Smart logistics vehicle control method and control device

Abstract

Introduced are a smart logistics vehicle control method and control device, the method including the steps of: allocating a plurality of smart logistics vehicles to a logistics vehicle group; monitoring a state of charge (SOC) of the plurality of allocated smart logistics vehicles and selecting a smart logistics vehicle to be charged on the basis of the monitored state of charge; determining a charging amount of the selected smart logistics vehicle to be charged; and arranging the smart logistics vehicle to be charged at a charging station so as to perform charging of the smart logistics vehicle to be charged by the determined charging amount.

Description

Smart logistics vehicle control method and control device

[0001] The present invention relates to a smart logistics vehicle control method and control device that control a smart logistics vehicle to perform charging based on information on the battery state of charge (SOC: State Of Charge) of the smart logistics vehicle.

[0002]

[0003] Recently, smart logistics vehicles are being introduced not only in general logistics warehouses and factories, but also in operational boundaries (e.g., operational boundaries) where various parts are used to manufacture products of different specifications, for the flexible and efficient supply and transport of parts, etc.

[0004] Smart logistics vehicles are a general term for autonomous mobile robots (AMRs) and automated guided vehicles (AGVs). These smart logistics vehicles can move and perform tasks under the control of a control system. Specifically, smart logistics vehicles may be equipped with batteries, and their movement and operation can be powered by the power stored in the batteries.

[0005] When multiple smart logistics vehicles are deployed within an operational boundary for various missions, the control system can group and control these smart logistics vehicles into multiple groups according to their respective missions. The control system can determine the battery state of charge (SOC) of each smart logistics vehicle within each group and control charging of any smart logistics vehicle with an insufficient SOC.

[0006] However, since the number of vehicles capable of performing charging is limited, if the number of smart logistics vehicles requiring charging exceeds the limited number of vehicles, the smart logistics vehicles in excess may have to wait while their work is stopped for charging or may not be able to charge in time, which may cause problems in performing their work smoothly.

[0007] Therefore, when multiple smart logistics vehicles are installed within an operational boundary, a method needs to be established to efficiently manage the battery state of charge (SOC) of each of the multiple smart logistics vehicles.

[0008]

[0009] 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.

[0010]

[0011] The purpose of the present invention is to provide a smart logistics vehicle control method and control device capable of efficiently managing the battery state of charge (SOC) of each of a plurality of smart logistics vehicles when a plurality of smart logistics vehicles are equipped.

[0012]

[0013] 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.

[0014]

[0015] A smart logistics vehicle control method according to the present invention for achieving the above object may include: a step of allocating a plurality of smart logistics vehicles to a logistics vehicle group; a step of monitoring a state of charge (SOC: State Of Charge) of the allocated plurality of smart logistics vehicles and selecting a smart logistics vehicle to be charged based on the monitored state of charge; a step of determining a charge amount of the selected smart logistics vehicle to be charged; and a step of placing the smart logistics vehicle to be charged in a charging station so that charging is performed for the smart logistics vehicle to be charged in the determined charge amount.

[0016]

[0017] In addition, a control device according to the present invention for achieving the above object may include a communication unit that is equipped to communicate with the outside; and a work schedule management unit that assigns a plurality of smart logistics vehicles to a logistics vehicle group, monitors the state of charge (SOC: State Of Charge) of the assigned plurality of smart logistics vehicles, selects a smart logistics vehicle to be charged based on the monitored state of charge, determines the charge amount of the selected smart logistics vehicle to be charged, and generates a deployment command for the smart logistics vehicle to be charged so that the smart logistics vehicle to be charged is placed in a charging station and charged in the determined charge amount.

[0018]

[0019] According to the above, the smart logistics vehicle control method and control device of the present invention can ensure smooth charging for at least one smart logistics vehicle assigned to each of the plurality of groups by determining the average state of charge of each of the plurality of groups and determining a smart logistics vehicle that requires charging based on the determined average state of charge.

[0020] In addition, by ensuring that at least one smart logistics vehicle assigned to each of multiple groups performs charging evenly, the smart logistics vehicles can continuously secure a certain level of battery charge status, and process interruption due to insufficient battery charge status can be prevented.

[0021]

[0022] 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.

[0023]

[0024] FIG. 1 is a block diagram showing an example of an operational boundary configuration that can be applied to embodiments of the present invention.

[0025] FIG. 2 is a block diagram showing an example of a control device configuration that can be applied to embodiments of the present invention.

[0026] 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.

[0027] 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.

[0028] Figure 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.

[0029] FIG. 6 is a drawing for explaining the operation of a control device according to one embodiment of the present invention.

[0030] FIG. 7 is a drawing for explaining a charging process of a smart logistics vehicle according to one embodiment of the present invention.

[0031] FIG. 8 is a drawing for explaining a relocation process of a smart logistics vehicle according to one embodiment of the present invention.

[0032] Figures 9 and 10 are drawings for explaining a smart logistics vehicle control method according to one embodiment of the present invention.

[0033]

[0034] In describing the embodiments disclosed in this specification, detailed descriptions of related known technologies will be omitted if it is determined that such detailed descriptions may obscure the gist of the embodiments disclosed in this specification. In addition, the attached drawings are provided solely to facilitate understanding of the embodiments disclosed in this specification, and the technical concepts disclosed in this specification are not limited by the attached drawings, and should be understood to include all modifications, equivalents, and substitutes included within the spirit and technical scope of the present invention.

