WO2020013337A1

WO2020013337A1 - Travel system for mobile vehicle

Info

Publication number: WO2020013337A1
Application number: PCT/JP2019/027813
Authority: WO
Inventors: 一洋石川; 剛仲; アルマンダスヤルシャウスカス; 浩司堀越; 桂亮羽富; 志門鯵坂; 家威唐; 井上　真; 泰孝笠置
Original assignee: 株式会社Ｚｍｐ
Priority date: 2018-07-13
Filing date: 2019-07-12
Publication date: 2020-01-16
Also published as: JP7006889B2; JPWO2020013337A1

Abstract

A travel system 1 for a mobile vehicle, comprising: a mobile vehicle 10 containing a main body unit 11, a travel unit 12 for traveling on the ground, a drive control unit 13 for controlling driving of the travel unit 12, and a marker detection unit 30; and a marker 40 arranged along a travel path 2a to be traveled by the mobile vehicle 10. The marker detection unit 30 has: an imaging means 31 for capturing an area below the main body unit; an image processing unit 32 for carrying out image processing on a photographic image captured by the imaging means 31 and thus detecting a marker 40; and a marker control unit 33 for, on the basis of the marker 40 detected by the image processing unit 32, outputting travel information 50 that has been preset in the marker 40 to the drive control unit 13. The marker 40 is configured from one or more markers aligned in a horizontal direction or vertical direction intersecting the travel path 2a, and the drive control unit 13 controls driving of the travel unit 12 on the basis of the travel information 50 from the marker control unit 33, thereby enabling the mobile vehicle 10 to travel autonomously along the travel path 2a indicated by the marker 40.

Description

Traveling system for mobile vehicles

The present invention relates to a traveling system of a moving vehicle that allows an unmanned moving vehicle to autonomously travel in, for example, a factory or a warehouse.

技術 A technology called autonomous navigation of mobile objects has been practically used for aircraft and ships since ancient times, and has recently been realized for automobiles and drones. In such a moving object, it is necessary to grasp the surrounding situation by using various sensors in combination according to the moving environment, and for that purpose, an appropriate sensor must be used. The cost and performance of various sensors have also been reduced, and GPS, gyro sensors, cameras, and the like are widely used. In particular, a distance measuring sensor using a laser can measure a distance to a surrounding object with high accuracy, and can detect the object as three-dimensional data in a range of 360 degrees.

On the other hand, moving in an environment where access to private land or anyone other than those involved is restricted, such as a truck or golf cart having a loading weight of about 1 ton used in a factory or a warehouse, or a vehicle in an amusement park. In the operation of the body, a white line, a magnetic tape (see Patent Document 1), points, rails, and the like are laid along a traveling path, and the vehicle travels along a line composed of these (line trace) to start from a predetermined position. Movement to a predetermined location has also been put to practical use. In particular, when laying a white line along a traveling path and autonomously traveling along the white line, the white line must be laid easily and at low cost.

In recent years, even in autonomous driving in such a closed area, movement by autonomous driving has been realized without a white line, rail, or the like by measuring the entire circumference using a laser distance measuring sensor. In this case, using a detection signal of the laser ranging sensor, a so-called SLAM technique (simultaneously localization and mapping: simultaneously performing self-position estimation and map creation), a surrounding map created in advance by the laser ranging sensor and a self-driving state. The self-position of the moving body is recognized by comparing the measurement data of the moving object, and at the same time, the route to the target point is calculated from the previously created surrounding map, and the moving body autonomously travels to the target point.

JP-A-10-124144

However, in the autonomous traveling using the white line laid on the above-described travel path, when changing the travel path, it is necessary to lay the white line again, so it is troublesome and it is difficult to frequently change the travel path. is there. Further, the white line laid along the traveling path becomes dirty or peels off, so that maintenance of the white line is required over the entire traveling path.

The method of detecting surrounding objects using a laser ranging sensor can detect surrounding objects with high accuracy, but the laser ranging sensor itself generally costs several hundred thousand to several million yen, so initial investment is Significantly increase. In addition, it is necessary to collate with the surrounding map created in advance, and to use it in factories and warehouses where the surrounding environment changes frequently, the surrounding map needs to be updated frequently, which makes the operation work cumbersome. It is. It is also possible to supplement with other sensors, for example, self-position estimation based on GPS or wireless strength, but in general, GPS cannot be expected in a room such as a factory or a warehouse. In self-position estimation based on wireless strength, equipment costs increase because a plurality of wireless transmitters are installed in advance. Also, the method of autonomous driving using a gyro sensor or camera while complementing the lack of the surrounding map is based on the assumption that the surrounding map is collated, so the surrounding map can be complemented only in a very narrow range. Usage will be limited.

In view of the above, it is a first object of the present invention to provide a traveling system for a mobile vehicle that can autonomously travel at low cost with a simple configuration, and if necessary or optionally, via a network. It is a second object of the present invention to provide a traveling system for a mobile vehicle that can arbitrarily change the travel path of the mobile vehicle.

In order to achieve the first object, a traveling system for a moving vehicle according to the present invention includes:
A traveling vehicle including a main body and a traveling unit for traveling on the ground, a drive control unit that drives and controls the traveling unit, and a marker detection unit, and a marker disposed along a traveling path on which the traveling vehicle is to travel, Equipped,
A marker detection unit configured to capture an image of the lower part of the main body unit, an image processing unit that performs image processing on an imaging screen imaged by the imaging unit to detect the marker, and a marker that is detected by the image processing unit. And a marker control unit that outputs driving information set in advance to the marker to the drive control unit,
The marker has at least one or more marks arranged laterally across the travel path and / or in a vertical direction along the travel path, and the drive control unit is configured to perform the operation based on the travel information from the marker control unit. By controlling the driving of the traveling unit, the moving vehicle is configured to travel autonomously along the traveling path specified by the marker.

According to the above configuration, the marker detection unit of the moving vehicle detects the marker arranged along the traveling path, outputs the traveling information set to the marker detected by the control unit to the drive control unit, and the drive control unit By controlling the driving of the traveling unit based on the traveling information, the moving vehicle travels autonomously along the traveling path specified by the marker. Since the markers may be arranged at predetermined intervals in a region where the moving vehicle travels, there is no need to provide a white line or the like over the entire length of the traveling path as in the related art. When changing the traveling path, it is only necessary to newly install, replace, or eliminate the marker only in the changed portion, and since one or more markers are set in the horizontal or vertical direction so as to cross the traveling path, the moving vehicle Can be detected even if the vehicle travels slightly shifted left and right with respect to the travel path.

In order to achieve the second object, a traveling system for a moving vehicle according to the present invention includes:
A traveling vehicle including a main body, a traveling unit for traveling on the ground, a drive control unit that drives and controls the traveling unit, and a marker detection unit,
A marker arranged along the travel path on which the mobile vehicle should travel,
A network connected to the moving vehicle,
An external driving control unit of the mobile vehicle connected to the network,
A marker detection unit configured to capture an image of a lower portion of the main body unit, an image processing unit that performs image processing on an image captured by the imaging unit to detect a marker, and a marker detection unit that detects the marker based on the marker detected by the image processing unit. And a marker control unit that outputs driving information set in advance to the marker to the drive control unit,
The drive control unit drives and controls the traveling unit based on the traveling information from the marker control unit, and the moving vehicle autonomously travels along the traveling path designated by the marker. The travel route of the moving vehicle can be arbitrarily changed by changing travel information at the marker via a network. If an external operation control unit is provided, the travel route of the moving vehicle can be arbitrarily changed as necessary or arbitrarily by changing the travel information at the marker via the network. When changing the travel path, the external operation control unit may change the travel path only for the changed portion, or a new, replaced, or eliminated marker may be used. When the marker itself is soiled, damaged or peeled, only the marker needs to be replaced.

When one or more marks are arranged on the marker in a horizontal direction across the travel path and / or in a vertical direction along the travel path, when the moving vehicle passes over the marker, for example, When the marks in the first row cannot be detected, the marks in the next row arranged in the traveling direction along with the traveling of the moving vehicle can be detected. When the moving vehicle further includes a wheel rotation sensor of the traveling unit and an inertial measurement unit attached to the main body, the drive control unit calculates a moving distance from a detection signal of the wheel rotation sensor, and calculates a moving distance of the inertial measurement unit. The deviation of the angle in the traveling direction of the transport vehicle is detected from the detection signal, and the traveling distance and the angle are corrected. Therefore, even when the wheels of the traveling unit slip and slip, the deviation of the moving distance and the angle by the wheel rotation sensor is corrected, and the correct moving distance and the angle of the traveling direction can be obtained. The image processing unit detects the direction in which the marks are lined up, and the marker control unit detects the deviation in the actual traveling direction based on this direction and corrects the traveling information, so that the moving vehicle can accurately move to the traveling path. Travel along. Arrangement position information is set for each mark constituting the marker, and based on the mark located in the vicinity of the center of the imaging screen by the marker detection unit, the marker control unit uses the arrangement position information to determine the position of the moving vehicle in the horizontal direction on the travel path. By detecting the deviation and correcting the traveling information, the traveling vehicle travels accurately along the traveling path. If the travel information of straight ahead, U-turn, left turn, right turn, and stop is set in each mark, the moving vehicle can go straight, U-turn, left turn, right turn, stop, arc left turn, Autonomous traveling can be performed by any one of the arc-shaped right turns or a combination of one or more of them. Furthermore, if an emergency stop operation unit that outputs an emergency stop signal at the time of operation is provided, the moving vehicle stops the autonomous traveling by the marker based on the emergency stop signal and makes an emergency stop. Therefore, when the moving vehicle has deviated from the traveling path or is about to collide with an obstacle, the collision accident is prevented beforehand by the operator operating the emergency stop operation unit. The main unit has a beacon detection unit, and when the marker is associated with the traveling information of the following mode switching to the beacon to follow ahead, the autonomous traveling by the marker is interrupted, and the moving vehicle follows the movement of the beacon. And run.

