Unmanned vehicle charging system and control method thereof

Abstract

The present invention relates to an unmanned vehicle charging system and a control method thereof, the unmanned vehicle charging system comprising: a vehicle charging station, one side of which is connected to a vehicle charging port while a vehicle is parked, and the other side of which has a docking part that is electrically connected to the vehicle charging port; a mobile robot onto which a battery is loaded at a battery charging station and which transports the battery to the vehicle charging station; and a controller that controls the vehicle charging station and the mobile robot to transport the battery from the battery charging station to the vehicle charging station when a preset charging entry condition is satisfied, and charges the vehicle by connecting the battery to the docking part.

Description

Unmanned vehicle charging system and control method thereof

[0001] The present invention relates to an unmanned vehicle charging system and a control method thereof, and more particularly, to an unmanned vehicle charging system and a control method thereof for connecting a battery to a vehicle charging station and charging a vehicle by controlling a vehicle charging station and a mobile robot.

[0002]

[0003] Smart logistics vehicles are being introduced not only in general logistics warehouses and factories, but also in smart factories that manufacture products with different specifications using various parts, to ensure flexible and efficient supply and transport of parts.

[0004] Smart logistics vehicles are a general term for autonomous mobile robots (AMRs), automated guided vehicles (AGVs), and unmanned forklifts. These smart logistics vehicles can move and perform tasks under the control of a control system.

[0005] As automotive technology shifts from internal combustion engines to electric vehicles, various research projects are underway on electric vehicle technologies. In particular, various solutions are being proposed for charging technology, which is at the core of electric vehicle technology and directly related to its widespread adoption.

[0006] Charging technology not only improves the convenience of electric vehicles, but also has a direct impact on the future environment of the planet and the resulting energy policies of each country. Therefore, the primary issue is how to ensure energy efficiency. In this regard, the use of ESS, which stores energy and supplies it where it's needed, is expanding. ESS can be combined with environmentally friendly renewable energy sources like solar and wind power to supply power. Furthermore, by storing power during low-cost periods and releasing it during peak periods, it can secure efficiency in power distribution and cost.

[0007] However, in the case of the conventional charging method, electric vehicles were charged by receiving power in one direction through a wire from a power plant, etc., but in the case of this method, the path for supplying power became long and the process was complicated, resulting in power loss, and there was a burden in terms of cost and space due to the installation of related facilities.

[0008] Recently, the Smart Power Interface Pillar (S-PIP) has emerged as a way to reduce the cost and space burden of installing related facilities by allowing vehicles to be charged using existing buildings.

[0009] Therefore, a method is needed to enable vehicles to be charged via mobile robots using S-PIP and AMR.

[0010]

[0011] The matters described as background technology above are only intended to enhance understanding of the background of the present invention, and should not be taken as an admission that they correspond to prior art already known to those skilled in the art.

[0012]

[0013] The present invention relates to a vehicle unmanned charging system and a control method thereof for controlling a vehicle charging station and a mobile robot so that a vehicle is charged by having a mobile robot carry a battery and connect it to a vehicle charging station.

[0014]

[0015] The technical problems to be achieved in the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned can be clearly understood by a person having ordinary skill in the technical field to which the present invention belongs from the description below.

[0016]

[0017] As a means for solving a technical problem, the present invention comprises a vehicle unmanned charging system including: a vehicle charging station having one side connected to a vehicle charging port and a docking portion formed on the other side electrically connected to the vehicle charging port while a vehicle is parked; a mobile robot that loads a battery from the battery charging station and transports the battery to the vehicle charging station; and a controller that controls the vehicle charging station and the mobile robot to transport the battery from the battery charging station to the vehicle charging station when a preset charging entry condition is satisfied, and charges the vehicle by docking the battery.

[0018] For example, a vehicle charging station is connected to a vehicle charging port and a charging cable on one side, and power is supplied to the vehicle through a battery connected to the docking station.

[0019] For example, a battery may be transported from a battery charging station to a vehicle charging station and then docked via a wired or wireless connection.

[0020] For example, the controller can set charging entry conditions that include the battery's SOC (State Of Charge) conditions.

[0021] For example, the controller can determine whether the battery and docking unit are properly connected, and if so, allow the vehicle to be charged.

[0022] For example, the controller may cause the vehicle to charge based on charging data including the user's charging option data, target charging time data, and target charging SOC data.

[0023] For example, the controller can set a charging termination condition and control the vehicle charging station and mobile robot to separate the battery from the docking station when the charging termination condition is satisfied during vehicle charging.

[0024] For example, the controller can set charging termination conditions that include the SOC condition of the battery, the SOC condition of the vehicle, and the occupancy condition of the battery charging station.

[0025] For example, a vehicle charging station may have multiple vehicles connected to one end, and the controller may distribute charging power so that each vehicle is charged when the battery is docked.

[0026] For example, the controller can set the charging priority of the vehicles based on the SOC of each of the multiple vehicles and cause the vehicles to be charged according to the charging priority.

[0027] The controller determines whether the vehicle needs to be discharged, and if so, can discharge the vehicle to allow the battery to be charged.

[0028] If it is determined that the vehicle needs to be discharged, the controller can control the mobile robot to transport the battery requiring charging from the battery charging station to the vehicle charging station, and dock the battery requiring charging to the docking station so that the battery can be charged.

