JP2017107270A - Travel management system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel management system which allows plural automatic traveling vehicle to travel efficiently.SOLUTION: A control part 25 of a management device 20 executes: first recognition processing S104 for recognizing an automatic traveling vehicle 10 which enters an intersection area E1 earliest as a preceding vehicle 10A; second recognition processing S106 for recognizing an automatic traveling vehicle 10 which enters the intersection area E1 after the preceding vehicle 10A enters the area, as a subsequent vehicle 10B; first control processing S121, S122 for stopping the subsequent vehicle 10B at a stop point P3 until the preceding vehicle 10A exits an intersection J; first determination processing S126, S127 for, when a second communication part 22 receives stop position information of the preceding vehicle 10A, based on the stop position information and vehicle dimension, determining propriety of entry of the subsequent vehicle 10B to the intersection J; and second control processing S132 for, when it is determined that the subsequent vehicle 10B can enter the intersection J in the first determination processing S126, S127, permitting entry to the intersection J to the subsequent vehicle 10B.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a travel management system.

  Patent Document 1 discloses a conventional travel management system. This travel management system includes a plurality of automatic traveling vehicles traveling on a preset traveling route, and a radio base station as a management device that manages the traveling of each automatic traveling vehicle.

  Each automatic traveling vehicle holds in-route intersection information indicating the situation of the intersection included in the traveling route. The radio base station holds intersection management information indicating the entry / exit status of the autonomous vehicle with respect to the intersection.

  When the autonomous vehicle reaches before the intersection, communication is transmitted and received between the autonomous vehicle and the radio base station. Thereby, the radio base station updates the intersection management information, and determines whether or not an automatic traveling vehicle can enter the intersection based on the updated intersection management information. Along with this, transmission / reception of communication is performed again between the autonomous vehicle and the radio base station. Thus, the automatic traveling vehicle recognizes the determination result of whether or not the vehicle can enter, and enters the intersection based on the determination result or waits at the intersection.

  Even after the autonomous vehicle enters the intersection or waits at the intersection and after the autonomous vehicle leaves the intersection, communication is transmitted and received between the autonomous vehicle and the radio base station. Each time, the radio base station updates the intersection management information.

  In other words, when a plurality of automatic traveling vehicles try to enter the same intersection, the radio base station permits the automatic traveling vehicle that has reached the earliest before the intersection, that is, the preceding vehicle to enter the intersection, The automatic traveling vehicle that has arrived after the preceding vehicle before the intersection, that is, the succeeding vehicle, is made to wait before the intersection until the preceding vehicle leaves the intersection. Thus, in this travel management system, the collision of automated traveling vehicles at the intersection is prevented.

JP 2006-293588 A

  However, in the above-described conventional travel management system, for example, an abnormality occurs in the vehicle itself or an obstacle exists in the vicinity of the vehicle while the preceding vehicle permitted to enter the intersection passes through the intersection. For example, a situation may occur in which the preceding vehicle stops. And when such a situation occurs, even if the preceding vehicle does not block the inside of the intersection, more specifically, the area through which the subsequent vehicle entering the intersection will pass, Even if the following vehicle can pass through the intersection without being obstructed by the stopping preceding vehicle because it does not overlap with the area occupied by the preceding vehicle that stops at A traveling vehicle remains waiting in front of the intersection. For this reason, in this travel management system, the period during which the following vehicle is stopped becomes longer, and the chances that each automatically traveling vehicle can travel decreases, so it may be difficult to efficiently drive a plurality of automatically traveling vehicles. .

  The present invention has been made in view of the above-described conventional situation, and an object to be solved is to provide a travel management system capable of efficiently traveling a plurality of automatic traveling vehicles.

The travel management system of the present invention is a travel management system comprising a plurality of automatic travel vehicles that travel on a preset travel route, and a management device that manages the travel of each of the automatic travel vehicles,
The travel route includes a plurality of roads, an intersection formed by the intersection of at least two of the roads, an intersection area set in a part of the road including the intersection, and the intersection area. And a stop point set in front of the intersection,
Each of the automatic traveling vehicles has a first communication unit that performs transmission and reception of communication with the management device,
The first communication unit performs a first transmission process of transmitting stop position information to the management device if the autonomous vehicle stops within the intersection area,
The said management apparatus memorize | stores the vehicle dimension of each said autonomous vehicle, the 2nd communication part which performs transmission / reception of communication between the control part which performs driving | running | working control of each said autonomous vehicle, and said 1st communication part. A storage unit;
The control unit is a first authorization process for authorizing the autonomous vehicle that has entered the intersection area first as a preceding vehicle;
A second authorization process for authorizing the autonomous vehicle that has entered the intersection area after the preceding vehicle as a following vehicle;
A first control process for stopping the following vehicle at the stop point until the preceding vehicle leaves the intersection;
When the second communication unit receives the stop position information of the preceding vehicle, a first determination process for determining whether the following vehicle can enter the intersection based on the stop position information and the vehicle dimensions. When,
When it is determined in the first determination process that the following vehicle can enter the intersection, a second control process for permitting the following vehicle to enter the intersection is performed.

  In the travel management system of the present invention, the travel route includes a traffic path, an intersection, an intersection area, and a stop point. And the 1st communication part of each automatic traveling vehicle performs a 1st transmission process, and the control part of a management device performs the 1st certification process, the 2nd certification process, the 1st control process, the 1st judgment process, and the 2nd control process. Do. Thereby, even when the preceding vehicle stops in the intersection area including the intersection, the following vehicle can pass through the intersection under a specific condition. As a result, the period during which the following vehicle stops can be shortened, and as a result, the chances that each autonomous vehicle can travel can be increased.

  Therefore, according to the travel management system of the present invention, it is possible to efficiently drive a plurality of automatic traveling vehicles.

  The travel route preferably includes an entry point set at an entrance approaching an intersection on each road and an exit point set at an exit spaced from the intersection on each road. It is desirable that the intersection area is set in a range from an entry point to an exit point on each traffic path. It is desirable that the stop point is set between the entry point and the intersection on each traffic route. The first communication unit transmits second entry information to the management device when the automatic traveling vehicle reaches the entry point, and transmits third information to the management device when the automatic traveling vehicle reaches the departure point. It is desirable to perform transmission processing. Then, in the first authorization process, the control unit authorizes the automatic traveling vehicle that transmitted the entry information first as a preceding vehicle, and in the second authorization process, the automatic traveling vehicle that transmitted the entry information after the preceding vehicle. In the first control process, it is desirable to stop the succeeding vehicle at the stop point until the second communication unit receives the exit information of the preceding vehicle. With such a specific configuration, the control unit of the management apparatus can more effectively perform the first authorization process, the second authorization process, the first control process, the first determination process, and the second control process.

