JP2012168885A - Spot-guided traveling vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a spot-guided traveling vehicle capable of appropriately passing a curved section.SOLUTION: A spot-guided traveling vehicle comprises: a detection device 110 capable of detecting each of a plurality of marks; a state acquisition section 122 which acquires first state information, obtained by using a detection result, indicating a state of the spot-guided traveling vehicle at the position of a first mark; a steering condition determination section 124 which determines a first steering condition based on the first state information and object state information; a control section 120 which controls travel of the spot guided traveling vehicle 100 based on the first steering condition; and a prediction section 126 which calculates prediction information indicating the state of the spot guided traveling vehicle 100 at the position of a second mark. The state acquisition section 122 acquires second state information indicating the difference between the prediction information and actual information. The steering condition determination section 124 determines a second steering condition based on the difference indicated by the second state information. The control section 120 controls travel of the spot guided traveling vehicle 100 in accordance with the second steering condition instead of the first steering condition.

Description

  The present invention relates to a spot-guided vehicle that travels on a traveling road using detection results of a plurality of marks discretely arranged on the traveling road.

  Conventionally, a spot-guided vehicle that performs a task such as transporting luggage by arranging a plurality of guide marks on a travel path and being controlled to travel along a route formed by the plurality of guide marks ( Hereinafter, it is also simply referred to as “traveling vehicle”).

  As such a guidance mark, a magnetic mark that emits magnetism, an optical mark that reflects light, or the like is employed.

  For example, when a magnetic mark is employed as the guide mark, the traveling vehicle detects the magnetic mark with, for example, a magnetic sensor provided on the back side (traveling path side) of the vehicle body. The control unit provided in the traveling vehicle controls traveling of the traveling vehicle based on the detection result.

  Specifically, the magnetic sensor includes a plurality of sensor elements such as Hall elements, and the plurality of sensor elements are arranged in a line, for example. By providing such a configuration, the magnetic sensor detects a certain magnetic mark, which sensor element detects the magnetic mark, or which sensor element is the center of the magnetic mark. Information indicating whether or not is detected can be output.

  The control unit uses the current position of the traveling vehicle obtained using the output information from the magnetic sensor, etc., so that the traveling vehicle travels along the planned regular route. Control.

  A technique for a traveling vehicle that travels by detecting a plurality of marks is also disclosed (see, for example, Patent Document 1).

  According to the technique described in Patent Document 1, the same mark arranged on the traveling road is detected by a pair of sensors arranged at the front and rear in the traveling vehicle, and using these detection results, for example, during straight running, The direction of travel with respect to the regular route can be obtained.

JP 2009-294980 A

  Here, in the case where the spot-guided traveling vehicle as described above travels on a traveling path including a curved portion, conventionally, the traveling vehicle travels through the curved portion using, for example, a detection result of a mark in front of the curved portion.

  For example, the conventional traveling vehicle calculates its own position and the like from the detection result of the mark before the curve portion. The traveling vehicle uses the calculation result and information indicating the posture that the vehicle should take in the coordinates of the predetermined position after passing the curve portion (for example, the posture parallel to the predetermined direction) at which timing. A steering condition including information indicating how to change the traveling direction is determined.

  Thereafter, the vehicle travels according to the steering condition, and the traveling direction is corrected based on the mark detection result obtained after passing through the curve portion in the traveling direction, for example.

  Here, the traveling vehicle has a route different from the route planned based on the steering condition due to, for example, tire wear, unevenness of the road surface of the curved portion, or slip between the tire and the road surface. There is a case of traveling.

  In other words, even if the steering condition is accurately determined based on the detection result of the sensor or the like, the traveling vehicle may travel off the planned route at the curve portion due to a factor that is difficult to reflect in the steering condition. .

  In this case, it may be impossible to detect the predetermined mark arranged in front of the curve portion in the traveling direction, and as a result, the traveling vehicle does not detect the predetermined mark at the timing to be detected. That is, the occurrence of abnormality is detected and stopped.

  When the traveling vehicle stops in this way, for example, the operator manually moves the traveling vehicle to a predetermined position and restarts traveling of the traveling vehicle.

  As described above, the conventional spot-guided vehicle has a surface that is not sufficient from the viewpoint of work efficiency, for example, regarding the control when traveling on a curved portion.

  In view of the above-described conventional problems, an object of the present invention is to provide a spot-guided traveling vehicle that travels on a traveling path including a curved portion and can accurately pass through the curved portion. And

  In order to achieve the above object, a spot guided vehicle according to an aspect of the present invention uses a detection result of a plurality of marks discretely arranged on a traveling path including a curved portion to travel along the traveling path. Each of the plurality of marks including a first mark disposed in front of the curved portion in the traveling direction of the spot guided traveling vehicle and a second mark disposed in the curved portion in the traveling direction of the spot guided traveling vehicle. A detection device capable of detecting, a state acquisition unit for acquiring first state information indicating a state of the spot guided vehicle at the position of the first mark, which is obtained using a detection result by the detection device; The first state information acquired by the state acquisition unit and the target that the spot guided vehicle should take at the target position ahead of the second mark in the traveling direction A first steering condition that is control information for changing the traveling direction of the spot guided vehicle so that the spot guided vehicle is in the target state at the target position based on target state information indicating a state. A steering condition determining unit for determining, and a control unit for controlling the travel of the spot guided vehicle, wherein when the first steering condition is determined, the spot guided vehicle according to the determined first steering condition A controller that controls the traveling of the vehicle, and prediction information indicating the state of the spot-guided traveling vehicle at the position of the second mark when the spot-guided traveling vehicle is assumed to have traveled according to the first steering condition. A state of the second mark obtained by using (a) the prediction information and (b) a detection result by the detection device. Second state information indicating a difference from the actual measurement information indicating the state of the spot-guided traveling vehicle is acquired, and the steering condition determining unit determines a second steering condition according to the difference indicated in the second state information Then, when the second steering condition is determined, the control unit controls traveling of the spot guided vehicle according to the second steering condition instead of the first steering condition.

