing unit 201 adjusts the connection between the travel route of the corrected travel section and the travel route of the unadjusted travel section to generate a proposed route and outputs it to the data visualizing unit 130.

[0147] <Slower Speed ​​Position Group Processing> The slower speed position group processing will now be described with reference to the flowchart of FIG.

[0148] In step S111, the improvement proposing unit 201 sets one of the unprocessed speed reduction position groups as a speed reduction position group to be processed.

[0149] In step S112, the improvement proposing unit 201 determines whether the speed reduction score of the processing target speed reduction position group is equal to or greater than a threshold value at which the travel route should be improved.

[0150] If it is determined in step S112 that the number of speed reduction points of the processing target speed reduction position group is equal to or greater than the threshold value, the process proceeds to step S113.

[0151] In step S113, the improvement proposing unit 201 accesses the travel route storage unit 127 and acquires information on the travel route closest to the travel section of the target speed reduction position group.

[0152] In step S114, as described with reference to Figure 9, the improvement suggestion unit 201 modifies the driving route closest to the driving section of the read-out target speed reduction position group so that it is away from the obstacle by the difference between the speed reduction threshold and the minimum distance to the obstacle.

[0153] In step S112, if it is determined that the speed reduction score of the target speed reduction position group is not equal to or greater than the threshold value and that correction of the travel route is not necessary, steps S113 and S114 are skipped.

[0154] In step S115, the improvement proposing unit 201 determines whether or not there is an unprocessed slow-down position group. If there is an unprocessed slow-down position group, the process returns to step S111, and the subsequent processes are repeated.

[0155] That is, for each of all speed reduction position groups, it is determined whether or not the driving route needs to be modified based on the speed reduction score, and when it is determined that modification is necessary, the driving route is modified so that there are no speed reduction positions.

[0156] If it is determined in step S115 that there are no unprocessed slowing position groups, that is, that all the slowing groups have been processed, the process proceeds to step S116.

[0157] In step S116, the improvement proposing unit 201 determines whether or not there is any travel route that has been modified in the speed reduction position group, and if there is any travel route that has been modified, the process proceeds to step S117.

[0158] In step S117, the improvement suggestion unit 201 adjusts and corrects the connection positions so that the driving route of the corrected driving section within the speed reduction position group is consistent with the driving route of the unadjusted driving section, as described with reference to Figure 9, and completes the proposed route.

[0159] Through the above processing, for each speed reduction position group, it is determined whether or not the driving route needs to be modified depending on the speed reduction score, and if necessary, the driving route is modified so that there are no speed reduction positions, and the consistency with the driving routes of other unmodified driving sections is adjusted, and a proposed route is generated.

[0160] Now, let us return to the description of the flowchart in FIG.

[0161] In step S74 , the data visualization unit 130 accesses the advance map data storage unit 129 , reads out the advance map data, and displays the advance map on the display unit 131 .

[0162] In step S75 , the data visualization unit 130 superimposes and displays the time-series self-position estimation results, which are the driving results, on the advance map displayed on the display unit 131 .

[0163] In step S76, the data visualization unit 130 determines whether or not the information on the speed reduction position read from the driving result recording unit 128 exists.

[0164] If it is determined in step S76 that a speed reduction position exists, the process proceeds to step S77.

[0165] In step S77 , the data visualization unit 130 superimposes the speed reduction position on the travel route displayed on the display unit 131 .

[0166] In step S78, the data visualization unit 130 determines whether or not a proposed route has been supplied from the improvement proposing unit 201.

[0167] If it is determined in step S78 that a proposed route exists, the process proceeds to step S79.

[0168] In step S79 , the data visualization unit 130 superimposes the proposed route on the driving route displayed on the display unit 131 .

[0169] If there is no speed reduction position in step S76, steps S77 to S79 ​​are skipped. If there is no proposed route in step S78, step S79 is skipped.

[0170] For example, if a proposed route exists, the data visualization unit 130 displays a visualization image 141B as shown in FIG. 13 on the display unit 181.

[0171] In the visualized image 141B of FIG. 13, components having the same functions as those in the visualized image 141A of FIG. 7 are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

[0172] That is, the visualized image 141B in FIG. 13 differs from the visualized image 141A in FIG. 7 in that the proposed route 211 is displayed as a dotted line in the driving result display field 151B, the legend field 152B indicates that the dotted line indicates the proposed route, and further, the comment field 153A states, "The revised driving route for the driving section where the number of speed reduction positions exceeds the specified number is displayed as the proposed route."

[0173] Such a display allows the driver to visually recognize where on the driving route 161 the speed reduction is occurring, and also makes it possible to present a proposed route in which the original driving route has been modified so that the speed reduction location is eliminated.

