JP2002297239A - Method for controlling vehicle and device for the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely prevent the interference or collision of vehicles at the merging point or intersection of the traveling paths, and to realize an efficient vehicle operation in a relatively simple constitution when controlling the traveling of a plurality of vehicles whose traveling paths are different. SOLUTION: In this method for controlling unmanned vehicles traveling on preliminarily set traveling paths based on the detected information of the position of the present vehicle, a shared route to be commonly used by at least a part of the vehicles whose traveling paths are different is set, and a plurality of traveling control blocks including at least one shared route are set in all the traveling paths including all the traveling paths of the vehicles, and at least one traveling control block is assigned to each vehicle, and when the prescribed traveling control block is being used by the prescribed vehicle, the use of the traveling control block by another vehicle is limited.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method and a device for a vehicle that detects at least the position of a vehicle on a predetermined traveling route and that runs unmanned on the traveling route based on the detected information.

[0002]

2. Description of the Related Art A vehicle that performs unmanned traveling as described above travels on a predetermined floor such as a factory or a warehouse along guide means such as a magnetic tape provided on a floor along a traveling route. So-called AGV (Auto Guide Beagle)
It has already been put into practical use, and is becoming popular as an effective means of labor saving in factories and warehouses.

As a control method for controlling the traveling state of such an unmanned traveling vehicle, for example, Japanese Patent Laid-Open No. 7-219633 discloses an operation plan for each vehicle so that the traveling route of each vehicle is necessary and shortest. A configuration has been disclosed that improves efficiency in operating a plurality of unmanned vehicles. Further, for example, Japanese Patent Publication No. 5-6690 discloses that various control information is transmitted to and received from a plurality of automatic guided vehicles by a guidance wireless system via one guide line, and the operation of the plurality of automatic guided vehicles is controlled. There is disclosed a configuration for improving the control efficiency in the above.

[0004]

By the way, when controlling the traveling state of a plurality of unmanned traveling vehicles having different traveling routes, when there is a junction or intersection between the traveling routes of the respective unmanned traveling vehicles, the respective vehicles are not connected to each other. In order to avoid interference and collision of the vehicle, when such a point approaches, it is necessary to reduce the running speed of the vehicle or to stop it temporarily,
The traveling control for each vehicle becomes very complicated, and the operation efficiency of the vehicle also decreases.

[0005] This problem becomes more conspicuous as the number of unmanned vehicles running in one independent area increases and the operation of each vehicle becomes more complicated. Therefore, from the viewpoint of further improving the practicality of the unmanned traveling vehicle system, it is required to control the traveling state of each vehicle at a junction or an intersection by using a method as simple as possible.

In view of the above, according to the present invention, when running a plurality of unmanned running vehicles having different running routes, the interference and collision of each vehicle at a junction or an intersection between the running routes can be ensured with a relatively simple configuration. The purpose of the present invention is to avoid the vehicle and to enable efficient operation of the vehicle.

[0007]

Therefore, the invention according to claim 1 of the present application (hereinafter referred to as a first invention) detects at least the position of the own vehicle on a predetermined traveling route, and performs the detection. A method for controlling a vehicle that travels unmanned on the traveling route based on information, wherein a common route used by at least a part of a plurality of vehicles having different traveling routes is set in common, and a traveling route of each vehicle is set. A plurality of travel control blocks including at least one of the dual-purpose routes are set in the entire travel route including all of the routes, and at least one of the travel control blocks is assigned to each of the vehicles. When the travel control block of a vehicle is used by a predetermined vehicle, the use of the travel control block of other vehicles is set so as to be restricted. A.

Further, the invention according to claim 2 of the present application (hereinafter referred to as the invention)
According to a second aspect, in the first aspect, the detection information includes a traveling direction of the own vehicle on the traveling route.

Further, the invention according to claim 3 of the present application (hereinafter referred to as “the invention”)
A third aspect of the present invention is characterized in that, in the first or second aspect, the shared route is constituted by an intersection where a plurality of traveling routes cross each other.

[0010] Further, the invention according to claim 4 of the present application.
(Hereinafter referred to as a fourth invention) is provided with a detecting means for detecting at least a position of the own vehicle on a preset traveling route, and a vehicle traveling unmanned on the traveling route on the basis of information detected by the detecting means. In the control device, ancillary equipment for controlling the traveling states of a plurality of vehicles having different traveling routes is provided, and the ancillary equipment includes a receiving unit that receives the detection information from each of the vehicles, Control means for setting a running state of each vehicle based on the respective detection information, and transmitting means for outputting a control signal to each vehicle, wherein the control means includes a plurality of driving routes different from each other. A plurality of traveling routes including at least one of the above-mentioned shared routes within an entire traveling route including all of the traveling routes of the respective vehicles. A control block is set, and at least one of the travel control blocks is assigned to each of the vehicles. When a predetermined travel control block is used by a predetermined vehicle among the travel control blocks, the other vehicles are used. The traveling control of each vehicle is performed so as to limit the use of the traveling control block.

[0011] Further, the invention according to claim 5 of the present application.
(Hereinafter, referred to as a fifth invention) is characterized in that, in the fourth invention, the detection information includes a traveling direction of the own vehicle on the traveling route.

Further, the invention according to claim 6 of the present application is further provided.
(Hereinafter, referred to as a sixth invention) is characterized in that, in the fourth or fifth invention, the shared route is constituted by an intersection where a plurality of traveling routes cross each other.

Further, the present invention according to claim 7 of the present application.
(Hereinafter, referred to as a seventh invention) according to any one of the fourth to sixth inventions, wherein an address plate for specifying a position on the traveling route is attached to a key point of the traveling route of each vehicle. Wherein the detecting means of each vehicle detects at least the position of the own vehicle on the traveling route by detecting the address plate, and the detection information is transmitted to the auxiliary equipment. It is.

[0014] Further, the invention according to claim 8 of the present application.
(Hereinafter, referred to as an eighth invention) according to the seventh invention, wherein the address plate is attached to a start point and an end point of each of the traveling control blocks, and the control means of the auxiliary equipment includes Based on the detection information about the start point and the end point of the travel control block, it is determined whether or not the travel control block is being used by a predetermined vehicle. If the travel control block is being used, use of another vehicle is prohibited. In addition, the running state of each vehicle is controlled.

[0015]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. First, a basic configuration of an unmanned guided vehicle and an unmanned traveling system as unmanned traveling vehicles according to the present embodiment will be described. Figure 1,
In FIG. 2, a magnetic guide tape (hereinafter, referred to as an example of a guide means) is provided on a floor 1 along a travel route (travel course).
A guide wheel 2 is laid, and a left driving wheel 4 and a right driving wheel 4 are provided on the side of a transport vehicle M (so-called AGV) as an unmanned vehicle for automatically transporting, for example, mechanical parts. , A driven wheel 6 having a left free wheel configuration, and a driven wheel 7 having a right free wheel configuration, and a guide sensor arranged in a direction intersecting the guide tape 2 at right angles. The front and rear guide sensors 8 are provided at the front and rear of the vehicle, respectively, and the front and rear guide sensors 8 are used at the time of forward movement (left side in FIGS. 1 and 2) and at the time of backward movement.

Further, an address sensor 10 for detecting an address plate 9 for specifying a position on the traveling route provided at a predetermined position on the traveling route is provided on the vehicle side, and the above-mentioned driving wheels 4 and 5 are independently driven. Left and right drive motors 11 and 12 are provided to control the lateral displacement (transfer in the left and right direction) of the transport vehicle M with respect to the guide tape 2 by the rotational speed difference between the left and right drive wheels 4 and 5.