  According to this configuration, the spot guided vehicle determines the first steering condition for passing through the curve portion, and the second mark arranged in the curve portion when traveling according to the first steering condition. Prediction information indicating the prediction state at the position is calculated.

  Further, the prediction information and the actual measurement information at the position of the second mark are compared, and the second steering condition is determined according to the difference.

  In other words, the spot guided vehicle predicts a state at a point in the middle of the curve portion when traveling on the curve portion according to the first steering condition, and compares it with an actually measured value corresponding to the state. Further, the second steering condition is determined based on the comparison result.

  That is, in the spot guided vehicle, appropriate correction of the travel route during the travel of the curve portion is executed.

  Therefore, according to the spot guided vehicle of this aspect, the curved portion can be accurately passed.

  Moreover, in the spot guided vehicle according to an aspect of the present invention, the prediction unit is configured to perform the detection by the detection device when it is assumed that the spot guided vehicle has traveled according to the first steering condition as the prediction information. A prediction detection result for the second mark is calculated, and the state acquisition unit indicates a difference between the prediction detection result indicated in the prediction information and an actual detection result for the second mark by the detection device. The second condition information is acquired, and the steering condition determination unit determines that the spot guided vehicle is in the target position based on the difference indicated in the second condition information and the target condition information. The second steering condition may be determined as follows.

  According to this configuration, the spot guided vehicle obtains the difference between the prediction detection result and the actual detection result for the second mark as the second state information, and the second state information is based on the difference and the target state. Steering conditions are determined.

  That is, in the spot guided vehicle, for example, a positional deviation with respect to the predicted position of the spot guided vehicle that occurs in the middle of the curve is corrected.

  Moreover, in the spot guided vehicle according to one aspect of the present invention, the state acquisition unit calculates the spot guided travel at the position of the first mark calculated from the detection result of the first mark by the detection device. A deviation amount of the vehicle from a predetermined reference may be acquired as the first state information.

  According to this configuration, as the first state information indicating the state of the spot guided vehicle at the time before the curve portion, the amount of deviation of the spot guided vehicle from the predetermined reference is obtained.

  Therefore, for example, the position, posture, speed, weight, etc. of the spot guided vehicle in the vicinity of the first mark is obtained as the first state information as a deviation amount from a normal reference that is predicted or defined in advance, Thereby, an appropriate first steering condition in consideration of the deviation amount is determined.

  Further, in the spot guided vehicle according to one aspect of the present invention, the detection device includes a plurality of detection units, each having a plurality of detection units capable of detecting each of the plurality of marks, The state acquisition unit calculates the amount of deviation from a change in detection results for the first mark by the plurality of detection units obtained within a period in which the detection device passes in the vicinity of the first mark. Also good.

  According to this configuration, the amount of deviation corresponding to the first mark can be calculated only by one detection device having a plurality of sensor elements passing once above the first mark, for example.

  Further, in the spot guided vehicle according to the aspect of the present invention, the detection device detects the first mark and a third mark positioned in front of or behind the first mark in the traveling direction, The state acquisition unit may calculate the shift amount from the detection result of the first mark and the detection result of the third mark detected by the detection device.

  According to this configuration, the shift amount corresponding to the first mark is calculated from the detection result of the two marks (first mark and third mark) having different positions by the detection device. Therefore, for example, it is possible to more accurately calculate a deviation amount such as an inclination amount from a normal posture of the spot guided vehicle.

  Further, in the spot guided vehicle according to one aspect of the present invention, the state acquisition unit is a normal position that is the predetermined reference, and a normal position of the spot guided vehicle corresponding to the first mark. And the deviation amount, which is a difference between the position of the spot guided vehicle indicated in the detection result by the detection device, is acquired as the first state information, and the steering condition determination unit includes the deviation amount, Information indicating the posture of the spot guided vehicle at the target position, which is target state information, until the spot guided vehicle reaches the target position on the normal route of the spot guided vehicle. The first steering condition may be determined so as to gradually approach a regular route between the first mark and the target position.

  According to this configuration, the spot guided vehicle is gradually controlled without being immediately controlled to return to the normal route even when the amount of deviation corresponding to the first mark is relatively large. It is controlled to approach the regular route. As a result, for example, the collapse of the load loaded on the spot guided vehicle is prevented.

  The present invention can also be realized as a method for controlling a spot guided vehicle including characteristic information processing executed by the spot guided vehicle according to any of the above aspects. In addition, the present invention can be realized as a program for causing a computer to execute each process included in the control method and a recording medium on which the program is recorded. The program can be distributed via a transmission medium such as the Internet or a recording medium such as a DVD.

  ADVANTAGE OF THE INVENTION According to this invention, it is a spot guidance traveling vehicle which drive | works the traveling path containing a curve part, Comprising: The spot guidance traveling vehicle which can pass the said curve part exactly can be provided.

It is a top view which shows the structure outline | summary of the traveling vehicle in embodiment of this invention. It is a schematic diagram which shows the relationship between the traveling vehicle and travel path in embodiment. It is a block diagram which shows the basic functional structure of the traveling vehicle in embodiment. It is a figure which shows the basic composition of the detection apparatus in embodiment. It is a figure which shows the state immediately before the traveling vehicle of embodiment passes two marks. It is a figure which shows the 1st example of the detection result of the mark by F sensor of embodiment. It is a figure which shows the deviation | shift amount of the traveling vehicle calculated based on the detection result shown by FIG. 6A. It is a figure which shows the 2nd example of the detection result of the mark by F sensor of embodiment. It is a figure which shows the deviation | shift amount of the traveling vehicle calculated based on the detection result shown by FIG. 7A. It is a figure which shows the 3rd example of the detection result of the mark by F sensor of embodiment. It is a figure which shows an example of the detection result of the mark by L sensor of embodiment. It is a figure which shows an example of the information processing and operation | movement of a traveling vehicle when the traveling vehicle of embodiment passes a curve part. It is a figure which shows an example of the prediction information and measured information in embodiment. It is a figure which shows an example of the planned route based on the 1st steering condition in the embodiment, and the planned route based on the 2nd steering condition. It is a schematic diagram which shows the relationship between a traveling vehicle and a traveling path in case a target position exists in a curve part.

