JP2003208222A - Unmanned carrier system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an unmanned carrier system capable of preventing congestion before a branch point, and improving the carrying capability of the whole system. <P>SOLUTION: This system is provided with a plurality of unmanned carriers #1-#N traveling along paths and a carriage controller 12 for controlling the traveling of those unmanned carriers. This carriage controller 12 is provided with a congestion canceling part (moving path changing means) 25 for changing the moving path of the unmanned carrier which is stopping after the movement in the direction of the scheduled moving path is controlled on the path before a branch point where the path is branched to the first path and the second path. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automated guided vehicle system, and more particularly to an automated guided vehicle system capable of eliminating traffic congestion before a branch point.

[0002]

2. Description of the Related Art As an automated guided vehicle system, for example,
Overhead Shuttle (OHS), which carries the cargo on top, and Over Hoist Transportation (OH, which supports and carries the cargo while holding it.
T), etc., and these unmanned carrier systems normally monitor a plurality of unmanned carrier vehicles and the status of each device in the factory and output a transport request by using the rate of change of the status of the device as a trigger. And a transport controller that controls the unmanned transport vehicle based on the transport request when the transport request is issued from the host computer.

Here, the transport controller specifically responds to a transport request issued from the host computer.
Based on the map data of the track layout, the vehicle allocation allocation that selects and notifies the unmanned guided vehicle that is in charge of transportation and the movement route from the station that loads the unmanned guided vehicle to which the vehicle allocation is assigned to the station that unloads the cargo are determined based on the track layout map data. The movement route is instructed to the automatic guided vehicle.

Then, the automatic guided vehicle travels along the route designated by the transport controller, loads the cargo at the designated station, and unloads the cargo at the designated station. At this time, the traveling of the unmanned guided vehicles is basically performed by each unmanned guided vehicle based on the detection data of the obstacle detection sensor provided in each unmanned guided vehicle. That is, an obstacle detection sensor detects the presence or absence of an unmanned guided vehicle in the forward direction of the traveling direction, and if there is another unmanned guided vehicle, decelerates or stops to prevent a collision, and accelerates if no other unmanned guided vehicle is present. Or run at a constant speed. Further, in a region where an obstacle detection sensor provided in the unmanned transport vehicle cannot detect other unmanned transport vehicles such as a branch point or a junction point of the track, the location is disclosed in, for example, Japanese Unexamined Patent Publication No. 10-301626. An automatic collision prevention control device is attached so that unmanned carrier vehicles can communicate with each other to prevent mutual collision.

[0005]

By the way, in the conventional unmanned carrier system as described above, when the transport requests from the host computer are concentrated at a specific station, the unmanned carrier is moved from the branch point to this station. On the upstream side of the branch point from the first route to be guided, the unmanned transport vehicle scheduled to move to the station on the first route may stand by in a stopped state. For example, as shown in FIG. 9, when the unmanned guided vehicle # 2 is stopped at the station ST1 provided on the first route R1 which branches off from the branch point P on one side, this station is routed via the first route R1. S
The unmanned transport vehicles # 3 to # 6 scheduled to be transported to T1 stop blocking upstream of the branch point P, and the branch point P
From the first route R1 via the second route R2 branching from the first route R1 to the other stations, the unmanned guided vehicle # 1 may be prevented from passing through.

[0006] In this way, the unmanned guided vehicle waiting for movement to the predetermined station provided on the first route branched from the branch point is transferred to another station via the other route branched from the branch point. If it hinders the movement of the unmanned guided vehicle that is about to move, as a result, there arises a problem that the carrying capacity of the entire system is reduced.

[0007] Therefore, an object of the present invention is to provide an unmanned carrier system capable of eliminating traffic congestion before a branch point and improving the carrying capacity of the entire system.

[0008]

In order to achieve the above object, an automatic guided vehicle system according to claim 1 of the present invention comprises:
A plurality of unmanned carrier vehicles that travel along a route, and a carrier controller that controls the traveling of these unmanned carrier vehicles, wherein the carrier controller branches at a first route and a second route. On the route in front of, the moving route changing means is provided for changing the moving route of the unmanned guided vehicle whose movement in the direction of the scheduled moving route is restricted and stopped.

As a result, for example, when the direction of the planned moving route is the direction of the first route and the movement to the first route is restricted and the automatic guided vehicle stops before the branch point, With respect to the unmanned guided vehicle, the movement route changing means changes the movement route to the direction of the second route.
Then, the automatic guided vehicle moves in the direction of the second route. As a result, the unmanned transport vehicle, which is located on the upstream side of the unmanned transport vehicle and has a planned movement route in the direction of the second route, can move in the direction of the second route.

The unmanned guided vehicle system according to claim 2 of the present invention relates to the unmanned carrier system according to claim 1, wherein the moving route changing means is arranged in the direction of the first route on a route before the branch point. And a stop means for counting the stop time of an unmanned guided vehicle that is stopped by restricting the movement to the first path while having a movement path of Changing means for changing the moving route of the stopped unmanned guided vehicle to another moving route that once enters the direction of the second route and then enters the first route when the time is exceeded. It is characterized by having.

As a result, when the direction of the planned movement route is toward the first route side and the movement to the first route is restricted and the unmanned transport vehicle stops before the branch point, the unmanned transport vehicle stops. When the time measuring means measures the time, and when the stop time measured by the time measuring means exceeds a predetermined waiting permissible time, the changing means temporarily enters the moving route of the automatic guided vehicle in the direction of the second route. After that, the route is changed to another moving route that enters the first route. Then, the unmanned transport vehicle moves in the direction of the second route and then moves to enter the first route. As a result of the movement of the unmanned transport vehicle in the direction of the second route, the unmanned transport vehicle in which the direction of the planned movement route upstream of the unmanned transport vehicle is the direction of the second route is the direction of the second route. You will be able to move to.

The unmanned guided vehicle system according to claim 3 of the present invention is the unmanned guided vehicle system according to claim 1, wherein the movement route changing means is arranged in the direction of the first route on a route before the branch point. And a planned movement route in the direction of the second route on the route further in front of the downstream side unmanned transporting vehicle that is regulated and stopped from moving to the first route. In the case where the upstream unmanned transporting vehicle stopped due to the presence of the downstream unmanned transporting vehicle, the time keeping means for counting the stop time and the stop time measured by the time counting means exceeds a predetermined waiting permissible time, And a changing unit configured to change the moving route of the downstream unmanned transporting vehicle to another moving route that once enters the direction of the second route and then enters the first route.