[0035] 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.

[0036] 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.

[0037] Singular expressions include plural expressions unless the context clearly indicates otherwise.

[0038] 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.

[0039] 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 are given the same reference numbers and redundant descriptions thereof will be omitted.

[0040] 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.

[0041]

[0042] First, the configuration of the operational boundary in which the smart logistics vehicle according to the embodiment is deployed and operated is described with reference to Fig. 1.

[0043] Figure 1 is a block diagram showing an example of an operational boundary configuration that can be applied to embodiments.

[0044] Referring to FIG. 1, the operational boundary (100) may include a smart logistics vehicle (110), a production device (120), a monitoring device (130), and a control device (140).

[0045] Additionally, the operational boundary (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. Meanwhile, the operational boundary (100) may be implemented as a smart factory, but is not necessarily limited thereto. Each component is described below.

[0046] First, the smart logistics vehicle (110) may include an autonomous mobile robot (hereinafter, referred to as "AMR" for convenience) and an automated guided vehicle (hereinafter, referred to as "AGV" for convenience). Depending on the operating policy of the smart logistics vehicle (110) in the operating boundary (100), only one type of AGV or AMR may be operated, or both AGV and AMR may be operated together within a single operating boundary (100).

[0047] AGVs generally perform required actions (movement, direction change, stop, etc.) within the operating boundary (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, they require guidance devices to 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.

[0048] 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.

[0049] 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.

[0050] 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 the operation boundary (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.

[0051] 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.

[0052] The monitoring device (130) can perform a function of acquiring information for determining the situation within the operating boundary (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.

[0053] The control device (140) can communicate with the aforementioned components (110, 120, 130) to obtain information necessary for the operation of the operation boundary (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.

[0054] 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 operation boundary (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).

[0055] 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).

[0056] In addition to the configuration (110, 120, 130, 140) of the operation boundary (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 operation boundary (100).

[0057] 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.

[0058] 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.

[0059] 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).

[0060] 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.

[0061] 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.

[0062] The process management department (143) can define the process for each product and manage missions such as process progress and progress location.

[0063] The production / logistics management department (144) can dispatch smart logistics vehicles (110) based on missions.

[0064] 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.

[0065] The communication unit (146) can communicate with internal components of the operation boundary (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.

[0066] 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 health (SOH), 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.

[0067] 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).

[0068] 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 within the operation boundary (100), and may provide a tool for 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 the smart logistics vehicle (110) enters, may be set, but this is exemplary 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).

[0069] Next, a smart logistics vehicle will be described with reference to FIGS. 3 and 4.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] The sensing unit (112) is for detecting the surrounding environment of the smart logistics vehicle (110) 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.

[0074] 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.

[0075] 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.

[0076] 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).

[0077] 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.

[0078] 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.

[0079] The communication unit (114) can communicate with other components within the operation boundary (100), such as a production device (120) and a control device (140), and can also support communication between smart logistics vehicles (110), and can also communicate with a charger when performing a charging mission.

[0080] 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).

[0081] 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.

[0082] 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).

[0083] 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.

[0084] Next, the driving process of the smart logistics vehicle (110) will be described with reference to Fig. 5.

[0085] 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.

[0086] Referring to Fig. 5, first, while the AMR drives within the operating boundary (100), it can obtain a real-world grid map through lidar, etc. (S501).

[0087]

[0088] *When the AMR transmits the acquired grid map to the control device (140), the 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 the process of setting the aforementioned various zones in the aforementioned grid map, the process of assigning a cost to each grid, etc. Here, the cost assignment can be performed in a direction in which the cost is assigned higher 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 the AMR selects the set of cells with the lowest cost among waypoints as the route when setting a local route.

[0089] Additionally, the map matching process may mean a process of matching coordinates between a CAD map used in the design of the operational boundary (100), a real-world grid map (lidar map), and a topology map that has undergone an editing process.

[0090] Afterwards, the control device (140) can share the topology map with all AMRs in the factory through the communication unit (146) (S503).

[0091] Subsequent steps may be applied to individual AMRs.

[0092] 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.

[0093] 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).

[0094] 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.

[0095] Additionally, the AMR can also compensate for position errors during movement using the aforementioned odometry technique until it reaches its destination (S510).

[0096] 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).

[0097]

[0098] In one embodiment of the present invention, the purpose is to efficiently manage the battery state of charge (SOC) of each of a plurality of smart logistics vehicles.

[0099] Hereinafter, a control device (140) according to an embodiment of the present invention will be described with reference to FIG. 6.

[0100] FIG. 6 is a drawing for explaining the operation of a control device according to one embodiment of the present invention.

[0101] Referring to FIG. 6, a control device (140) according to an embodiment of the present invention may include a communication unit (146) and a work schedule management unit (149). The communication unit (146) may be capable of communicating with the outside, and in particular, may collect external information or transmit information generated within the control device (140) to the outside. The work schedule management unit (149) may assign a plurality of smart logistics vehicles to a logistics vehicle group, monitor the state of charge (SOC: State Of Charge) of the assigned plurality of smart logistics vehicles, select a smart logistics vehicle to be charged based on the monitored state of charge, determine the charge amount of the selected smart logistics vehicle to be charged, and generate a deployment command for the smart logistics vehicle to be charged so that the smart logistics vehicle to be charged is placed in a charging station and charged by the determined charge amount.