If the main body of the moving vehicle is configured as a transport trolley equipped with a flat mounting table, and further provided with a coupling mechanism for towing the towed trolley, goods to be transported by towing the towed trolley Weight can be increased.

ADVANTAGE OF THE INVENTION According to the present invention, an extremely excellent traveling system for a mobile vehicle, in which the mobile vehicle can autonomously travel at a low cost with a simple configuration and, further, the travel path of the mobile vehicle can be arbitrarily changed via a network as needed. Can be provided. Further, according to the traveling system for a mobile vehicle of the present invention, for example, an autonomous traveling system using a laser ranging (SLAM) system that detects a slope on a wall or an autonomous line tracing method that cannot be used on a road surface having steps or irregularities. The vehicle travels autonomously between the markers arranged in a point or line on the traveling road with respect to the traveling system, so that the traveling of the moving vehicle can continue the autonomous traveling regardless of the condition of the road surface in the middle. A system can be provided.

1 is a schematic partial plan view showing an embodiment of a traveling system of a transport trolley as a moving vehicle according to the present invention. 1A is a schematic perspective view, FIG. 1B is a plan view, FIG. 1C is a side view, and FIG. 1D is an enlarged plan view of an operation unit. FIG. 3 is a bottom view showing the transport vehicle of FIG. 2. FIG. 3 is a block diagram illustrating an internal configuration of the transport vehicle of FIG. 2. FIG. 2 is a diagram illustrating a configuration of a marker in FIG. 1. FIG. 3 is a schematic diagram illustrating a camera of a marker detection unit in the transport vehicle in FIG. 2. It is an explanatory view showing a traveling state of a transport cart by a marker indicating straight traveling, in which (A) shows a case where there is a displacement in the width direction, and (B) shows a case where there is a displacement in the traveling direction and a displacement in the width direction. It is an explanatory view showing a traveling state of a transport carriage by a marker indicating a left turn, where (A) shows a case where there is a shift in the width direction, and (B) is an explanatory diagram showing a case where there is a shift in the running direction and a width direction. It is an explanatory view showing a traveling state of a transport carriage by a marker indicating stop, in which (A) shows a case where there is a displacement in the width direction, and (B) is an explanatory diagram showing a case where there is a displacement in the traveling direction and a displacement in the width direction. It is an explanatory view showing a traveling state of a conveyance trolley by a marker indicating entry prohibition, where (A) shows a case where there is a displacement in the width direction, and (B) is an explanatory diagram showing a case where there is a displacement in the traveling direction and a displacement in the width direction. It is an explanatory view showing a traveling state of a transport cart by a marker representing a U-turn, where (A) shows a case where there is a shift in the width direction, and (B) is an explanatory view showing a case where there is a shift in the running direction and a width direction. It is an explanatory view showing a running state of a conveyance trolley by a marker indicating a following mode switching, in which (A) shows a case where there is a shift in the width direction, and (B) is an explanatory diagram showing a case where there is a shift in the running direction and a width direction. FIG. 7A is a diagram illustrating a state in which the portable beacon is stopped. FIG. 7A is a diagram illustrating a case in which there is a shift in the width direction, and FIG. It is a flowchart which shows operation | movement of the autonomous driving | running by the marker control part of a marker detection part. It is explanatory drawing which shows the specific example of the autonomous driving | operation by a marker. It is an outline partial plan view showing a 2nd embodiment. It is an outline partial plan view showing a 3rd embodiment. It is a schematic side view which shows the connection of a conveyance trolley and a towed trolley. FIG. 17 is an explanatory diagram showing a traveling state of the transport trolley by a marker indicating an arc-shaped left turn in FIG. 17. FIG. 13 is a schematic side view showing a connection between a transport vehicle and a towed vehicle in a traveling system of a mobile vehicle according to a first modification of the third embodiment. FIG. 21 is a bottom view of the transport cart of FIG. 20. FIG. 3 is a block diagram illustrating an internal configuration of a transport vehicle. In the traveling system of the mobile vehicle according to the second modification of the third embodiment, the positional relationship between the carrier and the towed vehicle is shown, (a) is a schematic plan view, and (b) is a schematic side view. It is. FIG. 3A is a schematic plan view, and FIG. 3B is a schematic side view, illustrating a connection relationship between a transport vehicle and a towed vehicle. FIG. 24A is a cross-sectional view of the traction member and the restraint member of the transport vehicle along the line AA in FIG. 24A, where FIG. 24A is a state before connection 1, FIG. 24B is a state before connection 2, and FIG. Is a state at the time of connection, and (d) is a state at the time of disconnection.

Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.
(1st Embodiment)
FIGS. 1 to 4 show a traveling system of a transport vehicle according to a first embodiment as a moving vehicle according to the present invention. In FIG. 1, a traveling system 1 of a transport vehicle includes a transport vehicle 10 and a marker 40 (described later) arranged in a travel area 2 of the transport vehicle 10.

The transport vehicle 10 includes a main body 11, a traveling section 12 provided below the main body 11, a drive control section 13, a beacon detection section 20, a marker detection section 30, and a CPU section 36. The CPU unit 36 includes a CPU (Central Processing Unit) on which a chip of an electronic computer is mounted, and various sensors connected to the CPU, that is, an interface circuit such as a distance sensor 23 and a marker detection unit 30 described later, and a network 80 described later. And a communication unit including a transceiver connected to the external memory, an external memory, and the like. As the CPU 36, an MPU (Micro Processing Unit), an ECU (Engine Control Unit), an FPGA (Field Programmable Gate Array), or the like can be used. The main switch 37 of the carrier 10 may be turned on or off by the CPU unit 36.

The main body 11 has, for example, a flat rectangular parallelepiped outer shape, an upper surface formed as a flat mounting table 11a, and a handle 11b extending upward from the rear end. As shown in FIGS. 2 (B) and 3, the traveling portion 12 has a pair of wheels disposed on the lower surface of the main body 11 on both sides in front (in the direction indicated by the arrow in FIG. 2 (B)). 15, a motor 16 having a speed reduction mechanism 16 a for driving each wheel 15, and a pair of casters 17 disposed on both sides behind the motor 16. Each drive motor 16 is driven and controlled by a drive control unit 13 to be described later, so that each wheel 15 is rotationally driven, and the carrier 10 travels in a predetermined direction by moving forward, backward, or left and right. The traveling unit 12 is not limited to the wheels 15 and may be configured by other driving means such as an endless track. Each wheel 15 is provided with a wheel rotation sensor 15a for detecting the number of rotations.

The drive control unit 13 is disposed in the main body unit 11. Power is supplied to the drive control unit 13 and the motors 16 from a power supply 13 a disposed near the center of the lower surface of the main body 11. As the power supply 13a, a battery or a rechargeable secondary battery, for example, a lithium secondary battery can be used. The drive control unit 13 controls the driving of each drive motor 16 of the traveling unit 12 based on traveling information, which will be described later, from the beacon detection unit 20 or the marker detection unit 30 provided in the main body unit 11, thereby driving the wheels 15. Are independently driven to perform traveling such as forward, backward, right and left turning, and the like. The drive control unit 13 may stop the traveling unit 12 when detecting an obstacle based on information from an obstacle sensor (not shown) separately from the distance sensor 23. The obstacle sensor is provided for the purpose of stopping the transport vehicle 10 before colliding with the obstacle, and it is only necessary to monitor the periphery and the traveling direction of the transport vehicle 10. As the obstacle sensor, for example, a laser radar, a millimeter wave radar, or the like can be used. The laser radar is a sensor that performs laser image detection and distance measurement by TOF (Time $ Of Flight) method. Two-dimensional or three-dimensional sensors can be used. As a sensor, an inertial measurement unit 18 using a two-axis or three-axis acceleration sensor or a gyro sensor for measuring the acceleration or angular acceleration of the transport vehicle 10 is provided. This inertial measurement unit 18 is also called an IMU. Further, the drive control unit 13 calculates the moving distance of the transport trolley 10 based on the detection signals input from the two wheel rotation sensors 15a that respectively detect the rotation speeds of the respective wheels 15, and calculates the moving distance of the transport vehicle 10 from the inertia measurement unit 18. With reference to the input detection signal 18a, a shift in the traveling direction of the transport vehicle 10, that is, a shift in the angle is detected. Thereby, the drive control unit 13 can correct the shift of the moving distance and the angle due to the slippage of the wheel 15 and calculate the corrected moving distance, and can correct the angle of the transporting vehicle 10 in the traveling direction. The drive control unit 13 performs drive control of the traveling unit 12 based on traveling

information

50a and 25b described later based on the corrected moving distance. The drive control unit 13 may be operated by the operation unit 19 attached to the upper part of the handle 11b. As shown in FIG. 2D, the operation unit 19 includes a so-called shift lever 19a, a joystick 19b, an emergency stop switch 19c as an emergency stop operation unit, and a main switch 37 described later. The shift lever 19a has four modes, for example, P (parking), N (neutral), D (drive), and Fo (follow). Various input operations can be performed by tilting the joystick 19b in any direction. The emergency stop switch 19c outputs an emergency stop signal 19d to the CPU unit 36 when operated. The operation unit 19 may further be provided with a speed switching dial 19e. The shift lever 19a and the speed switching dial 19e may further include

indicator lights

19f and 19g indicating a mode position and a speed. When the emergency stop signal 19d is input, the CPU unit 36 suspends the autonomous travel based on the travel information 50a based on the emergency stop signal 19d, generates emergency stop travel information 50b, and sends the emergency stop travel information 50b to the drive control unit 13. Send out.