[0174] This allows the user to specifically understand how to correct the currently set driving route, making it possible to appropriately improve the driving route.

[0175] As a result, it is possible to properly grasp the decline in transport efficiency caused by the slowdown and to specifically identify how to correct the travel route that is the cause of the decline in transport efficiency.

[0176] <<4. Third embodiment>> In the above, an example has been described in which when the distance to an obstacle is less than a threshold, the vehicle travels at a reduced speed, and this is recorded as a speed reduction position and set in a speed reduction position group according to a speed reduction score for each predetermined travel section, and when the speed reduction score in the speed reduction group is equal to or greater than a predetermined value, the travel route is corrected so that the distance to the obstacle exceeds the threshold, and the route is presented as a suggested route.

[0177] However, if there is a variation in the body size of the automatic transport robot 101, in order to prevent the speed from slowing down, i.e., to prevent the distance to the obstacle from falling below a threshold, it may be possible to propose, for example, a body size smaller than the current body size.

[0178] FIG. 14 shows an example of the configuration of an automatic transport robot that proposes changing the size of the robot body in order to prevent the robot from slowing down, that is, to prevent the distance to an obstacle from becoming less than a threshold value.

[0179] In the automatic transfer robot 101'' in FIG. 14, components having the same functions as those in the automatic transfer robot 101' in FIG. 8 are given the same reference numerals, and the description thereof will be omitted as appropriate.

[0180] The automatic transport robot 101'' in Figure 14 differs from the automatic transport robot 101' in the configuration of Figure 8 in that instead of the speed determination unit 124, the driving result recording unit 128, and the improvement proposal unit 201, a speed determination unit 124', a driving result recording unit 128', and an improvement proposal unit 221 are provided, and further, a body size memory unit 222 is provided.

[0181] The speed determination unit 124' has the same basic functions as the speed determination unit 124, but in addition, when recording the speed reduction position in the driving result recording unit 128', the driving result and the speed reduction position are associated and stored, and the distance to the obstacle at that time is sequentially compared with the previous value, and if it is smaller, it is updated as the minimum obstacle distance and recorded.

[0182] For this reason, the driving result recording unit 128' has the same basic functions as the driving result recording unit 128, but stores the minimum obstacle distance, which is the minimum value of the distance to the obstacle, along with the driving result and the speed reduction position, and records it in association with the driving route while updating it sequentially.

[0183] It is assumed that the automatic transfer robot 101'' in the third embodiment stores a plurality of travel routes in the travel route memory unit 127, and switches between travel routes depending on the operation signal output when the operation unit 132 is operated and other circumstances.

[0184] Of course, it is possible for the automatic transport robot 101 in the first embodiment and the automatic transport robot 101' in the second embodiment to store multiple driving routes and be able to switch between the multiple driving routes depending on the situation, but this is not essential.

[0185] The improvement suggestion unit 221 identifies the driving route among the multiple driving routes that has the smallest minimum obstacle distance based on the driving results, speed reduction positions, and distances to obstacles for each driving route recorded in the driving result recording unit 128', as well as the minimum obstacle distance, which is the minimum value of the distances to obstacles, and sets the minimum obstacle distance of the identified driving route as the minimum aircraft margin distance.

[0186] Furthermore, the improvement proposal unit 221 reads out information on the variations in the size of the automatic transport robot's body stored in the body size memory unit 222, and outputs information on the optimal body size based on the relationship between the minimum body margin distance and the speed reduction threshold to the data visualization unit 130, which then proposes it.

[0187] For example, if the minimum aircraft margin distance is smaller than the speed reduction threshold, the position will be one where the aircraft will be slowed down. When the aircraft size is reduced from the current size by twice the difference in distance between the speed reduction threshold and the minimum aircraft margin distance (= (speed reduction threshold - minimum aircraft margin distance) x 2), if there is an aircraft size available, a change to that size will be suggested. Note that the size is doubled to take into account the left and right width.

[0188] In other words, by reducing the size of the aircraft in this way, the distance to the obstacle becomes greater than the speed reduction threshold, so there is no need to slow down during transportation, making it possible to suppress a decrease in transportation efficiency.

[0189] Also, for example, if the minimum machine margin distance is greater than the speed reduction threshold, the current speed will not be reduced, so there will be no decrease in the transport depth rate, but the machine size can be increased from the current size as long as it does not exceed twice the difference in distance between the speed reduction threshold and the minimum machine margin distance (= (minimum machine margin distance - speed reduction threshold) x 2), so if there is a machine size available to choose from, a change to that size will be suggested.