As a result, when the planned movement route is on the first route side and the movement to the first route is restricted and the downstream unmanned transport vehicle is stopped before the branch point,
The stop time of the upstream unmanned guided vehicle that is stopped due to the presence of the downstream unmanned guided vehicle while having the planned moving route in the direction of the second path on the route further before this downstream unmanned guided vehicle When the stop time measured by the time measuring means exceeds a predetermined allowable waiting time, the changing means temporarily enters the moving route of the downstream side unmanned guided vehicle in the direction of the second route and then It will be changed to another moving route that enters one route. Then, the downstream unmanned transport vehicle moves in the direction of the second route and then moves to enter the first route. As a result of the movement of the downstream unmanned transport vehicle in the direction of the second route, the upstream unmanned transport vehicle in which the direction of the planned travel route upstream of the downstream unmanned transport vehicle is the direction of the second route Can move in the direction of the second path.

Moreover, when the stop time of the upstream unmanned transport vehicle, which has a planned moving route in the direction of the second route and is stopped by the presence of the downstream unmanned transport vehicle, exceeds a predetermined waiting allowable time. , In order to change the movement route of the downstream unmanned transport vehicle to a different movement route that first enters in the direction of the second route and then enters the first route, the downstream unmanned transport is performed when the upstream unmanned transport vehicle does not exist. There is no need to move the dolly in vain.

The unmanned guided vehicle system according to claim 4 of the present invention relates to the automated guided vehicle system according to claim 1, wherein the moving route changing means is arranged in the direction of the first route on a route before the branch point. And a downstream unmanned transporting vehicle that has a movement route of the above and is restricted from moving to the first route, and is scheduled in the direction of the second route on a route further in front of the downstream unmanned transporting vehicle. With respect to the upstream unmanned transport vehicle that has stopped due to the presence of the downstream unmanned transport vehicle while having the movement route of, an operation plan in the case where the downstream unmanned transport vehicle is the scheduled movement route, and Operation plan indexing means for respectively indexing an operation plan when the downstream unmanned transport vehicle is changed to another moving path that once enters the second path and then enters the first path, and the operation plan Indexed by indexing means The operation plans are compared with each other, and based on the result of the comparison, a determination unit that determines whether or not to change the movement route of the downstream unmanned transport vehicle, and the determination unit determines that the movement route is changed. In this case, there is provided a changing means for changing the moving path of the downstream unmanned guided vehicle to the another moving path.

As a result, when the direction of the planned movement route is the first route side, and the movement to this first route is restricted, and the downstream unmanned transport vehicle is stopped before the branch point,
This downstream unmanned transport vehicle and the upstream unmanned vehicle that has a planned movement route in the direction of the second route on the route further in front of this downstream unmanned transport vehicle and is stopped by the presence of the downstream unmanned transport vehicle With respect to the carrier vehicle, the operation plan indexing means sets the operation plan in the case where the downstream unmanned carrier vehicle follows the planned movement route, and the first unmanned carrier vehicle first enters the downstream unmanned carrier vehicle in the direction of the second route. The operation plan when changing to another moving route that enters the route is calculated. Then, the determination means compares the operation plans indexed by this operation plan indexing means, and based on the result of the comparison, determines whether or not to change the movement route of the downstream unmanned transport vehicle,
When the determining unit determines to change the moving route, the changing unit changes the moving route of the downstream side unmanned guided vehicle to the another moving route. Then, the downstream unmanned transport vehicle moves in the direction of the second route and then moves to enter the first route. As a result of the movement of the downstream unmanned transport vehicle in the direction of the second route, the upstream unmanned transport vehicle in which the direction of the planned travel route upstream of the downstream unmanned transport vehicle is the direction of the second route Can move in the direction of the second path.

In addition, an operation plan in which the downstream unmanned transport vehicle follows the planned movement route, and another movement in which the downstream unmanned transport vehicle once enters the direction of the second route and then enters the first route To change to a different travel route by comparing with the operation plan when changing to a route, and when another travel route that first enters in the direction of the second route and then enters the first route is better , The better one of the planned travel route and another travel route will be selected.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION An automatic guided vehicle system according to a first embodiment of the present invention will be described below with reference to FIGS.

First, the overall construction of the unmanned guided vehicle system according to the first embodiment of the present invention will be described with reference to FIG. The automated guided vehicle system according to the first embodiment includes a plurality of automated guided vehicles (hereinafter referred to as carts) # 1, # 2, ..., #N.
And a host computer 11 that monitors the state of each device in the factory and outputs the transfer request data by using the rate of change of the state of each device as a trigger. When the host computer 11 outputs the transfer request data, the transfer request data is output. .., #N based on the data, and the transport controller 12 for controlling the vehicles.

The transport controller 12 includes an interface 14 connected to the host computer 11, a host communication unit 15 for performing data communication with the host computer 11 via the interface 14, and carts # 1, #.
2, ..., #N, an interface 16 provided so as to communicate with each other, and each trolley via this interface 16
1, # 2, ..., #N is a trolley communication unit 17 for performing data communication with each other.
And have.

Further, the transport controller 12 sends a transport request corresponding to the transport request data output from the host computer 11 to the host communication unit 15 from the transport request table, a transport request table storage indexing unit 19, and the host computer 1.
Transport request table storage indexing unit 1 for transport request data from 1
From the transport request data determined in 9, the carts # 1, #
2, ..., #N, a trolley in charge of transportation is selected, and a vehicle allocation allocating unit 20 that outputs vehicle allocation allocation data indicating that, a map data storage unit 21 that stores map data of track layout, and a transportation Based on the map data of the track layout stored in the map data storage unit 21, the route instruction data indicating the moving route from the loading station to the unloading station for the truck in charge is determined, and this moving route is included. Route instruction unit 2 for outputting route instruction data
2 and.