The beacon detector 20 is known per se, and is provided at a front portion of the main body 11 as shown in FIGS. 2 to 4, for example, and includes

infrared cameras

21 and 22 as a pair of imaging means, a distance sensor 23, , A beacon calculation unit 24, a beacon processing unit 25, a beacon storage unit 25a, and the like. Each operation of the beacon calculation unit 24, the beacon processing unit 25, and the beacon storage unit 25a is executed by a program stored in the CPU unit 36. The beacon storage unit 25a may use a storage device in the CPU unit 36 or a storage device provided outside the CPU unit 36. Each of the

infrared cameras

21 and 22 is separated from each other in the lateral direction of the main body 11 toward the front to capture the identification light from the beacon B to be tracked in front of the main body 11, respectively, for example, on the left and right sides of the front end. Is arranged toward the front. That is, the

infrared cameras

21 and 22 are arranged so that their optical axes are substantially parallel to each other, for example, are inclined upward and extend forward. The inclination angle of each optical axis is set to, for example, about 10 degrees to about 30 degrees so that the optical axis passes through a position about 1 cm in front and about 50 cm in height. Each of the

infrared cameras

21 and 22 is a known infrared stereo camera, and includes an optical system such as an image sensor and a lens. When an infrared stereo camera is used as each of the

infrared cameras

21 and 22, the distance and the angle to the beacon B can be measured. By detecting infrared light incident on the image sensor, the influence of disturbance light such as sunlight can be reduced, and the identification light from the beacon B can be reliably detected even in a dark place such as at night. is there. As an image sensor for detecting infrared light, an optical filter that transmits only infrared light may be arranged on the incident side of a normal image sensor. Each of the

infrared cameras

21 and 22 captures an image of the beacon B to be tracked at predetermined time intervals, and sends the captured image signal to the beacon calculation unit 24.

The distance sensor 23 may be provided substantially at the center of the front end of the main body 11, and also at the left and right ends of the front end. The distance sensor 23 is disposed toward the front, and is disposed at an obstacle in front of the traveling path 2a (FIG. 1). On the other hand, an ultrasonic wave or an infrared ray is emitted to detect the reflected wave, and the distance to the obstacle is measured auxiliary. That is, the distance sensor 23 does not track the beacon B but exclusively detects the distance to an obstacle in front of the traveling path 2a.

The beacon calculation unit 24 calculates the position information 24a of the beacon B by the so-called stereo vision, that is, the direction and the distance by performing image processing on the imaging screen of the beacon B from each of the

infrared cameras

21 and 22. To send to. The beacon calculation unit 24 corrects the distortion of the imaging screen of the beacon B by the optical system of each of the

infrared cameras

21 and 22, and attaches each of the

infrared cameras

21 and 22 to the main body unit 11, that is, the position of each optical axis. The deviation from the parallelism between them is corrected, and the center position on the imaging screen is corrected. The beacon calculation unit 24 calculates the distance to the beacon more accurately by referring to the distance to the beacon measured by the distance sensor 23. The beacon calculation unit 24 does not create the beacon B position information 24a and does not send it to the beacon processing unit 25 when the position information 24a of the beacon B cannot be calculated by the image processing of the imaging screen from the

infrared cameras

21 and 22. The beacon processing unit 25 maps the position information 24a of the beacon B calculated by the beacon calculation unit 24 with respect to an area in which the transport vehicle 10 should travel, registers the position information 24a in the beacon storage unit 25a, and sends it to the CPU unit 36. At the same time, based on the position information 24a of the beacon B, based on the direction and the distance to the beacon B to be tracked at that time, traveling information 25b including a speed and a direction (steering angle) for causing the carrier 10 to follow the beacon B. Generate The beacon processing unit 25 calculates a change in the relative speed and distance between the beacon B and the transport vehicle 10 by comparing the position information 24a of the beacon B with the position information 24a of the immediately preceding beacon B. The speed included in the travel information 25b is determined so that the distance to the vehicle falls within a predetermined range. The travel information 25b is control information for controlling the rotation speed of the drive motor 16 that drives the left and right wheels 15, and the left and right drive motors 16 are controlled at different rotation speeds, whereby the steering is performed based on the speed difference. Realize the corner. The beacon processing unit 25 sequentially maps the position information 24a of the beacon B sent from the beacon operation unit 24 at predetermined time intervals and registers the position information 24a in the beacon storage unit 25a. The position information 24a is read out, and the travel information 25b is generated based on the direction and the distance to the beacon B at that time, and transmitted to the drive control unit 13. When the beacon processing unit 25 does not receive the beacon B position information 24a from the beacon calculation unit 24, the beacon processing unit 25 generates the travel information 25b based on the beacon position information 24a by mapping already registered in the beacon storage unit 25a. To the drive control unit 13. Accordingly, even when the beacon B to be tracked advances along a curved path or turns left and right, tracking is reliably performed based on the mapped position information 24a of the beacon B.

The traveling system 1 of the transport vehicle in the present embodiment includes a marker 40 arranged in the traveling area 2 and a marker detecting unit 30 for detecting the marker 40. The marker 40 has at least one mark, which is composed of a plurality of marks, preferably transversely across the track 2a and / or longitudinally along the track 2a. When a plurality of marks are provided on the marker 40, the marker is preferably configured in a single band.
The markers 40 may be arranged in one or more lines by continuously attaching a plurality of marks in a longitudinal direction along the traveling path 2a. In this case, a plurality of markers 40 may be arranged at predetermined intervals in the traveling direction along the traveling path 2a, or one marker may be arranged continuously.
The marker 40 is preferably formed in a band shape, and a plurality of marks arranged in a horizontal direction and / or a vertical direction are attached to the band-shaped marker. The marks may be the same mark or different marks. For example, when the band-shaped markers 40 are arranged so as to cross the traveling path 2a, a plurality of the same marks or different marks may be arranged in one line in the horizontal direction on one band-shaped marker. As shown in FIG. 5, two or more rows may be arranged on one marker 40, and a plurality of the same marks or different marks may be arranged for each row.
A plurality of markers 40 may be juxtaposed in the vertical direction along the traveling path 2a. The plurality of marks attached to the band-shaped marker 40 may be composed of the same mark or different marks as described above. For example, two markers 40 may be juxtaposed at the center of the traveling path 2a in the traveling direction, or may be juxtaposed at an interval on the left and right sides of the passage. Further, if the marker 40 at the center in the horizontal direction is the first marker, the second and third markers 40 may be further arranged on both sides thereof. Also in these cases, the same mark or different marks may be provided for each marker.

FIG. 5 shows an example of the configuration of the marker in FIG. The markers 40 are formed in a single band across the traveling direction, and the single band-shaped markers are marked with nine marks arranged in two rows vertically in the figure. That is, the marker 40 is composed of nine marks 41 in the first row on the near side with respect to the traveling direction (illustrated by the arrow) of the carriage 10 and nine marks 42 in the second row on the rear side. The marks 41 in the first column are, in order from the left, 41a, 41b, 41c, 41d, 41e, 41f, 41g, 41h, 41i, and the marks 41a to 41i are referred to as rows a to i. Similarly, the marks 42 in the second row are 42a, 42b, 42c, 42d, 42e, 42f, 42g, 42h, and 42i in order from the left. Each of the marks 42a to 41i is similarly referred to as a row to an i row. In the row direction of the marker 40, for example, a number or a letter may be changed as a symbol meaning the mark 41. When a plurality of marks 41 having different symbols are arranged in the column direction (horizontal direction), the symbols from left to right in the horizontal direction have arrangement position information 51 described later. When the transport vehicle 10 detects the marker 40, the transport vehicle 10 detects a lateral shift based on the arrangement position information 51 of the mark 41. When arranging a plurality of markers 40 from the near side to the rear side in the traveling direction, if the same numbers and the same characters are arranged, failure or error in data acquisition of the arrangement position information 51 of the markers 40 will occur when the speed in the traveling direction increases. Can be eliminated.
When the markers 40 are arranged in the vertical direction along the traveling path 2a, the markers 40 may be provided in the lateral direction so as to cross the traveling path 2a in order to detect a lateral displacement. When the markers 40 are arranged at the center and left and right along the traveling path 2a, the arrangement position information 51 in the lateral direction may be set for the marks constituting the markers 40 arranged on the left and right.

In the first row of marks 41a to 41i and the second row of marks 42a to 42i, travel information 50 of the carrier 10 after passing the marker 40 of the carrier 10 is set in advance. The travel information 50 is, for example, straight ahead, U-turn, left turn, right turn, stop or following mode switching. In the case of straight ahead, several steps, for example, low speed, medium speed and high speed, are set. I have. For example, one marker 40 including 18 marks 41 a to 41 i and 42 a to 42 i shown in FIG. 5 is all associated with the same travel information 50. In the illustrated case, the individual marks 41a to 41i and 42a to 42i use ArUco markers, each having a size of about 2 cm in length and width, for example, and are arranged at an interval of about 8 cm from each other. The sizes and intervals of the individual marks 41a to 41i and 42a to 42i are determined from the installation position of the camera 31 for detecting the marker 40 and the angle of view of the lens attached to the camera 31, as described later. Each of the marks 41a to 41i and 42a to 42i is not limited to the ArUco marker, and may use a barcode, a QR code (registered trademark), or the like. One marker 40 has a width that completely crosses the traveling path 2a of the transport vehicle 10. In each of the marks 41a to 41i and 42a to 42i constituting the marker 40, arrangement position information 51 is sequentially set in the left-right direction from the left end to the right end and in the first row or the second row. For example, in the mark 41c, the arrangement position information 51 of the third row in the first row is set. The travel information 50 and the arrangement position information 51 of each of the marks 41a to 41i and 42a to 42i are set in advance by a CPU unit 36 described later, and are stored in the marker storage unit 34 in the CPU unit 36. In FIG. 5, the marker 40 is configured as a single sheet as a whole, and for example, an adhesive is applied to the back surface and can be attached to a floor surface or the like. This makes it possible to easily install the entire marker 40 in a correct arrangement without adjusting the interval between the marks and the like. As shown in FIG. 5, when a part of the sheet of the marker 40 is provided with the notation 43 of “RIGHT” indicating the content of the traveling information 50, the handling of the marker 40 is further facilitated. "RIGHT" shown in the figure indicates a right turn.