[0190] In other words, by increasing the size of the aircraft in this way, the distance to the obstacle remains greater than the speed reduction threshold, making it possible to increase the transport capacity and, as a result, improve the transport efficiency.

[0191] <Traveling process by the automatic transfer robot in Fig. 14> Next, the travelling process by the automatic transfer robot in Fig. 14 will be described with reference to the flowchart in Fig. 15. Here, it is assumed that the travelling route has been set in advance in the travelling route storage unit 127 by the user operating the operation unit 132.

[0192] In addition, in the flowchart of FIG. 15, the processes of steps S132 to S139, S142, and S143 are similar to the processes of steps S31 to S40 in the flowchart of FIG. 4, and therefore a description thereof will be omitted.

[0193] That is, in step S131, the speed determination unit 124' initializes the minimum obstacle distance to zero.

[0194] In steps S132 to S139, the distance to the obstacle is calculated, and if it is less than a predetermined threshold, the speed is reduced and information on the location where the speed was reduced is recorded in the driving result recording unit (slowing location recording unit) 128'.

[0195] In step S140, the speed determination unit 124' determines whether the distance to the obstacle is smaller than the minimum obstacle distance.

[0196] If it is determined in step S140 that the distance to the obstacle is shorter than the minimum obstacle distance, the process proceeds to step S141.

[0197] In step S141, the speed determination unit 124' updates the minimum obstacle distance to the current distance to the obstacle.

[0198] Then, the processes of steps S131 to S143 are repeated until it is determined in step S143 that the vehicle has arrived at the destination.

[0199] If it is determined in step S143 that the vehicle has arrived at the destination, the process proceeds to step S144.

[0200] In step S144, the speed determination unit 124' associates the minimum obstacle distance with the travel route and stores the result in the travel result recording unit 128'.

[0201] In other words, through the above processing, the automatic transport robot 101 travels along the route set as the route to the destination, sequentially recording the travel results and continuing to measure the distance to surrounding obstacles, and when the distance is below a predetermined threshold, it slows down the travel speed to continue traveling while ensuring safety.

[0202] Furthermore, when the speed is reduced, the distance to the current obstacle and the current position (self-position estimation result) are recorded as the reduced speed position, and further, the minimum obstacle distance is compared with the distance to the current obstacle. If the current distance to the obstacle is shorter than the minimum obstacle distance, the minimum obstacle distance is updated with the distance to the current obstacle, and the final minimum obstacle distance can be stored in the driving result recording unit 128' in association with the driving route.

[0203] <Visualization Processing by the Automatic Transfer Robot of FIG. 14> Next, the visualization processing by the automatic transfer robot 101'' of FIG. 14 will be described with reference to the flowchart of FIG.

[0204] In step S171, the data visualization unit 130 and the improvement proposal unit 221 both access the driving result recording unit 128 and obtain the self-position estimation results and information on the slowdown position stored in chronological order as driving results.

[0205] In step S172, the improvement proposing unit 221 accesses the driving result recording unit 128 and acquires minimum obstacle distance data for each driving route.

[0206] In step S173, the improvement proposing unit 221 executes a minimum margin distance route selection process, and selects, from among the travel routes, the travel route with the smallest minimum obstacle distance as the minimum margin distance route.

[0207] <Process for Selecting Route with Minimum Margin Distance> Here, the process for selecting a route with the minimum required hot water distance will be described with reference to the flowchart of FIG.

[0208] In step S191, the improvement proposing unit 221 initializes the minimum aircraft margin distance to zero.

[0209] In step S192, the improvement proposing unit 221 sets one of the unprocessed travel routes as a processing target travel route.

[0210] In step S193, the improvement proposing unit 221 determines whether the minimum obstacle distance of the processing target traveling route is smaller than the minimum machine width margin distance.

[0211] If it is determined in step S193 that the minimum obstacle distance for the travel route to be processed is smaller than the minimum body width margin distance, the process proceeds to step S194.

[0212] In step S194, the improvement proposing unit 221 updates the minimum machine width margin distance to the minimum obstacle distance of the travel route to be processed.

[0213] In step S195, the improvement proposing unit 221 updates the route with the minimum margin distance to the target travel route.

[0214] If it is determined in step S193 that the minimum obstacle distance for the travel route to be processed is not smaller than the minimum body width margin distance, the processes of steps S194 and S195 are skipped.

[0215] In step S196, the improvement suggesting unit 221 determines whether or not there is an unprocessed travel route. If there is an unprocessed travel route, the process returns to step S192, and the subsequent processes are repeated.