Here, the trolley communication unit 17 transmits the fleet allocation data to the trolley in charge of transportation, which is selected by the fleet allocation unit 20, and the route instruction unit 22.
While transmitting the route instruction data instructed to the trolley in charge of transportation, the trolley data indicating the state of each trolley # 1, # 2, ..., #N from each trolley # 1, # 2 ,. To receive. This trolley data is for each trolley # 1, # 2, ...,
The truck position data indicating the position of #N on the track layout and the traveling situation data indicating the traveling situation including the stopped states of the vehicles # 1, # 2, ..., #N.

In addition, the transport controller 12 calculates the trolley state corresponding to the trolley data output from the trolleys # 1, # 2, ... The trolley state table storage indexing unit 24 that outputs the trolley state data to the allocating unit 20 and the route instruction unit 22, and the trolley state data output from the trolley state table storage indexing unit 24 and the map data storage unit 21 are stored. The cart data # 1 and # 2, ...
# N's traffic congestion is monitored and the traffic is congested.
2, ..., #N is provided with a traffic jam eliminating unit (moving route changing means) 25 for controlling to change the planned moving route instructed by the route instructing unit 22 as necessary. There is.

When the transport request is output from the host computer 11, the transport controller 12 selects the trolley in charge of transport from the trolleys # 1, # 2, ... In addition to the allocation of vehicles to be notified, the route instructing unit 22 sets the movement route from the station for loading the trolley in charge of the transportation to the station for unloading the loaded vehicles.
At, the route is determined based on the map data of the track layout and the movement route is instructed to the carriage in charge of the conveyance. Then, the trolley assigned to the vehicle and in charge of transportation travels along the designated movement route, loads the cargo at the designated station, and unloads the cargo at the designated station.

Here, the traveling of each trolley # 1, # 2, ..., #N is basically carried out by detecting an obstacle (not shown) individually mounted on each trolley # 1, # 2 ,. Each trolley # 1, # 2, ..., #N individually judges based on the detection data of the sensor.
That is, the presence or absence of a dolly ahead of the traveling direction is detected by an obstacle detection sensor, and if there is another dolly, deceleration or stop is performed so as to avoid a collision, and if there is no other dolly, acceleration or constant speed running is performed. . Further, in an area where there is a possibility that another obstacle may not be detected by the obstacle detection sensors provided in the trucks # 1, # 2, ... Kaihei 10-3
A collision prevention control device such as that disclosed in Japanese Patent No. 01626 is attached so that the carriages communicate with each other to prevent mutual collisions.

In the automatic guided vehicle system of the first embodiment, the traffic jam eliminating unit 2 of the transport controller 12 is provided.
5 changes the moving route of the bogie stopped on the route before each branch point branching into the first route and the second route, the movement being restricted in the direction of the planned moving route.

That is, the traffic jam eliminating section 25 determines that each truck #
, # 2, ..., #N, based on the trolley data output from each of the trolleys, the trolley position data indicating the position of each trolley # 1, # 2 ,.
, #N is to be loaded with trolley state data such as running state data including the stopped state of #N for each trolley # 1, # 2, ..., #N, and based on this trolley state data, each trolley # 1, #
If there is a trolley in 2, 2, ..., #N on the route before any of the junctions, the movement in the direction of the scheduled first route is restricted and stopped, Timing means for timing the stop time of each carriage that is stopped due to the movement in the direction of the first route being stopped, and the stop time measured by this time means exceeds a preset allowable waiting time. If there is a trolley, for this trolley, the travel route of the trolley that has stopped due to the planned movement to the first route is separated from the first route by the second route that is branched from this first route. And a changing means for changing to another moving route which enters the first route after once entering in the direction.

Specifically, the traffic jam eliminating unit 25 waits for a preset fixed time which is the activation cycle of the traffic jam eliminating unit 25, as shown in the flowchart of FIG. 2 (step SA
1), from the trolley data output from each trolley # 1, # 2, ..., #N, the trolley position data indicating the position of each trolley # 1, # 2 ,. The bogie state data such as the traveling state data including the stopped state is fetched for each bogie # 1, # 2, ..., #N, and from this bogie state data, bogies # 1, # 2 ,.
It is determined whether or not there is a trolley in N that is stopped on the route before the branch point in the direction of the scheduled first route (step SA2). If there is no cart, the process returns to step SA1.

On the other hand, in step SA2, the first scheduled
If there is a carriage that is stopped due to its movement in the direction of the route being stopped, it is determined whether or not the stop time of this carriage, which is timed by the timekeeping means, exceeds a preset allowable waiting time (step SA3), if the predetermined allowable waiting time is not exceeded, the process returns to step SA1.

In step SA3, when the predetermined waiting permissible time is exceeded, the changing means changes the moving route of the stopped carriage from the branch point to the second route that is separate from the first route. Then, a second moving route (another moving route) that enters the first route after entering the first direction is determined (step SA4). Here, the second moving route means a moving route having the next best evaluation with respect to the planned moving route from the present position to the destination which the stopped carriage currently has. The method of determining this travel route is
There are various methods, but when the shortest travel route search method for searching for the shortest travel route is adopted, the shortest travel route is entered in the direction of the second route, and the shortest travel route is next to the planned travel route.

Then, the changing means of the traffic jam eliminating unit 25, via the trolley communication unit 17, with respect to the stopped trolley,
An instruction is issued to change the currently held route instruction data indicating the moving route to the changed route data indicating the calculated second moving route (step SA5).

As described above, when there is a bogie that is stopped on the route before the branch point due to the restricted movement in the direction of the first route, the stopped bogie has the stop time. If the predetermined allowable waiting time is exceeded, the vehicle will once move in the direction of the second route branched from the planned first route from the branch point and then move to enter the first route. Become. At this time, as a result of the movement of the trolley in the direction of the second route, the trolley that is on the upstream side of the trolley and has a planned movement route in the direction of the second route can move in the direction of the second route. become.