  In the second control process, the control unit desirably performs a third control process for prohibiting the preceding vehicle from traveling in advance when allowing the following vehicle to enter the intersection. In this case, it is possible to prevent the preceding vehicle from resuming traveling unexpectedly when the succeeding vehicle is traveling at the intersection by the second control process.

  The first communication unit preferably performs a fourth transmission process of transmitting stop reason information to the management device when the autonomous vehicle stops within the intersection area. In the second determination process and the second determination process, the control unit determines whether the preceding vehicle can move forward or backward based on the stop reason information when the succeeding vehicle stops at the stop point by the first control process. When it is determined that the preceding vehicle can move forward or backward, after allowing the following vehicle to move forward or backward to a position where the following vehicle can enter the intersection, the following vehicle is allowed to enter the intersection. It is desirable to perform the fourth control process. For example, if the stop reason information is information indicating that an obstacle exists in the vicinity of the vehicle, it is considered that the preceding vehicle can move forward or backward so as to avoid the obstacle. In such a case, the period during which the following vehicle stops can be further shortened by moving the preceding vehicle forward or backward to a position where the following vehicle can enter the intersection.

  The travel management system of the present invention can efficiently drive a plurality of automatic traveling vehicles.

FIG. 1 is a schematic plan view showing an outline of the travel management system of the embodiment. FIG. 2 is a block diagram showing the relationship between the automatic guided vehicle and the management device. FIG. 3 is a schematic plan view showing a traffic path, an intersection, an entry point, an exit point, a stop point, and an intersection area. FIG. 4 is a flowchart of a control program executed by the management device when the self-propelled vehicle enters the intersection. FIG. 5 is a flowchart of a control program executed by the management apparatus when the preceding vehicle and the following vehicle are authorized. FIG. 6 is a flowchart of a processing program executed by the automated guided vehicle entering the intersection. FIG. 7 is a flowchart of a processing program executed by the automated guided vehicle entering the intersection. FIG. 8 is a schematic plan view for explaining processing performed between the preceding vehicle and the following vehicle and the management device. FIG. 9 is a schematic plan view for explaining processing performed between the preceding vehicle and the following vehicle and the management device. FIG. 10 is a schematic plan view for explaining processing performed between the preceding vehicle and the following vehicle and the management device. FIG. 11 is a schematic plan view for explaining processing performed between the preceding vehicle and the following vehicle and the management device. FIG. 12 is a schematic plan view for explaining processing performed between the preceding vehicle and the following vehicle and the management device. FIG. 13 is a schematic plan view for explaining processing performed between the preceding vehicle and the following vehicle and the management device. FIG. 14 is a schematic plan view for explaining processing performed between the preceding vehicle and the following vehicle and the management device. FIG. 15 is a schematic plan view for explaining processing performed between the preceding vehicle and the following vehicle and the management device. FIG. 16 is a schematic plan view for explaining processing performed between the preceding vehicle and the following vehicle and the management device. FIG. 17 is a schematic plan view illustrating processing performed between the preceding vehicle and the following vehicle and the management device.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings.

(Example)
As shown in FIG. 1, the travel management system 1 of an Example is an example of the specific aspect of the travel management system of this invention. As shown in FIGS. 1 and 2, the travel management system 1 includes a plurality of automatic guided vehicles 10 and a management device 20. As shown in FIG. 1, the travel management system 1 is configured such that, for example, indoors or outdoors in a factory, each unmanned vehicle travels in a travel area 9 provided around a production line and a storage area, and around a logistics port and a warehouse. The transport vehicle 10 is managed by the management device 20.

<Configuration of roads, intersections and travel routes>
The traveling area 9 is provided with a plurality of traffic paths. In this embodiment, for convenience of explanation, a plurality of traffic paths A, B, C, D, a, b, c, and d are arranged in a grid pattern in the travel area 9. The four passages A to D extend in the left-right direction on the paper surface of FIG. The four passages a to d extend in the vertical direction on the paper surface of FIG.

  Each of the traffic paths A to D and a to d forms a plurality of intersections J by arbitrary two intersections. As a specific example, the traffic path A and the traffic path b intersect to form an intersection J (Ab). The traffic path C and the traffic path b intersect to form an intersection J (Cb). The traffic path C and the traffic path c intersect to form an intersection J (Cc). The automatic guided vehicle 10 can go straight, turn right, and turn left at each intersection J.

  In FIG. 1, each of the traffic paths A to D and a to d is illustrated with lines, but actually, as illustrated with a virtual line in FIG. 3, each of the traffic paths A to D and a to d has a horizontal width. Is set larger than the vehicle length and the vehicle width of each automatic guided vehicle 10 and extends substantially in a belt shape. In FIG. 1, each intersection J is illustrated by a point. Actually, as indicated by a virtual line in FIG. 3, each intersection J corresponds to each of the traffic paths A to D and a to d extending in a belt shape. Is a substantially rectangular region formed by intersecting. 1 and 3, each of the traffic paths A to D and a to d is illustrated by a straight line, but in actuality, each of the traffic paths may be curved or bent in an S shape. In FIG. 3, the periphery of the intersection J (Cb) shown in FIG. 1 is shown enlarged. FIG. 8 to FIG. 17 shown later are the same as FIG.

  Although illustration is omitted, on a specific one of the traffic paths A to D and a to d, a loading position for loading an article on the automatic guided vehicle 10 and an article loaded on the automatic guided vehicle 10 A loading / unloading position for loading / unloading is set.