[0216] That is, the minimum obstacle distances are compared for all the travel routes, and the smallest one is selected as the route with the minimum margin distance, and the minimum obstacle distance for that travel route is set as the minimum aircraft width margin distance.

[0217] If it is determined in step S196 that there are no unprocessed travel routes, the process ends.

[0218] Now, let us return to the flowchart of FIG.

[0219] In step S174 , the data visualization unit 130 accesses the advance map data storage unit 129 , reads out the advance map data, and displays the advance map on the display unit 131 .

[0220] In step S175, the data visualization unit 130 reads out the driving route selected as the route with the minimum margin distance in the minimum margin distance route selection process in the improvement proposal unit 221, and displays it on the display unit 181 by superimposing it on the advance map.

[0221] In step S176, the data visualization unit 130 reads out the minimum vehicle width margin distance of the driving route selected as the route with the minimum margin distance in the route selection process for selecting the route with the minimum margin distance in the improvement proposal unit 221, and displays it on the display unit 181 by superimposing it on the preliminary map.

[0222] In step S177, the improvement proposing unit 221 executes a size change proposing process to propose a size change for the automatic transfer robot 101''.

[0223] <Size Change Proposal Processing> The size change proposal processing will now be described with reference to the flowchart of FIG.

[0224] In step S201, the improvement suggestion unit 221 determines whether the minimum aircraft width margin distance of the travel route selected as the route with the smallest margin distance is smaller than the speed reduction threshold. The speed reduction threshold here refers to a threshold related to the distance to the obstacle that determines whether to reduce the speed below the normal speed based on the distance to the obstacle in step S137 of the flowchart in Fig. 15. In other words, the minimum aircraft width margin distance is the smallest value of the minimum obstacle distance, which is the minimum value of the distance to the obstacle and is set for each travel route, among all travel routes.

[0225] If it is determined in step S201 that the minimum vehicle width margin distance of the travel route selected as the route with the minimum margin distance is smaller than the speed reduction threshold, the process proceeds to step S202.

[0226] In step S202, the improvement suggesting unit 221 proposes reducing the current body width of the automatic transfer robot 101'' by (speed reduction threshold - minimum body width margin distance) x 2 as the body size of the automatic transfer robot 101''.

[0227] More specifically, the improvement suggestion unit 221 accesses the machine size memory unit 222 and checks whether there is a machine model of a standardized automatic transport robot 101'' with a machine width smaller than the current machine width reduced by (speed reduction threshold - minimum machine width margin distance) x 2, and if there is a machine model with a size smaller than the current machine width reduced by (speed reduction threshold - minimum machine width margin distance) x 2, it proposes replacing it.

[0228] However, it is possible that a model does not exist in the standard that results in an aircraft width smaller than the current aircraft width reduced by (slowing threshold - minimum aircraft width margin distance) x 2. In such cases, it is possible to not suggest a size change, or to only suggest reducing the current aircraft width by (slowing threshold - minimum aircraft width margin distance) x 2.

[0229] On the other hand, if it is determined in step S201 that the minimum vehicle width margin distance of the travel route selected as the route with the smallest margin distance is not smaller than the speed reduction threshold, the process proceeds to step S203.

[0230] In step S203, the improvement suggesting unit 221 proposes increasing the body size of the automatic transfer robot 101'' within a range not exceeding (minimum body width margin distance - speed reduction threshold) x 2 from the current body width.

[0231] More specifically, the improvement suggestion unit 221 accesses the machine size memory unit 222, checks whether there is a machine model with a machine width that is larger than the current machine width within the range of (minimum machine width margin distance - slowdown threshold) x 2 among the standardized machine widths of the automatic transport robot 101'', and if there is a machine model with a machine width that is larger than the current machine width within the range of (minimum machine width margin distance - slowdown threshold) x 2, proposes replacement.

[0232] As mentioned above, there may be no standard model that will result in an aircraft with a width that is larger than the current aircraft width but does not exceed (minimum aircraft width margin distance - slowdown threshold) x 2. In such cases, it is possible to either not suggest a size change, or to only suggest a size increase from the current aircraft width but not exceed (minimum aircraft width margin distance - slowdown threshold) x 2.

[0233] If there is a machine of a size that can be proposed, the data visualization unit 130 displays, for example, a visualization image 141C as shown in FIG. 19 on the display unit 181.

[0234] In the visualized image 141C of FIG. 19, components having the same functions as those in the visualized image 141A of FIG. 7 are denoted by the same reference numerals, and the description thereof will be omitted as appropriate.