As shown in FIG. 3, a plurality of the guide sensors 8 are arranged in a direction intersecting the guide tape 2.
For example, it has 16 point sensors P1 to P16,
The guide tape 2 is configured to be detected by these point sensors P1 to P16. In this example,
While the above-described guide tape 2 is set as a magnetic tape (magnetic recording medium), each of the above-mentioned point sensors P1 to P16 is set as a magnetic Hall element as an example of a magnetic sensor, and the influence of dirt on the floor 1 and the road surface. And is configured to always ensure good magnetic detection accuracy.

FIG. 4 shows a control circuit of the control device of the vehicle.
The CPU 20 includes the guide sensors 8 and 8 and the address sensor 10.
The operation display unit 14 and the motor drive unit 1 are operated in accordance with a program stored in the ROM 13 based on necessary input from the
Drives 5 and 16 are controlled, and a RAM 17 stores a map MP as a control rule as shown in FIG. 3, for example. Here, the above-described operation display unit 14 displays necessary operation states such as starting and stopping of the vehicle, and the left motor driving unit 15 controls driving of the left driving wheel 4 via the same driving motor 11. The right motor driving unit 16 controls the driving of the right driving wheel 5 via the driving motor 12 on the right side.

A transmission section 21 and a reception section 22 are connected to the CPU 20 so that signals can be exchanged. The transmission unit 21 and the reception unit 22 transmit and receive signals to and from an intersection control panel 30 as auxiliary equipment for controlling the traveling states of the plurality of transport vehicles M having different traveling routes. The transmission unit 21 mainly transmits position information (position data) on the traveling route of the vehicle M specified by the address plate 9 detected by the address sensor 10 to the intersection control panel 30. The receiving unit 22 receives a control signal from the intersection control panel 30. Although not specifically shown in the CPU 20 of the transport vehicle M, for example, a tow hook drive unit that drives a tow hook of the transport vehicle M for pulling the parts truck is shown in FIG. In addition to the above, various components constituting the control system are connected so as to be able to exchange signals.

The intersection control panel 30 includes a receiving unit 32 for receiving a position information signal from the transmitting unit 21 of the carrier M,
Control means 31 for generating a control signal for each carrier M based on the position information signal from each carrier M received by the receiving means 32, and receiving the control signal generated by the control means 31 for the carrier M For example, a transmission unit 33 that transmits data to the unit 22 at a constant period is provided. The control means 31 includes:
As will be described in detail later, the control signal is mainly generated so as to control each transport vehicle M in block units of a travel control block (described later).

A map MP as a control law shown in FIG.
The horizontal axis represents the numbers of the point sensors P1 to P16 (corresponding to the amount of lateral displacement of the vehicle with respect to the guide tape 2), and the vertical axis represents the rotation speeds of the left and right motors 11 and 12 (corresponding to the steering control amount). The numerical value "255" on the vertical axis indicates the full rotation of the motor, and the numerical value "0" indicates the stop of the motor.

In FIG. 3, CL1 represents the center of the transport vehicle M, and CL2 represents the center of the guide tape 2. When the centers CL1 and CL2 coincide with each other, it indicates that the lateral displacement amount of the transport vehicle M is zero, and when the centers CL1 and CL2 are separated from each other as shown in FIG. It indicates that the displacement is by the lateral displacement amount ΔL. FIG. 3 shows a state in which the transport vehicle M is shifted to the right by the lateral shift amount ΔL for the sake of convenience of description, and it is necessary to perform steering control of the transport vehicle M to the left based on the rotational speed difference between the left and right drive motors 11 and 12. It is shown that.

In this case, the CPU 20 detects the guide tape 2 by the guide sensor 8, calculates the center of gravity of the point sensors P5 to P9 which are ON, calculates its own position with respect to the center CL2 of the guide tape 2, and calculates the amount of lateral displacement. ΔL is obtained, and the rotational speeds of the left and right motors 11 and 12 corresponding to the obtained lateral shift amount ΔL are read out from the map MP stored in the RAM 17, and the left motor 11 is driven by the numerical value “180” to obtain the numerical value “ 230 ", the right motor 12 is driven, and the transport vehicle M is steered to the left by the rotational speed difference between the left and right drive wheels 4 and 5 to control the transport vehicle M to the center position of the guide tape 2 (direction). Amend).

The straight-ahead control, left-turn control, and right-turn control of the transport vehicle M are as follows. In the case of the straight-ahead control, the center of gravity of the guide tape 2 is calculated by calculating the center of gravity from the bit of the point sensor in the guide sensor 8 which is ON, and the straight-ahead control is performed.
The leftmost bit that is N is detected, and after correction, the center position of the guide tape 2 is determined to perform left turn control. In the case of right turn control, the rightmost bit for which the point sensor is ON is detected. After the correction, the center position of the guide tape 2 is obtained and right turn control is performed.

As described above, since the steering of the carrier M is controlled using the control side (see the map MP in FIG. 3), the steering control characteristics can be set arbitrarily and the change can be easily performed. In addition, the above-mentioned control side is mapped to a map MP (a map previously allocated to the RAM 17 as a data memory).
, It is easy to set, correct and change the steering control amount (the rotation speed of each of the left and right motors 11 and 12 in the case of FIG. 3) with respect to the lateral displacement amount ΔL of the transport vehicle M. And the versatility according to the vehicle weight and the steering control amount can be used by reading from the map MP. Therefore, unlike the conventional method using a gain (constant), there is no need for calculation, To reduce the calculation time,
In addition, the calculation load can be made zero, and there is an effect that even when the running course is changed by the guide tape 2 of the floor 1 (including the change of the radius of curvature at the curved portion), it is possible to easily cope with the change. .

The transmitting means 33 of the intersection control panel 30 as the incidental equipment includes one of the designation signals for designating the automatic guided vehicle M, and the automatic guided vehicle M entering each intersection provided on the traveling route. And a control signal including an entry confirmation signal for permitting the automatic guided vehicle M to be transmitted to the automatic guided vehicle M as a unit. The designation signal transmitted from the transmission means 33 of the intersection control panel 30 to each AGV M is individually coded for each AGV M, and based on the code of the designation signal, It is determined whether each M is designated or not.
Is configured to be determined.

The approach confirmation signal is individually coded for each intersection, and the automatic guided vehicle M is allowed to enter any intersection based on the code of the approach confirmation signal. It is configured so that each automatic guided vehicle M can determine whether or not this is the case. Further, a traveling signal (position information signal) transmitted from each of the automatic guided vehicles M described above.
Consists of an intersection arrival signal and an intersection exit signal, which are individually coded for each intersection, and based on the traveling signal, it is possible to determine at which intersection each automatic guided vehicle M is located. The determination is made by the control means 31 of the intersection control panel 30 as equipment.

For example, as shown in FIG. 5, the transmission period A of the designation signals a1 to 13 for designating the unmanned guided vehicles M is described.
And between the transmission periods C and D of the entry confirmation signals c and d permitting entry into two intersections, for example.
A reception period B for receiving the traveling signal b1 and the like transmitted from the vehicle is provided, and communication is performed between the intersection control panel 30 and each of the automatic guided vehicles M using these as a unit. The communication between the automatic guided vehicle M1 that has reached the intersection and the intersection control panel 30 is performed when the designated signal a1 is transmitted from the transmission unit 33 of the intersection control panel 30 in response to the designation signal a1. From the running signal b1
Is transmitted, and after the traveling signal b1 is received by the receiving means 32, an entry confirmation signal c that allows the automatic guided vehicle M1 to enter the intersection is transmitted to the intersection control panel 3.
This is performed by being transmitted from the transmission means 33 of 0.