[0029]

[0030] In addition, as a method for solving a technical problem, the present invention comprises a vehicle charging station having one side connected to a vehicle charging port and a docking portion formed on the other side electrically connected to the vehicle charging port while the vehicle is parked, and a battery charging station in which a battery is loaded and a mobile robot transporting the battery to the vehicle charging station, the vehicle unmanned charging control method comprising the steps of: a step of determining whether a preset charging entry condition is satisfied by a controller; a step of transporting the battery from the battery charging station to the vehicle charging station by the mobile robot when the charging entry condition is satisfied; and a step of connecting the battery to the docking portion by the controller so that the vehicle is charged.

[0031] For example, the method may further include a step of determining whether the battery and the docking unit are normally connected in the controller; and a step of allowing the vehicle to be charged if the battery and the docking unit are determined to be normally connected in the controller.

[0032] For example, the step of causing a vehicle to be charged may include a step in which a plurality of vehicles are connected to one side of a vehicle charging station, and a controller distributes charging power to each vehicle when a battery is connected to a docking station so that each vehicle is charged.

[0033] For example, the step of causing a vehicle to be charged may include a step of setting a charging priority of the vehicle based on the SOC of each of the plurality of vehicles in the controller; and a step of causing the vehicle to be charged according to the charging priority in the controller.

[0034] A step of determining whether a vehicle discharge is necessary in the controller is further included;

[0035] If it is determined that the vehicle needs to be discharged, the vehicle can be discharged to allow the battery to recharge.

[0036] If it is determined that vehicle discharge is necessary,

[0037] In the transport stage from the battery charging station to the vehicle charging station, the mobile robot transports the batteries that need to be charged from the battery charging station to the vehicle charging station.

[0038] In the step of charging the vehicle, the vehicle can be discharged and the battery can be charged.

[0039]

[0040] According to the unmanned vehicle charging system of the present invention and the control method thereof, an efficient unmanned charging system can be constructed by controlling a vehicle charging station and a mobile robot, thereby allowing the mobile robot to carry a battery and connect it to the vehicle charging station.

[0041]

[0042] The effects that can be obtained from the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by a person having ordinary skill in the art to which the present invention belongs from the description below.

[0043]

[0044] FIG. 1 is a block diagram showing an example of a smart factory configuration that can be applied to embodiments of the present invention.

[0045] FIG. 2 is a block diagram showing an example of a control device configuration that can be applied to embodiments of the present invention.

[0046] FIG. 3 is a block diagram showing an example of a smart logistics vehicle configuration that can be applied to embodiments of the present invention.

[0047] FIG. 4 is a perspective view showing an example of the exterior of a smart logistics vehicle that can be applied to embodiments of the present invention.

[0048] FIG. 5 is a flowchart showing an example of a driving process of a smart logistics vehicle that can be applied to embodiments of the present invention.

[0049] FIG. 6 and FIG. 7 are drawings showing a battery being connected to a docking unit by wire in an unmanned vehicle charging system according to one embodiment of the present invention.

[0050] FIG. 8 and FIG. 9 are drawings showing a battery being wirelessly connected to a docking unit in an unmanned vehicle charging system according to one embodiment of the present invention.

[0051] FIG. 10 is a diagram schematically illustrating the charging power distribution of a controller when multiple vehicles are connected to a vehicle charging station according to one embodiment of the present invention.

[0052] Figure 11 is a flowchart illustrating an operation of a vehicle unmanned charging control method according to one embodiment of the present invention.

[0053]

[0054] Hereinafter, embodiments disclosed in this specification will be described in detail with reference to the attached drawings. Regardless of the drawing numbers, identical or similar components will be given the same reference numbers, and redundant descriptions thereof will be omitted. The suffixes "module" and "part" used for components in the following description are assigned or used interchangeably only for the convenience of writing the specification, and do not in themselves have distinct meanings or roles. In addition, when describing the embodiments disclosed in this specification, if it is determined that a specific description of a related known technology may obscure the gist of the embodiments disclosed in this specification, a detailed description thereof will be omitted. In addition, the attached drawings are only intended to facilitate easy understanding of the embodiments disclosed in this specification, and the technical ideas disclosed in this specification are not limited by the attached drawings, and should be understood to include all modifications, equivalents, and substitutes included in the spirit and technical scope of the present invention.

[0055] Terms that include ordinal numbers, such as first, second, etc., may be used to describe various components, but the components are not limited by these terms. These terms are used solely to distinguish one component from another.

[0056] When a component is referred to as being "connected" or "connected" to another component, it should be understood that it may be directly connected or connected to that other component, but that there may be other components intervening. Conversely, when a component is referred to as being "directly connected" or "connected" to another component, it should be understood that there are no other components intervening.

[0057] Singular expressions include plural expressions unless the context clearly indicates otherwise.

[0058] In this specification, terms such as “include” or “have” are intended to specify the presence of a feature, number, step, operation, component, part or combination thereof described in the specification, but should be understood not to exclude in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts or combinations thereof.

[0059] In addition, the term "Unit" or "Control Unit" included in the internal configuration names of smart logistics vehicles or control devices is merely a term widely used to name a control device (Controller) that controls a specific function, and does not mean a generic function unit. For example, each control device may include a modem / transceiver that communicates with other control devices or sensors to control the function it is responsible for, a memory that stores an operating system or logic commands and input / output information, and one or more processors that perform judgments, calculations, and decisions necessary for controlling the function it is responsible for. Depending on the implementation, one processor may be responsible for calculations for multiple control devices.