As shown in FIG. 4, the marker detection unit 30 includes a camera 31 as an imaging unit and an image processing unit 32, and a signal from the image processing unit 32 is output to a marker control unit 33 in the CPU unit 36. The information is stored in the marker storage unit 34 as needed. Each operation of the marker control unit 33 and the marker storage unit 34a is executed by a program stored in the CPU unit 36. The marker storage unit 34a can use a storage device in the CPU unit 36 or an external storage device of the CPU unit 36, similarly to the beacon storage unit 25a. As shown in FIGS. 2C and 3, the camera 31 is disposed at a position that is hardly affected by sunlight, and in the illustrated example, is directed downward at the lower surface of the main body 11 of the transport vehicle 10. And a light emitting unit 31a for illuminating the inside of the angle of view. The wavelength of the light emitted from the light emitting unit 31a may be visible light or infrared light. As the camera 31 and the light emitting unit 31a, for example, an infrared camera and an infrared light emitting unit are preferably used so as to be hardly affected by disturbance light. As shown in FIG. 6, the camera 31 is mounted vertically at a height H (for example, about 12 cm) from the running surface, and has an angle of view in a range of a width W (for example, about 15 cm) on the running surface. The light emitting unit 31a is configured by, for example, a light emitting diode or the like, and is disposed on both sides of the camera 31 in the illustrated case so as to illuminate the range of the angle of view. The arrangement of the markers 40 is determined from the installation position of the camera 31 and the viewing angle of the lens of the camera 31, that is, the angle of view. If the distance between the markers is such that three or more markers 40 can be seen within the maximum viewing angle, the transportation is performed. No matter where the carriage 10 passes over the marker 40, two or more markers can be seen.

The image processing unit 32 receives the image pickup signal 31b from the camera 31, performs image processing on the image pickup screen based on the image pickup signal 31b, and detects the marker 40 appearing in the image pickup screen and the arrangement direction 32a of the marker 40. The image processing unit 32 specifies the first row of marks 41a to 41i closest to the center among the markers 40 in the imaging screen, and similarly specifies the second row of marks 42a to 42i closest to the center. . When the horizontal positions of the identified first-row marks 41a to 41i and the second-row marks 42a to 42i are the same, the image processing unit 32 performs the following based on the first-row marks 41a to 41i. When one of the column marks 41a to 41i or the second column marks 42a to 42i cannot be specified due to an imaging screen defect, the specified first column marks 41a to 41i or the second column marks 42a to 42i can be specified. Based on 42i, the mark 41a to 41i or 42a to 42i is output to the marker control unit 33 as the detection mark information 32b together with the arrangement direction 32a. If the image processing unit 32 cannot identify any of the first row of marks 41a to 41i and the second row of marks 42a to 42i, it generates an error signal 32c and outputs it to the marker control unit 33.

The marker control unit 33 performs, based on the detected mark information 32b from the image processing unit 32, the traveling information 50 and the arrangement position information set in advance for the marks 41a to 41i or 42a to 42i specified by the image processing unit 32. 51 is read from the marker storage unit 34. The marker control unit 33 detects, based on the arrangement direction 32a and the arrangement position information 51, a lateral deviation in the traveling direction and the traveling path 2a at that time, and a deviation in the traveling direction from the inertial measurement unit 18, that is, an angular deviation. To correct the deviation in the correct running direction and lateral direction. The detection and correction of the angle shift are performed by a gyro sensor in the inertial measurement unit 18. The marker detection unit 30 calculates the XY position and the angle of the carrier 10 with respect to the marker 40 based on the recognition of the marker 40, and outputs the calculated position and angle to the marker control unit 33. Here, the X position is a lateral direction on the traveling path 2a, and the Y position indicates a traveling direction. In the detection of the marker 40, the correction is possible if at least one mark 41a can be detected. By finding two or more consecutive markers 40 or the same marker 40, the straight ahead, stop, right Recognize driving information such as left turn. By setting the number of the marks 41a to two or more, it is possible to avoid erroneous detection of a stain on a floor, which is a traveling path on which the carrier 10 travels, by mistake. As described above, the marker 40 does not necessarily need to be used with priority given to the central one of the marks 41 shown in FIG.

The marker control unit 33 acquires the lateral displacement of the traveling direction of the transport vehicle 10 and the current angle from the marker 40, sets the traveling direction deviation to 0, and corrects the traveling direction to further eliminate the angle deviation, The drive control unit corrects the read travel information 50 by generating a corrected travel information 50a by correcting the lateral position and the current angle of the travel path 2a so as to return the lateral displacement in the travel path 2a to the center. 13 is output. The drive control unit 13 controls the drive of the traveling unit 12 based on the corrected traveling information 50a. Therefore, the transport vehicle 10 travels and travels as specified by the marker 40 according to the corrected travel information 50a. When an error signal 32c is input from the image processing unit 32, the marker control unit 33 determines that reading of the marker 40 has failed, generates an emergency stop signal 33a, and outputs the emergency stop signal 33a to the drive control unit 13 of the transport vehicle 10. I do. The drive control unit 13 controls the drive of the traveling unit 12 based on the emergency stop signal 33a to stop the drive of the motor 16.

The marker control unit 33 receives wheel rotation number information 15b from a wheel rotation sensor 15a provided on each wheel 15 of the transport trolley 10, and a detection signal 18a from the inertial measurement unit 18, and receives these wheel rotation number information. 15b, the traveling distance of the transport vehicle 10 is calculated, the slippage of the wheels 15 is detected based on the detection signal 18a of the inertial measurement unit 18, the traveling distance is corrected, and the traveling information is corrected based on the corrected traveling distance. 50 is corrected, and the corrected travel information 50a is output to the drive control unit 13.

Further, when the marker control unit 33 receives the position information 24a of the beacon B from the beacon processing unit 25 of the beacon detection unit 20 during the control of the autonomous traveling by the marker, the marker control unit 33 suspends the autonomous traveling by the marker, and the drive control unit. 13 is taken over by the beacon processing unit 25 of the beacon detection unit 20, and the beacon processing unit 25 transmits the traveling information 25b such that the vehicle travels straight along the traveling path 2a for a predetermined distance (for example, 3 m) to the vicinity of the beacon and stops. It is created and sent to the drive control unit 13.

Here, the operation of the carriage 10 by various markers 40, that is, the markers 40-1 to 40-10 will be described. Markers 40-1, 2, and 3 go straight ahead at low, medium and high speed respectively, marker 40-4 turns 90 degrees left, marker 40-5 turns 90 degrees right, marker 40-6 stops, and marker 40- turns. 7, entry is prohibited, marker 40-8 is associated with a counterclockwise U-turn, marker 40-9 is associated with a clockwise U-turn, and marker 40-10 is associated with following mode switching.
First, in the case of straight traveling, as shown in FIG. 7, when the transporting vehicle 10 traveling forward passes the marker 40 (marker 40-1, 40-2 or 40-3), the image processing unit 32 of the marker detecting unit 30 Detects the arrangement direction 32a of the markers 40 and the detection mark information 32b from the imaging screen of the markers 40. The marker control unit 33 reads the travel information 50 set for the marker 40 from the marker storage unit 34 based on the detection mark information 32b, and corrects the travel direction 50a corrected for the travel direction deviation and the width direction deviation with respect to the travel path 2a. Is output to the drive control unit 13. The transport vehicle 10 corrects the deviation in the traveling direction and the width direction while moving slowly from the marker 40 to 2 m, and after the correction is completed, accelerates to the speed set in the traveling information 50 and goes straight. When there is only a displacement in the width direction with respect to the traveling path 2a, the displacement in the width direction is corrected as shown in FIG. 7A, and when there is a deviation in the traveling direction and the displacement in the width direction with respect to the traveling path 2a, As shown in FIG. 7B, both the displacement in the traveling direction and the displacement in the width direction are corrected.

Subsequently, in the case of turning 90 degrees to the left, as shown in FIG. 8, when the transport vehicle 10 traveling forward passes the marker 40 (marker 40-4), the image processing unit 32 of the marker detection unit 30 causes the marker 40 , The arrangement direction 32a of the markers 40 and the detection mark information 32b are detected. The control unit 33 reads the travel information 50 set on the marker 40 from the detection mark information 32b, and outputs to the drive control unit 13 the travel information 50a corrected with respect to the deviation of the travel direction with respect to the travel path 2a. As a result, the carriage 10 temporarily stops at a position 1 m from the marker 40 and then turns left. With respect to the turning angle, the deviation in the traveling direction is corrected by adding the deviation in the direction to 90 degrees, and after the correction is completed, the vehicle travels straight at the speed set in the traveling information 50 immediately before. In this case, no correction is made for the displacement in the width direction. When there is only a shift in the width direction with respect to the traveling path 2a, as shown in FIG. 8 (A), the vehicle turns left as it is. As shown in FIG. 8B, the deviation in the traveling direction is corrected. For example, when the deviation in the traveling direction is 10 degrees, the vehicle turns left by 100 degrees (90 degrees + 10 degrees). In the case of turning 90 degrees to the right, the operation in the left and right directions is reversed with respect to the case of turning 90 degrees to the left, and a detailed description thereof will be omitted.

In the case of a stop, as shown in FIG. 9, when the transport vehicle 10 traveling forward passes the marker 40 (marker 40-6), the image processing unit 32 of the marker detection unit 30 detects the marker 40 from the imaging screen of the marker 40. The arrangement direction 32a and the detection mark information 32b are detected. The marker control unit 33 reads the travel information 50 set for the marker 40 from the detection mark information 32b, and outputs to the drive control unit 13 the travel information 50a corrected for the deviation in the direction with respect to the travel path 2a. Thereby, the transport vehicle 10 stops at a position 1 m from the marker 40. The displacement in the running direction is corrected during the deceleration to the stop position, but no correction is made for the displacement in the width direction. When there is only a displacement in the width direction with respect to the traveling path 2a, the operation is stopped as shown in FIG. 9A, and when there is a displacement in the traveling direction and in the width direction with respect to the traveling path 2a, FIG. The shift in the running direction is corrected as shown in ()). When the traveling of the transport carriage 10 is to be terminated as it is, an appropriate operation is performed, for example, the shift lever 19a is set to N (neutral), or the brake is operated. When restarting the autonomous traveling, an operation necessary for starting the autonomous traveling again, for example, the joystick 19b is tilted forward and kept for 3 seconds or more. In this case, the vehicle travels straight at the speed set in the immediately preceding traveling information 50.