The control means 31 determines whether or not each of the automatic guided vehicles M has reached each intersection in accordance with the traveling signals b1 to b3 transmitted from each of the automatic guided vehicles M. It is determined whether or not the vehicle has exited the intersection, and when it is confirmed that the automatic guided vehicle M has reached the intersection, the entry confirmation signals c and d for permitting the vehicle to enter the intersection from the intersection control panel 30 are transmitted as described above. From the transmission means 33 to the automatic guided vehicle M
And when it is confirmed that the automatic guided vehicle M has exited the intersection, the entry confirmation signal c,
The transmission of d is configured to be stopped.

The receiving section 22 of each of the automatic guided vehicles M receives the designation signals a1 to a3 and the entry confirmation signals c and d transmitted from the transmission means 33 of the intersection control panel 30,
The transmission unit 21 transmits the traveling signal b1 and the like of the own vehicle to the intersection control panel 30. The address sensor 10 detects an address plate installed at a position near the intersection and at a home position (home position) for receiving a destination command from the intersection control panel 30, and in accordance with display information displayed on the address plate, detects the address plate. It detects that the vehicle has arrived at the intersection and is in a state before entering the intersection, or that the vehicle has passed through the intersection and exited the intersection. Is output to the CPU 20.

Further, as shown in FIG. 5, the receiving section 22 transmits a designated signal among the designated signals a1 to a3 transmitted from the transmitting means 33 of the intersection control panel 30 to each of the automatic guided vehicles M, An entry confirmation signal c that permits entry into the intersection,
d, and transmits the received signal to the CPU 20.

The CPU 20 controls the intersection control panel 30
In accordance with the designation signals a1 to a3 transmitted from the transmission means 33, it is determined whether or not the designation signal is for the own vehicle, and it has been confirmed that the designation signals a1 to a3 for the own vehicle have been transmitted. At this point, the transmission timing of the traveling signals b1 to b3 corresponding to the traveling position of the vehicle detected according to the output signal of the address sensor 10 is controlled.

That is, as shown in FIG. 5, when it is confirmed that the designated signal corresponding to the own vehicle among the designated signals a1 to a3 has been transmitted, the own vehicle has reached the intersection, or The transmission timing of the traveling signal transmitted from the transmission unit 21 is controlled by the CPU 20 so that the traveling signal b1 or the like indicating that the car has left the intersection is transmitted from the transmission unit 21 to the intersection control panel 30. It has become.

The CPU 20 is provided with the address sensor 10
When it is confirmed that the vehicle has arrived at the intersection in response to the output signal, the vehicle stops traveling, and in accordance with the control signal transmitted from the transmission means 33 of the intersection control panel 30, the approach confirmation is made. By judging the presence or absence of the signals c and d, it is determined whether or not another vehicle is approaching the corresponding intersection. When the corresponding approach confirmation signals c and d are not transmitted, the own vehicle has reached the intersection. Are transmitted to the intersection control panel 30 and the traveling signals b1 to b3
It has a function of controlling the vehicle to enter the intersection when it is confirmed that the intersection control panel 30 has transmitted the entry confirmation signals c and d after the transmission of ~ b3.

That is, as shown in FIG. 5, immediately after the traveling signal b1 is transmitted from the automatic guided vehicle M1, the corresponding intersection confirmation signal is transmitted from the intersection control panel 30 immediately after the traveling signal b1 is transmitted. Since it is confirmed by the CPU 20 of the other automatic guided vehicles M2 and 3 that the automatic guided vehicle M1 has entered the intersection, it is determined that the automatic guided vehicles M2 and 3 have reached the intersection in such a case. Running signal b shown
2 and b3 are prohibited from being transmitted from the transmission unit 21 of the automatic guided vehicle M2 and M3 to the intersection control panel 30.

When the CPU 20 of the automatic guided vehicle M2 confirms that the automatic guided vehicle M1 has exited the intersection and has stopped transmitting the entry confirmation signal c, as shown in FIG. A traveling signal b2 indicating that the automatic guided vehicle M2 has reached the intersection is transmitted from the transmission means 33 of the automatic guided vehicle M2 to the intersection control panel 30. And
Immediately after the transmission of the traveling signal b2, when the automatic guided vehicle M2 confirms that the entry confirmation signal c has been transmitted from the transmission means 33 of the intersection control panel 30 in response thereto,
An intersection control for causing the automatic guided vehicle M2 to enter the intersection is executed.

The transmission frequencies of the control signals including the designation signals a1 to a3 and the entry confirmation signals c and d transmitted from the transmission means 33 of the intersection control panel 30 and the transmission signals from the transmission unit 21 of each automatic guided vehicle M are transmitted. The transmission frequencies of the traveling signals b1 to b3 are set to different values, and accordingly, the reception frequency of the reception unit 32 of the intersection control panel 30 and the reception frequency of the reception unit 22 of each automatic guided vehicle M are also changed. It is set to a different value.

When a traveling route is set, the automatic guided vehicle M memorizes the traveling route and traveling direction by teaching before the actual operation (practical traveling). That is, prior to the practical travel of the travel route set for the user, teaching travel of the travel route is performed by, for example, manual operation, and in this teaching travel, the position information of the address plate set along the travel route is provided. Are sequentially read and stored in a memory, whereby the travel route and the travel direction are memorized.

Next, various specific examples of the control method of the vehicle (automated guided vehicle M) according to the present embodiment will be described. FIG.
FIG. 4 is an explanatory diagram showing a model of traveling paths of a plurality of (for example, three) automatic guided vehicles M (,,) according to the first specific example. FIG. 8 is an explanatory diagram of a travel control block obtained by dividing the travel route into blocks. As shown in these figures, in the first specific example, the automatic guided vehicle travels in one direction (downward direction in the figure) with respect to the longest route.
The entire travel route (overall travel route) is configured by providing two branch roads, and address plates 1 to 12 are provided at key points of this overall travel route.
Is set. These address plates 1 to 12 are provided before and after each branch point, at the start point and end point of the branch line, and also in the middle of the straight route.

In the description of the various embodiments of the present invention, each traveling point indicated by a circle, a circle, a circle, and a cross is provided with a unique address plate. It indicates that the running point has the following contents. ○: a point corresponding to the starting point of the traveling route (even though it is not actually the beginning of the traveling route, there is no point with the address plate attached to the traveling route before that point, and this point marked with ○ is an unmanned transport vehicle Indicates that the carrier has entered the travel route). ●: A point corresponding to the end point of the traveling route (Even if it is not actually the end of the traveling route, there is no point with the address plate attached to the traveling route thereafter. Indicates that the carrier has left the traveling route).印: A point at which control (travel control of the transport vehicle) shifts from another travel control block to the travel control block. X: A point at which control (travel control of the transport vehicle) shifts from the travel control block to another travel control block.

In the entire traveling route, the automatic guided vehicle enters the traveling route from the traveling point of the address plate # 1.
After traveling in the downward direction in FIGS. 7 and 8, the address plate
The exit from the traveling route is completed at 12 traveling points, and the traveling route is the longest. In addition, the automatic guided vehicle enters the traveling route from the traveling point of the address plate # 11, and
Then, the vehicle travels in the upward direction in FIGS. 8 and 9 and completes exit from the travel route at the travel point of the address plate 2.
Furthermore, the automatic guided vehicle enters the traveling route from the traveling point of the address plate 6 and travels in the upward direction in FIGS. 7 and 8, and completes exit from the traveling route at the traveling point of the address plate 2. , The running route is the shortest.