[0102] Meanwhile, a smart logistics vehicle (110) according to an embodiment of the present invention may include a communication unit (114), a control unit (115), and a charging management unit (116). The communication unit (114) may communicate with the communication unit (146) of the control device (140), receive commands from the control device (140), or transmit information about the smart logistics vehicle (110) to the control device (140). The control unit (115) may control the mission operation of the smart logistics vehicle (110) based on the commands of the control device (140) received by the communication unit (114). A detailed description of the communication unit (114) and the control unit (115) will be omitted as they are described above with reference to FIG. 3.

[0103] The smart logistics vehicle (110) according to an embodiment of the present invention may further include a charging management unit (116) that manages the state of charge (SOC) of the battery of the smart logistics vehicle (110). The charging management unit (116) may provide the state of charge (SOC) information of the smart logistics vehicle (110) to the outside, and may control the situation in which the smart logistics vehicle (110) is charged at a charging station. For example, the charging management unit (116) may periodically check the state of charge of the smart logistics vehicle (110) while the smart logistics vehicle (110) is being charged at a charging station, and may control charging to be performed by a preset amount. In addition, the charging management unit (116) may generate a signal indicating completion of charging and transmit the signal to the outside when charging of the smart logistics vehicle (110) is completed. However, this is merely exemplary, and the present invention is not limited thereto.

[0104] The smart logistics vehicle (110) and control device (140) illustrated in FIG. 6 mainly show components related to an embodiment of the present invention. When implementing an actual smart logistics vehicle (110) and control device (140), it goes without saying that more components may be included than those described above in FIGS. 2 and 3.

[0105] In addition, although FIG. 6 describes one control device (140) and one smart logistics vehicle (110), it should be understood that this also applies equally to each of multiple smart logistics vehicles and each of multiple control devices.

[0106] The control device (140) according to an embodiment of the present invention can perform control on at least one smart logistics vehicle assigned to each of a plurality of groups. However, for convenience of explanation, the operation between one smart logistics vehicle (110) and the control device (140) will be specifically described below. However, this is exemplary, and it goes without saying that the same or similar method can be applied to at least one smart logistics vehicle assigned to each of a plurality of groups.

[0107] First, a logistics vehicle group may be established within the operation boundary (100), and the logistics vehicle group may be established based on a work mission that includes at least one of a transport mission, a standby mission, and a patrol mission to be performed by a smart logistics vehicle (110), for example. However, this is merely an example and should not be construed as being limited thereto.

[0108] Once a logistics vehicle group is established, the work schedule management unit (149) can assign multiple smart logistics vehicles to the logistics vehicle group within the operation boundary (100). Furthermore, the work schedule management unit (149) can also assign multiple smart logistics vehicles to the logistics vehicle group by considering the battery endurance status (SOH: State of Health) of each of the multiple smart logistics vehicles. However, this is merely exemplary and the present invention is not necessarily limited thereto.

[0109] The work schedule management unit (149) can determine the average state of charge of a logistics vehicle group based on the state of charge (SOC) information of a plurality of smart logistics vehicles assigned to a logistics vehicle group. To this end, each of the plurality of smart logistics vehicles may further be equipped with a charging management unit (116) in addition to the configuration described above in FIG. 3. The charging management unit (116) can monitor the state of charge (SOC) of the smart logistics vehicle (110) and provide information on the monitored state of charge (SOC). The work schedule management unit (149) can collect the state of charge (SOC) information provided by the charging management unit (116) equipped in each of the plurality of smart logistics vehicles, and determine the average state of charge of a plurality of smart logistics vehicles assigned to a logistics vehicle group based on the collected state of charge information.

[0110] In addition, the work schedule management unit (149) can select a smart logistics vehicle requiring charging based on the determined average charging status and cause the smart logistics vehicle to perform charging. This will be described with reference to FIG. 7.

[0111]

[0112] FIG. 7 is a drawing for explaining a charging process of a smart logistics vehicle according to one embodiment of the present invention.

[0113] For example, referring to FIG. 7, the work schedule management unit (149) can determine the average state of charge for group A, which is a group of logistics vehicles, based on the state of charge of each of the plurality of smart logistics vehicles (110-1, 110-2, 110-3, 110-4) assigned to group A. In addition, the work schedule management unit (149) can compare the state of charge of each of the plurality of smart logistics vehicles (110-1, 110-2, 110-3, 110-4) with the average state of charge for group A, and select at least one smart logistics vehicle having a state of charge lower than the average state of charge as a smart logistics vehicle to be charged. If there are multiple smart logistics vehicles that need to be charged and have a state of charge lower than the average state of charge, the work schedule management unit (149) can cause the smart logistics vehicle with the lowest state of charge among the plurality of smart logistics vehicles that need to be charged to be placed at the charging station with priority.

[0114] In addition, the work schedule management unit (149) can select at least one smart logistics vehicle that has a state of charge lower than the average state of charge and lower than the preset reference state of charge as a smart logistics vehicle to be charged. The smart logistics vehicle (110) operates based on the state of charge, and when the state of charge falls below a certain level, the operation may be stopped to prevent a safety issue. Therefore, a reference state of charge, which serves as an indicator for stopping the operation of the smart logistics vehicle (110), may be preset in the work schedule management unit (149), and the work schedule management unit (149) can select a smart logistics vehicle that has a state of charge lower than the average state of charge and lower than the preset reference state of charge as a smart logistics vehicle to be charged.