[0235] 19 differs from the visualized image 141A in Fig. 7 in that a travel route 161 selected as the route with the smallest margin distance is displayed in a travel result display field 151C, and the position of the smallest machine body margin distance on the travel route 161 is displayed as a thick line 231. In addition, a minimum machine body width margin distance display field 232 is displayed above that, and it is displayed that the minimum machine body width margin distance is XX cm.

[0236] Furthermore, the legend column 152C indicates that the thick line indicates the position where the minimum aircraft width margin distance is achieved.

[0237] Also, in comment section 153C, it is stated that "The minimum clearance for the width of the aircraft is XX cm. If you use the ZZ model, which is YY cm narrower than the current model, you can transport efficiently without slowing down."

[0238] This type of display clearly indicates that the route with the smallest margin distance is the travel route 161, making it possible to visually recognize where on the travel route the minimum vehicle width margin distance is found and where a slowdown in speed is occurring, resulting in a decrease in transport efficiency.

[0239] Furthermore, by using the ZZ model, which is YY cm smaller in width than the current machine, it is possible to demonstrate that conveying efficiency can be improved without slowing down the speed.

[0240] This makes it possible to recognize what size of aircraft width model should be used to improve transportation efficiency when using the currently set travel route.

[0241] As a result, it becomes possible to properly grasp the decrease in transport efficiency caused by the slowdown and specifically recognize how to change the size of the automatic transport robot 101'', which is the cause of the decrease in transport efficiency.

[0242] Furthermore, in the above, we have explained an example in which a decrease in transport efficiency is improved or transport efficiency is improved by changing the size of the automatic transport robot 101'', but in cases where the size of the automatic transport robot 101'' itself is small and a loading platform larger than the size of the main body is mounted on the automatic transport robot 101'', and cargo is placed on the loading platform for transport, or a transport cart larger than the size of the main body is towed separately, the size of the loading platform or cart may be suggested based on the distance between the loading platform or cart and the obstacle.

[0243] In this case, for example, the comment field 153C in FIG. 19 may be configured to include a statement such as "If you use a cart with a width YY cm smaller than the current one, efficient transportation can be achieved without slowing down."

[0244] In the above, we have described a configuration in which the automatic transport robots 101, 101', and 101'' are equipped with the data visualization unit 130 in Figure 3, the data visualization unit 130 and improvement proposal unit 201 in Figure 8, or the data visualization unit 130, improvement proposal unit 221, and body size memory unit 222 in Figure 14, which realize data visualization processing.

[0245] However, these functions do not necessarily have to be provided in the automatic transfer robots 101, 101', and 101'', and may be provided in an environment in which communication with the outside is possible via a network.

[0246] That is, the function for realizing the data visualization process may be realized by various information processing devices or information processing terminals such as an external server, a personal computer, a smartphone, or a tablet.

[0247] In this case, various information processing devices or information processing terminals such as external servers, personal computers, smartphones, or tablets acquire information on the driving results and slowdown positions accumulated during the driving process by the automatic transport robots 101, 101', 101'' via the network, and perform data visualization processing based on the acquired information.

[0248] <<5. Example of Execution by Software>> The above-described series of processes can be executed by hardware, but can also be executed by software. When the series of processes is executed by software, the program constituting the software is installed from a recording medium into a computer incorporated in dedicated hardware, or into, for example, a general-purpose computer that can execute various functions by installing various programs.

[0249] 20 shows an example of the configuration of a general-purpose computer. This computer has a built-in CPU (Central Processing Unit) 1001. An input / output interface 1005 is connected to the CPU 1001 via a bus 1004. A ROM (Read Only Memory) 1002 and a RAM (Random Access Memory) 1003 are connected to the bus 1004.

[0250] The input / output interface 1005 is connected to an input unit 1006 including input devices such as a keyboard and a mouse through which a user inputs operation commands, an output unit 1007 that outputs a processing operation screen and images of processing results to a display device, a storage unit 1008 including a hard disk drive or the like that stores programs and various data, and a communication unit 1009 including a LAN (Local Area Network) adapter or the like that executes communication processing via a network typified by the Internet. Also connected is a drive 1010 that reads and writes data from / to a removable storage medium 1011 such as a magnetic disk (including a flexible disk), an optical disk (including a CD-ROM (Compact Disc-Read Only Memory) and a DVD (Digital Versatile Disc)), a magneto-optical disk (including an MD (Mini Disc)), or a semiconductor memory.

[0251] The CPU 1001 executes various processes in accordance with a program stored in a ROM 1002 or a program read from a removable storage medium 1011 such as a magnetic disk, optical disk, magneto-optical disk, or semiconductor memory, installed in a storage unit 1008, and loaded from the storage unit 1008 into a RAM 1003. The RAM 1003 also stores data necessary for the CPU 1001 to execute various processes as appropriate.