That is, the entire travel route is configured to include all of the travel routes of the respective transport vehicles. In addition, in the entire traveling route, ● 3
The route portion from the travel point to the travel point of ● is a shared route shared by the transport vehicle and the transport vehicle, and the route portion from the travel point of ● 3 to the travel point of ● 5 is all transport vehicles. ,, Are shared routes commonly used. Each of the travel control blocks A to D shown in FIG. 8 is configured to include at least one of the dual-purpose routes (or a part of the dual-purpose routes).

In the first specific example described above, in order to prevent interference between the unmanned transport vehicles (hereinafter abbreviated as "AGV" as appropriate) and to operate each transport vehicle efficiently, Each carrier has a priority. In this specific example, the priority order is set higher in descending order of travel route. That is, the automatic guided vehicle has the highest priority, and the guided vehicle has the lowest priority.

First, an example of the traveling control of the automatic guided vehicle having the first priority will be described mainly with reference to the flowcharts of FIGS. When the control is started, the automatic guided vehicle (AGV) temporarily stops at the point ○ 1 which is the starting point of the traveling route, and inquires of the intersection control panel 30 for permission to enter (steps S1 and S2). still,
At this time, position data indicating that the vehicle is at the point ○ 1 is transmitted from the carrier to the intersection control panel 30.

The intersection control panel 30, which has received the above inquiry from the transport vehicle, determines whether or not another vehicle is passing through the travel control blocks (each of the blocks A, C, and D) starting from the point ○ 1. It is further determined whether or not the other vehicle has passed (step S3, step S4).
Only when these are YES, entry is permitted, and an entry permission signal is input to the carrier (step S5). Based on this, the carrier starts (step S6), and
Travel control blocks (A, C, D) starting from one point
(Step S7).

Thereafter, the carrier moves to the travel control block A
It is determined whether or not the vehicle has passed the traveling point indicated by ● 5, which is the end point of (A block). If the result is YES, the position data indicating that the passage of ● 5 points has been completed is transmitted to the intersection control panel 30. Then, the carrier completes exiting the block A (steps S8 to S10). That is, the transport vehicle continues to travel on the C and D blocks. Also, the A block becomes empty.

Next, the transport vehicle is driven by a travel control block C.
It is determined whether or not the vehicle has passed the x9 travel point, which is the point immediately before the end point in the (C block) (step S11). (Step S1
2). That is, the operation control of the transport vehicle shifts to the block B at the above-mentioned × 9 points → ◎ 9 points.
(See the dashed arrow in FIG. 8).

Thereafter, it is determined whether or not the transport vehicle has passed through the traveling point indicated by ● 10, which is the end point of the traveling control blocks C and D (C and D blocks) (step S1).
3) If the answer is YES, position data indicating that the passing of the above-mentioned ● 10 points has been completed is transmitted to the intersection control panel 30, and the carrier has completed exiting from the C and D blocks (step S14, S15). That is, the transport vehicle continues to travel in the B block. Following the A block, the C block and the D block become empty. Therefore, at this time, if the succeeding transport vehicle is waiting at the point ○ 1, the subsequent transport vehicle can enter (see steps S1 to S7).

Finally, it is determined whether or not the transport vehicle has passed the traveling point of the traveling control block B (block B), ie, the traveling point indicated by ● 12 (step S1).
6) If the answer is YES, position data indicating that the passage of the above-mentioned ● 12 points has been completed is transmitted to the intersection control panel 30, and the vehicle has completed exiting from the B block (steps S17, S18). ), Finish traveling on his own travel route.

As described above, four traveling control blocks (A to D blocks) are assigned to the carrier, and the carrier is controlled to travel in units of these blocks.
That is, when a predetermined block is used by another vehicle, entry into the travel control block is restricted, and control is performed so that the entry can be made only when the block becomes empty.

Next, an example of traveling control of the automatic guided vehicle having the second highest priority will be described with reference mainly to the flowcharts of FIGS. In this case, four traveling control blocks A to D are also assigned to the carrier. When the control is started, the automatic guided vehicle (AG)
V) temporarily stops at the point ○ 11, which is the start point of the travel route, and inquires of the intersection control panel 30 for permission to enter (steps S21 and S22).

The intersection control panel 30, which has received the above inquiry from the transport vehicle, determines whether or not another vehicle is passing through the travel control blocks (blocks B and D) starting from the point ○ 11. Further, it is sequentially determined whether or not the other vehicle has passed (step S23, step S2).
4) The entry is permitted only when these become YES, and an entry permission signal is input to the carrier (step S2).
5). Based on this, the carrier starts (step S
26) The vehicle enters the travel control blocks (blocks B and D) starting from the above-mentioned point ○ 11 and travels (step S27).

Thereafter, the transport vehicle moves to the travel control block B
The vehicle temporarily stops at the x8 running point which is the point immediately before the end point in the (B block), and inquires of the intersection control panel 30 about the entry permission (steps S28 and S2).
9). The intersection control panel 30, which has received the above inquiry from the transport vehicle, determines whether or not another vehicle is passing through the travel control block C to which the control is shifted at the above-mentioned × 8 points → ◎ 8 points. It is sequentially determined whether or not the other vehicle has passed (steps S30 and S3).
1), the entry is permitted only when these become YES, and an entry permission signal is input to the carrier (step S3).
2). Based on this, the carrier starts (step S
33) The vehicle enters the travel control block C at the above-mentioned × 8 points → ◎ 8 points and travels (step S34). That is, the operation control of the transport vehicle shifts to the block C at the above-mentioned × 8 points → ◎ 8 points (see the dashed-dotted arrow in FIG. 8).

Thereafter, the transport vehicle moves to the travel control block B.
It is determined whether or not the vehicle has passed the traveling point indicated by ● 7 which is the end point of the (B block) (step S35).
When it becomes ES, the position data indicating that the passing of the above-mentioned 7 points has been completed is transmitted to the intersection control panel 30, and the carrier has completed exiting from the B and D blocks (steps S36 and S37). That is, the transport vehicle continues to travel on the C block. The B block and D
The block is empty. Therefore, at this time, if a succeeding carrier is waiting at the point １１11, the succeeding carrier can enter (see steps S21 to S27).

Next, the transport vehicle is driven by a travel control block C.
It is determined whether or not the vehicle has passed the × 4 running point which is the point immediately before the end point in the (C block) (step S38). If the result is YES, the vehicle enters the A block at the ◎ 4 running point. Yes (Step S3
9). That is, the operation control of the transport vehicle shifts to the block A at the above-mentioned × 4 points →→ 4 points (refer to the one-dot chain arrow in FIG. 8).

Thereafter, the transport vehicle moves to the travel control block C.
It is determined whether or not the vehicle has passed through the traveling point indicated by ● 3 which is the end point of (C block) (step S40).
When the vehicle reaches ES, position data indicating that the passing of the above-mentioned three points has been completed is transmitted to the intersection control panel 30 and the carrier completes exiting the C block (step S).
41, S42). That is, the transport vehicle continues to travel on the A block. Following the B block and the D block, the C block becomes empty.

Finally, it is determined whether or not the transport vehicle has passed the traveling point indicated by ● 2, which is the end point of the traveling control block A (A block) (step S43).
If the answer is YES, position data indicating that the passing of the above-mentioned ● 2 points has been completed is transmitted to the intersection control panel 30, and the carrier has completed exiting from the A block (steps S44, S45), and Finishes traveling on his own travel route.