In the case of entry prohibition, as shown in FIG. 10, when the transport vehicle 10 traveling forward passes the marker 40 (marker 40-7), the image processing unit 32 of the marker detection unit 30 changes the marker image from the imaging screen of the marker 40 to the marker. Forty alignment directions 32a and detection mark information 32b are detected. The marker control unit 33 ends the autonomous traveling by the marker, reads the traveling information 50 set for the marker 40 from the detection mark information 32b, and does not correct the deviation in the direction with respect to the traveling path 2a and the deviation in the width direction. Immediately stop. No correction is made for the displacement in the running direction and the displacement in the width direction. When there is only a displacement in the width direction with respect to the traveling path 2a, the operation is stopped as shown in FIG. 10A, and when there is a displacement in the traveling direction and in the width direction with respect to the traveling path 2a, FIG. Stop as it is as shown in). In order to resume the autonomous traveling, the shift lever 19a is manually set to the neutral position, the carrier 10 is manually moved to a correct position, and then a normal operation for starting the autonomous traveling is performed.

In the case of the U-turn, as shown in FIG. 11, when the carrier 10 traveling forward passes the marker 40 (markers 40-8 and 9), the image processing unit 32 of the marker detection unit 30 captures an image of the marker 40. , The arrangement direction 32a of the markers 40 and the detection mark information 32b are detected. The marker control unit 33 reads the travel information 50 set for the marker 40 from the detection mark information 32b, and outputs to the drive control unit 13 the travel information 50a corrected for the displacement in the traveling direction and the displacement in the width direction with respect to the traveling path 2a. I do. As a result, the transport vehicle 10 temporarily stops at the position a 1 m from the marker 40 and then turns left or right on the spot. With respect to the turning angle, the deviation in the traveling direction is corrected by adding the deviation in the traveling direction to 180 degrees, and after the correction is completed, the deviation in the width direction is corrected while traveling to the position b of 2 m. Go straight at the speed set to 50. When there is only a shift in the width direction with respect to the travel path 2a, as shown in FIG. 11A, the width direction is corrected after making a U-turn, and the shift in the travel direction and the shift in the width direction with respect to the travel path 2a are reduced. In some cases, after making a U-turn as shown in FIG. 11B, the displacement in the running direction and the displacement in the width direction are corrected. In the case of a U-turn, since the vehicle turns on the spot, the same operation is performed in the case of a left turn and a right turn.

Finally, in the case of the follow-up mode switching, as shown in FIG. 12, when the carrier 10 traveling forward passes the marker 40 (marker 40-10), the image processing unit 32 of the marker detecting unit 30 sets the marker processing unit. The arrangement direction 32a of the markers 40 and the detection mark information 32b are detected from the imaging screen 40. The marker control unit 33 reads the travel information 50 set for the marker 40 from the detection mark information 32b, suspends the autonomous travel by the marker 40, and controls the drive control unit 13 by the beacon processing unit 25 of the beacon detection unit 20. Take over. After that, the transport vehicle 10 follows the beacon B detected by the beacon detector 20. The beacon B may be worn by an operator. When there is only a displacement in the width direction with respect to the traveling path 2a, as shown in FIG. 12A, the displacement in the width direction follows the beacon B without being corrected, and the deviation in the traveling direction with respect to the traveling path 2a When there is a shift in the width direction, as shown in FIG. 12B, the shift in the running direction and the shift in the width direction are not corrected, and the beacon B follows. By switching to the following mode, the transport vehicle 10 is guided by the beacon B to a position deviating from the travel path 2a in the middle of the travel path 2a, and the luggage or the like mounted on the mounting table 11a of the transport vehicle 10 Can be loaded and unloaded.

As shown in FIG. 13, when the beacon detection unit 20 detects the identification light from the beacon B (portable beacon) during autonomous traveling of the transport vehicle 10 with the marker, the beacon processing unit 25 of the beacon detection unit 20 performs the operation. The position information 24a of the beacon B is transmitted to the marker control unit 33 of the marker detection unit 30. The marker control unit 33 of the marker detection unit 30 creates the traveling information 50 in which the autonomous traveling by the marker 40 is interrupted and the vehicle travels straight ahead for a predetermined distance (for example, 3 m) along the traveling path 2a to the vicinity of the beacon B and stops. And sends it to the drive control unit 13. In response to this, the drive control unit 13 controls the drive of the traveling unit 12, so that the transport vehicle 10 travels straight along the traveling path 2a for a predetermined distance to the vicinity of the beacon B and stops. At this time, the displacement in the traveling direction and the displacement in the width direction are not corrected. Even when there is no displacement in the traveling direction as shown in FIG. 13 (A), the displacement in the traveling direction as shown in FIG. In some cases, the transport vehicle 10 goes straight. When the traveling of the transport vehicle 10 is resumed, the autonomous traveling by the marker control unit 33 is not performed while the beacon detecting unit 20 detects the identification light from the beacon B, and the beacon processing unit 25 of the beacon detecting unit 20 Is performed, but when the identification light from the beacon B is no longer detected, since the transport vehicle 10 is located on the traveling path 2a, the marker detecting unit 30 restarts the autonomous traveling by the marker. can do.

(4) When the emergency stop switch 19c provided on the transport trolley 10 is operated, the emergency stop signal 19d is input to the marker control unit 33 of the marker detection unit 30. Based on the emergency stop signal 19d, the marker control unit 33 interrupts the autonomous travel based on the travel information 50a, generates emergency stop travel information 50, and sends it to the drive control unit 13. In response to this, the drive control unit 13 immediately controls the drive of the traveling unit 12 based on the emergency stop traveling information 50, and immediately stops the traveling of the transport vehicle 10.

The marker control unit 33 of the marker detection unit 30 controls the drive control unit 13 based on the marker travel information 50a. The marker control unit 33 operates as follows according to the flowchart of the autonomous driving mode shown in FIG. In the autonomous traveling mode, first, in step ST1, after the autonomous traveling starts, the marker detection unit 30 searches for the first marker and detects the marker 40. The marker detection unit 30 determines “straight ahead”, “left turn”, “right turn”, “stop”, “U-turn”, “U-turn”, depending on the type of the travel information 50 associated with the marker 40 detected in step ST1. It determines “entry prohibited” and “follow mode switching”.

In the case of "forward", the marker control unit 33 creates the straight traveling information 50a in step ST2 as shown in FIG. 7, and corrects the deviation in the traveling direction and the deviation in the width direction in step ST3. After that, in step ST4, the drive unit 13 drives and controls the traveling unit 12 to move the transport carriage 10 forward, and returns to step ST1. In the case of “left turn” and “right turn”, the marker control unit 33 creates the left turn or right turn travel information 50a as shown in FIG. 8 in step ST5 and step ST6, respectively. After turning left or right, in step ST4, the drive unit 12 is driven and controlled by the drive control unit 13 to move the transport carriage 10 forward, and the process returns to step ST1. In the case of "stop", the marker control unit 33 creates stop travel information 50a in step ST7 as shown in FIG. 9 and corrects the shift in the running direction and the width direction in step ST8. Then, after waiting for the operator to resume the autonomous traveling in step ST9, the driving unit 12 is drive-controlled by the drive control unit 13 in step ST4, the transport carriage 10 is advanced, and the process returns to step ST1. In the case of “U-turn”, the marker control unit 33 creates the U-turn travel information 50a in step ST10 and makes the U-turn, as shown in FIG. Then, the displacement in the width direction is corrected, and in step ST4, the drive unit 13 is driven and controlled by the drive control unit 13, the transport carriage 10 is advanced, and the process returns to step ST1. In the case of “prohibition of entry”, the marker control unit 33 immediately stops at Step ST12 without correcting the deviation in the traveling direction or the deviation in the width direction as shown in FIG. In this case, the marker control unit 33 ends the autonomous traveling by the marker in step 13 and waits for an operation by the operator. In the meantime, the marker control unit 33 stops the autonomous traveling and sets the mode to the neutral mode as shown in step ST14. In the case of “follow-up mode switching”, the marker control unit 33 suspends autonomous traveling by the marker in step ST15 and switches to the follow-up mode in step ST16, as shown in FIG.

具体 A specific example of use of the traveling system 1 for a transport trolley will be described with reference to FIG. A travel path 2a is set as shown by a dotted line in a travel area, for example, a warehouse, where the transport vehicle 10 travels, and appropriate locations 61 to 72 are provided to guide the transport vehicle 10 along the travel path 2a. Are provided with markers 40 respectively. The marker 40 at the

positions

61 and 69 is set with stop travel information, the marker 40 at the

positions

62, 63, 65, 71 and 72 is set with straight travel information, and the marker 40 at

positions

64, 66, 68 and 70 is set as Travel information of a left turn (turn 90 degrees left) is set, and the marker 40 at the position 67 is set with travel information of a right turn (turn 90 degrees right).

In such a traveling area, when the carrier 10 stopped at the position 61 starts autonomous traveling by the marker, it goes straight at the

positions

62 and 63, turns left at the position 64, goes straight at the position 65, and goes straight at the position 66. Turn left, turn right at position 67, turn left at position 68, and stop at position 69. At each position (61 to 69) of the traveling route of the transport vehicle 10 indicated by the dotted line in FIG. 15, the deviation in the traveling direction and in the case of going straight, the deviation in the width direction are corrected, so that the transport vehicle 10 can be surely moved. The vehicle travels autonomously along the traveling path 2a. Each marker 40 is installed on the floor surface of the traveling area by bonding or the like, and when changing the traveling path 2a, the existing marker 40 can be easily peeled off and an appropriate marker 40 is newly placed at a predetermined position. , The traveling path 2a can be easily changed.