For example, as shown in FIG. 3, a trolley # 2 is installed at a station ST1 provided on a first route R1 that branches off from a branch point P of a straight traveling portion R0 in the track layout.
Of the carriages # 3 to # 6 scheduled to be transported to this station ST1 via the first route R1 when the carriage is stopped.
However, if it stops upstream of the branch point P, these trucks #
3 to # 6 sequentially move to the second route R2 side downstream from the branch point P of the straight traveling portion R0 after the above-described predetermined time has elapsed from the stop. In this way, the carriages # 3 to # waiting on the movement in the direction of the first route R1 and stopping before the branch point P
6 is forcibly moved in the direction of the second route R2, so that it is located upstream of these carriages # 3 to # 6 and not in the direction of the first route R1 but in the direction of the second route R2, for example, the second route R2.
The trolley # 1 having a planned travel route to the station ST2 through the straight-ahead R0 including the second route R2 is not stopped by the waiting of the trolleys # 3 to # 6. The station ST2 can be reached.
Then, the trolleys # 3 to # 6 that have been forcibly moved in the direction of the second route R2 orbit from the straight traveling portion R0 to the orbiting portion R4, and at the time point after the trolley # 1 has passed, the branch point P is again detected. Return to the first route R depending on the availability of the station ST1.
1 to reach the station ST1.

According to the unmanned guided vehicle system of the first embodiment described above, the direction of the planned movement route is the first route side, and the movement to this first route is restricted so that it is in front of the branch point. When the bogie stops at, the time measuring means measures the stop time of the bogie, and when the stop time measured by the time measuring means exceeds a predetermined allowable waiting time, the changing means changes the movement route of the bogie. The vehicle will be changed to another moving route that once enters the direction of the second route and then enters the first route. Then, the carriage moves in the direction of the second route and then moves to enter the first route. As a result of the movement of the dolly in the direction of the second route, the dolly that is upstream of the dolly and has a planned movement route in the direction of the second route can move in the direction of the second route.

Therefore, it is possible to surely eliminate the traffic jam before the branch point, and it is possible to surely improve the carrying capacity of the entire system.

The unmanned guided vehicle system according to the second embodiment of the present invention will be described below mainly with reference to FIG. 4, focusing on the differences from the first embodiment. The same parts as those in the first embodiment are designated by the same reference numerals, and the description thereof will be omitted.

Also in the unmanned guided vehicle system of the second embodiment, the traffic jam eliminating section 25 of the carrying controller 12 makes a scheduled movement on a route before each branch point branching into the first route and the second route. The movement route of the bogie that is stopped due to the movement in the direction of the route being restricted is changed, but the details are different from the first embodiment.

That is, the traffic jam eliminating unit 25 of the second embodiment.
Is based on the truck data output from the trucks # 1, # 2, ..., #N, the truck position data indicating the positions of the trucks # 1, # 2, ..., #N on the track layout and the stoppage of the trucks. The trolley state data such as the traveling state data including the state is fetched for each trolley # 1, # 2, ..., #N, and based on this trolley state data, each trolley # 1, # 2 ,.
In #N, there is a downstream side truck that is stopped on the route before any of the branch points in the direction of the scheduled first route and is stopped. On the route further upstream (upstream side) of the upstream truck, which has a planned movement route in the direction of the second route branching from the first route to the first route, and is stopped by the presence of the downstream truck When there is, when there is a timing means for timing the stop time of the upstream side carriage, and there is an upstream side carriage that exceeds the predetermined waiting permissible time preset by the stop time measured by this timing means, Regarding the movement route of the downstream side truck that is obstructing the movement of the upstream side truck by restricting the planned movement to the first route and stopping, the first route from the branch point
And a changing unit for changing to a different moving route that enters the first route after once entering in the direction of the second route branched from the route.

Specifically, the traffic jam eliminating section 25 is
1, # 2, ..., #N based on the bogie data output from the bogie data, the bogie position data indicating the position of each bogie on the track layout and the bogie state data such as running condition data including the stopped state of each bogie # 1, # 2, ..., #N will be fetched, and from this dolly state data, dolly #
1, # 2, ..., #N on the route before the branch point,
If there is a carriage that has a planned movement route in the direction of the second route and is stopped, as shown in the flowchart of FIG. 4, the carriage is scheduled on the downstream side of the carriage and before the branch point. It is determined whether or not there is an obstructive downstream side carriage that is stopped due to the movement in the direction of the first route being stopped (step SB1), and if there is no such obstructive downstream side carriage, the processing is ended. On the other hand, when there is such an obstructive downstream side bogie, the stop time is measured by the timing means for the upstream side bogie stopped due to the existence of the downstream side bogie (step SB2).

Then, it is determined whether or not this stop time exceeds a preset waiting allowable time (step S
B3) If the predetermined allowable waiting time is not exceeded, after waiting for a preset fixed time which is the activation cycle of the traffic jam eliminating unit 25 (step SB4), the process returns to step SB1.

In step SB3, when the predetermined waiting permissible time is exceeded, the changing means separates from each branching point, apart from the first route, for each of the obstructive downstream-side bogies stopping the upstream-side bogie. A second moving route (another moving route) that enters the first route after once entering in the direction of the second route is determined (step SB5). Here, the second moving route means a moving route having the next best evaluation with respect to the planned moving route from the present position to the destination which the stopped carriage currently has. There are various methods for determining the movement route. When the shortest movement route search method for searching for the shortest movement route is adopted, the movement route is once approached in the direction of the second route, It will be the shortest route next to the travel route.

Then, the changing means of the traffic jam eliminating section 25 determines, via the cart communication section 17, route instruction data indicating the currently held moving route for each of the stopped downstream trucks. It is instructed to change to the changed route data indicating the selected second movement route (step SB6).

As described above, on the route before the branch point, there is a downstream truck that is stopped due to the restriction of the movement in the direction of the scheduled first route. If there is an upstream truck that has a planned movement route in the direction of the second route on the (upstream side) route and is stopped due to the presence of the downstream truck, the stop time of the stopped upstream truck is beforehand When the set predetermined waiting time is exceeded, the downstream truck stopping this upstream truck temporarily enters the direction of the second route branched from the first route, which is different from the scheduled first route. It will move so as to enter the first route. In this way, as a result of the movement of the downstream side truck in the direction of the second route, the upstream side truck, which is on the upstream side of the downstream side truck and has the planned movement route in the direction of the second route, is the second route. You will be able to move in the direction.