  In the travel area 9, a travel route on which each automatic guided vehicle 10 travels is set in advance. The travel route is formed by arbitrarily selecting a section between the intersections J in each of the traffic paths A to D and a to d and combining them so that they are continuous. As a specific example, the traveling route of the automated guided vehicle 10 (10A) shown in FIG. 1 goes straight to the right from the left end of the traffic route C, passes through the intersection J (Cb), and turns upward at the intersection J (Cc). It is set to the route that goes straight on. Further, the traveling route of the automated guided vehicle 10 (10B) shown in FIG. 1 goes straight upward from the lower end of the traffic route b, passes through the intersection J (Cb), turns at the intersection J (Ab), and goes straight to the right. Set to root.

  As shown in FIG. 3, the travel route is set including an entry point P1, an exit point P2, a stop point P3, and an intersection area E1. Note that FIG. 3 illustrates the setting when the intersection J (Cb) goes straight to the right. However, when the intersection J (Cb) is turned left or right, or passes through the intersection J (Cb) in the reverse direction. In some cases, the entry point P1, the exit point P2, the stop point P3, and the intersection area E1 are appropriately set according to them. In addition, the entry point P1, the exit point P2, the stop point P3, and the intersection area E1 are similarly set in the vicinity of each intersection J other than the intersection J (Cb) illustrated in FIG.

  When the automated guided vehicle 10 goes straight to the right at the intersection J (Cb), the entry point P1 is an entrance that approaches the intersection J (Cb) on the traffic route C, that is, the intersection J (Cb) on the traffic route C. It is set at a position shifted to the left from the substantially rectangular area. The exit point P2 is an exit away from the intersection J (Cb) on the traffic path C, that is, a position shifted to the right from the substantially rectangular area that is the intersection J (Cb) on the traffic path C. The rear end of the automatic guided vehicle 10 is set at a position away from the intersection J (Cb) in a state in which a later-described sensor 16 of the transport vehicle 10 has reached directly above the exit point P2. The stop point P3 does not interfere with the automatic guided vehicle 10 traveling on the other traffic path b between the entry point P1 and the intersection J (Cb) on the traffic path C, that is, on the traffic path C, the intersection J ( The position is shifted to the left from the substantially rectangular area Cb) and is shifted to the right from the entry point P1. The intersection area E1 is set in a range extending in a belt shape from the entry point P1 to the exit point P2 on the traffic path C.

  It should be noted that in each of the traffic paths A to D and a to d, a detection target (not shown) such as a magnetic marker is provided at a position corresponding to the loading position, the loading / unloading position, the entry point P1, the exit point P2, and the stop point P3. Members are installed. The detected member is for recognizing that the automatic guided vehicle 10 has reached the loading position, the loading / unloading position, the entry point P1, the exit point P2 or the stop point P3.

<Configuration of automated guided vehicle>
As shown in FIG. 1, each automatic guided vehicle 10 is an automatic traveling vehicle that travels by a motor (not shown) driven by battery power in this embodiment. Each automatic guided vehicle 10 includes a loading platform (not shown) for loading articles and a transfer mechanism (not shown) for loading and unloading articles. Each automatic guided vehicle 10 moves between the production line and the storage area inside the factory, carries out operations such as carrying in parts and carrying out the finished product, and goes back and forth between the distribution port and warehouse outside the factory to carry out goods. , Carry in and store. As shown in FIG. 2, each automatic guided vehicle 10 includes a vehicle control unit 15, a sensor 16, and a first communication unit 11.

  The vehicle control unit 15 is an arithmetic processing unit configured by a CPU, a ROM, a RAM, and the like. The vehicle control unit 15 controls each part such as a drive system of the automatic guided vehicle 10 to automatically run the automatic guided vehicle 10. In addition, the vehicle control unit 15 stores in advance information on the travel route and information on each of the roads A to D, a to d, and each intersection J. Furthermore, the vehicle control unit 15 executes the processing program shown in FIGS. Note that the vehicle control unit 15 may perform the following processing, for example, instead of storing information related to the intersection J and the like in advance. Marks in which information related to intersections J and the like are set are arranged at various locations on the floor surface of the travel area 9. Then, when the automated guided vehicle 10 passes near the mark, the vehicle control unit 15 acquires information on the intersection J and the like from the mark and uses it for controlling the automated guided vehicle 10.

  As shown in FIG. 2, the sensor 16 is provided so as to protrude downward from the lower surface of the front end portion of the automatic guided vehicle 10 in this embodiment. The sensor 16 detects the member to be detected and transmits a detection signal to the vehicle control unit 15 by reaching directly above the place where the member to be detected described above is installed on each of the traffic paths A to D and a to d. To do. The installation position of the sensor 16 is not limited to the front end portion of the automatic guided vehicle 10 and may be installed at any position as long as the detected member can be detected.

  The first communication unit 11 is controlled by the vehicle control unit 15 to perform transmission / reception of wireless communication with the management device 20. Specifically, when the detection signal of the sensor 16 is transmitted to the vehicle control unit 15, the vehicle control unit 15 selects the loading position, the loading / unloading position, the entry point P1, the exit point P2 or the like based on the detection signal. It is recognized that the automatic guided vehicle 10 has reached the stop point P3. Further, when an abnormality occurs in the vehicle itself or when it is detected that an obstacle exists in the vicinity of the vehicle, the vehicle control unit 15 stops the control of the drive system and abnormally stops the automatic guided vehicle 10. In these cases, the vehicle control unit 15 transmits information related to the current position of the automatic guided vehicle 10 to the management device 20 by the first communication unit 11.

  Specifically, when the vehicle control unit 15 recognizes that the automatic guided vehicle 10 has reached the entry point P1 based on the detection signal of the sensor 16, the first communication unit 11 indicates that “the automatic guided vehicle 10 is the entry point. Incoming information indicating that “P1 has been reached” is transmitted to the management device 20. The approach information means that the automated guided vehicle 10 has entered the intersection area E1. This transmission process is a process of step S202 shown in FIG.

  Further, when the vehicle control unit 15 recognizes that the automatic guided vehicle 10 has reached the exit point P2 based on the detection signal of the sensor 16, the first communication unit 11 indicates that “the automatic guided vehicle 10 has reached the exit point P2. Is sent to the management device 20. The leaving information means that the automated guided vehicle 10 has left the intersection J. This transmission process is a process of steps S208 and S225 shown in FIG.