Further, an example of the traveling control of the automatic guided vehicle having the lowest priority will be described mainly with reference to the flowcharts of FIGS. In this case, two traveling control blocks C and A are assigned to the carrier. When the control is started, the automatic guided vehicle (A)
GV) temporarily stops at the point ○ 6, which is the starting point of the traveling route, and inquires of the intersection control panel 30 about permission to enter (steps S51 and S52).

The intersection control panel 30, which has received the above inquiry from the transport vehicle, determines whether or not another vehicle is passing through the travel control block (C block) starting from the point ○ 11. It is sequentially determined whether or not the vehicle has passed (steps S53 and S54). When these are determined to be YES, entry is permitted, and an entry permission signal is input to the carrier (step S55). Based on this, the carrier starts (step S56), and
The vehicle enters the block C starting from the point and travels (step S57).

Thereafter, the transport vehicle moves to the travel control block C.
It is determined whether or not the vehicle has passed the × 4 running point which is the point immediately before the end point in the (C block) (step S58). If the result is YES, the vehicle enters the A block at the running point of ◎ 4. Yes (Step S5
9). That is, the operation control of the transport vehicle shifts to the block A at the above-mentioned × 4 points →→ 4 points (see a two-dot chain arrow in FIG. 8).

Thereafter, the transport vehicle moves to the travel control block C.
It is determined whether or not the vehicle has passed the traveling point indicated by ● 3 which is the end point of (C block) (step S60).
When the vehicle reaches ES, position data indicating that the passing of the above-mentioned three points has been completed is transmitted to the intersection control panel 30 and the carrier completes exiting the C block (step S).
61, S62). That is, the transport vehicle continues to travel on the A block. The C block becomes empty. Therefore, at this time, if the succeeding carrier is on standby at the point ○ 6, the subsequent carrier can enter (see steps S51 to S57).

Finally, it is determined whether or not the transport vehicle has passed through the traveling point indicated by ● 2, which is the end point of the traveling control block A (A block) (step S63).
If the answer is YES, position data indicating that the passing of the above-mentioned 2 points has been completed is transmitted to the intersection control panel 30, and the carrier has completed exiting from the A block (steps S64 and S65). That is, the carrier has finished traveling on the traveling route.

As described above, according to the first specific example, a plurality of vehicles (automated guided vehicles) having different running routes,
, A plurality of travel control blocks A to D including at least one shared route are set in the entire travel route including all travel routes of each vehicle, and at least one travel control block is provided for each vehicle. By allocating the control blocks, the traveling route of each vehicle can be managed in block units, and the traveling control can be performed efficiently. In addition, when a specific traveling control block among the traveling control blocks A to D in the entire traveling route is being used by a predetermined vehicle, the use of the traveling control block of other vehicles is restricted. Accordingly, with a relatively simple configuration, it is possible to reliably prevent the interference and collision between the vehicles. That is, with a relatively simple configuration, it is possible to reliably avoid interference or collision between vehicles on the shared route (or at a junction or intersection between the vehicle traveling routes that can be included in the shared route). In addition, the vehicle can be operated efficiently.

In the first specific example, the detecting means (address sensor 10) of each vehicle travels by detecting address plates 1 to 12 attached to key points of the traveling route set for itself. Since the position of the own vehicle on the route is detected, reliable detection information can be obtained. Further, the control means 31 of the intersection control panel 30 controls each vehicle (automated guided vehicle).
,,, Based on the detection information about the address plate attached to the start point and the end point of the travel control block, it is determined whether the travel control block is used by a predetermined vehicle. The use state can be easily and reliably determined. When the vehicle is in use, the traveling state of each vehicle is controlled so as to prohibit the use of the traveling control block by other vehicles. Therefore, it is necessary to surely avoid interference and collision between vehicles in the block. You can do it.

Next, a second specific example of the vehicle control method according to the present embodiment will be described. FIG. 9 shows a plurality of (for example, three) automatic guided vehicles M (,,) according to the second specific example.
It is explanatory drawing which models and shows the driving | running route of FIG. FIG. 10 is an explanatory diagram of a travel control block obtained by dividing the travel route into blocks. As shown in these figures, the second
The travel route of each automatic guided vehicle M (,,) and the intersection control panel 30 in the specific example are the same as those in the first specific example. In addition, each automatic guided vehicle M (,
,) Are determined based on the length of the traveling route as in the first specific example.

In the entire traveling route of the second specific example, the automatic guided vehicle enters the traveling route from the traveling point of ○ 1 and travels in the downward direction in FIGS.
The exit from the traveling route is completed at the traveling point No. 7, and the traveling route is the longest. The automatic guided vehicle is
9 and 10, the vehicle travels in the upward direction in FIGS. 9 and 10, and completes exit from the travel route at the travel point indicated by ● 2. Further, the automatic guided vehicle enters the traveling route from the traveling point of ○ 4, travels in the upward direction in FIGS. 9 and 10, and completes exit from the traveling route at the traveling point of ● 2. The shortest.

That is, the entire traveling route is configured to include all of the traveling routes of the respective transport vehicles. In addition, in the entire traveling route, ● 3
The traveling point of and the traveling point of ○ 5 are included in the shared route shared by the carrier and the carrier.
The travel point No. 3 is a travel point included in a shared route shared by all carriers. And
Each of the travel control blocks A to C shown in FIG. 10 is configured to include at least one of the shared routes (or a part of the shared routes).

The difference between the second specific example and the first specific example is that, in the case of the first specific example, the traveling of each transport vehicle is determined based on only the positional information of each transport vehicle. On the other hand, in the case of the second specific example, not only the position information but also the traveling direction information data is added to each of the transport vehicles, and each transport vehicle is controlled based on both information data. , Is performed.

By performing such control, the number of types of information data to be detected and handled is increased, but the number of address plates can be reduced, and the travel control blocks can be divided into a smaller number of blocks. That is, it is simply divided into A blocks and B blocks having different running directions, and is further divided into three blocks, namely, a branch point block (C block) including running points before and after a branch portion included in one block (A block). Is good. And like this,
By controlling the traveling of each AGV, based on both the position information and the traveling direction information data, the traveling control of each AGV is greatly simplified and the efficiency is improved as shown below. The operation of a typical vehicle can be performed.

First, an example of traveling control of the automatic guided vehicle having the first priority will be described with reference mainly to the flowchart of FIG. In this case, the carrier
One traveling control block B is assigned. When the control is started, the automatic guided vehicle (AGV) temporarily stops at the point １1 which is the starting point of the traveling route, and inquires of the intersection control panel 30 for permission to enter (step S7).
1, S72).

The intersection control panel 30, which receives the above inquiry from the carrier, has a traveling control block B starting from the point ○ 1 and a control block having a shared route portion and a traveling direction opposite to the traveling direction. Regarding A, it is sequentially determined whether or not another vehicle is passing, and further, whether or not the other vehicle has passed (Steps S73 and S74). An entry permission signal is input to the carrier (step S75).

Based on this, the carrier starts (step S76), enters block B and travels (step S77). At this point, since there is no other transport vehicle in the control block A having the route portion also serving as the block B and the traveling direction is opposite, if the subsequent transport vehicle is waiting at the point 1, This succeeding carrier can enter. In other words, the following vehicle on standby can proceed very early (compared to the case of the first specific example).

Thereafter, the transport vehicle moves to the travel control block B.
It is determined whether or not the vehicle has passed the traveling point indicated by ● 7, which is the end point of (B block). If the result is YES, the position data indicating that the passage of the point ● 7 has been completed is transmitted to the intersection control panel 30. Then, the carrier completes exiting the block B (steps S78 to S80). As described above, the carrier ends traveling on the traveling route. That is, especially in the case of a high-priority (first-order) carrier, the number of control steps is very small (compared to the case of the first specific example), and the traveling control is greatly simplified. I understand.