For example, as shown in FIG. 3, when the trolley # 2 is stopped at the station ST1 provided on the first route R1 which branches off from the branch point P of the straight traveling portion R0 of the track layout, Downstream carriages # 3 to # 6 scheduled to be transported to this station ST1 via one route R1.
However, it stops at the upstream side of the branch point P, and these downstream side trolleys # 3 to # 6 cause the planned movement route to move in the second direction.
When the upstream trolley # 1 which is the direction of the route R2 is stopped, these trolleys # 3 to # 6 move to the second route R2 side when the above-mentioned predetermined time has elapsed from the stop of the upstream trolley # 1. To do. In this way, the downstream side trucks # 3 to # 6, which are stopped before the branch point P and wait for the movement in the direction of the first route R1, are forcedly moved in the direction of the second route R2. As a result, there is a movement route which is upstream of these downstream side trolleys # 3 to # 6 and is not the first route R1 but the direction of the second route R2, for example, the straight traveling portion R0 including the second route R2 to reach the station ST2. Scheduled upstream truck #
1 can reach the station ST2 through the second route R2 without being stopped by the waiting of the downstream side trolleys # 3 to # 6. Then, the downstream side trucks # 3 to # 6, which have been forcibly moved in the direction of the second route R2, orbit the circulating portion R4, and at the time point after the upstream side truck # 1 has passed, the branch point P again. Returning to step ST1, the vehicle enters the first route R1 and reaches the station ST1 depending on the availability of the station ST1.

According to the unmanned guided vehicle system of the second embodiment described above, the direction of the planned moving route is the first route side, and the movement to this first route is restricted so that it is in front of the branch point. If the downstream unmanned guided vehicle is stopped at, the downstream unmanned guided vehicle is stopped due to the existence of the downstream unmanned guided vehicle while having the planned moving route in the direction of the second route on the path further before this downstream unmanned guided vehicle. The time keeping means measures the stop time of the upstream unmanned transporting vehicle, and when the stop time measured by this time measuring means exceeds the predetermined waiting allowable time, the changing means moves the downstream unmanned transport vehicle. The route is changed to another moving route that once enters the direction of the second route and then enters the first route. Then, the downstream unmanned transport vehicle moves in the direction of the second route and then moves to enter the first route. As a result of the movement of the downstream unmanned transport vehicle in the direction of the second route, the upstream unmanned transport vehicle in which the direction of the planned travel route upstream of the downstream unmanned transport vehicle is the direction of the second route Can move in the direction of the second path.

Therefore, it is possible to surely eliminate the traffic jam before the branch point, and it is possible to surely improve the carrying capacity of the entire system.

In addition, when the stop time of the upstream unmanned transport vehicle, which has a planned moving route in the direction of the second route and is stopped due to the existence of the downstream unmanned transport vehicle, exceeds the predetermined allowable waiting time. , In order to change the movement route of the downstream unmanned transport vehicle to a different movement route that first enters in the direction of the second route and then enters the first route, the downstream unmanned transport is performed when the upstream unmanned transport vehicle does not exist. There is no need to move the dolly in vain.

The unmanned guided vehicle system according to the third embodiment of the present invention will be described below mainly with reference to FIGS. 5 to 8 while focusing on the difference from the first embodiment. The same parts as those in the first embodiment are designated by the same reference numerals, and the description thereof will be omitted.

Also in the unmanned guided vehicle system of the third embodiment, the traffic jam eliminating section 25 of the carrying controller 12 makes a scheduled movement on a route before each branch point branching into the first route and the second route. The movement route of the bogie that is stopped due to the movement in the direction of the route being restricted is changed, but the details are different from the first embodiment.

That is, the traffic jam eliminating unit 25 of the third embodiment.
Is based on the truck data output from the trucks # 1, # 2, ..., #N, the truck position data indicating the positions of the trucks # 1, # 2, ..., #N on the track layout and the stoppage of the trucks. The trolley state data such as the traveling state data including the state is fetched for each trolley # 1, # 2, ..., #N, and based on this trolley state data, each trolley # 1, # 2 ,.
In #N, there is a downstream truck that is stopped on the route before any of the branch points in the direction of the scheduled first route from the branch point and is stopped. On the route further upstream of the downstream side truck (upstream side), there is a planned movement route from the branch point to the second route different from the first route, and the upstream side is stopped due to the presence of the downstream side truck. If there is a side trolley, for these downstream trolleys and upstream trolleys, the operation plan when the downstream trolleys follow the planned movement route, and after the downstream trolleys once enter in the direction of the second route, Motion plan indexing means for indexing a motion plan when changing to another moving route that enters one route, and
The operation plans determined by the operation plan indexing means are compared with each other, and based on the result of the comparison, a determining means for determining whether or not to change the moving route of the downstream side vehicle and the determining means are moved. When it is determined that the route is to be changed, the moving route of the downstream side carriage is changed to another moving route described above.

Concretely, the traffic jam eliminating section 25 determines that each truck #
1, # 2, ..., #N based on the bogie data output from the bogie data, the bogie position data indicating the position of each bogie on the track layout and the bogie state data such as running condition data including the stopped state of each bogie # 1, # 2, ..., #N will be fetched, and from this dolly state data, dolly #
1, # 2, ..., #N on the route before the branch point,
When there is an upstream side carriage that has a planned movement route in the direction of the second route and is stopped, as shown in the flowchart in FIG. 5, on the route downstream of this upstream side truck and before the branch point. Then, it is determined whether or not there is an obstructive downstream side carriage that is stopped due to the planned movement in the direction of the first route (step SC1). If there is no such obstructive downstream side carriage, On the other hand, when there is such an obstructive downstream side vehicle while the processing is terminated, the operation plan indexing means determines the downstream side vehicle and the upstream side vehicle as follows: An operation plan is obtained and an evaluation is performed when the upstream side truck is kept waiting (step SC2).

Next, after the operation plan indexing means once enters the downstream bogie stopping the upstream bogie in the direction of the second route branched from the first route from the branch point. A second moving route (another moving route) that enters the first route is determined (step SC3). Here, the second moving route means a moving route having the next best evaluation with respect to the planned moving route from the present position to the destination which the stopped carriage currently has. There are various methods for determining the movement route. When the shortest movement route search method for searching for the shortest movement route is adopted, the movement route is once approached in the direction of the second route, It will be the shortest route next to the travel route.

Next, the operation plan indexing means changes the downstream side truck and the upstream side truck to the second movement route in which the downstream side truck once enters the direction of the second route and then enters the first route. In such a case, the second operation plan is obtained, and the evaluation in the case of such a route change is performed (step SC4).