  Further, when the vehicle control unit 15 recognizes that the automatic guided vehicle 10 has stopped in the intersection area E1 based on the detection signal of the sensor 16 or the abnormal stop of the automatic guided vehicle 10, the first communication unit 11 Stop position information having a content indicating “where in the intersection area E1 the automatic guided vehicle 10 has stopped” is transmitted to the management device 20. This transmission process is a process of step S210 shown in FIG.

  Further, when the vehicle control unit 15 recognizes that the automatic guided vehicle 10 has stopped in the intersection area E1 based on the detection signal of the sensor 16 or the abnormal stop of the automatic guided vehicle 10, the first communication unit 11 Stop reason information with a content indicating “whether the automated guided vehicle 10 has stopped in the intersection area E1” is transmitted to the management device 20. Here, the reason for stopping is, for example, a reason such as “an abnormality has occurred in the vehicle itself” or “an obstacle exists in the vicinity of the vehicle”. This transmission process is a process of step S211 shown in FIG.

<Configuration of management device>
As shown in FIG. 1, the management device 20 is installed in the travel area 9 in this embodiment. The management device 20 can also be installed outside the traveling area 9 as long as wireless communication can be transmitted and received with the first communication unit 11 of each automatic guided vehicle 10. In this embodiment, the management device 20 is a known information terminal such as a personal computer. As illustrated in FIG. 2, the management device 20 includes a control unit 25, a storage unit 27, and a second communication unit 22.

  The control unit 25 is an arithmetic processing unit configured by a CPU, a ROM, a RAM, and the like. The control unit 25 executes a control program or the like shown in FIGS. 4 and 5 and performs traveling control of each automatic guided vehicle 10.

  The storage unit 27 stores detailed information on each automated guided vehicle 10, detailed information on travel routes, and detailed information on each of the traffic routes A to D, a to d, and each intersection J. In the present embodiment, the storage unit 27 stores the vehicle dimensions of each automatic guided vehicle 10, for example, the vehicle length and the vehicle width.

  The 2nd communication part 22 is controlled by the control part 25, and transmits / receives radio | wireless communication between the 1st communication parts 11 of each automatic guided vehicle 10. FIG. Specifically, the second communication unit 22 is controlled as needed by the control unit 25 and performs polling communication with each automatic guided vehicle 10. In the polling communication, the second communication unit 22 periodically inquires each automatic guided vehicle 10 in order, and when a certain automatic guided vehicle 10 satisfies a certain condition, the second communication unit 22 relates to the automatic guided vehicle 10. Send / receive and process. Through such polling communication, the control unit 25 acquires various information indicating the current position, traveling state, and the like of each automatic guided vehicle 10 at any time, and updates control information stored therein.

<Driving control when two automated guided vehicles enter before and after an intersection>
In the travel management system 1 according to the embodiment, when two automated guided vehicles 10 enter and leave the intersection J, the control unit 25 of the management device 20 executes the control program shown in FIGS. While performing the process of the traveling control with respect to those automatic guided vehicles 10, the vehicle control part 15 of those automatic guided vehicles 10 executes the processing program shown in FIG.6 and FIG.7, and respond | corresponds to the instruction | command of the control part 25 Run. In the following description, as shown in FIG. 3 and FIGS. 8 to 17, two automatic guided vehicles 10 (10 </ b> A and 10 </ b> B) entering before and after an intersection J (Cb) will be described as an example.

  The control part 25 of the management apparatus 20 will execute the control program shown in FIG. 4, if the traveling control of each automatic guided vehicle 10 is started. Moreover, the vehicle control part 15 of each automatic guided vehicle 10 will execute the processing program shown in FIG.6 and FIG.7, if driving | running | working is started.

  As illustrated in FIG. 4, if the entry information is transmitted from any one of each automatic guided vehicle 10 in step S <b> 101, the control unit 25 receives the entry information. Then, the process proceeds to step S102.

  As shown in FIG. 6, when the vehicle control unit 15 of each automatic guided vehicle 10 recognizes that the vehicle has reached the entry point P1 based on the detection signal of the sensor 16 in step S201, the vehicle control unit 15 proceeds to step S202. After the first communication unit 11 transmits the entry information to the second communication unit 22 of the management device 20, the process proceeds to step S203. Step S202 is an example of the “second transmission process” in the present invention.

  Specifically, as shown in FIG. 3, the automatic guided vehicle 10 (10A) traveling rightward on the traffic path C and the automatic guided vehicle 10 (10B) traveling upward on the traffic path b are crossing J (Cb ) Is about to enter. And as shown in FIG. 8, the automatic guided vehicle 10 (10A) will transmit approach information, when it arrives at the approach point P1 first. Then, as shown in FIG. 9, when the automatic guided vehicle 10 (10B) reaches the entry point P1 later than the automatic guided vehicle 10 (10A), it transmits the entry information.

  As shown in FIG. 4, when the control unit 25 of the management device 20 proceeds to step S <b> 102, the control unit 25 confirms the current position information of the automatic guided vehicle 10 that transmitted the entry information, and the intersection J ( Check the status of Cb).

  Next, the control unit 25 proceeds to step S103 and determines whether or not the automatic guided vehicle 10 enters the intersection J (Cb) first. Specifically, when the control unit 25 receives the entry information of the automated guided vehicle 10 (10A) in step S101, “Yes” is determined in step S103, and the process proceeds to step S104. On the other hand, when the control unit 25 receives the entry information of the automatic guided vehicle 10 (10B) in step S101, the determination result is “No” in step S103, and the process proceeds to step S106.

  When the control unit 25 proceeds from step S103 to step S104, the automatic guided vehicle 10 (10A) is recognized as the preceding vehicle 10A. Step S104 is an example of the “first authorization process” in the present invention. And the control part 25 transfers to step S105, and the 2nd communication part 22 transmits the instruction | command which permits approach to intersection J (Cb) with respect to 10 A of preceding vehicles. And the control part 25 repeats from step S101, after complete | finishing the control program shown in FIG.

  On the other hand, the control part 25 will recognize the automatic guided vehicle 10 (10B) as the following vehicle 10B, if it transfers to step S106 from step S103. Step S106 is an example of the “second authorization process” in the present invention. And the control part 25 transfers to step S107, and the 2nd communication part 22 transmits the instruction | command to stop at the stop point P3 before the intersection J (Cb) with respect to the following vehicle 10B. And the control part 25 repeats from step S101, after complete | finishing the control program shown in FIG.