[0060] First, the configuration of a smart factory in which smart logistics vehicles according to an embodiment are deployed and operated is described with reference to Fig. 1.

[0061] Figure 1 is a block diagram showing an example of a smart factory configuration that can be applied to embodiments.

[0062] Referring to FIG. 1, a smart factory (100) may include a smart logistics vehicle (110), a production device (120), a monitoring device (130), and a control device (140).

[0063] A smart factory (100) may be equipped with multiple smart logistics vehicles (110), multiple production devices (120), and multiple detection devices (130) depending on the production process and target production speed of the product. Each component is described below.

[0064] First, the smart logistics vehicle (110) may include an autonomous mobile robot (hereinafter, referred to as "AMR" for convenience), an automated guided vehicle (hereinafter, referred to as "AGV" for convenience), and an unmanned forklift. Depending on the operation policy of the smart logistics vehicle (110) in the smart factory (100), only one type of AGV or AMR may be operated, or both AGV and AMR may be operated together within a single smart factory (100).

[0065] AGVs generally perform required actions (movement, direction change, stop, etc.) within a smart factory (100) by recognizing and following guidance devices placed on the floor for guidance of the AGV. Here, guidance devices may refer to optically recognizable markers (spots, 2D codes, etc.), tags that can be recognized contactlessly at close range (e.g., NFC tags, RFID tags, etc.), magnetic strips, wires, etc., but these are examples and are not necessarily limited thereto. Guidance devices may be placed continuously on the floor or may be placed discontinuously and spaced apart from each other. Since AGVs fundamentally perform operations by recognizing and following guidance devices, guidance devices must be installed in advance before operation. Therefore, when moving the AGV to a new path or modifying an existing path, the guidance devices must be physically installed or modified. In addition, since AGVs do not deviate from the path set by the guidance devices, if an obstacle is detected on or around the path, the AGV typically stops until the detected obstacle disappears or separate control is applied. In the operation of AGV, the control device (140) must control the AGV based on the guidance equipment, so commands such as 'drive until the third marker is recognized' or 'change the heading direction by 90 degrees when the third marker is recognized' from the current location can be transmitted to the AGV as individual command units or mission units (e.g., recovery, supply, charging, patrol, etc.) including multiple commands.

[0066] AMR can determine its current location by sensing its surroundings (i.e., positioning), and its ability to perform path planning using positioning and a map is what most distinguishes it from AGVs. Therefore, if a map with compatible coordinates is shared between the AMR and the control device (140), the control device (140) can control the AMR by instructing the AMR on a path based on the coordinates. In addition, if an obstacle is detected while driving, the AMR can set an avoidance path on its own, avoid the obstacle, and then return to the original path. The function of the control device (140) setting the path of the AMR to one or more transit coordinates can be referred to as global path planning, and the function of the AMR setting a movement path or an avoidance path between transit coordinates according to the global path planning can be referred to as local path planning.

[0067] A more detailed configuration of a smart logistics vehicle (110) will be described later with reference to FIGS. 3 and 4, and the driving control process of the AMR will be described later with reference to FIG. 5.

[0068] Next, the production device (120) may refer to a device (e.g., a robot arm, a conveyor belt, etc.) that performs a production process of a product in a smart factory (100), and in a broader sense, may refer to a device arranged to assist in performing a mission, such as entry and exit of a smart logistics vehicle (110), when the production process is performed by a person. The device arranged to assist in performing a mission may be, but is not necessarily limited to, a device that detects the status of a designated location where a pallet carried by a smart logistics vehicle (110) can be put down or collected within an area where a specific production process is performed, a device that determines the progress of the process, a means for blocking entry and exit within an area, etc.

[0069] For example, the production device (120) is controlled through a PLC (Programmable Logic Controller) and can communicate with a control device (140) in relation to the process progress.

[0070] The monitoring device (130) can perform a function of acquiring information for determining the situation within the smart factory (100) and transmitting the information to the control device (140). For example, the monitoring device (130) may include a camera, a proximity sensor, etc., but is not necessarily limited thereto.

[0071] The control device (140) can communicate with the aforementioned components (110, 120, 130) to obtain information necessary for the operation of the smart factory (100) or control each component. For example, the control device (140) can perform dispatching of smart logistics vehicles (110), route setting, mission assignment, process management by product, material management, etc.

[0072] In implementation, the control device (140) may include a local control device (ACS: AMR / AGV Control System) that controls surrounding process facilities based on the location of the AGV / AMR and performs mission-based control of the AGV / AMR, and an integrated control device (MoRIMS: Mobile Robot Integrated Monitoring System) that integrates and controls two or more local control devices. The integrated control device may perform status and route, logistics flow setting, and traffic control of all smart logistics robots (110) within the smart factory (100) from each of a plurality of local control devices. For example, when the local control device (ACS) is equipped in units of smart logistics robots of the same manufacturer or the same model, the integrated control device may perform integrated control for collision prevention, such as bottleneck level analysis of intersection / overlapping areas, driving acceleration / deceleration control, and regeneration of avoidance paths, through traffic distribution control between heterogeneous types based on information acquired through a plurality of local control devices (ACS).

[0073] In addition, the integrated control device can have a manufacturing execution system (MES) as its upper control subject, and the manufacturing execution system (MES) can be linked to an automated scheduler (APS: Advanced Planning & Scheduling).