Then, the determining means compares the case where the first operation plan determined by the operation plan determining means is executed with the case where the second operation plan is executed, and based on the result of this comparison, It is determined whether or not the second operation plan in which the movement route is changed with respect to the one operation plan is better, that is, whether or not the change in the second operation plan allows the upstream trolley to quickly exit the branch point. If the second operation plan for changing the movement route is not better (step SC5), the process is terminated, and if the second operation plan for changing the movement route is better, the changing means is the cart communication unit 17 Via the, the route instruction data indicating the currently held movement route is changed to the changed route data indicating the second determined movement route for the stopped downstream bogie. Instruct (Step SC
6).

As described above, on the route before the branch point, there is a downstream truck that is stopped due to the movement in the direction of the scheduled first route being restricted. If there is an upstream trolley that has a planned movement route in the direction of the second route on the (upstream side) route and is stopped due to the presence of the downstream trolley, the downstream trolley for the downstream trolley and the upstream trolley To the first route as it is, and the second operation plan when the downstream carriage is changed to the second movement route that enters the first route after once entering the direction of the second route. With, the better one is judged and the first
If the operation plan is better, leave the downstream truck as it is
You will have to enter the route. On the other hand, if the second operation plan is better, the downstream truck that has stopped the upstream truck once enters the direction of the second route that is branched from the planned first route from the branch point. It will move so as to enter the first route. In this way,
As a result of the movement in the direction of the route, the upstream trolley, which is on the upstream side of the downstream trolley and has the planned movement route in the direction of the second route, can move in the direction of the second route.

For example, as shown in FIG. 3, when the trolley # 2 is stopped at the station ST1 provided on the first route R1 which branches off from the branch point P of the straight traveling portion R0 of the track layout, Downstream carriages # 3 to # 6 scheduled to be transported to this station ST1 via one route R1.
Is stopped upstream of the branch point P, and the downstream carriages # 3 to # 6 cause the planned movement route to be the direction of the second route R2 on the straight traveling portion R0. 6 is stopped, the first operation plan shown in FIG. 6 and the second operation plan shown in FIG. 7 are compared for these trolleys # 1 to # 6.

Here, in FIG. 6 relating to the first operation plan,
Since truck # 2 is transferred, station ST on the first route R1
When the trolleys # 3 to # 6 and # 1 are waiting in front of the branch point P for 0 to 10 seconds while being stopped at 1, the trolley # 2 moves from the station ST1 and at the same time before the branch point P. The stopped trolley # 3 passes the branch point P and passes through the first route R1.
To station ST1 and then trolley #
Nos. 4 to # 6 and # 1 are waiting in front of the branch point P for 10 to 20 seconds, and the bogie # 3 is stopped at the station ST1 for transfer, and the bogies # 4 to # 6 and # 1. Is waiting before the branch point P for 20 to 30 seconds,
3 moves from station ST1 and at the same time branch point P
Truck # 4, which had stopped before, passed the junction P
Since the vehicle # 5, # 6, # 1 waits before the branch point P for 30 to 40 seconds after entering the route R1 and moving to the station ST1, the vehicle # 4 is transferred. While being stopped at the station ST1, the trolleys # 5, # 6, and # 1 are waiting for 40 to 50 seconds before the branch point P, and the trolley # 4 moves from the station ST1 and at the same time before the branch point P. The trolley # 5, which had been stopped at, passed the branch point P, entered the first route R1 and moved to the station ST1, and further, the trolleys # 6, # 1 were waiting before the branch point P. It is 50 to 60 seconds, and the time when the trolley # 5 is stopped at the station ST1 due to transfer and the trolleys # 6 and # 1 are waiting before the branch point P is 60 to 70 seconds, and the trolley # 5. Moves from station ST1 and stops just before branch point P The time during which the trolley # 6, which has been moving, passes through the branch point P, enters the first route R1, and moves to the station ST1 is 70 to 80 seconds, and the trolley # 6 is stopped at the station ST1 for transfer. Indicates that it is 80 to 90 seconds, and that the time for moving the trolley # 6 from the station ST1 is 90 to 100 seconds. Then, the trolley # 1 stopped before the branch point P for 0 to 80 seconds until the trolley # 6 passes through the branch point P and enters the first route R1 and moves to the station ST1. It is shown that it takes 85 seconds for # 6 to start passing through the branch point P at 80 seconds after moving to the station ST1 and to pass through the branch point P and enter the second route R2.

On the other hand, in FIG. 7 relating to the second operation plan, since the truck # 2 is transferred, the station ST1 on the first route R1 is moved.
When the trucks # 3 to # 6 do not stand by while the vehicle is stopped, the trucks once enter in the direction of the straight traveling portion R0 including the second route R2 and are moved along the second traveling route so as to pass through the rounding portion R4. # 2
Stops at station ST1 and then station ST
Truck # 3 ~ # during time 0 ~ 20
6 sequentially from the straight traveling portion R0 including the second route R2 to the rounding portion R
Therefore, it takes 0 to 40 seconds for the first carriage # 3 to return to the station ST1 by passing through the branch point P and returning to the station ST1. The time during which the trolley # 3 is stopped at the station ST1 due to transfer is 40 to 50 seconds, and the trolley # 4, which was stopped before the branch point P at the same time as the trolley # 3 moves from the station ST1, is at the branch point P. It takes 50 to 60 seconds to pass through the first route R1 and move to the station ST1, and the trolley # 4 is stopped at the station ST1 for transfer, and the trolleys # 5 and # 6 are at the branch point P. The time waiting in front is 60 to 70 seconds, and trolley # 4 is at station ST.
It is 70 to 80 seconds for the trolley # 5 that has moved from 1 and stopped at the front of the branch point P to pass through the branch point P and enter the first route R1 to move to the station ST1. Is stopped at station ST1 for transfer, and truck # 6 is waiting in front of branch point P for 80 hours.
˜90 seconds, and when trolley # 5 moves from station ST1 and trolley # 6 stops just before branch point P
Takes 90 to 100 seconds to pass through the branch point P and enter the first route R1 and move to the station ST1, and the time until the carriage # 6 stops at the station ST1 for transfer and then moves. It shows that it is 100 seconds or more. Then, the trolley # 1 stopped before the branch point for 0 to 20 seconds until the trolleys # 3 to # 6 enter the second route R2, and the trolley # 6 moves to the orbit R4. It shows that it takes 25 seconds to start passing the branch point at the time point of seconds and pass through the branch point P to enter the second route R2.