[0115] In addition, the work schedule management unit (149) can determine the charging amount of the selected smart logistics vehicle to be charged. For example, the work schedule management unit (149) can determine the number of chargers provided in a charging station where the smart logistics vehicle is to be charged, and determine the charging amount based on this.

[0116] For example, the work schedule management unit (149) can determine the number of chargers installed in the charging station and compare the number of smart logistics vehicles selected to be charged with the number of chargers. If the number of smart logistics vehicles selected to be charged exceeds the number of chargers, the work schedule management unit (149) can determine the charging amount as a preset first charging amount. If the number of smart logistics vehicles to be charged exceeds the number of chargers installed in the charging station, there may be many smart logistics vehicles to be charged that require charging, but there may be a shortage of chargers, resulting in a situation where the smart logistics vehicles to be charged continue to occupy the chargers. In this case, charging may be performed for some of the smart logistics vehicles to be charged, but smooth charging may not be performed for all of them.

[0117] Accordingly, in order to efficiently charge the smart logistics vehicles to be charged even with a small number of chargers, it may be necessary to allow each smart logistics vehicle to be charged to receive the minimum amount of charge required from the charger rather than occupying the charger for a long time. Accordingly, when the number of smart logistics vehicles to be charged exceeds the number of chargers installed in the charging station, the work schedule management unit (149) may determine the charging amount as the first charging amount with a low charging amount so that the smart logistics vehicles to be charged can be charged evenly.

[0118] On the other hand, if the number of smart logistics vehicles to be charged is less than or equal to the number of chargers, it means that there is room in the chargers, so there may not be any smart logistics vehicles to be charged that are not being charged smoothly. Accordingly, it may be possible for the smart logistics vehicles to be charged to occupy the chargers and continuously perform charging. Accordingly, if the number of smart logistics vehicles to be charged is less than or equal to the number of chargers, the work schedule management unit (149) may determine the charging amount as a second charging amount that is preset to have a higher charging amount than the first charging amount determined in the case described above.

[0119]

[0120] In addition, the work schedule management unit (149) can generate a deployment command for the smart logistics vehicle to be charged so that the smart logistics vehicle to be charged is placed in the charging station and charging is performed for the determined charging amount.

[0121] For example, if there is a smart logistics vehicle (e.g., 110-4) to be charged that has a state of charge lower than the average state of charge and the lowest state of charge among a plurality of smart logistics vehicles (110-1, 110-2, 110-3, 110-4) or a state of charge lower than the average state of charge and the lowest state of charge than the reference state of charge, the work schedule management unit (149) can cause the smart logistics vehicle (110-4) to be charged to be placed in the charging station. In addition, if there are multiple smart logistics vehicles to be charged, one of the smart logistics vehicles to be charged, which has the lowest state of charge among the plurality of smart logistics vehicles to be charged, can be placed in the charging station with priority.

[0122] When deployed at a charging station, the work schedule management unit (149) may cause the smart logistics vehicle (110-4) to be charged to stop the work it was currently performing, if necessary. In addition, the work schedule management unit (149) may generate a movement path from the current location (Group A) to the destination (charging station) and transmit the generated movement path to the smart logistics vehicle (110-4) to be charged as a deployment command. At this time, the charging station may be arranged to correspond to a group of logistics vehicles, or may be arranged in a specific area within the operation boundary (100).

[0123] The smart logistics vehicle (110-4) to be charged can move to the charging station and perform charging according to the arrangement command provided from the work schedule management unit (149). When charging the smart logistics vehicle (110-4) to be charged, the charging management unit (116) equipped in the smart logistics vehicle (110-4) can control charging to be performed only up to the previously determined charging amount. For example, if the charging amount is determined to be 10%, the charging management unit (116) can determine that charging is complete and stop charging when the charging status of the smart logistics vehicle (110-4) to be charged placed in the charging station decreases from the existing 40% to the previously determined charging amount of 10%, which becomes 50%. However, the above-described figures are merely examples for convenience of explanation and are not necessarily limited thereto.

[0124]

[0125] And, when the charging of the smart logistics vehicle (110-4) to be charged is completed, the work schedule management unit (149) can reassign the smart logistics vehicle (110-4) to be charged to any one of the multiple logistics vehicle groups including Group A, which is the previously assigned logistics vehicle group. Specifically, the work schedule management unit (149) can receive information on the process status and information on the process sensor through the production device (120) and the monitoring device (130) provided in the operation boundary (100), and based on this, can determine whether there is a request group that requires the smart logistics vehicle (110-4) to be charged among the multiple logistics vehicle groups in the operation boundary (100). If there is a request group that requires the smart logistics vehicle (110-4) to be charged, the work schedule management unit (149) can reassign the smart logistics vehicle (110-4) to be charged to the request group. In this case, the smart logistics vehicle (110-4) that has been fully charged may perform a task different from the task previously performed in the assigned group.

[0126] If there is no request group requiring a smart logistics vehicle (110), the work schedule management unit (149) may reassign the smart logistics vehicle (110-4) that has been fully charged to a previously assigned group (e.g., group A). ​​In this case, the smart logistics vehicle (110-4) that has been fully charged can continue performing the work that was previously performed in the assigned group.