[0252] In a computer configured as described above, the CPU 1001 performs the above-described series of processes by, for example, loading a program stored in the memory unit 1008 into the RAM 1003 via the input / output interface 1005 and the bus 1004 and executing it.

[0253] The program executed by the computer (CPU 1001) can be provided by being recorded on a removable storage medium 1011 such as a package medium, for example. The program can also be provided via a wired or wireless transmission medium such as a local area network, the Internet, or digital satellite broadcasting.

[0254] In a computer, a program can be installed in the storage unit 1008 via the input / output interface 1005 by inserting a removable storage medium 1011 into the drive 1010. The program can also be received by the communication unit 1009 via a wired or wireless transmission medium and installed in the storage unit 1008. Alternatively, the program can be installed in advance in the ROM 1002 or the storage unit 1008.

[0255] The program executed by the computer may be a program that processes in chronological order according to the order described in this specification, or may be a program that processes in parallel or at the required timing, such as when called.

[0256] In addition, the CPU 1001 in Figure 20 realizes the functions of the data visualization unit 130 in Figure 3, the data visualization unit 130 and improvement proposal unit 201 in Figure 8, and the data visualization unit 130, improvement proposal unit 221, and aircraft size memory unit 222 in Figure 14.

[0257] In this specification, a system refers to a collection of multiple components (devices, modules (components), etc.), regardless of whether all of the components are contained in the same housing. Therefore, multiple devices housed in separate housings and connected via a network, and a single device with multiple modules housed in a single housing, are both systems.

[0258] Furthermore, the embodiments of the present disclosure are not limited to the above-described embodiments, and various modifications are possible within the scope of the gist of the present disclosure.

[0259] For example, the present disclosure can be configured as a cloud computing system in which a single function is shared and processed collaboratively by multiple devices via a network.

[0260] Furthermore, each step described in the above flowchart can be executed by one device, or can be shared and executed by a plurality of devices.

[0261] Furthermore, when one step includes multiple processes, the multiple processes included in that one step can be executed by one device or can be shared and executed by multiple devices.