  As shown in FIG. 6, the vehicle control unit 15 of each automatic guided vehicle 10 determines whether or not the vehicle is recognized as a preceding vehicle when the process proceeds to step S <b> 203. Specifically, since the vehicle control unit 15 of the automatic guided vehicle 10 (10A) is recognized as the preceding vehicle 10A as described above, “Yes” is determined in step S203, and the process proceeds to step S204. On the other hand, since the vehicle control unit 15 of the automatic guided vehicle 10 (10B) is recognized as the following vehicle 10B as described above, “No” is determined in Step S203, and the process proceeds to Step S221.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S203 to step S204, the vehicle control unit 15 determines whether the preceding vehicle 10A can enter the intersection J (Cb). If the first communication unit 11 of the preceding vehicle 10A has received a command for permitting entry into the intersection J (Cb) transmitted by the control unit 25 of the management device 20 in step S105 of FIG. 4, "Yes" is obtained in step S204. The process proceeds to step S206. On the other hand, if the first communication unit 11 of the preceding vehicle 10A has not received a command to permit entry into the intersection J (Cb), “No” is determined in step S204, and the process proceeds to step S205. In step S205, the motor is controlled so that the preceding vehicle 10A stops at the stop point P3, and step S204 is performed until the first communication unit 11 of the preceding vehicle 10A receives a command to permit entry into the intersection J (Cb). , S205 is repeated.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S204 to step S206, the vehicle control unit 15 controls the motor so that the preceding vehicle 10A enters the intersection J (Cb) beyond the stop point P3. Then, the process proceeds to step S207. FIG. 9 shows the preceding vehicle 10A passing through the intersection J (Cb).

  As shown in FIG. 6, the vehicle control unit 15 of the preceding vehicle 10A determines whether or not the preceding vehicle 10A has reached the exit point P2 when the process proceeds to step S207. When the vehicle control unit 15 of the preceding vehicle 10A recognizes that the preceding vehicle 10A has reached the exit point P2 based on the detection signal of the sensor 16, "Yes" is determined in step S207, and the process proceeds to step S208. FIG. 10 shows the preceding vehicle 10A that has reached the exit point P2. On the other hand, if the vehicle control unit 15 of the preceding vehicle 10A does not recognize that the preceding vehicle 10A has reached the exit point P2, the result is “No” in step S207 as shown in FIG. 6, and the process proceeds to step S209.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S207 to step S208, the first communication unit 11 of the preceding vehicle 10A transmits exit information to the second communication unit 22 of the management device 20. Then, the processing program shown in FIGS. 6 and 7 is terminated. Step S208 is an example of the “third transmission process” in the present invention.

  On the other hand, when the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S207 to step S209, it determines whether or not the preceding vehicle 10A has stopped in the intersection area E1. When the vehicle control unit 15 of the preceding vehicle 10A recognizes that the preceding vehicle 10A has stopped in the intersection area E1 based on the detection signal of the sensor 16, the abnormal stop of the automatic guided vehicle 10, or the like, “Yes” in step S209. Thus, the process proceeds to step S210 shown in FIG. On the other hand, if the vehicle control unit 15 of the preceding vehicle 10A does not recognize that the preceding vehicle 10A has stopped in the intersection area E1, “No” is determined in step S209, and the process returns to step S207 illustrated in FIG. FIGS. 12 to 14 and 16 show the preceding vehicle stopped in the intersection area E1 by detecting that the abnormality G1 occurs in the vehicle itself or that the obstacles G2 and G3 exist in the vicinity of the vehicle. 10A is shown.

  When the vehicle control unit 15 of the preceding vehicle 10A shifts from step S209 illustrated in FIG. 6 to step S210 illustrated in FIG. 7, the first communication unit 11 of the preceding vehicle 10A directs toward the second communication unit 22 of the management device 20. Send stop position information. Step S210 is an example of the “first transmission process” in the present invention.

  Next, when the vehicle control unit 15 of the preceding vehicle 10A proceeds to step S211, the first communication unit 11 of the preceding vehicle 10A transmits stop reason information to the second communication unit 22 of the management device 20. Step S211 is an example of the “fourth transmission process” in the present invention.

  The processing of steps S212 to S215 illustrated in FIG. 7 will be described later.

  When the preceding vehicle 10A and the succeeding vehicle 10B are recognized in the control program shown in FIG. 4, the control unit 25 of the management device 20 executes the control program shown in FIG.

  In step S121, the control unit 25 determines whether or not the exit information of the preceding vehicle 10A has been received. When the preceding vehicle 10A reaches the exit point P2, the exit information of the preceding vehicle 10A is transmitted in step S208 shown in FIG. 6, so “Yes” in step S121, and the process proceeds to step S132. On the other hand, if the preceding vehicle 10A has not reached the exit point P2, as shown in FIG. 5, “No” is determined in step S121, and the process proceeds to step S122.

  When the control unit 25 proceeds from step S121 to step S132, the second communication unit 22 transmits a command for permitting entry into the intersection J (Cb) to the following vehicle 10B. And the control part 25 complete | finishes the control program shown in FIG.

  When the control unit 25 proceeds from step S121 to step S122, it determines whether or not stop position information and stop reason information of the preceding vehicle 10A have been received. When the control unit 25 receives the stop position information and the stop reason information of the preceding vehicle 10A transmitted in steps S210 and S211 shown in FIG. 7, the control unit 25 becomes “Yes” in step S122 as shown in FIG. Migrate to On the other hand, when the control unit 25 does not receive the stop position information and the stop reason information of the preceding vehicle 10A, “No” is determined in step S122, and the process returns to step S121.

 Steps S121 and S122 are an example of the “first control process” in the present invention. The processing of steps S123 to S131 is related to the processing of steps S212 to S215 shown in FIG.