[0127] Through this, when multiple smart logistics vehicles (110-1, 110-2, 110-3, 110-4) are allocated within group A, the charging status of each of the multiple smart logistics vehicles (110-1, 110-2, 110-3, 110-4) is judged based on the average charging status of group A and charging is performed, so that not only one smart logistics vehicle (110-4) is charged, but all smart logistics vehicles (110-1, 110-2, 110-3, 110-4) belonging to group A can be charged evenly and smoothly, and the charging status of each smart logistics vehicle can be managed so that it does not fall below a certain level.

[0128]

[0129] Hereinafter, the redeployment of smart logistics vehicles between multiple logistics vehicle groups will be described with reference to FIG. 8.

[0130] FIG. 8 is a drawing for explaining a relocation process of a smart logistics vehicle according to one embodiment of the present invention.

[0131] Referring to FIG. 8, a plurality of logistics vehicle groups may be configured within the operation boundary (100), and for example, the plurality of logistics vehicle groups may be each distinguished and set based on a work mission including at least one of a transport mission, a standby mission, and a patrol mission to be performed by a smart logistics vehicle (110). In this case, the work schedule management unit (149) may determine the work mission of each of the plurality of smart logistics vehicles, and may assign the plurality of smart logistics vehicles to each of the plurality of logistics vehicle groups so that the determined work mission and each of the plurality of logistics vehicle groups are matched. In the following, FIG. 8 will describe two groups among the plurality of logistics vehicle groups, namely Group A and Group B. However, this is for convenience of explanation, and it is obvious that the functions described below may be performed for all of the plurality of logistics vehicle groups.

[0132] Referring to FIG. 8, smart logistics vehicles can be relocated between different groups A and B among multiple logistics vehicle groups. In FIG. 8, it is assumed that multiple smart logistics vehicles (110-1, 110-2, 110-3, 110-4) are assigned to group A, and multiple smart logistics vehicles (110-5, 110-6, 110-7) are assigned to group B. In addition, it is assumed that a first charging station and a second charging station corresponding to each group A and group B are provided.

[0133] The work schedule management unit (149) can determine the average state of charge of each of the plurality of logistics vehicle groups based on the state of charge of the plurality of smart logistics vehicles assigned to each of the plurality of logistics vehicle groups. In addition, the work schedule management unit (149) can cause any one smart logistics vehicle assigned to any one of the plurality of logistics vehicle groups to be reassigned to another group so that the difference in the average state of charge between the plurality of logistics vehicle groups is reduced based on the average state of charge determined for each of the plurality of logistics vehicle groups.

[0134] For example, the work schedule management unit (149) can compare the average state of charge between multiple groups of logistics vehicles. Then, based on the comparison result, the work schedule management unit (149) can perform reallocation so that one smart logistics vehicle assigned to a group with a relatively high average state of charge is assigned to a group with a relatively low average state of charge, or can perform reallocation so that one smart logistics vehicle assigned to a group with a relatively low average state of charge is assigned to a group with a relatively high average state of charge.

[0135] For example, referring to FIG. 8, the work schedule management unit (149) can compare the average state of charge of groups A and B based on the average state of charge determined for each of groups A and B. If the average state of charge of group A is determined to be lower than the average state of charge of group B, the work schedule management unit (149) can perform rearrangement so that any one of the plurality of smart logistics vehicles (110-1, 110-2, 110-3, 110-4) assigned to a group (e.g., group A) having a relatively low average state of charge is assigned to a group (e.g., group B) having a relatively high average state of charge. At this time, the work schedule management unit (149) can determine the charging status of each of the plurality of smart logistics vehicles (110-1, 110-2, 110-3, 110-4) assigned to a group (group A) having a relatively low average charging status, and perform rearrangement so that one smart logistics vehicle (e.g., 110-4) having the lowest charging status among the plurality of smart logistics vehicles (110-1, 110-2, 110-3, 110-4) is assigned to a group (group B) having a relatively high average charging status.

[0136] When the relocation between multiple logistics vehicle groups is completed, the work schedule management unit (149) selects a smart logistics vehicle to be charged for each of the multiple logistics vehicle groups for which the relocation is completed, and can arrange the selected smart logistics vehicles to be charged at a charging station as described above with reference to FIG. 7. For example, the smart logistics vehicle (110-4) with the lowest state of charge in a group with a relatively low average state of charge (group A) is relocated to a group with a relatively high average state of charge (group B), so that the work schedule management unit (149) can arrange for the smart logistics vehicle (110-4) with the lowest state of charge to move directly from group B to the second charging station to perform charging. The smart logistics vehicle (110-4) that performed charging in group B can be assigned to group B or reassigned back to group A to perform the task after charging is completed.

[0137] In addition, the work schedule management unit (149) can cause a smart logistics vehicle (110-3) having a lower state of charge than the average state of charge among a plurality of smart logistics vehicles (110-1, 110-2, 110-3, 110-4) assigned to a group (Group A) having a relatively low average state of charge to move to the first charging station and perform charging. Through this, the average state of charge of the group (Group A) having a relatively low average state of charge can be increased compared to before.