[0262] The present disclosure may also be configured as follows. <1> An information processing method including the steps of estimating a self-position of a moving object, controlling the moving of the moving object along a set moving route based on the self-position estimation result, measuring a distance to an obstacle around the moving object, determining a controlled moving speed based on the distance to the obstacle, chronologically recording the self-position estimation result as a moving result and recording a location where the moving speed has been slowed as a speed-down location, and visualizing the moving result and the speed-down location together. <2> The information processing method described in <1>, in which the moving speed is determined as a first speed when the distance to the obstacle is greater than a predetermined distance, and is determined as a second speed slower than the first speed when the distance to the obstacle is shorter than the predetermined distance. <3> The information processing method described in <2>, in which the self-position estimation result corresponding to when the moving speed is determined as the second speed is recorded as the speed-down location. <4> The information processing method according to <3>, wherein when the traveling speed is determined as the second speed, the corresponding self-position estimation result is associated with the distance to the obstacle and recorded as the speed reduction position. <5> The information processing method according to <4>, wherein when the traveling result and the speed reduction position are visualized together, information on the associated and recorded distance to the obstacle is also visualized. <6> The information processing method according to <5>, wherein the traveling route in the vicinity of the speed reduction position is corrected so that the speed reduction position does not occur, and the route is visualized together as a proposed route. <7> The information processing method according to <6>, wherein the traveling route in the vicinity of the speed reduction position is corrected so that the distance to the obstacle is greater than a predetermined distance, thereby correcting the traveling route so that the speed reduction position does not occur, and visualized as the proposed route.<8> The information processing method described in <6>, in which, of a plurality of travel sections obtained by dividing the travel route by a predetermined number of sections, travel sections in which the number of speed reduction positions for each travel section is greater than a predetermined value are set as a speed reduction position group, the travel route near the travel section set in the speed reduction position group is corrected to prevent the occurrence of the speed reduction positions, thereby generating a corrected route, and the proposed route is generated and visualized together with the travel route near the travel section for which the corrected route is not generated. <9> The information processing method described in <8>, in which, of the travel sections set in the speed reduction position group, the travel route near the travel section in which the number of speed reduction positions is greater than a predetermined threshold is corrected to prevent the occurrence of the speed reduction positions, thereby generating the corrected route, and the proposed route is generated and visualized together with the travel route near the travel section for which the corrected route is not generated. <10> The information processing method described in <8>, in which an end of the generated corrected route and an end of the travel route near the travel section for which the corrected route is not generated are connected after consistency is adjusted. <11> The information processing method described in <4>, wherein the traveling results and the speed-down positions are recorded for each traveling route, and the minimum value of the distance to the obstacle is also recorded for each traveling route as a minimum obstacle distance, and the traveling results and the position of the speed-down positions at which the obstacle distance is the minimum are visualized together. <12> The smallest value of the minimum obstacle distance among all traveling routes is set as a minimum aircraft width margin distance, and the traveling route at which the minimum aircraft width margin distance is achieved is set as a minimum aircraft width margin distance route, and the traveling results and the position at which the minimum aircraft width margin distance is achieved for the minimum aircraft width margin distance route are visualized together. <13> The information processing method described in <12>, wherein when the traveling results and the position at which the minimum aircraft width margin distance is achieved for the minimum aircraft width margin distance route are visualized together, the minimum aircraft width margin distance is also visualized together. <14> The information processing method according to <13>, wherein a proposal regarding the size of the moving object is visualized based on a relationship between the minimum body width margin distance and the predetermined distance for determining the traveling speed.<15> The information processing method according to <14>, wherein, if the minimum machine-body width margin distance is smaller than the predetermined distance, a size smaller than twice the difference between the predetermined distance and the minimum machine-body width margin distance is proposed for the current size of the moving body. <16> The information processing method according to <14>, wherein, if the minimum machine-body width margin distance is larger than the predetermined distance, a size larger than the current size of the moving body is proposed within a range not exceeding twice the difference between the minimum machine-body width margin distance and the predetermined distance. <17> The information processing method according to <13>, wherein, if the size of the moving body is standardized for each model, a model of the moving body is proposed based on the relationship between the minimum machine-body width margin distance and the predetermined distance for determining the traveling speed. <18> The information processing method according to <13>, wherein the moving body is a transport robot, and a proposal for the size of the transport robot or the size of a transport platform is visualized based on the relationship between the minimum machine-body width margin distance and the predetermined distance for determining the traveling speed. <19> An information processing device comprising: a self-position estimation unit that estimates a self-position of a moving body; a travel control unit that controls travel of the moving body along a set travel route based on a self-position estimation result by the self-position estimation unit; a distance measurement unit that measures a distance to an obstacle around the moving body; a speed determination unit that determines a travel speed controlled by the travel control unit based on the distance to the obstacle; a travel result recording unit that records the self-position estimation result in chronological order as a travel result and records a position where the travel speed has been slowed by the speed determination unit as a speed-down position; and a visualization unit that visualizes the travel result and the speed-down position together.<20> A program that causes a computer to function as: a self-position estimation unit that estimates the self-position of a moving body; a driving control unit that controls driving of the moving body along a set driving route based on a self-position estimation result by the self-position estimation unit; a distance measurement unit that measures the distance to an obstacle around the moving body; a speed determination unit that determines a driving speed controlled by the driving control unit based on the distance to the obstacle; a driving result recording unit that records the self-position estimation result in chronological order as a driving result and records a position where the driving speed has been slowed by the speed determination unit as a slowed position; and a visualization unit that visualizes the driving result and the slowed position together.

[0263] DESCRIPTION OF SYMBOLS 101, 101', 101'' Automatic transport robot, 120 Sensor, 121 Obstacle map generation unit, 122 Self-position estimation unit, 123 Obstacle distance recognition unit, 124, 124' Speed ​​determination unit, 125 Travel control unit, 126 Drive unit, 127 Travel route memory, 128, 128' Travel result recording unit (slowing down position recording unit), 129 Advance map data memory unit, 130 Data visualization unit, 131 Display unit, 132 Operation unit, 201 Improvement proposal unit, 221 Improvement proposal unit, 222 Machine size memory unit

Claims

1. An information processing method including the steps of: estimating a self-position of a moving body; controlling the traveling of the moving body along a set traveling route based on a result of the self-position estimation; measuring distances to obstacles around the moving body; determining a traveling speed to be controlled based on the distance to the obstacle; recording the result of the self-position estimation in chronological order as a traveling result, and recording a location where the traveling speed has been slowed down as a speed-down location; and visualizing the traveling result together with the speed-down location.

2. The information processing method according to claim 1, wherein the driving speed is determined as a first speed when the distance to the obstacle is greater than a predetermined distance, and is determined as a second speed slower than the first speed when the distance to the obstacle is less than the predetermined distance.

3. The information processing method according to claim 2, wherein the self-location estimation result corresponding to when the traveling speed is determined as the second speed is recorded as the slowing position.

4. The information processing method according to claim 3, wherein when the driving speed is determined as the second speed, the corresponding self-position estimation result is associated with the distance to the obstacle and recorded as the slowing position.