  As shown in FIG. 6, the vehicle control unit 15 of the succeeding vehicle 10B controls the motor so that the succeeding vehicle 10B stops at the stop point P3 when the process proceeds from step S203 to step S221. Then, the process proceeds to step S222, and it is determined whether or not the succeeding vehicle 10B can enter the intersection J (Cb). If the first communication unit 11 of the succeeding vehicle 10B has received a command for permitting entry into the intersection J (Cb) transmitted in step S132 of FIG. 5 by the control unit 25 of the management apparatus 20, “Yes” is obtained in step S222. The process proceeds to step S223. On the other hand, if the first communication unit 11 of the following vehicle 10B has not received a command to permit entry into the intersection J (Cb), “No” is determined in step S222. The vehicle control unit 15 of the following vehicle 10B repeats Step S222 until the first communication unit 11 of the following vehicle 10B receives a command to permit entry into the intersection J (Cb). FIG. 9 shows a state in which the following vehicle 10B that has not received a command to permit entry into the intersection J (Cb) stops at the stop point P3 because the preceding vehicle 10A is passing through the intersection J (Cb).

  As shown in FIG. 6, the vehicle control unit 15 of the succeeding vehicle 10B controls the motor so that the succeeding vehicle 10B enters the intersection J (Cb) beyond the stop point P3 when the process proceeds from step S222 to step S223. . Then, the process proceeds to step S224. FIG. 10 shows that the preceding vehicle 10A is permitted to enter the intersection J (Cb) from the management device 20 when the preceding vehicle 10A has reached the exit point P2, and is going to start from the stop point P3 toward the intersection J (Cb). Is shown. FIG. 11 shows the following vehicle 10B passing through the intersection J (Cb) after the preceding vehicle 10A has passed the exit point P2.

  As shown in FIG. 6, the vehicle control unit 15 of the following vehicle 10B determines whether or not the following vehicle 10B has reached the exit point P2 when the process proceeds to step S224. When the vehicle control unit 15 of the following vehicle 10B recognizes that the following vehicle 10B has reached the exit point P2 based on the detection signal of the sensor 16, "Yes" is determined in step S224, and the process proceeds to step S225. On the other hand, if the vehicle control unit 15 of the following vehicle 10B does not recognize that the following vehicle 10B has reached the exit point P2, “No” is determined in step S224, and the following steps are performed until the following vehicle 10B reaches the exit point P2. Repeat S224.

  When the vehicle control unit 15 of the following vehicle 10B proceeds from step S224 to step S225, the first communication unit 11 of the following vehicle 10B transmits exit information to the second communication unit 22 of the management device 20. Then, the processing program shown in FIGS. 6 and 7 is terminated. Step S225 is also an example of the “third transmission process” in the present invention.

  In this embodiment, an abnormality G1 occurs in the vehicle itself as shown in FIG. 12, or the presence of obstacles G2 and G3 in the vicinity of the vehicle is detected as shown in FIGS. Thus, even when the preceding vehicle 10A stops in the intersection area E1, the control unit 25 of the management device 20 and the vehicle control unit 15 of the preceding vehicle 10A execute a process described below, thereby Under the conditions, the succeeding vehicle 10B can pass through the intersection J (Cb) as shown in FIGS.

  As described above, when the preceding vehicle 10A stops in the intersection area E1, the vehicle control unit 15 of the preceding vehicle 10A stops in step S210 by the first communication unit 11 of the preceding vehicle 10A as shown in FIG. After the position information is transmitted and the stop reason information is transmitted in step S211, a command from the control unit 25 of the management apparatus 20 is awaited. Then, as illustrated in FIG. 5, the control unit 25 of the management device 20 determines “Yes” in Step S122, moves to Step S123, and determines that the preceding vehicle 10A has stopped in the intersection area E1.

  Next, the control unit 25 proceeds to step S124 and acquires the stop position of the preceding vehicle 10A from the received stop position information.

  Next, the control unit 25 proceeds to step S125, and acquires the vehicle dimensions of the preceding vehicle 10A and the following vehicle 10B from the storage unit 27 of the management device 20. In the present embodiment, the control unit 25 acquires the vehicle length and vehicle width of the preceding vehicle 10A and the vehicle length and vehicle width of the following vehicle 10B.

  Next, the control unit 25 proceeds to Step S126, and based on the stop position of the preceding vehicle 10A, the vehicle length and vehicle width of the preceding vehicle 10A, and the vehicle length and vehicle width of the following vehicle 10B, It calculates whether or not it is possible to enter the intersection J (Cb) at 10B.

  Next, the control unit 25 proceeds to step S127 and determines whether or not the succeeding vehicle 10B can enter the intersection J (Cb). If the succeeding vehicle 10B can enter the intersection J (Cb) from the calculation result of step S126, the control unit 25 becomes “Yes” in step S127, and proceeds to step S131. On the other hand, if the following vehicle 10B cannot enter the intersection J (Cb) from the calculation result of step S126, the control unit 25 becomes “No” in step S127, and proceeds to step S128. Steps S126 and S127 are an example of the “first determination process” in the present invention.

  In the example of FIG. 12, the control unit 25 recognizes that the front end of the preceding vehicle 10A is positioned to the left of the left side surface of the following vehicle 10B by the calculation process. Therefore, “Yes” is obtained in step S127. On the other hand, in the example of FIG. 14, the control unit 25 recognizes that the front end and the rear end of the preceding vehicle 10A are located in the intersection J (Cb) and blocks the front of the following vehicle 10B by the arithmetic processing. . For this reason, it becomes "No" in step S127. In the example of FIG. 16, the control unit 25 recognizes that the rear end of the preceding vehicle 10A is located in the intersection J (Cb) and closes the front of the following vehicle 10B by the arithmetic processing. For this reason, it becomes "No" in step S127.

  As illustrated in FIG. 5, when the control unit 25 proceeds from step S127 to step S131, the second communication unit 22 transmits a travel prohibition command to the preceding vehicle 10A. Step S131 is an example of the “third control process” in the present invention. And the control part 25 transfers to step S132, and transmits the instruction | command which permits approach to intersection J (Cb) with respect to the following vehicle 10B by the 2nd communication part 22. FIG. Then, the control program shown in FIG. Step S132 via step S123 and the like is an example of the “second control process” in the present invention.

  On the other hand, when the control unit 25 proceeds from step S127 to step S128, the control unit 25 acquires the stop reason of the preceding vehicle 10A from the received stop reason information.

  Next, the control part 25 transfers to step S129, and judges whether the preceding vehicle 10A acquired the stop reason which can advance or reverse. As shown in the example of FIG. 12, when the reason for the stop is an abnormality G1 or the like that has occurred in the vehicle itself, the control unit 25 has a high possibility that the preceding vehicle 10A cannot self-propell, and therefore “No” in step S129. Thus, the control program shown in FIG. 5 is terminated. Then, an abnormality recovery operation for the preceding vehicle 10A is performed separately.