(Second embodiment)
Next, a traveling system 5 for a mobile vehicle according to a second embodiment of the present invention will be described with reference to FIG. The traveling system 5 of the moving vehicle is different from the traveling system 1 according to the first embodiment shown in FIG. 1 in that a network 80 connected to the transport vehicle 10 and an external operation of the transport vehicle 10 connected to the network 80 A control unit 90 is further provided. The transport vehicle 10 has the same configuration as the traveling system 1 of the mobile vehicle according to the first embodiment, except that the CPU unit 36 includes a communication unit including a transceiver connected to the network 80.

The network 80 is a network having an arbitrary configuration, and may be a dedicated line network or a public line network such as 3G, LTE, or the Internet. The network 80 is not limited to wireless, but may be wired. The wired network 80 may be a LAN (Ethernet (registered trademark)), RS232C, CAN (Controlled Area Network) which is an in-vehicle network, or the like. The wireless network 80 may be a so-called wireless LAN. WiFi (registered trademark) and Bluetooth (registered trademark) can be applied as the wireless LAN. The network 80 may be constituted by electronic components such as transistors and relays capable of transmitting electrical signals as a communication function and an input / output function of the communication unit of the CPU unit 36, a transmission cable, and the like. The transport vehicle 10 and the external operation control unit 90 are mutually connected by the network 80. Various signals can be transmitted and received to each other as needed.

The external operation control unit 90 includes, for example, a tablet and a program stored in the tablet. However, a control device such as a PLC (programmable logic controller), a sequencer, or a remote controller may be used. In this specification, a tablet in which a program for controlling the carrier 10 is stored is used.

According to the second embodiment, the external operation control unit 90 may control the transport vehicle 10 via the network 80 as necessary. For example, the travel path 2a of the transport trolley 10 may be arbitrarily changed by a tablet serving as the external operation control unit 90. The driving information at the marker 40 may be changed by the external driving control unit 90. The external driving control unit 90 can arbitrarily change the traveling path 2a of the mobile vehicle 10 by changing the traveling information on the marker 40 via the network 80 as necessary, as described below.

(Modification 1 of marker)
As a modified example of the above-described marker 40, a description will be given of a method of changing the traveling information of the marker 40 once installed, that is, a method of making the marker 40 variable. In the case of operating a plurality of transport carts 10 on different traveling paths 2a in one warehouse, after installing a plurality of A markers 40, B markers 40, and C markers 40 within the moving range of the traveling path 2a. The meaning of the marker 40 can be changed between the first carrier 10 and the second carrier 10. For example, when at least three or more markers 40 of A, B, C,... Are installed in the movement range, the markers of the first transporting vehicle 10 and the markers 40 in the second transporting vehicle 10 are displayed. The meaning can be changed as follows. An example of the meaning when the number of the markers 40 is three will be described below.
First transport cart 10: Marker A goes straight, marker B turns left, marker C stops.
Second carrier 10: Marker A goes straight, marker B turns right, and marker C turns left.

In the marker control unit 33 and the marker storage unit 34 of the first transport vehicle 10, the transport vehicle 10 is controlled according to the definition of the marker A (straight ahead), the marker B (left turn), and the marker C (stop). Is stored in the marker storage unit 34 in accordance with. Similarly, the marker control unit 33 and the marker storage unit 34 of the second transport vehicle 10 are controlled by the transport vehicle 10 based on the definition of the marker A (straight ahead), the marker B (right turn), and the marker C (left turn). The data is stored in the marker storage unit 34 as needed. Here, the control of the marker control unit 33 and the marker storage unit 34 of each transport vehicle 10 may be set for each transport vehicle 10. The marker control unit 33 and the marker storage unit 34 of each transport vehicle 10 may be controlled by an external operation control unit 90 such as a tablet connected to the network 80. This makes it possible to operate the plurality of transport vehicles 10 on different traveling paths 2a in one warehouse.

(Modification 2 of marker)
.. N are stored in advance in the same transport vehicle 10 as travel patterns using a plurality of markers, that is,

travel patterns

1, 2, 3,... Next time, if the control is performed in the running pattern 2, the same transport vehicle 10 can be run in different running patterns of N traversals. As a method of designating the traveling pattern, the marker 40 indicating the route is set on the traveling path 2a, or the installed marker 40 is modified with the tablet in the same manner as in the first modified example of the marker, that is, the definition of the marker 40 is modified. Alternatively, the meaning may be changed. The tablet serving as the external operation control unit 90 may communicate with the carrier 10 via a wireless LAN or the like.

(Modification 3 of marker)
A marker D may be provided as the marker 40 for specifying the traveling path 2a on the marker 40 installed on the traveling path 2a. The marker D is a marker indicating a change from the running pattern 1 to the running pattern 2, and is stored in the marker storage unit 34. When the transport trolley 10 detects the marker D on the travel path 2a, the marker control unit 33 switches from the travel pattern 1 to the travel pattern 2.

(Modification 4 of marker)
For example, the plurality of transport vehicles 10 may be controlled in real time from the external operation control unit 90 connected to the network 80. The external operation control unit 90 can be installed in a command room adjacent to a warehouse or a command room provided in a remote place.

(Modification 5 of marker)
The marker 40 may be used for controlling other devices other than the control of the carrier 10. For example, the marker S installed in front of the warehouse shutter may have a meaning to open the shutter. The marker control unit 33 that has detected the marker S may be connected to the network 80 via a network connection unit connected to the CPU unit 36, and may transmit a “shutter open” signal to the shutter control unit.

(Modification 6 of marker)
When the transport vehicle 10 is towing another transport vehicle, the transport vehicle that is being towed may be cut off according to the instruction of the marker 40. The traveling path 2a may be changed. For example, when the transport trolley 10 is towing another transport trolley and detects the marker D that specifies the travel path 2a, switching from the travel pattern 1 to the travel pattern 2 is performed as in the third modified example of the marker. May be.

Furthermore, according to the traveling

systems

1 and 5 of the moving vehicle of the present invention, for example, an autonomous traveling system using a laser ranging (SLAM) system that detects a slope on a wall or a line trace that cannot be used on a road surface having steps or unevenness. In contrast to the autonomous driving system of the type, since the autonomous driving is performed between the markers 40 arranged in the form of dots or lines on the driving road, the autonomous driving can be continued regardless of the condition of the road surface in the middle. .

(Third embodiment)
Next, a traveling system 100 for a mobile vehicle according to a third embodiment of the present invention will be described with reference to FIGS. In the third embodiment, a moving vehicle includes a towed vehicle 120 and a transport vehicle 110 tow the towed vehicle. These vehicles are configured so that they can be connected and disconnected from each other by a connection mechanism. The coupling mechanism on the side of the transport vehicle 110 serving as a moving vehicle includes a connector 132 provided at the rear end of the transport vehicle 110, a connector 134 provided at the front end of the towed vehicle 120, and a connecting member 130 for coupling these components. In this configuration, the transport vehicle 110 leads and moves the towed vehicle 120 by leading. The towed truck 120 may be a cart (roll box pallet), a six-wheeled truck (slim cart), or a pallet-conveyable truck. When the connecting device 132 is movably mounted on the connecting member 130, the connecting device 134 on the towed vehicle 120 is fixedly mounted on the connecting mechanism on the transporting vehicle 110 side. Conversely, when the coupler 132 on the side of the carriage 110 is fixedly attached, the other coupler 134 may be movably attached. The loading capacity of the towed truck 120 can be 100 kg to 300 kg. If each motor 16 is appropriately selected, the load capacity of the towed truck 120 can be further increased to, for example, 600 kg.

(Modification 7 of marker)
The moving vehicle 110 can use the marker 40 indicating straight ahead, U-turn, left turn, right turn and stop, and no entry as in the case of the moving vehicle 10, but further draws an arc (R) as shown in FIG. A marker 40 that autonomously travels on a track can also be used in combination. The autonomous running of the orbital track is referred to as an arc-shaped left turn and an arc-shaped right turn, respectively, to distinguish it from a right-angled left turn and a right-turn. As a seventh modified example of the marker, a marker 40 indicating turning is described.
As shown in FIG. 19, when the transport vehicle 110 that pulls the towed vehicle 120 makes an arc-shaped left turn, when the transport vehicle 110 passes the marker 40 (marker 40-12), the image processing unit of the marker detection unit 30 32 detects the arrangement direction 32a of the markers 40 and the detection mark information 32b from the imaging screen of the markers 40. The marker 40-12 corrects the position of the transport vehicle 110 so that the vehicle first goes straight, for example, when it goes straight 2 m, so that it is at the center of the track 2a, and then the turning radius R and the turning angle are set. For example, it is possible to freely set such as traveling straight 2 m, turning 60 ° at a radius of 3 m (see the locus of FIG. 19A), traveling straight 2 m, turning 90 ° at a radius of 5 m (see the locus of FIG. 19B), and the like.

The marker control unit 33 reads, from the detection mark information 32b, the travel information 50 on the straight traveling distance, the turning radius R, and the turning angle set for the marker 40, and corrects the traveling information corrected for the deviation of the traveling direction with respect to the traveling path 2a. 50a is output to the drive control unit 13. As a result, the transport vehicle 110 travels straight from the marker 40-12 to a predetermined position, temporarily stops, and then turns in a leftward orbit in an arc. That is, the moving vehicle 110 first goes straight in the same way as the straight-ahead markers (markers 40-1 to 40-3 in FIG. 7), and then turns left in an arc shape according to the turning radius R indicated by the marker 40-12 and the turning angle. do. In this case, when the vehicle travels straight, a correction relating to the displacement in the width direction is performed. Thus, the transport vehicle 110 can smoothly turn when the towed vehicle 120 is towed and turns leftward in an arc shape. In the case of an arc-shaped right turn, the operation is performed in the left and right directions in reverse to the case of the arc-shaped left turn described above, and a detailed description thereof will be omitted.

(Modification 8 of marker)
The marker 40 may combine two or more functions of stopping at a predetermined distance or turning straight to a predetermined distance when turning in a specific direction. That is, the marker 40 has one or more of the above-described straight running, U-turn, left turning, right turning, stop, arc-shaped left turning, and arc-shaped right turning. Travel information may be set. For example, it can be set to stop at 5 m ahead, turn right in an arc at 3 m ahead, turn right in an arc, or the like.

(Modification 1 of Third Embodiment)
A traveling system 100A for a mobile vehicle according to a first modification of the third embodiment will be described with reference to FIGS. The transport vehicle 110A includes a coupler 142 that can be automatically attached and detached as a coupling mechanism for the towed vehicle 120A. The coupler 142 of the transport trolley 110A includes an automatic coupling member 144 having a mechanism movable in the vertical direction. The automatic connection member 144 is driven by a solenoid or a motor disposed in the coupler 142 to move the pin portion 144a of the automatic connection member 144 in the vertical direction. The towed vehicle 120A includes a coupler 142 on the towed vehicle side that is detachable from the coupler 142 of the transport vehicle 110A. The coupler 154 on the towed truck side has an insertion hole into which the pin portion 144a of the automatic coupling member 144 is inserted.

(Automatic connection between the transport vehicle 110A and the towed vehicle 120A)
Automatic connection between the transport vehicle 110A and the towed vehicle 120A will be described. For example, on the traveling path 2a of the warehouse, a marker 40 called a marker D is installed at a location where the transport vehicle 110A and the towed vehicle 120A are to be automatically connected. The marker D is defined as a location where the transport vehicle 110A and the towed vehicle 120A are automatically connected, and is stored in the marker storage unit 34. The automatic connection between the transport vehicle 110A and the towed vehicle 120A is associated with the travel information 50. The marker control unit 33 that has detected the marker D controls the CPU unit 36 to stop at the position of the marker D and perform automatic connection by the automatic connection member 144. In response, the CPU unit 36 controls the solenoid to move the pin portion 144a of the automatic connection member 144 upward, and inserts the pin portion 144a into the hole of the coupler 154 on the towed truck. . The external operation control unit 90 connected to the network 80 may send a signal of “connect to the towed vehicle 120A” to the CPU unit 36 of the transport vehicle 110A. When a PLC is used as the external operation control unit 90, control can be performed such that the towed vehicle 120A and the towed vehicle 120A are automatically connected from the PLC. The network 80 connecting the PLC and the CPU unit 36 may be configured using a switch or a communication unit connected to the CPU unit 36.

(Automatic detachment of the transport vehicle 110A and the towed vehicle 120A)
For example, when the connection between the transport vehicle 110A and the towed vehicle 120A is released on the traveling path 2a of the warehouse, a marker E is provided as the marker 40 at a position where the transportable vehicle 110A is separated from the towed vehicle 120A. The marker E is defined as a location where the transport vehicle 110A separates from the towed vehicle 120A, and is stored in the marker storage unit 34. The separation of the transport vehicle 110A from the towed vehicle 120A is associated with the traveling information 50. The marker control unit 33 that has detected the marker E controls the CPU unit 36 to stop at the position of the marker E, and then to perform automatic disconnection by the automatic connection member 144. In response to this, the CPU unit 36 controls the solenoid to move the pin portion 144a of the automatic connection member 144 downward, and automatically detaches the pin portion 144a from the coupler 154 on the towed truck side. Note that, similarly to the automatic connection between the transport vehicle 110A and the towed vehicle 120A, the external operation control unit 90 connected to the network 80 sends a signal of "leaving from the towed vehicle 120A" to the CPU unit 36 of the transportable vehicle 110A. Then, the towed vehicle 120A may be separated.

When the towed vehicle 120A is connected to the transporting vehicle 110A, the marker 40 may be given a meaning of retreat, and the transporting vehicle 110A may be retracted to align the coupler 142 with the coupler 154 on the towed vehicle side. Good. This alignment can be performed by the CPU unit 36. The alignment may be performed by an operator operating the handle of the transport carriage 110A. Alternatively, positioning may be performed using a switch connected to the external operation control unit 90 using a PLC or a communication function. As described above, if the travel information is set in advance so that the marker D or the marker E is automatically connected or disconnected, the transporting trolley 110A is stopped at the marker D or the marker E by the CPU unit 36, and then is stopped. By controlling the solenoid, automatic connection or automatic disconnection by the automatic connection member 144 is performed.

搬送 As shown in FIGS. 21 and 22, the transport trolley 110A further includes a distance measuring sensor 153. The distance measuring sensor 153 has a longer distance including a left and right diagonal direction when the towed vehicle 120A having a width wider than the transport vehicle 110A is detected while the distance sensor 23 mainly detects an obstacle in front. Detect obstacles in range. The distance may be set to about 5 m, for example, about 5 to 10 m. The distance measuring sensor 153 is preferably a distance measuring sensor called a two-dimensional laser range finder (2DLRF), a distance measuring sensor for measuring a distance by image recognition by a camera such as a stereo camera, or the like. When the wide towed truck 120A is towed, obstacles ahead in the traveling direction can be detected beforehand, so that the transporting cart 110A stops before colliding with the obstacle or avoids colliding with the obstacle. I do. Since the 2DLRF can measure distances on the order of millimeters, localization of obstacles around the carrier 110A with high accuracy and high density can be performed locally, thereby speeding up the stop operation for obstacles and obstructing obstacles. Perform the avoidance action quickly. The towed truck 120A loaded with a heavy object takes an extra braking time to stop after detecting an obstacle, so that the safety of the stopping operation is higher.

(Modification 2 of Third Embodiment)
In the traveling system 100B according to the third embodiment, as shown in FIGS. 23A and 23B, an operation unit 119 is provided on the side of the transport vehicle 110B as a coupling mechanism that causes the transport vehicle 110B to pull the tow vehicle 120B. And a traction member 170 for connecting to a pin 160 of the towed truck 120B described later, a restraining member 172, a link mechanism 174 connected to the traction member 172, a solenoid 176 for driving the link mechanism 174, and the like. Is provided, but does not include the handle 111b. The towing member 170 is provided with a hole 170 into which the pin 160 is inserted when connecting the towed truck 120B. The restraining member 172 is a spring-like member that prevents the pin 160 from coming off when the pin 160 is inserted into the hole 172a of the traction member 170. In this embodiment, the transport vehicle 110B is configured to tow and guide the towed vehicle 120B in a mode in which it is below the towed vehicle 120B. The operation unit 119 is disposed substantially below the loading surface of the main body unit 111 so as not to hinder the carriage 110B from sinking below the towed truck 120B. As a coupling mechanism on the towed truck 120B side, a pin 160 projecting downward at a lower portion of the main body 122, and a pair of guides 162 provided on the left and right sides for holding the transporting cart 110B under the towed truck 120A and holding it. It has. The interval Wg between the guides 162 is formed to be substantially the same as or slightly wider than the width of the transport vehicle 110B, and is set to a width that allows the towed vehicle 120B to enter and hold it.

(Automatic connection between the transport vehicle 110B and the towed vehicle 120B)
As shown in FIGS. 24 (a) and (b), on the towed truck 120B side, as a connecting mechanism, on the lower side of the main body 111, in addition to the above-mentioned pair of guides 162, a pin projecting downward. 160 is provided. The transport vehicle 110B dives below the towed vehicle 120B, and goes straight along the guide 162, whereby the pin 160 of the towed vehicle 120B is inserted into the hole 170a of the towed member 170 of the transportable vehicle 110B and connected to each other. The connection operation by the connection mechanism will be specifically described. First, as shown in FIG. 25A, when the transport vehicle 110B advances in the direction of the arrow, the pin 160 of the towed vehicle 120B is attached to the restraining member of the transport vehicle 110B. 172 approach. 25B, the pin 160 of the tow truck 120B pushes down the restraining member 172 elastically held at a predetermined position by the spring 164 against the spring force, and the pin 160 It enters the hole 170a of the traction member 170 of the transport carriage 110B. When the pin 160 advances to the end of the hole 170a, as shown in FIG. 25 (c), the restraining member 172 separates from the pin 160 of the towed truck 120B and returns to the predetermined position by the spring 154 again. As a result, the towing member 170 is hooked on the pin 160 in the horizontal direction, and the pin 160 is inserted into the hole 170a of the towing member, whereby the towed vehicle 120B is connected to the transporting vehicle 110B.

(Automatic detachment of the transport vehicle 110B and the towed vehicle 120B)
When releasing the connection by the connection mechanism shown in FIG. 25C, as shown in FIG. 25D, the solenoid 176 arranged at the lower part of the main body of the transport carriage 110B is driven to suck the link mechanism 174. By doing so, the traction member 170 is pulled down below the pin 160 (arrow C). This releases the horizontal connection of the pin 160 of the towed vehicle 120B from the hole 170a of the towed member 170 of the transporting vehicle 110B. In this state, when the transport vehicle 110B advances in the traveling direction, it separates from the towed vehicle 120B. When the solenoid 176 stops after a lapse of time sufficiently away from the pin 160, the traction member 170 of the carrier 110B returns to a predetermined position by the force of the spring 164. Since the transport vehicle 110B sneaks under the towed vehicle 120B and connects the towed vehicle 120B, the towed vehicle 120B can perform the same movement as the operation of the mobile vehicle 100A alone, and connects the towed vehicle to the rear of the transported vehicle. In this case, the towed truck can rotate in place. Further, since the transport vehicle 110B and the towed vehicle 120B move in a stacked state, the overall length is shortened, and the working efficiency is improved.