Then, each of the above-mentioned carriages # 1, # 3 to # 6.
The first operation plan and the second operation plan are digitized and compared by appropriately weighting each time until the vehicle passes the branch point. For example, in FIG. 8, the upstream truck # 1 is weighted 10 times, and the truck #
10 times 85 seconds for 1 and 20 seconds for truck # 3, 40 seconds for truck # 4, 60 seconds for truck # 5 and 8 for truck # 6
0 seconds are added to obtain an evaluation value of 1050. On the other hand,
In the second operation plan, 10 times 25 seconds of trolley # 1 is multiplied by 40 seconds of trolley # 3, 60 seconds of trolley # 4, 80 seconds of trolley # 5 and 100 seconds of trolley # 6. An evaluation value of 530 is obtained. In this case, the second operation plan having a smaller evaluation value is selected, and the movement route of the downstream side carriages # 3 to # 6 is changed to the second movement route.

In this way, the downstream side trucks # 3 to # 6, which are stopped before the branch point P and wait for the movement in the direction of the first route R1, are forcibly moved in the direction of the second route R2. By moving it, it is located upstream of these downstream side trolleys # 3 to # 6 and the direction of the second route R2 instead of the first route R1.
For example, the upstream truck # 1 having a planned movement route to the station ST2 through the second route R2 is not stopped by the waiting of the downstream trucks # 3 to # 6, and the second route R is not stopped.
2 through to station ST2. Then, the downstream side trucks # 3 to # 6, which are forcibly moved in the direction of the straight traveling portion R0 including the second route R2, pass through the rounding portion R4, the upstream side truck # 1 passes, and then the branch point again. Returning to P, the first route R1 is entered according to the availability of the station ST1 to reach the station ST1.

According to the unmanned guided vehicle system of the second embodiment described above, the direction of the planned movement route is the first route side, and the movement to this first route is restricted so that it is in front of the branch point. If the downstream unmanned transport vehicle is stopped at, the downstream unmanned transport vehicle and the downstream unmanned transport vehicle have a planned movement route in the direction of the second route on the route further before this downstream unmanned transport vehicle. For the upstream unmanned transport vehicle that is stopped due to the presence of the unmanned transport vehicle, the operation plan indexing means when the downstream unmanned transport vehicle follows the planned movement route and the downstream unmanned transport vehicle , And an operation plan in the case of changing to another moving route that once enters the direction of the second route and then enters the first route. Then, the determination means compares the operation plans indexed by this operation plan indexing means, and based on the result of the comparison, determines whether or not to change the movement route of the downstream unmanned transport vehicle, If this determining means determines that the moving route is not changed, the downstream unmanned transport vehicle is left as the planned moving route, while if the determining means determines that the moving route is changed, the changing means determines the downstream unmanned transport. The moving route of the carriage is changed to the other moving route. Then, the downstream unmanned transport vehicle moves in the direction of the second route and then moves to enter the first route. As a result of the movement of the downstream unmanned transport vehicle in the direction of the second route, the upstream unmanned transport vehicle in which the direction of the planned travel route upstream of the downstream unmanned transport vehicle is the direction of the second route Can move in the direction of the second path.

Therefore, it is possible to change the movement route of the downstream unmanned transport vehicle only when the change of the movement route to the downstream unmanned transport truck is good in the operation plan as compared with the case where it is not changed. Therefore, it is possible to efficiently eliminate the traffic congestion in front of the branch point, and it is possible to reliably improve the transport capacity of the entire system.

[0063]

As described in detail above, the first aspect of the present invention
According to the unmanned guided vehicle system described above, for example, the direction of the planned movement route is the direction of the first route, and
When movement to the route is restricted and the automatic guided vehicle stops before the branch point, the movement route changing means changes the movement route to the direction of the second route for the unmanned guided vehicle. Then, the automatic guided vehicle moves in the direction of the second route. As a result, the unmanned transport vehicle, which is located on the upstream side of the unmanned transport vehicle and has a planned movement route in the direction of the second route, can move in the direction of the second route.

Therefore, it is possible to eliminate the traffic jam just before the branch point, and to improve the carrying capacity of the entire system.

According to the unmanned guided vehicle system of the second aspect of the present invention, the direction of the planned movement route is the first route side, and the movement to this first route is regulated, and before the branch point. When the automatic guided vehicle stops, the time measuring means measures the stop time of the automatic guided vehicle, and when the stop time measured by the time measuring means exceeds a predetermined allowable waiting time, the changing means changes the automatic guided vehicle. The moving route of the carriage is changed to another moving route that once enters the direction of the second route and then enters the first route. Then, the unmanned transport vehicle moves in the direction of the second route and then moves to enter the first route. As a result of the movement of the unmanned transport vehicle in the direction of the second route, the unmanned transport vehicle in which the direction of the planned movement route upstream of the unmanned transport vehicle is the direction of the second route is the direction of the second route. You will be able to move to.

Therefore, it is possible to surely eliminate the traffic jam before the branch point, and it is possible to surely improve the carrying capacity of the entire system.

According to the unmanned guided vehicle system of the third aspect of the present invention, the direction of the planned moving route is the first route side, and the movement to the first route is restricted so that it is before the branch point. When the downstream unmanned transport vehicle is stopped, it is stopped due to the existence of the downstream unmanned transport vehicle while having the planned movement route in the direction of the second route on the route further before this downstream unmanned transport vehicle. If the time keeping means measures the stop time of the upstream unmanned guided vehicle, and the stop time measured by the time measuring means exceeds the predetermined waiting allowable time, the changing means changes the moving route of the downstream unmanned guided vehicle. Will be changed to another moving route that once enters the direction of the second route and then enters the first route. Then, the downstream unmanned transport vehicle moves in the direction of the second route and then moves to enter the first route. As a result of the movement of the downstream unmanned transport vehicle in the direction of the second route, the upstream unmanned transport vehicle in which the direction of the planned travel route upstream of the downstream unmanned transport vehicle is the direction of the second route Can move in the direction of the second path.

Therefore, it is possible to surely eliminate the congestion before the branch point, and it is possible to surely improve the carrying capacity of the entire system.