[0138] Meanwhile, if the average state of charge of group A is determined to be lower than the average state of charge of group B, the work schedule management unit (149) may perform a rearrangement so that any one of the plurality of smart logistics vehicles (110-5, 110-6, 110-7) assigned to the group (group B) having a relatively high average state of charge is assigned to the group (group A) having a relatively low average state of charge. At this time, the work schedule management unit (149) may determine the state of charge of each of the plurality of smart logistics vehicles (110-5, 110-6, 110-7) assigned to the group having a relatively high average state of charge, and may perform a rearrangement so that the smart logistics vehicle (e.g., 110-5) having the highest state of charge among the plurality of smart logistics vehicles (110-5, 110-6, 110-7) is assigned to the group (group A) having a relatively low average state of charge.

[0139] According to the above, the smart logistics vehicle (110-5) with the highest state of charge is assigned to a group with a relatively low average state of charge, thereby increasing the average state of charge of the group with a relatively low average state of charge compared to the past, and filling the gap caused by the absence of the smart logistics vehicle (110-3, 110-4) to be charged due to movement of the charging station in the group with a relatively low average state of charge, thereby enabling the work mission corresponding to the group with a relatively low average state of charge to be smoothly performed.

[0140] That is, when a smart logistics vehicle to be charged exists in a group with a relatively low average state of charge among multiple groups of logistics vehicles, the work schedule management unit (149) can perform inter-group relocation with a group with a relatively high average state of charge, thereby enabling quick and smooth charging to be performed for the smart logistics vehicle to be charged.

[0141] Although FIGS. 7 and 8 describe the operation of the work schedule management unit (149) for one smart logistics vehicle assigned to each of multiple logistics vehicle groups, this may be repeated until it is performed for all of the multiple smart logistics vehicles assigned to each of the multiple logistics vehicle groups. However, this is merely exemplary and is not necessarily limited thereto.

[0142]

[0143] Hereinafter, based on the configuration of the smart logistics vehicle (110) and the control device (140) described above in FIGS. 6 to 8, a smart logistics vehicle control method according to an embodiment of the present invention will be described with reference to FIGS. 9 to 10. In addition, for convenience of explanation, it is assumed that the smart logistics vehicle control method described below is for one control device (140) and one smart logistics vehicle (110) among a plurality of smart logistics vehicles. However, this is merely exemplary, and it goes without saying that the same method can be applied to each of at least one smart logistics vehicle assigned to each of a plurality of groups.

[0144] In addition, specific descriptions of each step to be explained in FIGS. 9 to 10 have been described above with reference to FIGS. 6 to 8, and thus will be omitted below.

[0145] Figures 9 and 10 are drawings for explaining a smart logistics vehicle control method according to one embodiment of the present invention.

[0146] First, referring to FIG. 9, the work schedule management unit (149) can assign multiple smart logistics vehicles to a logistics vehicle group set within the operation boundary (100) (S901). In addition, the work schedule management unit (149) can receive information on the state of charge (SOC) of multiple smart logistics vehicles through the charging management unit (116) equipped in each of the multiple smart logistics vehicles assigned to the logistics vehicle group (S902). At this time, although FIG. 9 illustrates that the charging management unit (116) directly transmits information to the work schedule management unit (149), the present invention is not limited thereto, and information may be transmitted or received through the communication unit (114) of the smart logistics vehicle (110) and the communication unit (146) of the control device (140).

[0147] The work schedule management unit (149) can determine the average charging status of a logistics vehicle group based on the provided charging status information, and select a smart logistics vehicle that needs to be charged for the logistics vehicle group based on the determined average charging status (S903).

[0148] In addition, the work schedule management unit (149) can determine the charging amount for the selected smart logistics vehicle to be charged (S904).

[0149] In addition, the work schedule management unit (149) can generate a placement command to place the smart logistics vehicle to be charged in the charging station so that charging is performed in the amount determined for the smart logistics vehicle to be charged (S905), and can transmit the generated placement command to the communication unit (114) of the smart logistics vehicle to be charged (110) (S906-1). The communication unit (114) of the smart logistics vehicle to be charged (110) that has received the placement command can transmit a command to the control unit (115) (S906-2) to control the smart logistics vehicle to be charged (110) to move to the charging station (S907).

[0150] A smart logistics vehicle (110) that has moved to a charging station can be charged by the charging management unit (116) to the amount of charge previously determined by the work schedule management unit (149) (S908). When charging is completed, the charging management unit (116) can transmit a charging completion signal to the work schedule management unit (149) (S909).

[0151] The work schedule management unit (149) that has received the charging completion signal can receive process status information through the production device (120) within the operation boundary (100) (S910-1, S910-2) or process sensor information through the monitoring device (130) (S911-1, S911-2). Based on the received information, the work schedule management unit (149) determines whether there is a request group that requires a smart logistics vehicle (110) that has completed charging, and if there is a request group, can generate a reallocation command for the smart logistics vehicle (110) that has completed charging to be assigned to the request group (S913).

[0152] The work schedule management unit (149) can transmit the generated reassignment command to the communication unit (114) of the smart logistics vehicle (110) that has completed charging (S914-1), and the communication unit (114) can transmit the reassignment command to the control unit (115) (S914-2). The control unit (115) can control the smart logistics vehicle (110) that has completed charging to be reassigned based on the received reassignment command (S915).

[0153]

[0154] Meanwhile, in the case where a group of logistics vehicles is composed of multiple groups, in the step of selecting a smart logistics vehicle to be charged (S903), the smart logistics vehicles may be rearranged between the groups so as to reduce the difference in average charging status between the multiple groups of logistics vehicles.