The present invention can be implemented in various forms without departing from the spirit thereof. In the embodiment described above, the ArUco marker is used as each mark of the marker 40, but other various marks, for example, a QR code (registered trademark) or the like may be used. The marker 40 has marks arranged in two rows × 9, but may be arranged in one row, three or more rows, or two to eight or ten or more marks in the horizontal direction. When the speed of the

transport carts

10, 110, 110A, 110B in the traveling direction increases, whether the marker 40 can be detected depends on the shutter speed of the camera 31 and the processing speed of the CPU unit 36. Accordingly, if the number of rows of the markers 40 in the traveling direction is increased and installed, the traveling information can be reliably acquired from the markers 40 even when the speed of the

transport vehicles

10, 110, 110A, 110B increases. The marker control unit 33 and the beacon processing unit 25 of the beacon detection unit 20 may be shared without providing the marker detection unit 30 separately from the beacon detection unit 20. The emergency stop switch 19 as an emergency stop operation unit may be provided on an external operation unit that performs various settings without being provided on the main body unit 11 of the transport trolley 10, or may be fixedly arranged in the traveling area of the transport trolley 10. May be. The number of emergency stop switches 19 is not limited to one, but may be plural, and may be included in the operation of the joystick 19b. The surrounding sensor for the emergency stop is not limited to a distance sensor such as an ultrasonic sensor, and may be detected by a bumper sensor 38a provided on the bumper 38. The emergency stop operation unit may be configured such that the worker can remotely stop the

transport vehicles

10 and 110 by using a beacon worn by the worker or another remote control device using infrared or wireless communication.

As a safety function of the traveling

system

1, 5, 100, 110A, 110B of the moving vehicle, if the marker 40 cannot be found even if the marker 10m advances, for example, it is recognized that the moving

vehicle

10, 110, 110A, 110B has deviated from the course and automatically. It may stop at. The

transport vehicles

10, 110, 100A, and 100B may include a speaker. The speaker can generate an alarm sound or a sound effect around the transport trolley before the operation of the marker 40 such as straight ahead, left turn, right turn, emergency stop, and the like. In the above-described embodiment, an example has been described in which the

transport vehicles

10, 110, 100 </ b> A, and 100 </ b> B are used as the mobile vehicles. However, the present invention is not limited thereto, and the present invention can be applied to any mobile vehicle other than the transport vehicles. it is obvious.

1,5,100,100A, 100B ... traveling system for moving vehicle,
2 ... running area 2a ... running path
10, 110, 110A, 110B ... Transportation trolley (moving vehicle),
11, 111: body part, 11a: mounting table, 11b, 111b: handle,
12: running section, 13: drive control section, 13a: power supply,
15: wheel, 15a: wheel rotation sensor, 15b: wheel rotation speed information,
16 ... motor, 16a ... reduction mechanism, 17 ... caster,
18: Inertial measurement unit (IMU), 18a: Detection signal, 19, 119: Operation unit, 19a: Shift lever, 19b: Joystick, 19c: Emergency stop switch, 19d: Emergency stop signal, 19e: Speed switching dial, 19f, 19g ... indicator light,
20: beacon detector, 21, 22: infrared camera, 23: distance sensor,
24: beacon operation unit, 24a: position information of beacon B,
25: beacon processing unit 25a: beacon storage unit 25b: travel information
Reference Signs List 30: marker detection unit, 31: camera (imaging means), 31a: light emitting unit, 31b: imaging signal, 32: image processing unit, 32a: arrangement direction, 32b: detection mark information,
32c: error signal 33: marker control unit 33a: emergency stop signal
34: marker storage unit, 36: CPU unit, 37: main switch, 38: bumper,
38a: bumper sensor, 40: marker,
41, 41a to 41i: marks in the first row, 42, 42a to 42i: marks in the second row,
50: travel information, 50a: corrected travel information, 51: arrangement position information,
61-72: Position, 80: Network, 90: External operation control unit,
120, 120A, 120B ... towed truck, 130 ... connecting member,
132, 142 ... connecting mechanism on the moving vehicle side,
134, 154: coupling mechanism on the towed truck side,
144: Automatic connection member 144a: Pin portion 153: Distance measuring sensor
160 ... pin, 162 ... guide, 164 ... spring,
170: traction member, 170a: hole of traction member,
172: restraining member, 174: link mechanism, 176: solenoid.

Claims

A traveling vehicle including a main body, a traveling unit for traveling on the ground, a drive control unit that drives and controls the traveling unit, and a marker detection unit,
A marker arranged along a traveling path on which the moving vehicle should travel,
, And
An image pickup unit for picking up an image of the lower side of the main body unit, an image processing unit for performing image processing on an image picked up by the image pickup unit to detect the marker, and an image processing unit for detecting the marker. Based on the detected marker, a marker control unit that outputs travel information set in advance to the marker to the drive control unit,
The marker has at least one or more marks arranged laterally across the track and / or vertically along the track;
The drive control unit drives and controls the travel unit based on travel information from the marker control unit, whereby the mobile vehicle autonomously travels along a travel path specified by the marker. Traveling system.
A traveling vehicle including a main body, a traveling unit for traveling on the ground, a drive control unit that drives and controls the traveling unit, and a marker detection unit,
A marker arranged along a traveling path on which the moving vehicle should travel,
A network connected to the moving vehicle;
An external operation control unit of the mobile vehicle connected to the network,
, And
An image pickup unit for picking up an image of a lower part of the main body unit; an image processing unit for performing image processing on an image picked up by the image pickup unit to detect the marker; and A marker control unit that outputs driving information set in advance to the marker based on the marker, to the drive control unit,
The drive control unit drives and controls the traveling unit based on traveling information from the marker control unit, whereby the mobile vehicle autonomously travels along a traveling path specified by the marker,
A traveling system for a mobile vehicle, wherein the external driving control unit can change the travel route of the mobile vehicle arbitrarily by changing the travel information at the marker via the network as needed.
The traveling system for a mobile vehicle according to claim 2, wherein the marker has at least one or more marks arranged laterally across the traveling path and / or vertically along the traveling path.
The travel system according to claim 1 or 2, wherein the marker has a plurality of marks arranged in a horizontal direction and / or a vertical direction.
The traveling system for a mobile vehicle according to claim 1 or 2, wherein the plurality of marks arranged in the horizontal direction and / or the vertical direction each include the same mark or different marks.
The moving vehicle further includes a wheel rotation sensor of the traveling unit and an inertial measurement unit attached to the main body,
The drive control unit calculates a moving distance from a detection signal of the wheel rotation sensor, detects a deviation of an angle in a traveling direction of the moving vehicle from a detection signal of the inertial measurement unit, and calculates the moving distance and the angle. The traveling system for a moving vehicle according to claim 1, wherein the traveling unit is drive-controlled based on the corrected and corrected moving distance and angle.
The image processing unit detects a direction in which the marks constituting the marker are arranged,
The moving vehicle according to claim 1, wherein the marker control unit corrects the traveling information by detecting a deviation between a traveling direction based on traveling information and an actual traveling direction based on a direction in which the marks are arranged. 4. Traveling system.
Each mark constituting the marker is set the arrangement position information in the marker respectively,
Based on the mark that is located near the center of the imaging screen by the marker detection unit among the marks that constitute the marker, the marker control unit determines the lateral displacement on the traveling path of the mobile vehicle from the arrangement position information based on the arrangement position information. The traveling system for a moving vehicle according to claim 1, wherein the traveling information is detected and the traveling information is corrected.
Each mark constituting the marker is set to travel information that is any one of straight ahead, U-turn, left turn, right turn, stop, arc left turn, arc right turn, or a combination of one or more of these. The traveling system for a mobile vehicle according to claim 1, wherein
The traveling system for a mobile vehicle according to claim 9, wherein each mark constituting the marker is set at several stages of traveling speeds with respect to traveling information of straight traveling.
(3) The traveling system for a moving vehicle according to claim 1 or 2, wherein the moving vehicle further includes an obstacle sensor.
In addition, it has an emergency stop operation unit that outputs an emergency stop signal at the time of operation,
When the emergency stop operation unit is operated, the marker control unit interrupts autonomous traveling by the marker based on an emergency stop signal from the emergency stop operation unit, generates emergency stop travel information, and performs the drive. Sent to the control unit,
The traveling system for a mobile vehicle according to claim 1, wherein the drive control unit drives and controls the travel unit to perform an emergency stop based on emergency stop travel information from the marker control unit.
Each mark constituting the marker is further set with travel information for following mode switching,
The main unit includes a beacon detecting unit that detects identification light from a beacon to be followed ahead and generates beacon position information including a direction and a distance of the beacon,
The marker control unit, when the marker detected by the image processing unit is associated with the traveling information of the following mode switching, suspends autonomous traveling by the marker, the beacon detection unit based on the beacon position information, Generates traveling information for traveling toward the beacon and sends it to the drive control unit,
3. The vehicle according to claim 1, wherein the drive control unit drives and controls the traveling unit based on traveling information from the beacon detection unit, so that the moving vehicle travels following the movement of the beacon. 4. Traveling system for moving vehicles.
The beacon is a portable beacon,
When the beacon detection unit detects the identification light from the portable beacon, the marker control unit suspends autonomous traveling by the marker, and the beacon detection unit stops the mobile vehicle by moving straight ahead by a predetermined distance. A traveling system for a mobile vehicle according to claim 13.
The traveling system for a mobile vehicle according to claim 1 or 2, wherein the main body is configured as a main body of a transport vehicle having a flat mounting table.
The traveling system for a mobile vehicle according to claim 1 or 2, further comprising a connection mechanism for towing the mobile vehicle and the towed truck.
As the connection mechanism, the towed truck has a pin protruding downward at a lower portion of the main body of the towed truck, and a pair of left and right sides provided to hold the moving vehicle underneath the towed truck. And a guide of
The moving vehicle, a traction member that inserts the pin when connecting the towed truck, and a spring-like restraining member that prevents detachment of the pin when the pin is inserted into a hole of the traction member. A link mechanism connected to the traction member, and a solenoid driving the link mechanism,
When releasing the connection by the connection mechanism, the towed truck is disengaged from the moving vehicle by driving the solenoid to suck the link mechanism and pull the towing member below the pin. Item 17. A traveling system for a mobile vehicle according to item 16.
The traveling system for a moving vehicle according to claim 16 or 17, wherein traveling information is set in advance on the marker so that the traveling vehicle is automatically connected to or disconnected from the towed vehicle.