[0074] In addition to the configuration (110, 120, 130, 140) of the smart factory (100) described above, it goes without saying that devices for mutual communication between components such as beacons, repeaters, APs (Access Points), chargers for charging smart logistics vehicles (110), loading spaces for storing or loading parts, spaces for storing finished or intermediate products, traffic lights, circuit breakers, waiting spaces for idle smart logistics vehicles (110), etc. can be appropriately placed within the smart factory (100).

[0075] Below, the configuration of a control device (140) that can be applied to embodiments of the present invention is described with reference to FIG. 2.

[0076] FIG. 2 is a block diagram illustrating an example of a control device configuration applicable to embodiments of the present invention. Each component illustrated in FIG. 2 primarily represents components related to embodiments of the present invention, and in the actual implementation of the control device (140), more or fewer components may be included.

[0077] Referring to FIG. 2, the control device (140) may include a firmware management unit (141), a traffic control unit (142), a process management unit (143), a production / logistics management unit (144), an inventory management unit (145), a communication unit (146), a vehicle monitoring unit (147), and a map management unit (148).

[0078] The firmware management unit (141) obtains the latest firmware of the smart logistics vehicle (110) through the communication unit (146) and transmits it to the smart logistics vehicle (110) to perform a firmware update, thereby maintaining the firmware of the smart full-flow vehicle (110) up to date.

[0079] The traffic control unit (142) controls traffic lights and barriers based on the route of the smart logistics vehicle (110), and can also recalculate the route of the smart logistics vehicle (110) according to traffic.

[0080] The process management department (143) can define the process for each product and manage missions such as process progress and progress location.

[0081] The production / logistics management department (144) can dispatch smart logistics vehicles (110) based on missions.

[0082] The inventory management department (145) manages the location and quantity of each material, and this information can be useful for more efficient process operation, such as sending a smart logistics vehicle (110) to the destination earlier than the time when actual assembly / consumption of materials is detected for pallet pickup or retrieval.

[0083] The communication unit (146) can communicate with internal components of the smart factory (100), such as a smart logistics vehicle (110), a production device (120), and a monitoring device (130), as well as external entities, such as a firmware update server.

[0084] The vehicle monitoring unit (147) can monitor the location, route, battery status, communication status, power train status, etc. of individual smart logistics vehicles (110). Here, the route is a concept that includes a waypoint-based global route and a real-time local route. In addition, the battery status may include voltage, current, temperature, peak voltage and current, state of charge (SOC: State of Charge), state of health (SOH: State of Health), etc. The communication status may include information on the currently activated communication protocol (such as Wi-Fi), connected AP, distance to the AP, channel in use, etc. In addition, the power train status may include load, temperature, RPM, etc. of the drivetrain.

[0085] In addition, the vehicle monitoring unit (147) can also check the mission, operation mode, firmware version, etc. currently assigned to each smart logistics vehicle (110).

[0086] The map management unit (148) may obtain map data in the form of a grid map obtained when an AMR among smart logistics vehicles (110) drives inside a smart factory (100), and may provide a tool that allows a factory manager to edit the obtained map data. By editing the map data, a zone, a virtual lane, an intersection, a no-entry zone, etc., in which one or more preset actions are performed when a smart logistics vehicle (110) enters, may be set, but this is merely an example and is not necessarily limited thereto. In addition, the map management unit (148) may distribute the corresponding map to the remaining smart logistics vehicles (110) other than the smart logistics vehicle (110) that initially obtained the grid map through actual driving, through the communication unit (146).

[0087] Next, a smart logistics vehicle will be described with reference to FIGS. 3 and 4.

[0088] FIG. 3 is a block diagram showing an example of a smart logistics vehicle configuration that can be applied to embodiments of the present invention.

[0089] Referring to FIG. 3, a smart logistics vehicle (110) may include a driving unit (111), a sensing unit (112), a loading unit (113), a communication unit (114), and a control unit (115). Each component is described below.

[0090] The driving unit (111) may include a driving source, wheels, suspension, etc. involved in the movement, steering, and stopping of the smart logistics vehicle (110). The driving source may be an electric motor that receives power from a built-in battery (not shown). The wheels may include one or more driving wheels that receive driving force from the driving source, and non-driven wheels that rotate by the movement of the vehicle body without receiving driving force. Depending on the implementation, when multiple driving wheels are provided, the driving source may be matched to each driving wheel so that the rotation of each driving wheel can be independently controlled. In this case, by making the rotation directions of different driving wheels different, the vehicle body can be rotated and steering can be performed without a separate steering means. At least some of the non-driven wheels may be configured as caster-type wheels, but this is exemplary and is not necessarily limited thereto.

[0091] The sensing unit (112) is for detecting the surrounding environment of the smart logistics vehicle (100) or its own operating status, and may include at least one of a 2D laser scanner (e.g., LiDAR), a 3D vision (stereo) camera, a multi-axis gyro sensor, an acceleration sensor, a wheel encoder, and a proximity sensor.

[0092] An encoder can output information that can determine how much the wheel has rotated by using light emitted from a light-emitting element (e.g., a photodiode). For example, the encoder can count the number of slits arranged along the circumference of the wheel or a disk rotating with the wheel per unit time. The control unit (115) can perform odometry, which estimates displacement by analyzing the amount of position change over time using data acquired through the encoder and gyro sensor. However, the displacement estimated based on the encoder data may have an error from the actual displacement due to wheel slip or wear (change in diameter along with the wheel). Therefore, when performing odometry, the control unit (115) can perform noise and error correction on the information collected from the wheel and gyro sensor using a predetermined algorithm (e.g., EKF: Extended Kalman Filter) to output a result that tends to be close to the actual value. This odometry can be particularly useful when localization using a 2D laser scanner, as described later, is not possible.

[0093] 2D laser scanners scan their surroundings by projecting laser light onto a rotating reflector and detecting the reflected signal. By analyzing the intensity of the reflected signal and the time difference between the projection and reception, they can output detection results in the form of a point cloud.

[0094] A 3D vision camera can calculate the distance to an object based on the parallax between two cameras spaced a certain distance apart, i.e., the pixel distance between the images captured by each camera. A texture projector that projects infrared light in a predetermined pattern may also be included to enable detection of objects of the same color, such as flat surfaces (e.g., white walls).

[0095] Typically, 2D laser scanners are used for mapping, navigation, object recognition, etc., and 3D cameras can be used for navigation, especially for obstacle avoidance, but these are examples and are not necessarily limited to this.

[0096] The loading section (113) is a means for loading items to be transported, and may be a top plate on the upper part of the vehicle body itself, a table placed on the top plate, a lift, a turntable rotating along a vertical axis, a forklift, a conveyor, or a combination thereof. Similar to a forklift, a forklift may also support telescopic and tilting functions.

[0097] The communication unit (114) can communicate with other components within the smart factory (100), such as the production device (120) and the control device (140), and can also support communication between smart logistics vehicles (110), and can also communicate with the charger when performing a charging mission.

[0098] The control unit (115) is a subject that performs overall control of each of the aforementioned components (111, 112, 113, 114), and can perform current mission, current location, destination determination, route planning, load control, etc. based on information obtained from the control device (140) through the communication unit (114).

[0099] FIG. 4 is a perspective view showing an example of the exterior of a smart logistics vehicle that can be applied to embodiments of the present invention.

[0100] Referring to FIG. 4, an example of an AMR is illustrated as a smart logistics vehicle (110). The body may have a track-shaped planar shape with a long axis extending along a single axis direction as a whole. One drive wheel (111-1) may be arranged in the center of the body in the single-axis direction, may be arranged on one side in the double-axis direction, and another drive wheel (not shown) may be arranged on the other side to face one drive wheel (111-1) in the double-axis direction. This arrangement of drive wheels may be referred to as a 'differential drive (DD)'. Although not illustrated in FIG. 4, two or more non-drive wheels may be arranged on the lower part of the body. In this case, if two drive wheels rotate in the same direction at the same speed, forward or backward movement is possible along a single axis direction, and if they rotate in opposite directions at the same speed, they may extend along a three-axis direction and rotate around a rotation axis passing through the plane center (C) of the body. In addition, a sensor unit (112) may be placed on the front of the body, and a loading unit (113) may be placed on the upper surface. The loading unit (113) may be configured to be able to be raised and lowered along three axes, and a rack or tray may be fixed to the upper surface through a guide (113-1).

[0101] However, the AMR shape of the above-described Fig. 4 is exemplary, and it is obvious that the AGV may have a similar shape or the AMR may have a different shape.

[0102] Next, the driving process of the smart logistics vehicle (110) will be described with reference to Fig. 5.

[0103] FIG. 5 is a flowchart illustrating an example of a driving process of a smart logistics vehicle (110) applicable to embodiments of the present invention. In FIG. 5, for convenience, it is assumed that the smart logistics vehicle (110) is an AMR capable of positioning and local route setting.

[0104] Referring to Fig. 5, first, while the AMR drives inside the smart factory (100), it can obtain a real-world grid map using lidar, etc. (S501).

[0105]

[0106] When the AMR transmits the acquired grid map to the control device (140), a grid map editing and matching process can be performed in the map management unit (148) of the control device (140) (S502). Here, the editing process can include a process of setting the aforementioned various zones in the aforementioned grid map, a process of assigning a cost to each grid, etc. Here, the cost assignment can be performed in a direction in which a higher cost is assigned the closer the AMR is to an obstacle or a no-entry area so that the AMR does not move around an obstacle or into an area that it should not enter. This is because, when the AMR sets a local route, it selects a set of cells with the lowest cost among waypoints as the route.

[0107] Additionally, the map matching process may mean a process of matching coordinates between a CAD map used in the design of a smart factory (100), a real-world grid map (lidar map), and a topology map that has gone through an editing process.

[0108] Afterwards, the control device (140) can share the topology map with all AMRs in the factory through the communication unit (146) (S503).

[0109] Subsequent steps may be applied to individual AMRs.

[0110] The AMR can determine (localize) its current location on the map using sensor data from the sensing unit (112) and the acquired map (S504). For example, the AMR can determine its current location by comparing the surrounding terrain acquired via lidar with the map based on feature points.

[0111] The control device (140) can select a specific AMR and assign a mission, and the mission can be assigned one or more waypoints, which are generally determined through global path planning. The waypoints can be defined as coordinates on a map and can be accompanied by information about the direction (i.e., heading) that the AMR should head in from the coordinates. Based on this mission assignment, a destination can be set for the AMR (Yes in S505), and the AMR can perform local path planning between waypoints based on the cost of the topology map (S506).

[0112] Once the path is determined, the AMR begins driving (S507). If an obstacle is detected by the sensing unit (112) during driving (Yes in S508), the AMR may perform an evasive maneuver by performing a local route search to bypass the detected obstacle (S509). In some cases, depending on the evasive maneuver or the failure of the evasive maneuver, the control device (140) may update the mission of the AMR.

[0113] Additionally, the AMR can also compensate for position errors during movement using the aforementioned odometry technique until it reaches its destination (S510).

[0114] After reaching the destination (S511), the AMR can perform mission-based maneuvers (S512). For example, the AMR can determine whether conditions for entering a specific process area are cleared, retrieve empty pallets at the destination, or drop off loads loaded on the loading section (113).

[0115]

[0116] In one embodiment of the present invention, it is proposed to construct an efficient unmanned charging system by controlling a vehicle charging station and a mobile robot, thereby allowing the mobile robot to carry a battery and connect it to the vehicle charging station.

[0117] Before we begin, let's first explain V2E (Vehicle-to-ESS) technology. ESS stands for Energy Storage System, a device that stores generated electricity and then releases it for use when needed.

[0118] In basic terms, V2E refers to charging a vehicle's battery through an energy storage device, or conversely, charging an energy storage device through the vehicle's battery.

[0119] That is, if the vehicle's battery is deemed to require maintenance, such as overcharging or temporary discharge of the vehicle's battery, the customer can discharge the vehicle's battery to charge the energy storage device.

[0120]

[0121] Here, as an example, V2E may be implemented through the following process. First, the customer determines the required charging amount and scans a QR code while the vehicle and the ESS are connected to each other with a cable. Then, when the user receives a notification from the application as a result of scanning the QR code that the cable is normally connected, the V2E function for charging the ESS is initiated, so that charging of the ESS can begin. Once charging of the ESS is complete, battery discharge monitoring information through the V2E function and compensation fee information according to the ESS's charging amount can be stored in the ESS. The ESS transmits the above information to the application, so that the customer can check the compensation fee according to the vehicle's battery discharge, and can use the compensation fee to cash out, trade necessary items, or charge the vehicle's battery.

[0122] In general, it is expected that the vehicle battery will be charged through an energy storage device, and the following describes an unmanned vehicle charging system.

[0123]

[0124] Unmanned vehicle charging systems are divided into two types, depending on whether the battery is connected to the docking station via wired or wireless connections. First, a wired connection will be described, followed by an unmanned vehicle charging system according to an embodiment, with reference to FIGS. 6 to 9.

[0125] FIGS. 6 and 7 are drawings showing a battery being connected to a docking unit by wire in an unmanned vehicle charging system according to one embodiment of the present invention, and FIGS. 8 and 9 are drawings showing a battery being connected to a docking unit wirelessly.

[0126] Referring to FIG. 6, the vehicle unmanned charging system may include a vehicle charging station (210), a mobile robot, and a controller (140). Each component is described below.

[0127] First, the vehicle charging station (210) may be formed with one end connected to the vehicle charging port while the vehicle is parked, and a docking unit (212, 213) electrically connected to the vehicle charging port may be formed with the other end. At this time, the vehicle charging station (210) is connected to the vehicle charging port at one end through a charging cable (240), and power is supplied to the vehicle through a battery (10) connected to the docking unit (212, 213). In addition, multiple vehicles may be connected to the vehicle charging station (210), and at this time, one battery (10) at the other end distributes the charging power to each vehicle.

[0128] In addition, a battery (10) is loaded at the battery charging station (210), and the mobile robot can transport the battery (10) to the vehicle charging station (210). As described above, the mobile robot can be transported by the driving unit while the battery (10) is loaded at the loading unit (113) as a smart logistics vehicle. When the battery (10) is fully charged at the battery charging station (210) or the battery (10) charging status is determined to be above a certain value, the charging of the battery (10) is terminated and the loading of the battery (10) of the mobile robot can begin. The charging of the battery (10) is performed at the battery charging station (210). An internal space is formed in the battery charging station (210) or the vehicle charging station (210), and a first cable (211) is provided in the internal space to electrically connect one side and the other side of the charging station. When a power storage device (220) connected to a second cable (230) on one side is connected, the battery (10) is charged, and when a vehicle charging port and a charging cable (240) are connected on one side, the vehicle is charged through the discharge of the battery (10).

[0129] In addition, to facilitate loading of the battery (10) of the mobile robot, the battery (10) and battery control unit (23) are provided on the upper part of the stand (21). The battery control unit (23) is connected to a battery cable (25) that connects the battery (10) to a battery charging station (210) or a vehicle charging station (210) when charging or discharging the battery (10).

[0130] The wired and wireless connections of the battery (10) and the docking unit (212, 213) are described as follows.

[0131] The battery (10) is separated from the battery charging station (210) and transported to the vehicle charging station (210) by a mobile robot. In this state, the mobile robot connects the sensing unit (112) to the fastening unit (212') and directly connects the fastening unit (212') to the docking unit (212), so that the battery (10) can be fastened to the docking unit (212). In addition, in the case of a wireless connection, a fastening unit (213') is provided on one side of the battery (10) transported to the vehicle charging station (210), and the fastening unit (213') is adjacent to the docking unit (213), so that the battery (10) can be fastened to the docking unit (213). Such fastening of the battery (10) and the docking units (212, 213) can be performed when a predetermined charging entry condition is determined to be satisfied through the controller (140).

[0132] FIG. 10 is a diagram schematically illustrating the charging power distribution of a controller when multiple vehicles are connected to a vehicle charging station according to one embodiment of the present invention.

[0133] Referring to FIG. 10, the vehicle unmanned charging system according to the present invention is briefly described as follows.

[0134] The controller (140) can control the vehicle charging station (210) and the mobile robot to transport the battery (10) from the battery charging station (210) to the vehicle charging station (210) when the preset charging entry condition is satisfied. Here, the controller (140) can refer to the control device (140) described above. In addition, the charging entry condition includes the state of charge (SOC, State Of Charge) condition of the battery (10). For example, if the controller (140) determines that the SOC of the battery (10) is lower than the minimum SOC required for vehicle charging, the controller (140) may not transport the battery (10) to the vehicle charging station (210) due to the charging entry condition being unsatisfactory. For example, the mobile robot can transport the battery (10) to the power storage (220) to charge the battery (10) when the charging of the battery (10) is complete or the SOC of the vehicle battery (10) is less than 10%. At this time, the mobile robot can transport the battery (10) to a separate storage if the power storage (220) for charging the battery (10) is already in use.

[0135] Additionally, the mobile robot can transport the battery (10) from a separate storage to the power storage (220) when the power storage (220) is not in use and the SOC of the battery (10) is less than 70%. At this time, the controller (140) can set the transport path of the mobile robot to avoid overlapping with the paths of vehicles and people.

[0136] Additionally, the user may transmit a charging request signal through a display device such as a mobile device, or the controller (140) may initiate battery charging without the user's charging request signal. The user's charging request signal may include various charging data depending on the user's selection, and the controller (140) may cause the vehicle to be charged based on the charging data. Here, the charging data may include the user's charging option data, target charging time data, and target charging SOC data. For example, if the target charging time of the vehicle is set to 1 hour, the controller (140) may cause the vehicle to be charged for 1 hour, and if the user has set a target upper limit for the electric rate, the controller (140) may cause the vehicle to be charged according to the set upper limit for the electric rate. Additionally, if the user has set a target charging amount for the vehicle, the controller (140) may cause the vehicle to be charged according to the target charging amount for the vehicle.

[0137] In addition, the controller (140) can determine whether the battery (10) and the docking unit (212, 213) are normally connected, and if the connection of the battery (10) and the docking unit (212, 213) is determined to be normal, the vehicle can be charged. This is to prevent dangerous situations such as fire from occurring in the event of abnormal connection of the battery (10) and the docking unit (212, 213) by having the controller (140) determine in advance whether the connection is normal.

[0138] In addition, the controller (140) may set a charging termination condition in advance, and when the charging termination condition is satisfied during vehicle charging, control the vehicle charging station (210) and the mobile robot to separate the battery (10) from the docking unit (212, 213). Here, the vehicle charging termination condition may include the SOC condition of the battery (10), the SOC condition of the vehicle, and the occupancy status condition of the battery charging station (210). For example, when the SOC of the battery (10) decreases below a certain reference value as the vehicle is charged, the battery (10) may be separated from the docking unit (212, 213) for charging, and the separated battery (10) may be transported to the battery charging station (210) so that the battery (10) may be charged.

[0139] Meanwhile, as described above, according to the concept of V2E, if it is determined that vehicle discharge is necessary, the vehicle can discharge itself and have its battery charged.

[0140] To accomplish this, the controller determines whether the vehicle needs to be discharged. This can be determined based on factors such as whether the vehicle is overcharged or a customer request. If the controller determines that discharging the vehicle is necessary, it discharges the vehicle to recharge the battery.

[0141] At this time, the controller controls the mobile robot to transport the battery requiring charging from the battery charging station to the vehicle charging station, and dock the battery requiring charging to the docking station so that the vehicle is discharged and the battery is charged.

[0142]

[0143] Based on the configuration of the above-described vehicle unmanned charging system, an unmanned vehicle charging method according to an embodiment is described with reference to FIG. 11.

[0144] Figure 11 is a flowchart illustrating an operation of a vehicle unmanned charging control method according to one embodiment of the present invention.

[0145] Referring to Figure 11, a vehicle can first be parked near a vehicle charging station (210) (S610). Once the vehicle is parked, the user can connect one side of the vehicle charging station (210) to the vehicle's charging port (S620). Thereafter, the controller (140) can receive a user's charging request signal for controlling the vehicle charging station (210) and the mobile robot (S630). Here, the user may transmit a charging request signal, or the controller (140) may initiate battery charging without the user's charging request signal.

[0146] When receiving a user's charging request signal, the controller (140) can determine whether the preset charging entry conditions are satisfied (S640). If the charging entry conditions are determined to be satisfied (Y in S640), the controller (140) can control the mobile robot to transport the battery (10) from the battery charging station (210) to the vehicle charging station (210) (S650). Thereafter, the controller (140) can control the vehicle charging station (210) and the mobile robot to dock the battery (10) to the docking unit (212, 213) and allow the vehicle to be charged (S660, S670).

[0147] Meanwhile, as described above, the vehicle can be discharged to charge the battery. Referring to Fig. 11, as described above, when a vehicle is parked near a vehicle charging station, the user can connect one end of the vehicle charging station to the vehicle's charging port (S620).

[0148] In the charging request signal reception step (S630), the controller can determine whether or not the vehicle needs to be discharged, and if the controller receives a discharge request signal (if it is determined that the vehicle needs to be discharged due to a user request, etc.), the controller can start discharging the vehicle.

[0149] If it is determined that the vehicle needs to be discharged, at the step of transporting the battery from the battery charging station to the vehicle charging station (S650), the controller controls the mobile robot to transport the battery that needs to be charged from the battery charging station to the vehicle charging station, and at the step of charging the vehicle (S660, S670), the vehicle is discharged and the battery is charged.

[0150]

[0151] According to the embodiments of the present invention described so far, an efficient unmanned charging system can be constructed by controlling a vehicle charging station and a mobile robot, thereby allowing the mobile robot to carry a battery and connect it to the vehicle charging station.

[0152]

[0153] Although the present invention has been illustrated and described with respect to specific embodiments thereof, it will be apparent to those skilled in the art that the present invention may be variously improved and modified without departing from the technical spirit of the invention as defined by the following claims.

[0154]

[0155] [Explanation of symbols]

[0156] 100: Smart Factory 110: Smart Logistics Vehicle

[0157] 120: Production device 130: Monitoring device

[0158] 140: Control device

Claims

1. A vehicle charging station having one side connected to a vehicle charging port while the vehicle is parked and a docking part formed on the other side that is electrically connected to the vehicle charging port; and Batteries are loaded at a battery charging station and a mobile robot transports the batteries to a vehicle charging station; and An unmanned vehicle charging system including a controller that controls a vehicle charging station and a mobile robot to transport a battery from a battery charging station to a vehicle charging station when preset charging entry conditions are satisfied, and docks the battery to a docking station so that the vehicle is charged.

2. In claim 1, A vehicle charging station is an unmanned vehicle charging system characterized in that one side is connected to a vehicle charging port and a charging cable, and power is supplied to the vehicle through a battery connected to a docking unit.

3. In claim 1, A vehicle unmanned charging system characterized in that the battery is transported from a battery charging station to a vehicle charging station and connected to a docking unit via a wired or wireless connection.

4. In claim 1, A vehicle unmanned charging system, characterized in that the controller sets charging entry conditions including the SOC (State Of Charge) conditions of the battery.

5. In claim 1, A vehicle unmanned charging system characterized in that the controller determines whether the battery and docking part are normally connected, and if it is determined to be normally connected, causes the vehicle to be charged.

6. In claim 1, A vehicle unmanned charging system characterized in that the controller causes the vehicle to be charged based on charging data including user's charging option data, target charging time data, and target charging SOC data.

7. In claim 1, A vehicle unmanned charging system characterized in that the controller sets a charging termination condition and controls the vehicle charging station and mobile robot to separate the battery from the docking station when the charging termination condition is satisfied during vehicle charging.

8. In claim 7, A vehicle unmanned charging system, characterized in that the controller sets a charging termination condition including a SOC condition of the battery, a SOC condition of the vehicle, and an occupancy condition of the battery charging station.

9. In claim 1, A vehicle charging station has multiple vehicles connected to one side. A vehicle unmanned charging system characterized in that the controller distributes charging power so that each vehicle is charged when the battery is docked to the docking station.

10. In claim 9, A vehicle unmanned charging system, characterized in that the controller sets the charging priority of the vehicles based on the SOC of each of the plurality of vehicles and causes the vehicles to be charged according to the charging priority.

11. In claim 1, An unmanned vehicle charging system, characterized in that the controller determines whether vehicle discharge is necessary and, if vehicle discharge is determined to be necessary, discharges the vehicle so that the battery is charged.

12. In claim 11, A vehicle unmanned charging system characterized in that, when it is determined that a vehicle discharge is necessary, the controller controls the mobile robot to transport the battery requiring charging from the battery charging station to the vehicle charging station, and docks the battery requiring charging to a docking station so that the battery is charged.

13. A vehicle unmanned charging control method including a vehicle charging station and a battery charging station having a docking part formed on one side connected to a vehicle charging port and electrically connected to the vehicle charging port on the other side while the vehicle is parked, in which a battery is loaded, and a mobile robot transporting the battery to the vehicle charging station, A step for determining whether the charging entry conditions set in the controller are satisfied; The mobile robot transports the battery from the battery charging station to the vehicle charging station when the charging entry conditions are satisfied; and A method for controlling unmanned vehicle charging, comprising: a step of docking a battery in a controller to allow the vehicle to be charged; 14. In claim 13, Step for determining whether the battery and docking part are normally connected in the controller; and A vehicle unmanned charging control method, characterized in that it further includes a step of allowing the vehicle to be charged when the controller determines that the battery and the docking unit are normally connected.

15. In claim 13, The steps to get your vehicle charged are: A vehicle unmanned charging control method characterized in that a plurality of vehicles are connected to one side of a vehicle charging station, and a controller includes a step of distributing charging power so that each vehicle is charged when a battery is connected to a docking portion.

16. In claim 15, The steps to get your vehicle charged are: A step for setting the charging priority of a vehicle based on the SOC of each of multiple vehicles in the controller; and A vehicle unmanned charging control method characterized by including a step of causing a vehicle to be charged according to a charging priority in a controller.

17. In claim 13, A step of determining whether a vehicle discharge is necessary in the controller is further included; A vehicle unmanned charging control method characterized by discharging the vehicle to allow the battery to be charged when it is determined that vehicle discharging is necessary.

18. In claim 17, If it is determined that vehicle discharge is necessary, In the transport step from the battery charging station to the vehicle charging station, the mobile robot transports the battery that needs to be charged from the battery charging station to the vehicle charging station. A vehicle unmanned charging control method characterized in that, in the step of charging the vehicle, the vehicle is discharged and the battery is charged.

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