[0155] Referring to FIG. 10, when a logistics vehicle group is composed of multiple groups, the work schedule management unit (149) can determine the average charging status of each of the multiple logistics vehicle groups based on the charging status of multiple smart logistics vehicles assigned to each of the multiple logistics vehicle groups (S1010). Prior to step S1010, steps S901 to S902, previously described with reference to FIG. 9, may be performed in the same manner.

[0156] In addition, the work schedule management unit (149) can compare the average charging status between multiple logistics vehicle groups based on the average charging status determined for each of the multiple logistics vehicle groups (S1020).

[0157] The work schedule management unit (149) can select a smart logistics vehicle to perform relocation among multiple logistics vehicle groups based on the comparison result (S1030). For example, the work schedule management unit (149) can select a smart logistics vehicle with the highest state of charge among multiple smart logistics vehicles assigned to a group with a relatively high average state of charge based on the comparison result as the smart logistics vehicle to perform relocation, and can select a smart logistics vehicle with the lowest state of charge among multiple smart logistics vehicles assigned to a group with a relatively low average state of charge as the smart logistics vehicle to perform relocation.

[0158] The work schedule management unit (149) can generate a relocation command for a smart logistics vehicle to perform a selected relocation (S1040) and transmit the generated relocation command to the smart logistics vehicle. The smart logistics vehicle can perform inter-group relocation based on the provided relocation command (S1050).

[0159] Once the inter-group relocation is complete, the work schedule management unit (149) can select a smart logistics vehicle to be charged for each of the multiple logistics vehicle groups for which relocation has been completed (S1060). After step S1060, steps S904 to S915, described above with reference to FIG. 9, may be performed.

[0160]

[0161] According to the above, the smart logistics vehicle control method and control device of the present invention can ensure smooth charging for at least one smart logistics vehicle assigned to each of the plurality of groups by determining the average state of charge of each of the plurality of groups and determining the smart logistics vehicle to be charged based on the determined average state of charge.

[0162] In addition, by ensuring that at least one smart logistics vehicle assigned to each of multiple groups performs charging evenly, the smart logistics vehicles can continuously secure a certain level of battery charge status, and process interruption due to insufficient battery charge status can be prevented.

[0163]

[0164] 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 claims below.

[0165] The present invention described above can be implemented as computer-readable code on a medium having a program recorded thereon. Computer-readable media include all types of recording devices that store data that can be read by a computer system. Examples of computer-readable media include hard disk drives (HDDs), solid-state disks (SSDs), silicon disk drives (SDDs), ROMs, RAMs, CD-ROMs, magnetic tapes, floppy disks, and optical data storage devices. Therefore, the above detailed description should not be construed as limiting in any respect, but rather as illustrative. The scope of the present invention should be determined by a reasonable interpretation of the appended claims, and all changes within the equivalent scope of the present invention are intended to be included within the scope of the present invention.

[0166]

[0167] [Explanation of symbols]

[0168] 100: Operational Boundary

[0169] 110: Smart Logistics Vehicle

[0170] 120: Production device

[0171] 130: Surveillance device

[0172] 140: Control device

Claims

1. Step of assigning multiple smart logistics vehicles to a logistics vehicle group; A step of monitoring the state of charge (SOC: State Of Charge) of the above-mentioned multiple smart logistics vehicles and selecting a smart logistics vehicle to be charged based on the monitored state of charge; A step for determining the charging amount of the selected smart logistics vehicle to be charged; and A smart logistics vehicle control method, comprising: a step of placing the smart logistics vehicle to be charged in a charging station so that charging is performed for the smart logistics vehicle to be charged in the determined charging amount.

2. In claim 1, The above allocation steps are A smart logistics vehicle control method, characterized by including a step of allocating a plurality of smart logistics vehicles by considering the battery durability state (SOH: State Of Health) of each smart logistics vehicle.

3. In claim 1, The above selection steps are A step of determining the average charging status of the plurality of smart logistics vehicles based on the monitored charging status; and A smart logistics vehicle control method, characterized by comprising: a step of selecting at least one smart logistics vehicle having a lower state of charge than the determined average state of charge among the plurality of smart logistics vehicles as the smart logistics vehicle to be charged.

4. In claim 3, The above selection steps are A smart logistics vehicle control method characterized by comprising the step of selecting at least one smart logistics vehicle among the plurality of smart logistics vehicles having a state of charge lower than the determined average state of charge and lower than a preset standard state of charge as the smart logistics vehicle to be charged.

5. In claim 1, The above selection steps are When the above logistics vehicle group is composed of a plurality of groups, a step of determining the average charging status of each of the plurality of logistics vehicle groups based on the charging status of a plurality of smart logistics vehicles assigned to each of the plurality of logistics vehicle groups; A step of reassigning one smart logistics vehicle assigned to one of the plurality of logistics vehicle groups to another group so that the difference in the average state of charge between the plurality of logistics vehicle groups is reduced based on the average state of charge determined above; and A smart logistics vehicle control method, comprising: a step of selecting a smart logistics vehicle to be charged for each of the plurality of logistics vehicle groups for which the relocation is completed when the relocation between the plurality of logistics vehicle groups is completed; 6. In claim 5, The above relocation steps are A step of comparing the average state of charge between the plurality of logistics vehicle groups based on the average state of charge determined above; and A smart logistics vehicle control method, characterized in that it comprises the step of: reassigning any smart logistics vehicle assigned to a group having a relatively high average state of charge based on the comparison result to be assigned to a group having a relatively low average state of charge, or reassigning any smart logistics vehicle assigned to a group having a relatively low average state of charge to be assigned to a group having a relatively high average state of charge.