  On the other hand, as shown in the example of FIGS. 14 and 16, when the reason for the stop is the obstacles G2, G3, etc., the control unit 25 is considered that the preceding vehicle 10A can move forward or backward. Yes "and the process proceeds to step S130.

  Steps S128 and S129 are an example of the “second determination process” in the present invention.

  When the control unit 25 proceeds from step S129 to step S130, the second communication unit 22 transmits a command to advance or retract the preceding vehicle 10A to a position where the succeeding vehicle 10B can enter the intersection J (Cb). . When the reason for the stop is the obstacle G2 shown in FIG. 14, the control unit 25, as shown in FIG. 15, until the front end of the preceding vehicle 10 </ b> A is positioned to the left of the left side surface of the following vehicle 10 </ b> B, A command to reverse the preceding vehicle 10A is transmitted. When the reason for the stop is the obstacle G3 shown in FIG. 16, the control unit 25, as shown in FIG. 17, until the rear end of the preceding vehicle 10 </ b> A is positioned to the right of the right side surface of the following vehicle 10 </ b> B. Then, a command to advance the preceding vehicle 10A is transmitted.

  Next, the control part 25 transfers to step S131, and transmits the driving | running | working prohibition instruction | indication with respect to 10 A of preceding vehicles by the 2nd communication part 22. FIG. And the control part 25 transfers to step S132, and transmits the instruction | command which permits approach to intersection J (Cb) with respect to the following vehicle 10B by the 2nd communication part 22. FIG. Then, the control program shown in FIG.

  Steps S130 and S132 are an example of the “fourth control process” in the present invention.

  As shown in FIG. 7, the vehicle control unit 15 of the preceding vehicle 10 </ b> A waiting for a command from the control unit 25 of the management device 20 determines whether or not a forward or reverse command has been received in step S <b> 212. When the first communication unit 11 of the preceding vehicle 10A receives a command from the control unit 25 of the management device 20 to move forward or backward to a position where the succeeding vehicle 10B can enter the intersection J (Cb), “Yes” in step S212. ”And the process proceeds to step S213. On the other hand, when the first communication unit 11 of the preceding vehicle 10A does not receive the forward or backward command from the control unit 25 of the management device 20, the result is “No” in Step S212, and the process proceeds to Step S214.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S212 to step S213, the vehicle control unit 15 controls the motor so that the preceding vehicle 10A moves forward or backward to a position where the succeeding vehicle 10B can enter the intersection J (Cb). To control the motor. Then, the process proceeds to step S214.

  As shown in FIG. 14, when the preceding vehicle 10A is stopped by the obstacle G2, the vehicle control unit 15 of the preceding vehicle 10A moves the preceding vehicle 10A backward to the position shown in FIG. Open the front. As shown in FIG. 16, when the preceding vehicle 10A is stopped by the obstacle G3, the vehicle control unit 15 of the preceding vehicle 10A advances the preceding vehicle 10A to the position shown in FIG. Open the front.

  When the vehicle control unit 15 of the preceding vehicle 10A proceeds from step S212 or step S213 to step S214, the vehicle control unit 15 determines whether or not a travel prohibition command has been received. When the first communication unit 11 of the preceding vehicle 10A receives a travel prohibition command from the control unit 25 of the management device 20, the result is “Yes” in step S214, and the process proceeds to step S215. On the other hand, if the first communication unit 11 of the preceding vehicle 10A does not receive a travel prohibition command from the control unit 25 of the management device 20, “No” is determined in step S214. Then, the processing program shown in FIGS. 6 and 7 is terminated. Then, an abnormality recovery operation for the preceding vehicle 10A is performed separately.

  When the vehicle control unit 15 of the preceding vehicle 10A shifts from step S214 to step S215, the vehicle control unit 15 controls the motor to maintain the stop state of the preceding vehicle 10A so as not to prevent the following vehicle 10B from entering the intersection J (Cb). To do. Then, the processing program shown in FIGS. 6 and 7 is terminated. Then, an abnormality recovery operation for the preceding vehicle 10A is performed separately.

  As shown in FIG. 12, when the preceding vehicle 10A stops in the intersection area E1 due to an abnormality G1 occurring in the vehicle, the vehicle control unit 15 of the following vehicle 10B receives an intersection J from the control unit 25 of the management device 20. When a command to permit entry into (Cb) is received, the following vehicle 10B that stops at the stop point P3 is started as shown in FIG. As a result, the following vehicle 10B can pass through the intersection J (Cb) without being obstructed by the preceding vehicle 10A.

  Further, as shown in FIG. 14, when the preceding vehicle 10A stops in the intersection area E1 due to the obstacle G2, the vehicle control unit 15 of the following vehicle 10B moves backward as shown in FIG. Then, the front of the following vehicle 10B is opened, and when the command to permit entry into the intersection J (Cb) is received from the control unit 25 of the management device 20, the following vehicle 10B that stops at the stop point P3 is started. As a result, the following vehicle 10B can pass through the intersection J (Cb) without being obstructed by the preceding vehicle 10A.

  Further, as shown in FIG. 16, when the preceding vehicle 10A stops in the intersection area E1 due to the obstacle G3, the vehicle control unit 15 of the following vehicle 10B moves forward as shown in FIG. Then, the front of the following vehicle 10B is opened, and when the command to permit entry into the intersection J (Cb) is received from the control unit 25 of the management device 20, the following vehicle 10B that stops at the stop point P3 is started. As a result, the following vehicle 10B can pass through the intersection J (Cb) without being obstructed by the preceding vehicle 10A.

<Effect>
In the travel management system 1 according to the embodiment, when two automatic guided vehicles 10 enter and leave the intersection J, the control unit 25 of the management device 20 executes the control program shown in FIGS. 4 and 5. Further, the vehicle control unit 15 of each automatic guided vehicle 10 executes the processing program shown in FIGS. 6 and 7 and performs processing as the preceding vehicle 10A or the following vehicle 10B. Accordingly, as shown in specific examples in FIGS. 12, 14, and 16, even when the preceding vehicle 10A stops in the intersection area E1 including the intersection J, under the specific conditions described above, FIGS. As shown in FIG. 17, the following vehicle 10 </ b> B can pass through the intersection J. As a result, the period during which the following vehicle 10B stops can be shortened, and as a result, the chances that each automatic guided vehicle 10 can travel can be increased.

  Therefore, according to the travel management system 1 of the embodiment, a plurality of automatic guided vehicles 10 can be efficiently traveled.

  Further, in this travel management system 1, the control unit 25 of the management device 20 that executes the control program shown in FIG. 5 sets the preceding vehicle 10A in advance in step S131 when the preceding vehicle 10A stops in the intersection area E1. After transmitting a command for prohibiting traveling, a command for permitting entry into the intersection J is transmitted to the succeeding vehicle 10B in step S132. As a result, in this travel management system 1, the preceding vehicle 10A is prevented from unexpectedly resuming traveling when the following vehicle 10B is traveling at the intersection J while the preceding vehicle 10A is stopped in the intersection area E1. it can.

  Furthermore, in this travel management system 1, as shown in specific examples in FIGS. 14 to 17, when the preceding vehicle 10A stops in the intersection area E1 due to obstacles G2, G3, etc., the control program shown in FIG. The control part 25 of the management apparatus 20 to perform transmits the instruction | command which advances or reverses the preceding vehicle 10A to the position where the following vehicle 10B can approach the intersection J by step S128-S130, and is shown in FIG.6 and FIG.7. The vehicle control unit 15 of the preceding vehicle 10A that executes the processing program moves the preceding vehicle 10A forward or backward to a position where the succeeding vehicle 10B can enter the intersection J in steps S212 and S213 shown in FIG. As a result, in this travel management system 1, the period during which the following vehicle 10B stops can be further shortened.

  While the present invention has been described with reference to the embodiments, it is needless to say that the present invention is not limited to the above-described embodiments and can be appropriately modified and applied without departing from the spirit thereof.

  The automatic traveling vehicle is the automatic guided vehicle 10 in the embodiment, but is not limited to this configuration. The automatic traveling vehicle may be, for example, an industrial vehicle that performs work other than transportation, or may be a transportation facility such as an automatic driving bus that transports people by automatic driving without a driver.

  In the embodiment, the intersection is a crossroad intersection J, but is not limited to this configuration. The intersection may be, for example, an intersection such as a T-shaped path, a Y-shaped path, or a radial path.

  The present invention can be used for traveling management of a plurality of autonomous vehicles.

1 ... travel management system 10 ... automatic traveling vehicle (automated guided vehicle)
20 ... management device A, B, C, D, a, b, c, d ... traffic way J ... intersection P1 ... entry point P2 ... exit point P3 ... stop point E1 ... intersection area 11 ... first communication unit 22 ... first 2 communication unit 25 ... control unit 27 ... storage unit 10A ... preceding vehicle 10B ... following vehicle S210 ... first transmission process S202 ... second transmission process S208, S225 ... third transmission process S211 ... fourth transmission process S104 ... first authorization Process S106: Second authorization process S121, S122: First control process S132: Second control process S131: Third control process S130, S132: Fourth control process S126, S127: First determination process S128, S129: Second determination processing

Claims (4)

A travel management system comprising a plurality of automatic traveling vehicles traveling on a preset traveling route, and a management device for managing the traveling of each automatic traveling vehicle,
The travel route includes a plurality of roads, an intersection formed by the intersection of at least two of the roads, an intersection area set in a part of the road including the intersection, and the intersection area. And a stop point set in front of the intersection,
Each of the automatic traveling vehicles has a first communication unit that performs transmission and reception of communication with the management device,
The first communication unit performs a first transmission process of transmitting stop position information to the management device if the autonomous vehicle stops within the intersection area,
The said management apparatus memorize | stores the vehicle dimension of each said autonomous vehicle, the 2nd communication part which performs transmission / reception of communication between the control part which performs driving | running | working control of each said autonomous vehicle, and said 1st communication part. A storage unit;
The control unit is a first authorization process for authorizing the autonomous vehicle that has entered the intersection area first as a preceding vehicle;
A second authorization process for authorizing the autonomous vehicle that has entered the intersection area after the preceding vehicle as a following vehicle;
A first control process for stopping the following vehicle at the stop point until the preceding vehicle leaves the intersection;
When the second communication unit receives the stop position information of the preceding vehicle, a first determination process for determining whether the following vehicle can enter the intersection based on the stop position information and the vehicle dimensions. When,
And a second control process for permitting the following vehicle to enter the intersection when it is determined in the first determination process that the following vehicle can enter the intersection. system. The travel route includes an entry point set at an entrance approaching the intersection on each of the traffic paths, and an exit point set at an exit spaced from the intersection on each of the traffic paths,
The intersection area is set in a range from the entry point to the exit point on each of the traffic paths,
The stop point is set between the entry point and the intersection in each of the traffic paths,
The first communication unit includes a second transmission process for transmitting entry information to the management device when the autonomous vehicle reaches the entry point;
When the automated vehicle reaches the exit point, a third transmission process is performed to transmit exit information to the management device;
In the first certification process, the control unit authorizes the automatic traveling vehicle that has transmitted the entry information first as the preceding vehicle,
In the second authorization process, the autonomous vehicle that has transmitted the entry information after the preceding vehicle is authorized as the following vehicle,
2. The travel management system according to claim 1, wherein, in the first control process, the following vehicle is stopped at the stop point until the second communication unit receives the exit information of the preceding vehicle.   The said control part performs the 3rd control process which prohibits driving | running | working with respect to the said preceding vehicle beforehand, when permitting the approach to the said intersection for the said following vehicle in a said 2nd control process. The travel management system described. The first communication unit performs a fourth transmission process of transmitting stop reason information to the management device if the autonomous vehicle stops within the intersection area,
A second determination process for determining whether the preceding vehicle can move forward or backward based on the stop reason information when the succeeding vehicle stops at the stop point by the first control process;
When it is determined in the second determination process that the preceding vehicle can move forward or backward, after the preceding vehicle moves forward or backward to a position where the following vehicle can enter the intersection, the rear vehicle The travel management system according to any one of claims 1 to 3, wherein a fourth control process for permitting a traveling vehicle to enter the intersection is performed.

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