Next, an example of the traveling control of the automatic guided vehicle having the second highest priority will be described mainly with reference to the flowcharts of FIGS. In this case, one traveling control block A is assigned to the carrier. When the control is started, the automatic guided vehicle (AGV)
Stops once at the point ○ 6, which is the starting point of the traveling route, and inquires of the intersection control panel 30 for permission to enter (steps S81 and S82).

The intersection control panel 30, which receives the above inquiry from the carrier, has a traveling control block A starting from the point ○ 6 and a control block having a shared route portion and a traveling direction opposite to the traveling direction. Regarding B, it is sequentially determined whether or not another vehicle is passing, and further, whether or not the other vehicle has passed (Step S83, Step S84). An entry permission signal is input to the carrier (step S85).

Based on this, the carrier starts (step S86), enters the A block, and travels (step S87). At this point, since there is no other carrier in the control block B which has a route portion also serving as the A block and the traveling direction is in the opposite direction, if a subsequent carrier is waiting at the ○ 6 point, This succeeding carrier can enter. That is, the following vehicle on standby can be advanced considerably earlier than in the case of the first specific example.

Next, the transportation vehicle temporarily stops at the point ○ 5, which is the starting point of the branch point block C, and
0 to inquire about the entry permission (steps S88, S8).
9). The intersection control panel 30, which received the above inquiry from the carrier, determines whether or not another vehicle is passing through the C block starting from the above-mentioned point 5 and whether or not the other vehicle has passed. Are sequentially determined (steps S90 and S91), and when these are determined to be YES, entry is permitted, and an entry permission signal is input to the carrier (step S92).

Based on this, the transport vehicle starts (step S93), and runs across the branch point block C. And finally, the transport vehicle has a travel control block A
It is determined whether or not the vehicle has passed the traveling point indicated by ● 2, which is the end point of (A block). If the result is YES, the position data indicating that the passage of the point ● 2 has been completed is transmitted to the intersection control panel 30. Then, the carrier completes exiting from the block A (steps S94 to S96) and finishes traveling on its own traveling route. Also in this case, it is understood that the number of control steps is smaller than in the case of the first specific example, and the traveling control is greatly simplified.

Further, an example of the traveling control of the automatic guided vehicle having the lowest priority will be described mainly with reference to the flowcharts of FIGS. In this case, one traveling control block A is assigned to the carrier. When the control is started, the automatic guided vehicle (AG)
V) temporarily stops at point ○ 4, which is the start point of the travel route, and inquires of the intersection control panel 30 about permission to enter (steps S101 and S102).

The intersection control panel 30 that has received the above inquiry from the transport vehicle has a traveling route starting from the point 4 and a shared route portion, and the control block B has a traveling direction opposite to the traveling direction. It is sequentially determined whether or not another vehicle is passing and whether or not the other vehicle has passed (step S103, step S104).
When the vehicle reaches ES, it is determined whether or not another vehicle is passing through a branch point block C (C block) into which a carrier having a higher priority can enter, and whether or not the vehicle has passed. Determine sequentially (Step S105, Step S
106). Then, each of these steps S103 to S1
The entry is permitted only when all the determination results in 06 are YES, and an entry permission signal is input to the carrier (step S107).

Based on this, the transport vehicle starts and enters the A block (step S108), and runs across the branch point block C. At this time, there is no other transport vehicle in the control block B which has a route portion also serving as the block A and the traveling direction is opposite, and the branch point block C
Since there is no other vehicle at this point, if a succeeding carrier is waiting at points ○ 4 and ○ 6, the subsequent carrier can enter. That is, it is possible to make the following vehicle on standby at the point ○ 4 much earlier than in the case of the first specific example. In addition, the following vehicle that is waiting at the point 6 can be advanced.

Finally, it is determined whether or not the transport vehicle has passed the traveling point indicated by ２2, which is the end point of the traveling control block A (A block). The position data indicating that the passage has been completed is transmitted to the intersection control panel 30, and
Complete exit from the block (steps S109 to S109)
111). As described above, the carrier ends traveling on the traveling route. Also in this case, it is understood that the number of control steps is smaller than in the case of the first specific example, and the traveling control is simplified.

As described above, according to the second specific example, basically the same effects as in the above-described first specific example can be obtained. When the detection information includes not only the position of the own vehicle on the traveling route of the vehicle but also the traveling direction thereof, the traveling control of each vehicle is performed based only on the position information (first specific example) ), The control efficiency can be increased and the efficiency of vehicle operation can be improved.

Next, a third specific example of the vehicle control method according to the present embodiment will be described. In the third specific example, when a plurality of (for example, three) automatic guided vehicles M (,,) travel at an intersection that crosses each other, the traveling control of each of the guided vehicles is efficiently performed. That is, when one of the vehicles passes through such an intersection,
On the other hand, it is necessary to wait until the other party has passed, but this waiting time is reduced as much as possible. Such waste due to the waiting time becomes more conspicuous in a case where the carrier pulls a plurality of bogies in a multi-connection manner.

FIG. 11 is an explanatory diagram showing a model of a traveling route of a plurality of (for example, three) automatic guided vehicles M (,,) passing through an intersection according to the third specific example. FIG.
FIG. 3 is an explanatory diagram of a travel control block obtained by dividing the travel route into blocks. As can be seen from these figures, the traveling route of the carrier according to this specific example is set to a route starting from the traveling point of １1 and ending at the traveling point of ● 6 across the two intersections a and b. Have been. The traveling route of the transport vehicle is set to a route starting from a traveling point of の 2 and ending at a traveling point of ● 4 across one intersection a. Furthermore, the traveling route of the carrier is
The route is set such that the traveling point of # 5 is the starting point, and the traveling point of # 7 is the ending point across one intersection b.

In this case, as shown in FIG. 12, the control zone including the travel points (address plates) provided at important points on the crossroads of the intersection a constitutes one travel control block (intersection block A). The control zone including the travel points (address plates) provided at important points on the crossroads of the intersection b constitutes one travel control block (intersection block B). That is, in this case, a shared route shared by at least a part of each of the transport vehicles is constituted by an intersection where a plurality of traveling routes cross each other. The intersection control panel 30 as ancillary equipment in the traveling control of each automatic guided vehicle M (,,) of the third specific example is the same as that described in the first and second specific examples. is there.

First, an example of traveling control of an automatic guided vehicle that crosses two intersections will be described mainly with reference to flowcharts in FIGS. When the control is started, the automatic guided vehicle (AGV) temporarily stops at the point ○ 1 which is the starting point of the traveling route, and stops at the intersection control panel 30.
(Steps S121 and S12).
2).

The intersection control panel 30 receiving the above inquiry from the carrier first determines whether or not another vehicle has entered the intersection a and is passing through the intersection from point 2 at the intersection a. ● It is sequentially determined whether or not withdrawal from 4 points has been completed (step S123, step S12)
4) If these are YES, further, regarding intersection b, whether or not another vehicle is entering and passing through the intersection from point ○ 5, and the other vehicle has finished exiting from point ７7 Are sequentially determined (step S125,
Step S126). Each of these steps S123 to S
The entry is permitted only when all the determination results at 126 are YES, and an entry permission signal is input to the carrier (step S127).

Based on this, the transport vehicle starts (step S128), and enters the intersection block A and travels so as to cross it. Thereafter, the transport vehicle determines whether or not the vehicle has passed the traveling point indicated by ３3, which is the end point of the traveling control block A (intersection block A). Is transmitted to the intersection control panel 30 (step S1).
29, step S130).

Further, thereafter, the transportation vehicle determines whether or not the vehicle has passed the traveling point indicated by ● 6 which is the end point of the traveling control block B (intersection block B). The position data indicating that the passage has been completed is transmitted to the intersection control panel 30 (step S).
131, step S132). As described above, the carrier ends traveling on the traveling route.

Next, an example of traveling control of the automatic guided vehicle that crosses only one intersection a will be described mainly with reference to the flowchart in FIG. When the control is started, the automatic guided vehicle (AGV) temporarily stops at the point ○ 2, which is the starting point of the traveling route, and stops at the intersection control panel 30.
(Steps S141 and S14).
2).

The intersection control panel 30, which has received the above inquiry from the carrier, determines whether or not another vehicle has entered the intersection a and is passing through the intersection from the point 1 at the intersection a.
It is sequentially determined whether or not the other vehicle has exited from the traveling point indicated by ● 3, which is the end point of the intersection block A (step S143, step S144). An entry permission signal is input (step S145).

[0093] Based on this, the transport vehicle starts (step S146), enters the intersection block A, and runs so as to cross it. Thereafter, the transport vehicle determines whether or not the vehicle has passed the traveling point indicated by ● 4, which is the end point of the traveling control block A (intersection block A). Is transmitted to the intersection control panel 30 (step S1).
47, step S148). As described above, the carrier ends traveling on the traveling route.

Further, an example of traveling control of the automatic guided vehicle that crosses only one intersection b will now be described mainly with reference to the flowchart of FIG. When the control is started, the automatic guided vehicle (AGV) temporarily stops at the point ○ 5, which is the start point of the traveling route, and stops at the intersection control panel 3.
0 to inquire about entry permission (steps S151 and S1).
52).

The intersection control panel 30, which has received the above inquiry from the transport vehicle, determines whether or not another vehicle has entered the intersection b and is passing through the intersection at point 1 from the intersection b.
It is sequentially determined whether or not the other vehicle has exited from the traveling point indicated by ● 6, which is the end point of the intersection block B (steps S153 and S154). An entry permission signal is input (step S155).

[0096] Based on this, the transport vehicle starts (step S156), and travels so as to enter and cross the intersection block B. Thereafter, the transport vehicle determines whether or not the vehicle has passed the traveling point indicated by ● 7, which is the end point of the traveling control block B (intersection block B). Is transmitted to the intersection control panel 30 (step S1).
57, step S158). As described above, the carrier ends traveling on the traveling route.

As described above, according to the third specific example, basically the same effects as in the case of the first specific example can be obtained. In the case where the shared route is composed of intersections, that is, when the running control of each vehicle at the intersection is performed, it is possible to reliably avoid interference and collision between the vehicles with a relatively simple configuration and to improve the efficiency. It is possible to operate a good vehicle.

[0098] The specific examples described above are for each vehicle,.
Although the traveling control of the (automated guided vehicle) was basically performed in block units of the traveling control block,
The travel control may be performed by combining such block control and control by so-called teaching. In this case, the traveling control near the intersection or the junction can be performed by the teaching control.

FIGS. 13A and 13B show an example in which traveling control at an intersection is performed by teaching control, and FIG.
Shows an example in which traveling control at a junction is performed by teaching control. These FIGS. 13 (a), (b),
In (c), each vehicle travels at an intersection or a junction in the direction of the arrow in the figure along each traveling route.
In each of the drawings, only one carrier M is shown as a representative example, but each carrier M travels on each travel route indicated by a solid line.

In FIGS. 13 (a), 13 (b) and 13 (c), the travel points marked with a triangle are entry points to intersections or junctions, and the travel points marked with a triangle are exits from intersections or junctions. Is the point. The running point marked with □ is a running point immediately before the entry point. Address plates are respectively attached to these traveling points as in the above-described specific examples.

In this case, each vehicle M has a traveling point (□) immediately before the entry point by teaching in advance.
) To transmit the position data to the intersection control panel to inform that the vehicle is heading for the intersection or junction,
Next, the vehicle temporarily stops at the travel point indicated by the mark ■, which is an entry point to an intersection or a junction, waits for a response from the intersection control panel (a response indicating that entry is possible). After entering the junction and passing through these, at the travel point marked with △, the position data is transmitted to the intersection control panel to set that the vehicle has exited from the intersection or junction. ing.

The intersection control panel constantly grasps the use status of each intersection block or junction block based on the position data of all the vehicles M, and as described above, the traveling point (□) immediately before the entry point. When the position data is transmitted at (indicated by) and it is notified that the vehicle M is heading for an intersection or a junction, it is determined whether or not another vehicle is in use for the intersection or the junction block. Then, only after confirming that the vehicle is not in use, a response of “entering permitted” is transmitted to the vehicle M.

The travel control based on the teaching control as described above and the block control based on the control in units of the travel control blocks described in the first to third embodiments are applied to the route. Depending on or depending on the situation,
By properly using each of the vehicles M, finer and more efficient travel control can be performed, and overall safer and more efficient travel control of the vehicle can be performed.

The present invention is not limited to the above-described embodiment, but may be modified without departing from the scope of the invention.
It goes without saying that various improvements or design changes are possible.

[0105]

According to the first aspect of the present invention, when traveling control is performed on a plurality of vehicles having different traveling routes, at least one shared route is included in the entire traveling route including all traveling routes of each vehicle. By setting a plurality of travel control blocks and assigning at least one travel control block to each vehicle, the travel route of each vehicle can be managed in block units, and the travel control can be performed efficiently. . In addition, when a specific traveling control block among the traveling control blocks in the entire traveling route is being used by a predetermined vehicle, the use of the traveling control block of other vehicles is restricted, so that the comparison is made. With a simple structure, it is possible to surely prevent interference and collision between the vehicles. That is, with a relatively simple configuration, it is possible to reliably avoid interference or collision between vehicles on the shared route (or at a junction or intersection between the vehicle traveling routes that can be included in the shared route). In addition, the vehicle can be operated efficiently.

Further, according to the second aspect of the present invention, basically the same effects as those of the first aspect can be obtained. In particular, the detection information detected by each vehicle includes not only the position of the vehicle on the traveling route of the vehicle but also the traveling direction of the vehicle, so that the traveling control of each vehicle is performed based on only the position information. As compared with the case where the control is performed, the control efficiency can be increased, and the efficiency in vehicle operation can be improved.

Further, according to the third aspect of the present invention, basically the same effects as those of the first or second aspect can be obtained. In particular, when the shared route of a plurality of vehicles having different traveling routes is configured at an intersection, that is, when the traveling control of each vehicle at the intersection is performed, the interference and collision between the vehicles can be reliably achieved with a relatively simple configuration. Avoidance and efficient vehicle operation can be performed.

Further, according to the fourth invention of the present application,
When the traveling control of a plurality of vehicles having different traveling routes is performed by the control means of the ancillary equipment, a plurality of traveling control blocks including at least one shared route are set in the entire traveling route including all the traveling routes of the respective vehicles. , By assigning at least one cruise control block to each vehicle,
The traveling route of each vehicle can be managed in block units, and the traveling control can be performed efficiently. In addition, when a specific traveling control block among the traveling control blocks in the entire traveling route is being used by a predetermined vehicle, the use of the traveling control block of other vehicles is restricted, so that the comparison is made. With a simple structure, it is possible to surely prevent interference and collision between the vehicles. In other words, with a relatively simple configuration, it is possible to reliably avoid interference or collision between vehicles on the shared route (or at a junction or intersection between vehicle traveling routes that may be included in the shared route). In addition, the vehicle can be operated efficiently.