5. The information processing method according to claim 4, wherein when the driving result and the speed reduction position are visualized together, information on the distance to the obstacle recorded in association with the driving result is also visualized.

6. The information processing method according to claim 5, wherein the driving route in the vicinity of the speed reduction position is modified so that the speed reduction position does not occur, and the modified route is further visualized as a proposed route.

7. The information processing method according to claim 6, wherein the driving route in the vicinity of the speed reduction position is corrected so that the distance to the obstacle is greater than a predetermined distance, thereby correcting the driving route so that the speed reduction position does not occur, and visualizing the route as the proposed route.

8. The information processing method according to claim 6, wherein, among a plurality of driving sections obtained by dividing the driving route into a predetermined number of sections, driving sections in which the number of the slowing down positions for each driving section is greater than a predetermined value are set as a slowing down position group, the driving route in the vicinity of the driving sections set in the slowing down position group is corrected so that the slowing down positions do not occur, thereby generating a corrected route, and the proposed route is generated together with the driving route in the vicinity of the driving sections for which the corrected route is not generated, and is visualized.

9. The information processing method according to claim 8, wherein the driving route in the vicinity of a driving section set in the speed reduction position group in which the number of speed reduction positions is greater than a predetermined threshold is modified so that the speed reduction positions do not occur, and the modified route is generated, and the proposed route is generated and visualized together with the driving route in the vicinity of a driving section in which the modified route is not generated.

10. The information processing method according to claim 8, wherein an end of the generated corrected route and an end of the driving route in the vicinity of a driving section for which the corrected route is not generated are connected with their consistency adjusted.

11. The information processing method according to claim 4, wherein the driving results and the speed-down positions are recorded for each driving route, and the minimum value of the distance to the obstacle is also recorded for each driving route as a minimum obstacle distance, and the driving results and the position among the speed-down positions that is the minimum obstacle distance are visualized together.

12. The information processing method according to claim 11, wherein, among all driving routes, the minimum value of the minimum obstacle distance is set as the minimum aircraft width margin distance, the driving route which results in the minimum aircraft width margin distance is set as the route with the minimum margin distance, and the driving result of the route with the minimum margin distance and the position which results in the minimum aircraft width margin distance are visualized together.

13. The information processing method according to claim 12, wherein when the driving result of the route with the minimum margin distance and the position at which the minimum aircraft width margin distance is obtained are visualized together, the minimum aircraft width margin distance is also visualized together.

14. The information processing method according to claim 13, wherein a proposal regarding the size of the moving object is visualized based on the relationship between the minimum aircraft width margin distance and the predetermined distance for which the traveling speed is determined.

15. The information processing method according to claim 14, wherein, if the minimum aircraft width margin distance is smaller than the specified distance, a size smaller than twice the difference between the specified distance and the minimum aircraft width margin distance is proposed for the current size of the moving body.

16. The information processing method according to claim 14, wherein, if the minimum aircraft width margin distance is greater than the specified distance, a larger size is proposed for the current size of the moving body within a range not exceeding twice the difference between the minimum aircraft width margin distance and the specified distance.

17. The information processing method according to claim 13, wherein, when the size of the moving body is standardized for each model, a model of the moving body is proposed based on the relationship between the minimum aircraft width margin distance and the specified distance for which the traveling speed is determined.

18. The information processing method described in claim 13, wherein the moving body is a transport robot, and a proposal regarding the size of the transport robot or the size of the transport platform is visualized based on the relationship between the minimum body width margin distance and the specified distance for which the traveling speed is determined.

19. An information processing device comprising: a self-position estimation unit that estimates the self-position of a moving body; a driving control unit that controls driving of the moving body along a set driving route based on a self-position estimation result by the self-position estimation unit; a distance measurement unit that measures distances to obstacles around the moving body; a speed determination unit that determines a driving speed controlled by the driving control unit based on the distance to the obstacle; a driving result recording unit that records the self-position estimation results in chronological order as driving results and records positions where the driving speed has been slowed down by the speed determination unit as slowing positions; and a visualization unit that visualizes the driving results together with the slowing positions.

20. A program that causes a computer to function as: a self-position estimation unit that estimates the self-position of a moving body; a driving control unit that controls driving of the moving body along a set driving route based on the self-position estimation result by the self-position estimation unit; a distance measurement unit that measures the distance to obstacles around the moving body; a speed determination unit that determines the driving speed controlled by the driving control unit based on the distance to the obstacle; a driving result recording unit that records the self-position estimation result in chronological order as driving results and records the location where the driving speed has been slowed down by the speed determination unit as a slowing down location; and a visualization unit that visualizes the driving result together with the slowing down location.

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