7. In claim 5, The above relocation steps are A smart logistics vehicle control method, characterized in that it comprises a step of re-allocating one smart logistics vehicle with the highest state of charge among the plurality of smart logistics vehicles assigned to a group with a relatively high average state of charge based on the comparison result so as to be assigned to a group with a relatively low average state of charge.

8. In claim 5, The above relocation steps are A smart logistics vehicle control method, characterized in that it comprises a step of re-allocating one smart logistics vehicle with the lowest state of charge among the plurality of smart logistics vehicles assigned to a group with a relatively low average state of charge based on the comparison result so as to be assigned to a group with a relatively high average state of charge.

9. In claim 1, The above decision steps are A smart logistics vehicle control method characterized by comprising a step of determining the charging amount as a preset first charging amount when the number of the selected smart logistics vehicles to be charged exceeds the number of chargers equipped in the charging station.

10. In claim 9, The above decision steps are A smart logistics vehicle control method characterized by comprising: a step of determining the charging amount as a second charging amount preset to have a higher charging amount than the first charging amount when the number of the selected smart logistics vehicles to be charged is less than or equal to the number of chargers; 11. In claim 1, The above placement steps are A smart logistics vehicle control method characterized by comprising the step of, when there are multiple smart logistics vehicles to be charged, preferentially placing one of the multiple smart logistics vehicles to be charged with the lowest charging status in a charging station.

12. In claim 1, After the above placement step, A smart logistics vehicle control method, characterized in that it further includes a step of reassigning the smart logistics vehicle, which has been charged, to one of a plurality of logistics vehicle groups including the logistics vehicle group when charging of the smart logistics vehicle to be charged is completed at the charging station.

13. In claim 12, The above reassignment steps are A step of determining whether there is a request group that requires a smart logistics vehicle that has completed charging among the above multiple logistics vehicle groups; and A smart logistics vehicle control method characterized by comprising a step of reassigning a smart logistics vehicle, the charging target of which has been completed, to the request group when the request group exists.

14. In claim 13, The above reassignment steps are A smart logistics vehicle control method, characterized in that it comprises a step of reassigning a smart logistics vehicle, the charging target of which has been completed, to a previously assigned logistics vehicle group if the above request group does not exist.

15. A communication unit equipped to enable communication with the outside; and A control device including a work schedule management unit that assigns a plurality of smart logistics vehicles to a logistics vehicle group, monitors the state of charge (SOC: State Of Charge) of the assigned plurality of smart logistics vehicles, selects a smart logistics vehicle to be charged based on the monitored state of charge, determines the amount of charge of the selected smart logistics vehicle to be charged, and generates a deployment command for the smart logistics vehicle to be charged so that the smart logistics vehicle to be charged is placed in a charging station and charged in the amount of the determined amount of charge.

16. In claim 15, The above work schedule management department A control device characterized in that the average charging status of the plurality of smart logistics vehicles is determined based on the monitored charging status, and at least one smart logistics vehicle having a charging status lower than the determined average charging status among the plurality of smart logistics vehicles is selected as the smart logistics vehicle to be charged.

17. In claim 15, The above work schedule management department A control device characterized in that, when the logistics vehicle group is composed of a plurality of groups, an average charging state of each of the plurality of logistics vehicle groups is determined based on the charging states of the plurality of smart logistics vehicles assigned to each of the plurality of logistics vehicle groups, and a relocation command is generated so that any one smart logistics vehicle assigned to any one of the plurality of logistics vehicle groups is relocated to another group so that a difference in the average charging states between the plurality of logistics vehicle groups is reduced based on the determined average charging state, and when the relocation is completed based on the relocation command, the smart logistics vehicle to be charged is selected for each of the plurality of logistics vehicle groups for which the relocation is completed.

18. In claim 17, The above work schedule management department A control device characterized in that it determines whether there is a request group requiring a smart logistics vehicle among the plurality of groups, and if there is the request group, compares the average states of charge between the plurality of logistics vehicle groups based on the determined average states of charge, and generates the relocation command so that any one smart logistics vehicle assigned to a group with a relatively high average state of charge is assigned to a group with a relatively low average state of charge based on the comparison result, or generates the relocation command so that any one smart logistics vehicle assigned to a group with a relatively low average state of charge is assigned to a group with a relatively high average state of charge.

19. In claim 15, The above work schedule management department A control device characterized in that, if the number of the selected smart logistics vehicles to be charged exceeds the number of chargers installed in the charging station, the charging amount is determined as a preset first charging amount, and if the number of the selected smart logistics vehicles to be charged is less than or equal to the number of chargers, the charging amount is determined as a preset second charging amount to have a higher charging amount than the first charging amount.

20. In claim 15, The above work schedule management department A control device characterized in that, when charging of the smart logistics vehicle to be charged is completed at the charging station, a reassignment command is generated for the smart logistics vehicle to be charged so that the smart logistics vehicle to be charged, which has completed charging, is reassigned to one of a plurality of logistics vehicle groups including the logistics vehicle group.

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