Further, according to the fifth invention of the present application,
Basically, the same effect as the fourth invention can be obtained. In particular, the detection information detected by the detection means of each vehicle includes not only the position of the vehicle on the traveling route of the vehicle but also the traveling direction of the vehicle. As compared with the case where the traveling control is performed, the control efficiency can be increased, and the efficiency in vehicle operation can be improved.

Further, according to the sixth invention of the present application,
Basically, the same effects as those of the fourth or fifth invention can be obtained. In particular, when a shared route of a plurality of vehicles having different traveling routes is configured at an intersection, that is, when traveling control of each vehicle at the intersection is performed, the interference and collision between the vehicles can be reliably achieved with a relatively simple configuration. Avoidance and efficient vehicle operation can be performed.

Further, according to the seventh invention of the present application,
Basically, the same effect as any one of the fourth to sixth inventions can be obtained. In particular, since the detecting means of each vehicle detects at least the position of the vehicle on the traveling route by detecting the address plate attached to a key point of the traveling route of each vehicle, it is possible to obtain reliable detection information. it can.

Further, according to the eighth invention of the present application,
Basically, the same effect as the seventh aspect can be obtained. In particular, the control means of the auxiliary equipment determines whether or not the travel control block is used by a predetermined vehicle based on the detection information about the address plate attached to the start point and the end point of the travel control block from each vehicle. Since the determination is made, the use state of each traveling control block can be easily and reliably determined. When the vehicle is in use, the traveling state of each vehicle is controlled so as to prohibit the use of the traveling control block by other vehicles. Therefore, it is necessary to surely avoid interference and collision between vehicles in the block. Can be.

[Brief description of the drawings]

FIG. 1 is an explanatory side view of an automatic guided vehicle according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a positional relationship between the automatic guided vehicle and a guide tape.

FIG. 3 is an explanatory diagram showing a relationship between a lateral displacement amount of the automatic guided vehicle and a control law.

FIG. 4 is a block diagram schematically showing a configuration of the automatic guided vehicle and an intersection control panel.

FIG. 5 is an explanatory diagram showing an example of a signal transmission / reception state between the automatic guided vehicle and an intersection control panel.

FIG. 6 is an explanatory diagram showing another example of a signal transmission / reception state between the automatic guided vehicle and an intersection control panel.

FIG. 7 is an explanatory diagram modeling and showing a traveling route of each automatic guided vehicle in a first specific example of the vehicle control method according to the present embodiment.

FIG. 8 is an explanatory diagram of a travel control block obtained by dividing a travel route in the first specific example.

FIG. 9 is an explanatory diagram showing a model of a traveling route of each automatic guided vehicle in a second specific example of the vehicle control method according to the present embodiment.

FIG. 10 is an explanatory diagram of a travel control block obtained by dividing a travel route in the second specific example.

FIG. 11 shows a third example of the vehicle control method according to the present embodiment.
It is explanatory drawing which models and shows the driving route of each automatic guided vehicle in a specific example.

FIG. 12 is an explanatory diagram of a travel control block obtained by dividing a travel route into blocks in the third specific example.

FIG. 13 is an explanatory diagram showing an example of traveling control at an intersection and a junction based on teaching control.

FIG. 14 is a part of a flowchart for explaining an example of a traveling control method of the automatic guided vehicle in the first specific example.

FIG. 15 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle.

FIG. 16 is a part of a flowchart for explaining an example of a traveling control method of the automatic guided vehicle in the first specific example.

FIG. 17 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle.

FIG. 18 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle.

FIG. 19 is a part of a flowchart for explaining an example of a traveling control method of the automatic guided vehicle in the first specific example.

FIG. 20 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle.

FIG. 21 is a flowchart illustrating an example of a traveling control method of the automatic guided vehicle in the second specific example.

FIG. 22 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle in the second specific example.

FIG. 23 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle.

FIG. 24 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle in the second specific example.

FIG. 25 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle.

FIG. 26 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle in the third specific example.

FIG. 27 is a part of a flowchart for explaining an example of the traveling control method of the automatic guided vehicle.

FIG. 28 is a flowchart illustrating an example of a traveling control method of the automatic guided vehicle in the third specific example.

FIG. 29 is a flowchart illustrating an example of a traveling control method of the automatic guided vehicle in the third specific example.

[Explanation of symbols]

 9 ... Address plate 10 ... Address sensor 20 ... CPU 30 ... Intersection control board 31 ... Control means 32 ... Receiving means 33 ... Transmitting means A, B, C, D ... Traveling control blocks M, M1, M2, M3, ... Automatic guided vehicle

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Shintaro Isemoto 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Makoto Kawashima 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Stock In-company (72) Inventor Hirokazu Matsumae 3-1 Fuchi-machi, Shinchu, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Shinji Sato 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture 5H301 AA02 AA09 BB05 CC06 DD07 EE04 FF15 GG07 GG28 HH10 KK03 KK08 LL03 LL12

Claims (8)

[Claims] 1. A control method for a vehicle that detects at least a position of a host vehicle on a predetermined traveling route and that performs unmanned traveling on the traveling route based on the detected information, wherein a plurality of vehicles having different traveling routes are provided. And setting a shared route that is used at least in part by a common route, and setting a plurality of travel control blocks including at least one shared route in an entire travel route including all of the travel routes of the respective vehicles; At least one of the travel control blocks is assigned to each of the vehicles. When a predetermined travel control block among the travel control blocks is used by a predetermined vehicle, the travel control blocks of the other vehicles are A method for controlling a vehicle, wherein use is limited. 2. The vehicle control method according to claim 1, wherein the detection information includes a traveling direction of the own vehicle on the traveling route. 3. The control method for a vehicle according to claim 1, wherein the shared route is formed by an intersection where a plurality of traveling routes cross each other. 4. A control device for a vehicle that travels unmannedly on the traveling route based on information detected by the detecting device, comprising: detecting means for detecting at least a position of the own vehicle on a traveling route set in advance. Ancillary equipment for controlling the running states of a plurality of vehicles having different traveling routes is provided. The ancillary equipment includes a receiving unit that receives the detection information from each of the vehicles, Control means for setting a running state of each vehicle based on the control means, and transmitting means for outputting a control signal to each of the vehicles. Sets a shared route that is commonly used, and sets a plurality of travel control blocks that include at least one of the shared routes in the entire travel route that includes all of the travel routes of the respective vehicles. Setting and allocating at least one of the travel control blocks to each of the vehicles, and when a predetermined travel control block among the travel control blocks is used by a predetermined vehicle, the travel of the other vehicle is performed. A vehicle control device for controlling the running of each vehicle so as to limit the use of a control block. 5. The control device according to claim 4, wherein the detection information includes a traveling direction of the own vehicle on the traveling route. 6. The vehicle control device according to claim 4, wherein the shared route is formed by an intersection where a plurality of traveling routes intersect each other. 7. A location plate for specifying a position on the travel route is attached to a key point of the travel route of each vehicle, and the detecting means of each vehicle detects the address plate by detecting the address plate. The vehicle control device according to any one of claims 4 to 6, wherein at least a position of the own vehicle on a traveling route is detected, and the detection information is transmitted to the auxiliary equipment. 8. The start plate and the end point of each of the travel control blocks are provided with the address plate, and the control means of the auxiliary equipment is configured to detect the start and end points of the travel control block from each of the vehicles based on detection information. Determining whether or not the travel control block is being used by a predetermined vehicle, and controlling the travel state of each vehicle so as to prohibit the use of other vehicles if the travel control block is being used. The control device for a vehicle according to claim 7, wherein