  A traveling vehicle according to an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a plan view showing a schematic configuration of a traveling vehicle 100 according to an embodiment of the present invention.

  The traveling vehicle 100 in the embodiment is a spot-guided traveling vehicle that travels on the traveling path using detection results of a plurality of marks discretely arranged on the traveling path. As shown in FIG. 1, the traveling vehicle 100 includes a main body 101, four tires 105, a control unit 120 that controls the rotational driving of the four tires 105, and four sensors (111 to 114). Prepare.

  Specifically, the four sensors are a front F sensor 111, a rear B sensor 112, a right R sensor 113, and a left L sensor 114.

  Each of these four sensors (111 to 114) is a magnetic sensor in the present embodiment, and is installed on the back side of the main body 101. That is, each of the four sensors (111 to 114) can detect a plurality of magnetic marks discretely arranged on the traveling path.

  The control unit 120 controls the motor that rotates and drives each of the four tires 105 using the detection results output from each of these four sensors (111 to 114).

  Further, the rotation shafts 106 of the pair of left and right tires 105 are supported by the main body 101 so as to be rotatable in the XY plane, and the traveling direction is changed depending on the difference in rotational speed between the left and right tires 105.

  FIG. 2 is a schematic diagram showing the relationship between the traveling vehicle 100 and the traveling path 200 in the embodiment.

  As shown in FIG. 2, the traveling path 200 has a curved portion 210 and a plurality of marks 180 are discretely arranged.

  In the present embodiment, each of the plurality of marks 180 is a magnetic mark, and in order to distinguish one magnetic mark arranged before the curved portion of the plurality of marks 180 from the other. One mark 181 is referred to as a second mark 182 in order to distinguish one magnetic mark arranged on the curve portion from the other.

  The traveling vehicle 100 detects the plurality of marks 180 while traveling, and continues traveling under the control using the detection result.

  Specifically, the traveling vehicle 100 of the present embodiment can appropriately correct the traveling route while the curve portion 210 is traveling. As a result, the vehicle can accurately pass through the curved portion 210, and as a result, the traveling vehicle reaches the target position 190, which is a predetermined position ahead of the second mark 182 in the traveling direction, in an appropriate posture.

  That is, the traveling vehicle 100 can travel on the traveling path 200 including the curve portion 210 stably.

  Hereinafter, a characteristic functional configuration and operation for the traveling vehicle 100 of the present embodiment to appropriately correct such a travel route will be described.

  FIG. 3 is a block diagram showing a basic functional configuration of the traveling vehicle 100 in the embodiment.

  The traveling vehicle 100 includes a detection device 110, a control unit 120, a state acquisition unit 122, a steering condition determination unit 124, a prediction unit 126, and a traveling drive unit 104.

  The detection device 110 has four sensors, the F sensor 111, the B sensor 112, the R sensor 113, and the L sensor 114 described above.

  The detection device 110 can detect each of the plurality of marks 180 including the first mark 181 and the second mark 182.

  The state acquisition unit 122 acquires the state of the traveling vehicle 100. For example, the first state information indicating the state of the traveling vehicle 100 at the position of the first mark 181, which is obtained using the detection result by the detection device 110, is acquired.

  In addition, the state acquisition unit 122 acquires second state information indicating the difference between the predicted state of the traveling vehicle 100 at the position of the second mark 182 and the actual state.

  The state of the traveling vehicle 100 is defined by various physical quantities of the traveling vehicle 100 at the time of acquisition of the state. For example, the position or posture of the traveling vehicle 100 at that time, the weight of the traveling vehicle 100 including the loaded luggage, the speed of the traveling vehicle 100, and the physical quantities thereof are predicted or specified in advance. The state of the traveling vehicle 100 is defined by the amount of deviation from the normal reference.

  The steering condition determination unit 124 determines a steering condition that is control information regarding a change in the traveling direction of the traveling vehicle 100. That is, the steering condition includes information indicating how and when the traveling vehicle 100 changes the traveling direction.

  For example, the steering condition determination unit 124 determines that the traveling vehicle 100 has the target state at the target position 190 based on the first state information and the target state information indicating the target state that the traveling vehicle 100 should take at the target position 190. The first steering condition is determined so that

  That is, the first steering condition is determined as basic control information for the traveling vehicle 100 to pass the curve portion 210.

  Note that the target state that the traveling vehicle 100 should take is, for example, a state in which a posture parallel to the X axis is taken when the target position 190 is reached in FIG. The time point when the traveling vehicle 100 reaches the target position 190 is defined by, for example, the time point when the F sensor 111 detects the mark 180 at the position corresponding to the target position 190.

  The control unit 120 is a device that controls the traveling drive unit 104 configured by a motor or the like that rotates the four tires 105. Specifically, the control unit 120 controls the traveling drive unit 104 while confirming that the plurality of marks 180 are appropriately detected by the detection device 110, so that the traveling vehicle 100 travels along the regular route. Let The control unit 120 holds various pieces of necessary information such as a map showing the arrangement position of each mark as information about the plurality of marks 180 in a predetermined storage area.

  Further, in executing such traveling, the traveling direction is changed in accordance with the steering condition determined by the steering condition determination unit 124. That is, when the first steering condition is determined, the detection device 110 controls the traveling of the traveling vehicle 100 according to the determined first steering condition.

  The prediction unit 126 calculates prediction information indicating the state of the traveling vehicle 100 at the position of the second mark 182 when it is assumed that the traveling vehicle 100 has traveled according to the first steering condition.

  For example, when the traveling vehicle 100 travels according to the first steering condition, a detection result of prediction for the second mark 182 by the detection device 110 is calculated as prediction information.

  The prediction information calculated by the prediction unit 126 is used for generating the second state information by the state acquisition unit 122 described above. Specifically, the state acquisition unit 122 calculates the difference between the prediction information calculated by the prediction unit 126 and the actual detection result for the second mark 182 by the detection device 110. Thereby, the second state information indicating the difference is acquired by the state acquisition unit 122.

  The steering condition determination unit 124 determines the second steering condition according to the difference indicated by the second state information. Specifically, the second steering condition is determined based on the difference and the target state information so that the traveling vehicle 100 is in the target state at the target position 190.

  That is, the steering condition determination unit 124 sets the second steering condition so as to correct the deviation from the planned route based on the first steering condition, which is generated as a result of the traveling vehicle 100 traveling according to the previously determined first steering condition. decide.

  Note that each of the control unit 120, the state acquisition unit 122, the steering condition determination unit 124, and the prediction unit 126 includes, for example, an interface for inputting and outputting information, and a CPU (Central Processing Unit) for executing a control program. And a computer including a memory and the like.

  FIG. 4 is a diagram illustrating a basic configuration of the detection device 110 according to the embodiment.

  As shown in FIG. 4, the F sensor 111 included in the detection device 110 includes a plurality of sensor elements 115 arranged in a line. Note that the sensor element 115 is an example of a detection unit in the spot guided vehicle according to one embodiment of the present invention.

  The other sensors (112 to 114) basically have the same configuration.

  For example, the F sensor 111 and the B sensor 112 have 25 sensor elements from [1] to [25], respectively, and the R sensor 113 and the L sensor 114 have [1] to [15]. 15 sensor elements.

  For example, as shown in FIG. 4, it is assumed that the traveling vehicle 100 is controlled such that the line on which the mark 180 is arranged and the locus of the representative point 102 that is the center point of the traveling vehicle 100 on the XY plane coincide with each other. To do.

  That is, in a top view, when the line drawn so as to connect the plurality of marks 180 (the chain line in FIG. 4) and the regular route of the traveling vehicle 100 are controlled to coincide with each other, at least a straight line portion of the route Then, the mark 180 is detected at the center of the F sensor 111 in the left-right direction (X-axis direction in FIG. 4).

  That is, the mark 180 is detected by the sensor element [13] or a sensor element group centered on the sensor element [13] (for example, three sensor elements 115 [12] [13] [14]).

  In other words, for example, when the mark 180 is detected by the sensor element group, it is confirmed that the traveling vehicle 100 is traveling along the regular route.

  Moreover, the state acquisition part 122 can acquire the state information which shows the state of the traveling vehicle 100 at that time using the detection result from at least 1 sensor of four sensors (111-114).

  Note that the number of sensors included in the detection device 110 is not limited to four. Specifically, if the traveling vehicle 100 can travel using the detection result of the detection device 110, the total number of sensor elements 115 included in the detection device 110 is not limited to a specific number.

  FIG. 5 is a diagram illustrating a state immediately before the traveling vehicle 100 according to the embodiment passes the two marks 180.

  For example, as shown in FIG. 5, it is assumed that a mark 180 positioned behind the first mark 181 in the traveling direction of the traveling vehicle 100 is a third mark 183.

  Furthermore, as described above, it is assumed that the traveling vehicle 100 is controlled so that the line on which the mark 180 is arranged and the regular route of the traveling vehicle 100 match.

  In this case, for example, the F sensor 111 detects both the third mark 183 and the first mark 181 in the center portion, thereby confirming that the traveling vehicle 100 is traveling along the regular route.

  Further, when the F sensor 111 does not detect the center part of the third mark 183 and the first mark 181, the state acquisition unit 122 indicates the position where the third mark 183 and the first mark 181 are detected from the F sensor 111. A detection result is received, and the state of the traveling vehicle 100 is acquired from the detection result.

  FIG. 6A is a diagram illustrating a first example of the detection result of the mark 180 by the F sensor 111 according to the embodiment.

  FIG. 6B is a diagram showing a deviation amount of the traveling vehicle 100 calculated based on the detection result shown in FIG. 6A.

  As shown in FIG. 6A, it is assumed that the F sensor 111 sequentially detects the third mark 183 and the first mark 181 at a position close to the right end (for example, the position of the sensor element [21]).

  In this case, it can be determined that the traveling vehicle 100 is traveling parallel to the regular route at a position shifted to the left from the regular route.

  Specifically, the state acquisition unit 122 obtains the shift amount d illustrated in FIG. 6B according to the distance from the center of the F sensor 111 of the detection positions of the third mark 183 and the first mark 181 in the F sensor 111. .

  Note that the normal route is indicated by a dashed line parallel to the Y axis in FIG. 6B. In this case, the normal position of the traveling vehicle 100 corresponding to the first mark 181 is a position where the traveling vehicle 100 matches the representative point 102 of the traveling vehicle 100 and the first mark 181 in the XY coordinates.

  For example, if the distance from the center of the F sensor 111 at the detection position is 80 mm, information indicating “80 mm” as the shift amount d is generated.

  In addition, the state acquisition part 122 hold | maintains the information which shows the number, position, etc. of each sensor element 115 of each sensor (111-114), for example. Therefore, for example, when the detection result indicating “[21]” is received from the F sensor 111, the state acquisition unit 122 can generate information indicating “80 mm” as the shift amount d from the information.

  Further, in this way, the amount of deviation is treated as positive when the traveling vehicle 100 is shifted to the left from the regular route. For example, when the detection result indicating “[5]” is received from the F sensor 111, the state acquisition unit 122 generates information indicating “−80 mm” as the deviation amount d, for example. Note that the case where the traveling vehicle 100 deviates to the left from a predetermined reference may be treated as negative.

  FIG. 7A is a diagram illustrating a second example of the detection result of the mark 180 by the F sensor 111 according to the embodiment.

  FIG. 7B is a diagram showing a deviation amount of the traveling vehicle 100 calculated based on the detection result shown in FIG. 7A.

  As shown in FIG. 7A, after the F sensor 111 detects the third mark 183 at the center (the position of the sensor element [13]), the first mark at a position close to the right end (for example, the position of the sensor element [23]). Assume that 181 is detected.

  In this case, it can be determined that the traveling vehicle 100 is traveling in a direction shifted to the left with respect to the regular route.

  Specifically, the state acquisition unit 122 uses the distance between the detection positions of the third mark 183 and the first mark 181 in the F sensor 111 and the distance between the third mark 183 and the first mark 181. Thus, the shift amount θ shown in FIG. 6B is obtained.

  For example, it is assumed that the distance between the detection positions of the third mark 183 and the first mark 181 in the F sensor 111 is Vmm, and the distance between the third mark 183 and the first mark 181 is Wmm. In this example, the distance between the center of the sensor element [13] and the center of the sensor element [23] corresponds to V.

  In this case, for example, θ can be obtained by the following (Formula 1).

θ = tan ⁻¹ (V / W) (Formula 1)

  For example, if V = 100 and W = 700, θ is calculated to be about 8.1 degrees. That is, the state acquisition unit 122 generates information indicating, for example, “8.1 degrees” as the deviation amount θ.

  In addition, although the case where the traveling vehicle 100 is tilted to the left from the predetermined reference in this way is treated as positive, this case may be treated as negative.

  Further, the positional deviation amount of the traveling vehicle 100 is also calculated using the distance from the center of the F sensor 111 of the detection position of the first mark 181 in the F sensor 111. For example, when the representative point 102 of the traveling vehicle 100 reaches the first mark 181 in the traveling direction (Y-axis positive direction in FIG. 7B), the left-right direction (X-axis direction in FIG. 7B) from the normal route. A deviation amount is calculated.

  In the example shown in FIG. 5, the third mark 183 is arranged behind the first mark 181 in the traveling direction of the traveling vehicle 100. However, even if the third mark 183 is arranged in front of the first mark 181 in the traveling direction, the state acquisition unit 122 can acquire the first state information by the same information processing.

  Further, the state acquisition unit 122 can acquire the state information of the traveling vehicle 100 corresponding to the position of the mark from the change in the detection result for one mark 180 by the detection device 110.

  FIG. 8 is a diagram illustrating a third example of the detection result of the mark 180 by the F sensor 111 according to the embodiment.

  For example, it is assumed that the detection result of the first mark 181 by the F sensor 111 changes in time series as shown in FIG. 8 within a period in which the F sensor 111 passes in the vicinity of the first mark 181.

  Specifically, at time t1, the three sensor elements 115 [11] to [13] detect the first mark 181, and at the subsequent time t2, the three sensor elements 115 [12] to [14]. Assume that the first mark 181 is detected. Note that the interval between t1 and t2 is, for example, 10 msec.

  In this case, as shown in FIG. 8, it can be determined that the first mark 181 passes obliquely relative to the F sensor 111 in a top view.

  Specifically, the state acquisition unit 122 determines the speed of the traveling vehicle 100, the time interval between t1 and t2, and the amount of change in the detection position of the first mark 181 between t1 and t2 in the F sensor 111. The angle of the relative movement trajectory of the first mark 181 with respect to the F sensor 111 is calculated.

  Further, in the period (between t1 and t2), from the conditions such as the steering angle based on the difference between the rotational speeds of the left and right tires 105 under the control of the control unit 120, the traveling direction of the traveling vehicle 100 is A deviation amount from the traveling direction is calculated.

  FIG. 9 is a diagram illustrating an example of a detection result of the mark 180 by the L sensor 114 according to the embodiment.

  For example, it is assumed that the detection result of the first mark 181 by the L sensor 114 changes in time series as shown in FIG.

  Specifically, only the sensor element [6] detects the first mark 181 at time t1, and the three sensor elements [6] to [8] detect the first mark 181 at the subsequent time t2. Further, at the subsequent time t3, it is assumed that the three sensor elements [8] to [10] detect the first mark 181.

  In this case, as shown in FIG. 9, it can be determined that the first mark 181 has passed obliquely with respect to the L sensor 114 in a top view.

  For example, the state acquisition unit 122 determines the first mark from the speed of the traveling vehicle 100, the time interval between t1 and t3, and the amount of change in the detection position of the first mark 181 between t1 and t3 in the L sensor 114. The angle of the relative movement locus of 181 with respect to the L sensor 114 can be calculated.

  Further, in the period (between t1 and t3), from the condition such as the steering angle based on the difference in rotational speed between the left and right tires 105 under the control of the control unit 120, the traveling direction of the traveling vehicle 100 is A deviation amount from the traveling direction is calculated.

  The travel distance of the traveling vehicle 100 in the time interval is calculated from the speed of the traveling vehicle 100 and the time interval between t1 and t3 (the time interval between t1 and t2 in FIG. 8). However, the travel distance of the traveling vehicle 100 may be calculated by other methods. For example, the rotation speed of the tire 105 at a certain time interval is acquired from an encoder connected to the tire 105, and the acquired rotation speed is multiplied by the outer peripheral distance of the tire 105. In this way, the movement distance in the time interval may be calculated.

  As described above, the state acquisition unit 122 determines whether the traveling vehicle 100 has a predetermined value based on the detection result for the two marks 180 arranged at a predetermined interval or the change in the detection result for the single mark 180. The amount of deviation from the reference (such as the amount of deviation of the position or orientation with respect to the regular route) can be calculated.

  That is, in the example illustrated in FIGS. 6A to 9, the state acquisition unit 122 can acquire the deviation amount as state information (first state information) corresponding to the first mark 181.

  The state acquisition unit 122 can also acquire the state information of the traveling vehicle 100 corresponding to the position of the mark 180 for each of the marks 180 other than the first mark 181 such as the second mark 182. .

  Further, the state acquisition unit 122 receives detection results for the same or plural marks 180 from two or more of the four sensors of the F sensor 111 to the L sensor 114, and based on these detection results, the traveling vehicle You may acquire the status information which shows the deviation | shift amount etc. from 100 predetermined references | standards.

  For example, the state acquisition unit 122 uses the detection result for the first mark 181 from both the F sensor 111 and the B sensor 112 to calculate the amount of deviation from the regular route of the traveling vehicle 100 at the position of the first mark 181. It may be calculated.

  For example, the state acquisition unit 122 uses the detection result for the first mark 181 from the F sensor 111 and the detection result for the third mark 183 from the B sensor 112 at the position of the first mark 181. The amount of deviation of the traveling vehicle 100 from the regular route may be calculated.

  Further, the first mark 181 and the third mark 183 may not be arranged continuously, and another mark 180 may exist between the first mark 181 and the third mark 183.

  The first state information acquired by the state acquisition unit 122 in this way is used to determine the first steering condition for traveling the traveling road 200 of the traveling vehicle 100.

  FIG. 10 is a diagram illustrating an example of information processing and operation of the traveling vehicle 100 when the traveling vehicle 100 according to the embodiment passes through the curve portion 210.

  In FIG. 10, when the traveling vehicle 100 passes the first mark 181, the first state information is acquired by the state acquisition unit 122. In the present embodiment, as described above, information indicating the amount of deviation of the traveling vehicle 100 at the position of the first mark 181 when the regular route is used as a reference is acquired as the first state information.

  The steering condition determination unit 124 acquires target state information indicating the target state that the traveling vehicle 100 should take at the target position 190 by referring to, for example, a map indicating the arrangement position of each mark held by the control unit 120.

  For example, it is assumed that when the traveling vehicle 100 reaches the target position 190, the state in which the vehicle 100 is in the posture parallel to the X axis is the target state as shown in FIG. In this case, information indicating the coordinates of the mark 180 corresponding to the target position 190 and the attitude of the traveling vehicle 100 (parallel to the X axis) is acquired as target state information.

  The steering condition determining unit 124 determines the first steering condition based on the first state information and the target state information so that the traveling vehicle 100 is in the target state at the target position 190.

  In other words, the traveling vehicle 100 at the position of the first mark 181 continues to travel and takes a posture parallel to the X axis when the traveling position reaches the target position 190 in consideration of the deviation amount indicated in the first state information. In order to achieve this, a first steering condition indicating how and at which timing the traveling direction should be changed is determined.

  Further, in the present embodiment, as shown in FIG. 10, by the time the traveling vehicle 100 reaches the target position 190, it is a legitimate route of the traveling vehicle 100 between the first mark 181 and the target position 190. The first steering condition is determined so as to gradually approach the regular route at.

  Note that the regular route is represented by a dotted line passing through the first mark 181 in FIG. In addition, the regular route in the curve portion 210 is considered to be safe and efficient, for example, when the traveling vehicle 100 moves the curve portion 210 in consideration of the shape of the curve portion 210, the radius of curvature, and the weight and performance of the traveling vehicle 100. It is predetermined so that it can pass.

  That is, as shown in FIG. 10, when the traveling vehicle 100 is deviated from the normal route at the position of the first mark 181 in the traveling direction, the deviation amount is acquired as the first state information.

  The steering condition determination unit 124 determines the first steering condition so that the movement locus of the traveling vehicle 100 gradually approaches the normal route in consideration of the deviation amount. That is, the control is not performed so that the traveling vehicle 100 immediately returns to the regular route after passing the first mark 181. Therefore, for example, safe traveling of the traveling vehicle 100 is ensured.

  The prediction unit 126 calculates prediction information indicating a prediction state at the position of the second mark 182 of the traveling vehicle 100. For example, when the traveling vehicle 100 travels according to the first steering condition and reaches the position of the second mark 182, a prediction detection result indicating how the detection device 110 detects the second mark 182 is obtained. Calculated as prediction information.

  As a detection result of prediction, for example, in what state (position and posture) the traveling vehicle 100 is, for example, information indicating the detection position of the second mark 182 in the F sensor 111 or information indicating a change in the detection position. The information which shows whether it passes the 2nd mark is illustrated.

  The first steering condition is determined before the traveling vehicle 100 enters the curve portion 210, and the calculation of the prediction information is performed before the traveling vehicle 100 reaches the position of the second mark 182 in the traveling direction. Is called.

  The control unit 120 of the traveling vehicle 100 controls traveling of the traveling vehicle 100 according to the first steering condition determined by the steering condition determining unit 124. That is, the traveling vehicle 100 travels along the curve portion 210 according to the first steering condition and reaches the position of the second mark 182.

  The state acquisition unit 122 acquires second state information indicating the state of the traveling vehicle 100 at the position of the second mark 182 obtained using the detection result by the detection device 110.

  For example, second state information indicating a difference between a prediction detection result for the second mark 182 indicated in the prediction information and an actual detection result for the second mark 182 by the detection device 110 is acquired.

  The steering condition determination unit 124 determines the second steering condition according to the difference. Specifically, the second steering condition is determined based on the difference and the target state information so that the traveling vehicle 100 is in the target state at the target position 190.

  When the second steering condition is determined in this way, the control unit 120 controls the traveling of the traveling vehicle 100 according to the second steering condition instead of the first steering condition.

  FIG. 11 is a diagram illustrating an example of prediction information and actual measurement information according to the embodiment.

  As shown in FIG. 11, for example, a case is assumed in which the prediction unit 126 predicts that the sensor element group centered on the sensor element [15] of the F sensor 111 will detect the second mark 182.

  That is, when the traveling vehicle 100 travels according to the first steering condition, the state (position and orientation) in which the F sensor 111 outputs such a detection result for the second mark 182 when the traveling vehicle 100 reaches the second mark 182. ) Is assumed to be present.

  In this case, specifically, information indicating “[14] [15] [16]” or information indicating the arrangement range of these sensor element groups in the F sensor 111 is calculated as the prediction information.

  Under this assumption, in fact, as shown in FIG. 11, when the sensor element group centering on the sensor element [17] of the F sensor 111 detects the second mark 182, the state acquisition unit 122 The difference D between the detection positions of the two marks 182 is calculated as a deviation amount.

  When the steering condition determination unit 124 receives the second state information indicating the difference D, the steering condition determination unit 124 considers the difference D and determines the second steering condition so that the target state is reached when the traveling vehicle 100 reaches the target position. To do.

  FIG. 12 is a diagram illustrating an example of a planned route based on the first steering condition and a planned route based on the second steering condition in the embodiment.

  For example, when the planned route when the traveling vehicle 100 complies with the first steering condition is shown in FIG. 12, for example, the representative point 102 of the traveling vehicle 100 theoretically represents [A] on the planned route. Expected to pass.

  In this case, the prediction unit 126 calculates the detection result of the prediction for the second mark 182 by the F sensor 111 when the representative point 102 of the traveling vehicle 100 passes [A] (see the upper diagram in FIG. 11). To do.

  However, when the representative point 102 of the traveling vehicle 100 actually passes [B] due to disturbance such as unevenness on the road surface, the state acquisition unit 122 detects the detection result shown in the lower diagram of FIG. Receive. Moreover, the state acquisition part 122 calculates D which is the difference of these predictions and actual measurement as mentioned above.

Since D is not zero, the steering condition determination unit 124 determines the second steering condition based on D and target state information.

  For example, the first steering condition is determined so as to gradually approach the regular route between the second mark and the target position 190.

  That is, as shown in FIG. 12, the second steering condition is such that the traveling vehicle 100 reaches the target position 190 with [B] as a base point, and assumes a posture parallel to, for example, the X axis at the target position 190. It is determined.

  As described above, when the traveling vehicle 100 in the present embodiment passes through the curve portion 210, the actual state before the curve portion 210 and the target state at the target position 190 ahead of the curve portion 210 are considered. After that, the first steering condition is determined.

  The traveling vehicle 100 further confirms at least once whether the vehicle 100 is traveling as expected while traveling along the curve portion 210 according to the first steering condition. As a result of this confirmation, when there is a deviation from the expectation (for example, when D> 0 in FIG. 11), the first steering condition is corrected so as to fill this deviation.

  Specifically, the second steering condition is determined as described above, and the traveling vehicle 100 reaches the target position 190 in the target state by traveling according to the second steering condition.

  As described above, the traveling vehicle 100 according to the embodiment is the traveling vehicle 100 traveling on the traveling path 200 including the curve portion 210, and can accurately pass through the curve portion 210.

  Heretofore, the spot guided vehicle of the present invention has been described based on the embodiments. However, the present invention is not limited to the above embodiment. Unless it deviates from the gist of the present invention, various modifications conceived by those skilled in the art have been made in the present embodiment, or forms constructed by combining a plurality of the above-described constituent elements are within the scope of the present invention. include.

  For example, in the present embodiment, the steering condition is corrected (change from the first steering condition to the second steering condition) using the detection result of one second mark 182 arranged in the curve portion 210. .

  However, the correction of the steering condition may be performed a plurality of times in the curve portion 210. For example, a plurality of marks 180 corresponding to the second mark 182 are arranged on the curve portion 210. Each time the traveling vehicle 100 obtains a detection result for each of the plurality of marks 180, the traveling vehicle 100 may correct the steering condition using the detection result.

  In the present embodiment, the amount of deviation (distance or angle) from the regular route of the traveling vehicle 100 is acquired as the first state information. However, the weight or speed of the traveling vehicle 100 at the position of the first mark 181 or the deviation amount from the predetermined reference may be acquired as the first state information.

  In this case, the state acquisition part 122 should just acquire these information from the apparatus which detects the weight or speed of the traveling vehicle 100, for example.

  Here, a case is assumed in which the speed of the traveling vehicle 100 at the time when the first mark 181 is detected by the detection device 110 is higher than planned. In this case, for example, the steering condition determination unit 124 determines the first steering condition by increasing the number of changes in the traveling direction more than the scheduled number and making the amount of change in the traveling direction per time smaller than the scheduled amount. . Thereby, the traveling vehicle 100 can be safely passed through the curve portion 210.

  Also, as the second state information, the difference between the detection result of prediction for the second mark 182 by the detection device 110 and the actual detection result is calculated. Further, as an example of the difference between the detection results, the case where the distance D between the detection positions in the detection apparatus 110 is calculated using FIG. 11 has been described.

  However, the type of information indicated in the second state information is not limited to this. For example, as shown in FIG. 8, the difference between the predicted value and the actual measurement value regarding the change in the detection result may be acquired as the second state information.

  In addition, for example, the difference between the predicted value and the actual measurement value of the traveling vehicle 100 at the time when the detection device 110 detects the second mark 182, which is calculated from the prediction detection result and the actual detection result, is calculated. It may be acquired as the second state information.

  Further, second state information in which these various physical quantities are combined may be acquired.

  In the present embodiment, the case where the F sensor 111 mainly detects the mark 180 has been described. However, the first steering condition and the second steering condition are based on the detection results of the other sensors (112 to 114). It may be determined.

  Further, the type of the mark 180 may not be a magnetic mark, and is not limited to a specific type. For example, the mark 180 may be an optical mark that reflects or generates light. In this case, the detection device 110 may have a function of detecting the mark 180 based on whether or not light from the mark 180 is incident.

  Further, the plurality of marks 180 need not be arranged so as to form a single line, but may be arranged so as to be spaced from each other.

  Further, the detection device 110 may use the detection results for the plurality of marks 180 in any way. For example, when the detection device 1110 can detect the mark 180 that is originally arranged at a position off the route on which the traveling vehicle 100 should travel while the traveling vehicle 100 is traveling along the route, the detection result The steering condition may be determined using

  Further, in the present embodiment, the target position 190, which is one of the references used for determining the steering condition, exists ahead of the curve portion 210 in the traveling direction of the traveling vehicle 100 as shown in FIG. Yes. However, the target position 190 only needs to exist ahead of the second mark 182 in the traveling direction. For example, the target position 190 may exist in the curve portion 210.

  FIG. 13 is a schematic diagram showing the relationship between the traveling vehicle 100 and the traveling path 200 when the target position 190 exists in the curve portion 210.

  For example, as shown in FIG. 13, the traveling vehicle 100 detects the second mark 182 existing between the first mark 181 and the target position 190 even when the target position 190 exists in the curve portion 210. The second steering condition can be determined using the result.

  That is, the steering condition once determined before the traveling vehicle 100 enters the curve portion 210 is corrected at least once before the traveling vehicle 100 reaches the target position 190.

  In this case, for example, a station 220 for delivering a package can be installed at a position corresponding to the target position 190 along the traveling path 200.

  In other words, the station 220 is installed at any position along the curve portion 210, and the position on the road surface corresponding to the installation position is set as the target position 190. Thereby, even when the station 220 is installed in the middle of the curve portion 210, the traveling vehicle 100 can reach the station 220 at an appropriate position and posture with respect to the station 220.

  The spot-guided traveling vehicle of the present invention is a spot-guided traveling vehicle that travels on a traveling path including a curved portion, and can accurately pass through the curved portion. Therefore, it is useful as a traveling vehicle for transporting luggage in factories and distribution warehouses.

DESCRIPTION OF SYMBOLS 100 Traveling vehicle 101 Main body part 102 Representative point 104 Traveling drive part 105 Tire 106 Rotating shaft 110 Detection apparatus 111 F sensor 112 B sensor 113 R sensor 114 L sensor 115 Sensor element 120 Control part 122 State acquisition part 124 Steering condition determination part 126 Prediction Part 180 mark 181 first mark 182 second mark 183 third mark 190 target position 200 travel path 210 curve portion

Claims (6)

A spot-guided vehicle that travels on the road using detection results of a plurality of marks discretely arranged on the road including the curve portion,
A detection device capable of detecting each of the plurality of marks including a first mark arranged in front of the curve portion and a second mark arranged in the curve portion in the traveling direction of the spot guided vehicle. When,
A state obtaining unit for obtaining first state information indicating a state of the spot guided vehicle at the position of the first mark, which is obtained using a detection result by the detection device;
Based on the first state information acquired by the state acquisition unit and the target state information indicating the target state that the spot guided vehicle should take at the target position ahead of the second mark in the traveling direction, A steering condition determining unit that determines a first steering condition that is control information about a change in the traveling direction of the spot guided vehicle so that the spot guided vehicle is in the target state at the target position;
A control unit for controlling the travel of the spot guided vehicle, wherein when the first steering condition is determined, the control unit controls the travel of the spot guided vehicle according to the determined first steering condition; ,
A prediction unit that calculates prediction information indicating a state of the spot-guided traveling vehicle at the position of the second mark when it is assumed that the spot-guided traveling vehicle has traveled according to the first steering condition;
The state acquisition unit includes a difference between (a) the prediction information and (b) actual measurement information indicating the state of the spot guided vehicle at the position of the second mark, which is obtained using a detection result by the detection device. Second state information indicating
The steering condition determination unit determines a second steering condition according to the difference indicated in the second state information,
When the second steering condition is determined, the control unit controls traveling of the spot guided vehicle according to the second steering condition instead of the first steering condition. The prediction unit calculates, as the prediction information, a detection result of prediction for the second mark by the detection device when it is assumed that the spot guided vehicle has traveled according to the first steering condition,
The state acquisition unit acquires the second state information indicating a difference between a prediction detection result indicated in the prediction information and an actual detection result for the second mark by the detection device,
The steering condition determination unit sets the second steering condition based on the difference indicated in the second state information and the target state information so that the spot guided vehicle enters the target state at the target position. The spot guided vehicle according to claim 1 to be determined. The state acquisition unit calculates an amount of deviation from a predetermined reference of the spot guided vehicle at the position of the first mark, which is calculated from a detection result for the first mark by the detection device, in the first state. The spot guided vehicle according to claim 1, which is acquired as information. The detection apparatus includes a plurality of detection units, each of which is capable of detecting each of the plurality of marks.
The state acquisition unit calculates the amount of deviation from a change in detection results for the first mark by the plurality of detection units obtained within a period in which the detection device passes in the vicinity of the first mark. Item 6. The spot guided vehicle according to item 3. The detection device detects the first mark and a third mark located in front of or behind the first mark in the traveling direction;
The spot guided vehicle according to claim 3, wherein the state acquisition unit calculates the deviation amount from a detection result of the first mark and a detection result of the third mark detected by the detection device. The state acquisition unit is a normal position which is the predetermined reference, and is the normal position of the spot guided vehicle corresponding to the first mark and the spot guided travel indicated by the detection result by the detection device. The deviation amount that is a difference from the position of the car is acquired as the first state information,
The steering condition determining unit uses the shift amount and information indicating the posture of the spot guided vehicle at the target position, which is the target state information, so that the spot guided vehicle reaches the target position. The first steering condition is determined so as to gradually approach the regular route of the spot-guided vehicle between the first mark and the target position. The spot guided vehicle according to any one of the above.

Images