In addition, when the stop time of the upstream unmanned transport vehicle, which has a planned moving route in the direction of the second route and is stopped due to the existence of the downstream unmanned transport vehicle, exceeds the predetermined allowable waiting time. , In order to change the movement route of the downstream unmanned transport vehicle to a different movement route that first enters in the direction of the second route and then enters the first route, the downstream unmanned transport is performed when the upstream unmanned transport vehicle does not exist. There is no need to move the dolly in vain.

According to the unmanned guided vehicle system of the fourth aspect of the present invention, the direction of the planned movement route is the first route side, and the movement to this first route is restricted and before the branch point. When the downstream unmanned transporting vehicle is stopped, the downstream unmanned transporting vehicle and the downstream unmanned transporting vehicle have a planned moving route in the direction of the second route on the route further before the downstream unmanned transporting vehicle. Regarding the upstream unmanned carrier that is stopped due to the existence of the carrier, the operation plan indexing means, when the downstream unmanned carrier is the planned movement route, and the downstream unmanned carrier, An operation plan in the case of changing to another moving route that once enters the direction of the second route and then enters the first route is calculated. Then, the determination means compares the operation plans indexed by this operation plan indexing means, and based on the result of the comparison, determines whether or not to change the movement route of the downstream unmanned transport vehicle, When the determining unit determines to change the moving route, the changing unit changes the moving route of the downstream side unmanned guided vehicle to the another moving route. Then, the downstream unmanned transport vehicle moves in the direction of the second route and then moves to enter the first route. As a result of the movement of the downstream unmanned transport vehicle in the direction of the second route, the upstream unmanned transport vehicle in which the direction of the planned travel route upstream of the downstream unmanned transport vehicle is the direction of the second route Can move in the direction of the second path.

Therefore, it is possible to change the movement route of the downstream unmanned transport vehicle only when the movement route is changed to the downstream unmanned transport truck and the movement plan is better than the case where it is not changed. Therefore, it is possible to efficiently eliminate the traffic congestion in front of the branch point, and it is possible to reliably improve the transport capacity of the entire system.

[Brief description of drawings]

FIG. 1 is a block diagram showing an automated guided vehicle system according to a first embodiment of the present invention.

FIG. 2 is a flowchart showing the control contents of a transfer controller in the unmanned transfer vehicle system according to the first embodiment of the present invention.

FIG. 3 is a route diagram for explaining the control contents of the transport controller in the unmanned transport vehicle system according to the first embodiment of the present invention.

FIG. 4 is a flowchart showing the control contents of a transfer controller of the unmanned transfer vehicle system according to the second embodiment of the present invention.

FIG. 5 is a flowchart showing the control contents of a transfer controller of the unmanned transfer vehicle system according to the third embodiment of the present invention.

FIG. 6 is a timing chart showing a first operation plan of the automated guided vehicle system according to the third embodiment of the present invention.

FIG. 7 is a timing chart showing a second operation plan of the automated guided vehicle system according to the third embodiment of the present invention.

FIG. 8 is a chart showing an evaluation method of a first operation plan and a second operation plan of the automated guided vehicle system according to the third embodiment of the present invention.

FIG. 9 is a route diagram of a conventional automated guided vehicle system.

[Explanation of symbols]

11 Host computer 12 Transport controller 25 Congestion elimination section (moving route changing means) P branch point R1 Route 1 R2 Second route # 1 to # 6 Automated guided vehicle

   ─────────────────────────────────────────────────── ─── Continued front page    F term (reference) 3F022 LL12 MM08 MM44 MM45 NN21                       NN31 NN42 NN57 PP06                 5H301 AA01 AA09 BB05 CC03 CC06                       CC10 DD07 EE02 EE12 EE16                       EE18 GG05 JJ01 KK03 KK04                       KK16 LL04 LL07 LL08 LL11

Claims (4)

[Claims] 1. An unmanned carrier system having a plurality of unmanned carrier vehicles traveling along a route, and a carrier controller controlling the traveling of these unmanned carrier vehicles, wherein the carrier controller comprises a first route and a second route. And a moving route changing means for changing the moving route of the unmanned guided vehicle stopped on the route before the branch point branching to An unmanned carrier system. 2. The moving route changing means has a planned moving route in the direction of the first route on the route before the branch point, and the movement to the first route is restricted and stopped. A time measuring means for measuring the stop time of the unmanned guided vehicle, and a movement route of the stopped unmanned guided vehicle when the stopped time measured by the time measuring means exceeds a predetermined allowable waiting time, 2. The automatic guided vehicle system according to claim 1, further comprising: changing means for changing to a different moving route that once enters the second route and then enters the first route. 3. The moving route changing means has a planned moving route in the direction of the first route on the route before the branch point, and the movement to the first route is restricted and stopped. The stop time of the upstream unmanned guided vehicle that has stopped due to the presence of the downstream unmanned guided vehicle while having the planned moving route in the direction of the second route on the path further in front of the downstream unmanned guided vehicle When the stop time measured by the time measuring means exceeds a predetermined allowable waiting time, the moving path of the downstream side unmanned guided vehicle is once entered in the direction of the second path. Later the first
The unmanned guided vehicle system according to claim 1, further comprising: a changing unit that changes to another moving route that enters the route. 4. The moving route changing means has a planned moving route in the direction of the first route on the route before the branch point, and the movement to the first route is restricted and stopped. And a downstream unmanned transporting vehicle that has a predetermined moving route in the direction of the second route on the route further in front of the downstream unmanned transporting vehicle and is stopped by the presence of the downstream unmanned transporting vehicle. Regarding the upstream unmanned transport vehicle, the operation plan in the case where the downstream unmanned transport vehicle is on the predetermined movement route, and the first unmanned transport vehicle after the downstream unmanned transport vehicle once enters in the direction of the second route. The result of the comparison is made by comparing the motion plan indexing means for respectively indexing the motion plan in the case of changing to another moving route entering one path, and the motion plans indexed by the motion plan indexing means. Based on the above, the unmanned transport on the downstream side Determining means for determining whether or not to change the moving route of the vehicle, and changing the moving route of the downstream unmanned guided vehicle to the different moving route when the determining means determines to change the moving route An automated guided vehicle system according to claim 1, further comprising: