JP3191260B2 - Control method of transfer cart - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method of a transport vehicle for operating the transport vehicle according to a received transport operation.

[0002]

2. Description of the Related Art For the transfer of parts, products, and the like in an automatic warehouse, a factory, or the like, transfer equipment using a transfer cart that is automatically operated has been used.

In such a transport facility, when the order of the transport operations to be performed and the transport path are determined, the transported objects of each transport operation are operated according to a predetermined fixed transport schedule.

[0004] Similarly, when the transfer conditions such as the transfer route of the transfer equipment are not complicated, an algorithm including a plurality of predetermined transfer schedule patterns and parameters such as predetermined selection criteria is also used. According to a transfer schedule process which is a program itself), a transfer schedule is automatically selected.

For example, an algorithm (program itself) including a transfer schedule pattern corresponding to each combination of all transfer start points and transfer end points at which a transfer operation can occur is determined in advance. Are sequentially selected.

Hereinafter, such a transfer scheduling method is referred to as a transfer scheduling method according to a given process pattern.

Further, a plurality of transport operations to be executed are decomposed into individual element operations constituting each of the transport operations, and each time the transport vehicle becomes empty, a predetermined selection is made from the divided element operations. A transport control method of a transport vehicle that selects an element operation to be executed next according to a condition is also performed. That is, according to the transport control method for the transport trolley, the one corresponding to the transport schedule is not created. Also, in such a transfer control method of the transfer vehicle,
The selection conditions for selecting one element operation to be executed next include, for example, the execution priority of a plurality of transfer operations to be executed, and transfer equipment other than the transfer trolley being occupied by another transfer operation. A relatively simple selection condition, such as whether or not it is selected, is used.

[0008] Hereinafter, such a transfer control method of the transfer vehicle is referred to as a transfer control method of selecting and executing stepwise.

On the other hand, Japanese Patent Application Laid-Open No. 228710/1990 discloses means for collecting information related to a transport request for an object to be transported, a means for editing this information, and an inference system configured with a conventional system. Means for converting to data that can be processed in, inference means for determining a transfer instruction of the transported object based on the data configured by the expert system, and means for activating the expert system from the conventional system Means for initiating a means for transporting an object by the conventional system from the expert system, and transmission means for transmitting data of the inference result of the inference means by the expert system to the means, whereby the object can be transferred in real time. Logistics control device that collects information on conveyed goods and controls it in real time Techniques have been disclosed.

According to Japanese Patent Application Laid-Open No. 2-228710, a guideline for performing a general design of a physical distribution control device utilizing the advantages of the expert system can be obtained.

On the other hand, in various control fields, such as the above-described method of controlling a transport vehicle, various control parameters are learned based on past control results.

[0012] As the learning method of such control parameters, various learning methods as listed below are known.

A learning method in which a positive evaluation is performed by a human system or another evaluation system. Example: Supervised learning method, discrimination learning method, etc.

On the basis of the given information, a positive evaluation is not always performed according to a relatively simple learning policy incorporated,
A learning method that updates information automatically. Examples: unsupervised learning method, probability learning method, thinking and error learning method, program learning method, etc.

In the control method of the transport vehicle, the control parameters used for controlling the transport vehicle are updated by a learning method as described above, so that the control parameters to be learned become control targets. Can be adapted to the condition of the transport equipment in question.

For example, even if there is a difference between a control parameter of a control method of a carrier vehicle and a value assumed when the control method of the carrier vehicle is introduced and an actual operation value in operation, such a control parameter of such a control vehicle may be used. According to the learning method, it is possible to automatically and sequentially correct the actual values.

[0017]

However, the above-described conventional transfer schedule method for applying a given process pattern, the above-described conventional transfer control method for selecting and executing stepwise, and the above-mentioned Japanese Patent Laid-Open Publication No. Hei 2- 228
The technology disclosed in 710 considers the completion time of each transport operation to be transported, taking into account the completion time of each transport operation, creating a transport schedule for the transport vehicle, or controlling the transport vehicle in such a manner as to control the operation of the transport vehicle. It was not targeted.

On the other hand, in the conventional control parameter learning method, in the case of a learning method in which the above-mentioned positive value evaluation is performed by a human system or another evaluation system, the learning accuracy of the target control parameter is sufficient. However, human judgment such as equipment controller or intervention operation is required,
A separate evaluation system using a computer or the like with relatively high processing capability must be provided.

Therefore, the learning method of performing such a positive value evaluation by a human system or another evaluation system has a problem in that the control method of the transport vehicle is performed in real time.

In the other learning method described above, that is, a learning method of mechanically updating information without necessarily evaluating positive values in accordance with a relatively simple built-in learning policy based on given information, a control method is used. There was a problem that correct learning of parameters was not guaranteed.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems. In a control method of a transport vehicle for operating a transport vehicle in accordance with a received transport operation, a more effective method for protecting the completion time of the transport operation is provided. It is an object of the present invention to provide a control method of a transport vehicle capable of operating the transport vehicle.

[0022]

According to the present invention, there is provided a control method of a transport vehicle for operating a transport vehicle according to a received transport operation, wherein a base time and a spare time are set for each type of element operation constituting the transport operation. And using the actual completion time of each of the element operations according to the base time and the spare time to determine the completion time of the transport operation.
Inferred from the sum of the actual completion times of the element operations
In addition to operating the transport trolley, the margin time is calculated for each type of element operation during the operation of the transport trolley.
The above problem has been achieved by performing learning correction on data collected as "1" .

In addition, the average value and the standard deviation value of the margin time are stored for each type of the individual element operation, and the actual operation is performed for each type of the element operation when the carrier truck is operated.
Accumulates a number of achievement completion times that resulted in achievements
From the completion data, the average value for each type of element operation and
After calculating and updating the standard deviation, the base time is calculated from these values.
By retrieving, the average value and the standard deviation value of the margin time are updated, and the learning of the margin time is performed using the average value and the standard deviation value, thereby achieving the above object.

Furthermore, the traveling section of the transport vehicle is divided into a plurality of closed sections, and the type of the element operation includes the type of the transport operation distinguished by the difference in the closed section traveling during the transport operation. Thus, the above object has been achieved.

[0025]

According to the control method of the transport vehicle of the present invention, when the transport vehicle is operated in accordance with the received transport operation, the actual completion time of each element operation constituting the transport operation (the type of the element operation is executed). using the time required) required, so that consideration also the respective completion time of the transport task. The actual completion time as described later
Learns and corrects the data collected as results.

For example, the completion time of a predetermined transport operation can be estimated from the sum of the actual completion times of the respective element operations constituting the transport operation. Therefore, it is possible to set a transfer schedule in consideration of the completion time of the transfer operation to be transferred.

The actual completion time for each type of element operation is obtained according to the base time and the spare time stored for each type of element operation.

The base time is a minimum required time among the required times for executing the corresponding element operation type. For example, when a manual operation intervenes in the corresponding element operation, the base time is invariable, such as the operation time of the machine, and corresponds to the minimum required time.

The extra time is the difference between the entire time required to execute the corresponding element operation (actual completion time) and the above-described base time, and is the time of the portion having a variation. For example, if the element operation involves human intervention, the extra time is mainly the time for manual operation.

Further, in the control method of the carrier according to the present invention,
The result completion time of each element operation is learned and corrected using data collected as results for each type of element operation.

When the results of the actual completion time for each type of element operation are collected and learned and corrected, the entire actual completion time is not learned and corrected, but only the margin time of the actual time is learned and corrected. I have to.

As a result, not only can the learning correction accuracy of the actual completion time for each type of element operation be improved, but even if any error occurs, the value of the entire actual completion time is greatly adversely affected. It prevents that from happening.

Therefore, as described above, according to the present invention, in the control method of the transport vehicle that operates the transport vehicle according to the received transport operation, the transport vehicle is more effectively operated while keeping the completion time of the transport operation. It is possible.

For example, when the completion time of the transfer operation is the time limit of the completion of the transfer operation, it is possible to reliably prevent the completion of the transfer operation from being sent by the time limit. Further, for example, when the completion time is the target completion time, it is possible to minimize the delay of the actual completion time of the transport operation with respect to the target completion time.

In the control method of the carriage according to the present invention, not only the spare time but also the average value and the standard deviation of the spare time are stored for each type of element operation.
When the transport trolley is in operation, the average value and the standard deviation value are also updated, and if the learning time correction is performed using the average value and the standard deviation value as well, the learning time of the extra time period is used. The accuracy and reliability of learning correction can be improved.

For example, assuming that the average value of the spare time is Xav and the standard deviation of the spare time is σ, the spare time X can be expressed by the following equation.

X = Xav + 2 · σ (1)

In the method of controlling a transport vehicle according to the present invention, for example, the travel section of the transport vehicle is divided into a plurality of closed sections, and the type of transport operation distinguished by the difference in the closed space traveled during the transport operation is determined. Also, when the type of element operation targeted by the present invention is used, the accuracy of the base time and the extra time for each type of transport operation, and further, the average value of the extra time and the standard deviation value of the extra time are improved. Therefore, it is possible to more effectively operate the transport carriage while observing the completion time of the transport operation.

[0039]

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

FIG. 4 is a layout diagram of a cold rolling mill in which the embodiment of the present invention is used.

The cold rolling mill shown in the layout diagram of FIG. 4 mainly includes an annealing pickling skin pass line CAP,
A small diameter mill line SCM, a quality control line RC, and a trajectory L1 of a transport trolley for transporting a coil therebetween.
L5.

The annealed pickling skin pass line CAP is:
The metal strip (for example, stainless steel strip) sent out from the coil of the payoff reel POR on the right side of the annealed pickling skin pass line CAP is subjected to an annealing treatment, a continuous pickling,
This is to perform a skin pass and take up the coil as a coil on the tension reel TR.

The small-diameter mill line SCM is provided with a left tension roll TR (to the right in FIG. 4) on the metal strip of the coil carried into the payoff reel POR on the left side of the small-diameter mill line SCM. Rolling with a small-diameter mill to and from the right tension roll TR (to the left in FIG. 4) is performed by reciprocating the metal strip to the left and right a predetermined number of times.

The quality inspection line RC sends out and winds the metal strip of the coil carried in and attached to the right payoff reel POR in FIG. 4 to the left tension reel TR in FIG. Inspection of flaws on the surface of the metal strip of the coil is sequentially performed.

The track L3 is laid in parallel with the annealing pickling skin pass line CAP and the quality inspection line RC. In FIG. 4, the coil carried in from the right end is carried out from the left end.

The track L2 is laid in parallel with the small-diameter mill line SCM, and the coil carried in from the right end is again carried out from the right end after a predetermined process.

The tracks L4 and L5 are laid so as to be sandwiched between two line dispensing skids LS3 and LS4 or line dispensing skids LS1 and LS2, respectively, and the coils set on these line dispensing skids LS1 to LS4. Is transferred to a transport trolley (child trolley) CAR2 on the track L4 or L5, and further transferred to a transport trolley (parent trolley) CAR1 traveling on the track L1 described below together with the transport trolley (child trolley) CAR2. It is supposed to be.

Further, the trajectory L1 is the same as the trajectory L2 described above.
To L5 at right angles to each other, and for transferring the coil between these tracks L2 to L5, the track L1
Is used.

A turner TN1 for changing the coil winding direction by a 180 ° turn along the portion of the track L2 between the track L1 and the small-diameter mill line SCM, and a band for locking the wound coil are cut off. A band cutter BC1, a banding machine BM1 for applying a locking band to a wound coil, and a band labeler BL1 for labeling a coil type, a weight, and the like on the locking band applied to the coil are provided.

Also, along the track L3, the Turner TN
2, band cutter BC2, and banding machine BM
2 and a band labeler BL2 combined with a weighing machine W2 for measuring the weight of the coil.

The tension reel T of the quality inspection line RC
A banding machine BM3 is provided between R and the track L3.

Also, along each of the tracks L1 to L5, a line dispensing skid LS1 to LS4 for placing a coil carried into the factory and a sleeve for temporarily placing a sleeve as a coil winding shaft as a single unit. Sleeve skid SL1
And CAP storage areas C5 and C6 for temporarily storing coils waiting to be transferred to the annealing and pickling skin pass line CAP, small-diameter mill storage areas M4 to M6 for temporarily storing coils to be transferred to the small-diameter mill line SCM, and a quality inspection line RC. Storage spaces R1 to R17 for temporarily placing coils waiting to be carried into the vehicle.

Reference numerals T1 to T6 denote relay skids, and how to use the relay skids T1 to T6 will be described later with reference to FIG.

In FIG. 4, reference numerals C1, C2,
M1 and RC1 are loading yards for payoff reels POR of the respective lines. Also, the symbols C3, C
4, M2, M3, and RC2 are payout areas from the tension reels TR of the corresponding lines.

In the cold rolling mill shown in the layout diagram of FIG. 4, the carry-in of the coil is performed at the line dispensing skids LS1 to LS4, as indicated by reference numeral A. Further, as shown by reference numeral B, the coil is unloaded from the cold rolling factory,
1 and 2.

From the loading of the coil indicated by the symbol A,
Annealed pickling skin pass line CAP and small diameter mill line SC
Until the coil processing at the M and the quality inspection line RC and the unloading of the coil indicated by the reference symbol B, the transport vehicle (parent vehicle) CAR1 traveling on the track L1 and the transport vehicle (child vehicle) traveling on the tracks L2 to L4. 3) The transport of the coil is performed using the CARs 2 to 4.

In FIG. 4, a track L10 of the work roll truck is laid so as to intersect with the track L3. This work roll cart is used for dressing a work roll used in the annealed pickling skin pass line CAP at the roll shop RS, so that the work roll is transferred between the annealed pickling skin pass line CAP and the roll shop RS. It is a trolley.

The traveling control of the work truck traveling on the track L10 intersecting the track L3 is performed by manual operation, and causes disturbance of the transport schedule of the transport truck traveling on the track L1.

FIG. 5 is a perspective view of a carrier used in the above-described embodiment of the present invention.

In FIG. 5, symbols CAR1 to CAR4, L
1 to 5 are the same as those described above with the same reference numerals in FIG.

In FIG. 5, a carrier car CAR1 as a parent car traveling on the track L1 can be run with carrier cars CAR2 to CAR4 as child cars traveling on the tracks L2 to L5. The transport carts CAR2-4 are adapted to be able to move on a trajectory L6 on the transport trolley CAR1, and the trajectory L6 can be aligned with the trajectory L2, L3, L4 or L5.

The parent trolley CAR1 of the child trolleys CAR2 to CAR4
The loading and unloading is performed when the parent car CAR1 is stopped at the command stop point on the track L1 orthogonal to the tracks L2 to L5.

Each of the sub-cars CAR2 to CAR4 has a track CLC orthogonal to the track L6.
Is placed on the track CLC, and the CARC of the dolly is set on the track CLC.
By shifting to a track LCn (described later) that aligns with the LC, the coil 1, which is a conveyed object mounted on the grandchildren CARC, is transferred.

Child bogie CAR using this grandchild bogie CARC
The transfer of the coils Nos. 2 to 4 is performed by using the child carriages LS1 to LS1 in FIG.
4, P1, P2, SL1, C1-6, M1-6, R1
19, T1-6, RC1, RC2 (orbits LCn, respectively)
Is performed when the positioning is stopped at the position of ().

Note that, as shown in FIG.
R1 has a vehicle upper panel 10a, and transport carts CAR2 to CAR4 have
Each is provided with a vehicle upper panel 10b. These vehicle upper panels 10a and 10b incorporate various control electrical components as described later with reference to FIG.

FIG. 6 is an overall block diagram mainly related to a process computer and the like in this embodiment.

In FIG. 6, a total of seven process computers CPU0 to CPU6 are connected to a data communication network N.
Connected by ET1.

The process computer CPU0 is used for software development of the other process computers CPU1 to CPU6, and the process computer CPU1 to CPU6.
3 is also used for backup.

The process computer CPU1 is used for material handling. The process computer CPU1 prepares a production schedule and a transport work schedule in the cold rolling factory, and also sets a state of each coil in the cold rolling factory. The processing related to the grasp of is performed.

The process computer CPU2 is used as a line process computer for the annealing pickling skin pass line CAP and the quality inspection line RC.

The process computer CPU3 is used as a line process computer for a small diameter mill line SCM.

The process computers CPU 0 to CPU 3
Are connected to system consoles ISC0 to 3 for operation of an operator.

Further, these process computers CPU0
Between 3 and 2, two line printers LP1 and LP2,
4 hard disk drives HD1 to 4 and monitor CRT
0 is sharably connected.

The magnetic tape device MT is connected only to the process computer CPU0.

The process computer CPU4 mainly includes a process computer CPU1 and a general DDC computer CPU7A, 7B for transporting coils in a factory.
For data communication with the controller, display processing on the monitors CRT1 to CRT3 for performing a man-machine interface with a controller of equipment in the factory, printing processing on the teletype TW, and two hard copy devices HC1 2 and a parallel input / output device connected to the weighing machines W1 to 3 and the band labels BL1 and BL2 and the programmable sequencer SEQ3 mainly controlling the parent car CAR1.

The process computer CPU5, together with the above-mentioned process computer CPU3, assists in processing related to the small diameter mill line SCM. Further, the process computer CPU 6 is the same as the process computer CPU described above.
Along with 2, the assisting of the processing related to the annealing pickling skin pass line CAP and the quality inspection line RC is performed.

General DDC Computer CPU 7A, 7B
Are the modems M3B and M3A and the process computer C
The aforementioned process computer CP used as a material handling computer via PU4
Data communication with U1 is performed.

On the other hand, this general DDC computer CPU
7A and 7B are connected to the data communication network NET2.

This general DDC computer CPU 7A,
7B is a process computer CPU1 mainly used as a material handling computer.
And processing related to data communication between the programmable sequencers SEQ1 to SEQ3 connected to the data communication network NET2 (protocol generation and editing of received protocols into bitmap data that is easy to read by the programmable sequencers SEQ1 to SEQ3). Processing, etc.)
I do.

FIG. 7 is an overall block diagram mainly related to a programmable sequencer and the like of this embodiment.

In FIG. 7, reference characters CPU 7A, CP
U7B, M3A, M3B, and PIO are the same as those described above with the same reference numerals in FIG.

In FIG. 7, a total of three programmable sequencers SEQ1 to SEQ3 are connected to the data communication network NET2 together with the general DDC computers CPU7A and 7B. The data communication by the data communication network NET2 is a transmission of information developed into bit data or byte data so that data processing in a sequence program of almost bits performed by the programmable sequencers SEQ1 to SEQ3 becomes easy. ing.

Note that each of the transport vehicles CAR from SEQ2
Information on the closed section numbers during travel of Nos. 2 to 4, information on the closed section numbers during travel of the transport vehicle CAR1 from the programmable sequencer SEQ3, and the transport vehicle (parent vehicle) CAR
The transport vehicle number (CARNO) indicating which transport vehicle CAR2 to 4 is the transport vehicle (child vehicle) mounted on 1
Is directly input to the parallel input / output device PIO of FIG.

In FIG. 7, a programmable sequencer SEQ1 performs an input of a push button switch and the like from an operation panel, and a display lamp of the operation panel and a DDC monitor CRT4 in order to operate an equipment controller in a control room. Display output to

The programmable sequencer SEQ2 is a general DDC computer CPU of the transport carts CAR2 to CAR4.
Process computer CPU1 written in 7A, 7B
Sequence control in accordance with commands from

The programmable sequencer SEQ3 is a general DDC computer CPU7 of the carrier CAR1.
Process computer CPU written by A, 7B
The sequence control is performed in accordance with the command from 1 or the like.

Note that these programmable sequencers S
The EQ2 and the SEQ3 are built in the transport vehicle ground base 20.

FIG. 8 is a block diagram relating to data communication between the carrier truck ground and the carrier truck upper board.

In FIG. 8, reference numeral 20, SEQ2,
SEQ3 is the same as that of FIG. 7 described above. Further, in FIG. 8, reference numeral 10 denotes the aforementioned FIG.
10a or 10b. That is,
The transport vehicle upper panel 10 in FIG.
4 respectively.

Referring to FIG. 8, an on-board programmable sequencer 10SE built in a transport vehicle
Q performs sequence control relating to the traveling of the transport vehicles CAR1 to 4 on which the transport vehicle upper panel 10 is mounted, the orbit, the positioning stop at the command stop point, the loading / unloading of the transported object, and the like.

The data communication from the programmable sequencers SEQ2 and SEQ3 built in the ground floor 20 of the transport vehicle to the on-board programmable sequencer 10SEQ built in the upper floor of the transport vehicle mounted on the transport vehicles CAR1 to CAR4 The operation is performed in order from the programmable sequencer SEQ2 or SEQ3 built in the ground floor 20 of the transport vehicle via the modem 20M, the transceiver 20T, the transceiver 10T, and the modem 10M.

The data communication from the on-board programmable sequencer 10 SEQ incorporated in the transport vehicle upper panel 10 to the programmable sequencer SEQ2 or SEQ3 incorporated in the transport vehicle ground board 20 is performed by the transport vehicle upper panel 10. Modem 10M and transceiver 1 in order from the onboard programmable sequencer 10SEQ
0T, the transceiver 20T, and the modem 20M.

In FIG. 8, the transport vehicle ground board 2
0, a transceiver 20T, and a carriage C
Data communication is performed by spatial light transmission with the transceiver 10T of the upper carrier 10 of the carriage mounted on the AR1 to AR4.

The data communication between the transport vehicle ground board 20 and the transport vehicle upper panel 10 as shown in FIG. 8 mainly depends on the transport vehicle on which the transport vehicle vehicle upper panel 10 is mounted. For the carts CAR1 to CAR4, those relating to traveling (command stop points, that is, loading command stop points and unloading command stop points, etc.), and those relating to loading and unloading of conveyed articles (data relating to the type of conveyed articles and the loading Data on the type, etc.) and a notice of completion of the running and the unloading operation.

FIG. 9 is a diagram showing a closed section of a track according to this embodiment.

That is, FIG. 9 shows the trajectory L1 shown in FIG.
L5 indicates a plurality of closed sections.

In FIG. 9, reference characters CAP, SC
M, RC, POR, TR, C1-C3, M1-M3, R
C1 and RC2 are the same as those described above with the same reference numerals in FIG.

In FIG. 9, the track L1 in FIG. 4 is a closed section K21. The trajectory L1 is a trajectory on which only one carrier trolley (parent trolley) CAR1 travels.
There is no interference of more than one carrier. For this reason, the track L1 is not divided into a plurality of closed sections, and is only the closed section K21.

The trajectory L2 shown in FIG.
It is divided into the closed sections K22 to K33. The track L3 in FIG. 4 is divided into a total of five closed sections K3 to K7 as shown in FIG.

The tracks L4 and L5 in FIG. 4 can be controlled (controlled) so that only the transport vehicles CAR2 run as the transport vehicles CAR2 to CAR4 as described later. ) Has been. Therefore, as shown in FIG. 9, the trajectory L4 and the trajectory L5 are an undivided closed section K1 and a closed section K2, respectively.

The closed sections K1 to K7 and K2 shown in FIG.
Regarding 1 to 33, the defense range (travel range) of the transport carts CAR1 to CAR4 is as follows.

The coverage area of the transport car CAR1, which is the parent carriage, is a closed section K21 (the coverage area is structurally limited).

The coverage area of the transporting car CAR2, which is a sub-carriage: Closed sections K1 to K7, K22 to 25 (the coverage area is determined for management purposes). SCM operation and transport of coils related to payout and CAP loading.

The coverage area of the transporting car CAR3, which is a child carriage, is a closed section K24 to K32 (the coverage area is determined for management purposes). The coil for the CAP delivery side (payout) is transported.

The coverage area of the transport car CAR4, which is a child carriage, is a closed section K25 to K33 (the coverage area is determined for management purposes). Conveys coils related to RC and packing.

The relay areas of the transport carts CAR2 to CAR4, which are sub-carts, are as follows.

A relay area between the carriages CAR2 and CAR3: closed sections K24 and K25.

A relay area between the carriages CAR2 and CAR4: a closed section K25.

A relay area between the carriages CAR3 and CAR4: closed sections K25 to K32.

[0110] For transfer of the coils between the carriages CAR2 to CAR4, relay skids T1 to T6 as shown in FIG. 4 are used as necessary. These relay skids T
Numerals 1 to 6 are provided particularly for transferring the coils between the transport carts CAR2 to CAR4.

The relay area between the transport vehicles is a section where the transport vehicles can interfere with each other even in the operation management of the transport vehicles CAR2 to CAR4. Therefore, mainly in such a closed section of the relay area, the transport schedule processing of the transport vehicles CAR2 to CAR4, which are the child vehicles, and the operation according to the transport schedule are performed as shown in FIG.
The above-described division into the closed sections using is applied in the present embodiment.

Accordingly, for each of the divided sections divided as described above, whether or not the carriage is occupied by the traveling of the carriage (occupation closed section)
By creating a transport schedule that may cause an abnormal situation such as equipment interference such as deadlock or blocking by identifying the transport schedule, or operating the created transport schedule, there may be various disturbances. Also, such an abnormal situation can be avoided.

In this embodiment, the division of a traveling section where two or more transport vehicles can interfere into a plurality of closed sections is performed according to the following conditions.

Condition of length of each closed section (fixed length or variable length by upper limit and lower limit) Condition of division position of each closed section

The conditions and conditions for dividing the closed section are determined in consideration of the following points.

[0116] A running situation such as a running frequency in a predetermined running section for a plurality of transport vehicles. The position of the command stop point of the transport trolley for loading and unloading the transported object. The contents of the transfer schedule processing or the contents of the program that performs the transfer schedule processing. The traveling speed of the transport vehicle and the braking distance. The detection speed of which closed section the transport vehicle is traveling.

The definition of the closed section including the closed section in which the transport vehicle is traveling is defined as the occupied closed section (including the definition of the number of closed sections of the occupied closed section). Conditions and considerations for determining are almost the same.

In the present embodiment, when a transfer schedule of a transport vehicle is created or when the transport vehicle is operated in accordance with the created transport schedule, the adjacent occupied block sections of each transport vehicle are checked for adjacency and overlap. In this case, the occupied closed section of each of the transport vehicles CAR2 to CAR4 is defined as a total of three closed sections including the traveling closed section and the sections before and after this, and the occupied closed section of each of the transportable cars CAR2 to CAR4. Is checked for the presence or absence of overlap. Further, the overlapping state of the occupied block sections, that is, the blocking state in which the block section between the transport vehicles CAR2 to CAR4 becomes one section or less excluding the block section in which each truck is running is an abnormal situation to be avoided. ing.

In the event that such a blocking state occurs during operation of the transport trolley according to the created transport schedule, this embodiment automatically resolves this. That is, when it is detected that the blocking state has occurred (state change 5), the transport schedule is reviewed in real time, and the CARs 2 to 4 of any of the transport vehicles are automatically evacuated.

FIG. 10 is a diagram showing a list of transit devices for each transport operation according to this embodiment.

As shown in FIG. 10, a total of nine types of transfer operations (transfer instructions) are performed for the transfer equipment of this embodiment.
Is given.

Each of these nine types of transport work is composed of subdivided element operations (tasks or elements).

That is, each transport operation is performed by the Turner T
N1-3, band cutter BC1-2, banding machine BM1-2, band labeler BL1-2, weighing machine W2,
3 and, if necessary, via various skids as temporary relay points.

In FIG. 10, a circle indicates a device that must pass through during the transfer operation, and a circle (o) indicates a passable device that can be passed in some cases. Also, the temporary relay point is used to temporarily place a coil to wait for loading into a small-diameter mill line SCM, an annealing pickling skin pass line CAP, a quality inspection line RC, a passing device, or the like, or a coil from these lines or a passing device. Various skids temporarily used for payout.

In this embodiment, the element operation means not only the operation of transporting the transported object by the transport carts CAR1 to CAR4, but also the rotation of the coil by the turners TN1 to TN3,
Removal of the coil band by the band cutters BC1 and 2, banding of the coil by the banding machines BM1 to BM3, labeling of the coil by the band labelers BL1 to BL2, weighing of the coil by the weighing machines W2 and 3, and the like. These individual actions are included.

FIGS. 1 and 2 are diagrams showing the element operation result completion time tables used in this embodiment.

In particular, FIG. 1 is an element operation actual completion time table for the element operation which is the transport operation, that is, the element operation of transporting the article 1 using the transport vehicles CAR1 to CAR4. On the other hand, FIG.
7 is an element operation result completion time table of an element operation that does not convey.

In these FIGS. 1 and 2, the element operation actual completion time table is an item (record) for each type of element operation.

In FIG. 1 and FIG. 2, the element operations of the transport operation are classified according to the combinations of the closed sections divided as shown in FIG. In addition, the types of element operations other than the transport operation are classified for each target single device.

In each of FIGS. 1 and 2, each item (record) of the element operation actual completion time table is shown.
Has data of a base time, data of a margin time, data of an average value, data of a standard deviation value, and data of the number.

The base time is a time in which the actual completion time of each element operation is not reduced by any means or is not reduced below this time.

In FIGS. 1 and 2, as the margin time, a time portion having a variation in the actual completion time of each element operation is written.

The actual completion time of each element operation is the sum of the base time and the margin time corresponding to each element operation.

The average value and the standard deviation value are used when learning and correcting the above-mentioned margin time.

In this embodiment, the learning correction of the spare time is performed by storing a large number of actual completion times corresponding to one day for each type of element operation in a separately provided result file. From the actual completion time data for the actual
First, an average value and a standard deviation value for each type of element operation are obtained and updated, and then a corresponding margin time is obtained from the above-described equation (1).

On the other hand, in the data of the number, a cumulative value obtained by counting the number of actual completion time data collected as actual results is written for each type of element operation.

When updating the above-described average value or standard deviation value using the collected actual completion time, such as collecting the actual completion time for one day, the previous update (this time Using the number data, the average value data, the standard deviation value data, and the currently collected actual completion time data, the actual completed time collected this time. The new average value data, the standard deviation value data, and the number data are obtained while counting the number of data items. Further, the element operation result completion time tables shown in FIGS. 1 and 2 are updated with the new data thus obtained.

The data update of the number is performed by adding the value of the data of the actual completion time data collected this time to the value of the data at the time of the previous update of the learning correction, and summing up the value of the element operation results. That is, the value of the corresponding data in the completion time table is rewritten. The element operation result completion time tables in FIGS. 1 and 2 are used when determining the value of the result completion time data b4 in FIG. 13 described later.

FIG. 11 is a diagram showing a conveyance vehicle occupancy table used in this embodiment. FIG. 12 is a diagram showing a closed section occupancy table used in this embodiment.

The tables shown in FIGS. 11 and 12 and the tables shown in FIGS. 1 and 2 are both the process computer CPU1 shown in FIG.
It is configured as a data table in the main memory (for material handling).

In the carrier occupancy table of FIG. 11, the record (data address) is for each carrier.
Each record for each of the transport vehicles includes occupancy end time data, occupied transport work data, and occupied element operation data.

In this embodiment, each of the transport vehicles CAR1 to CAR1
When the element operation (transport operation) is occupied for No. 4, the scheduled end time of the element operation is written in the occupancy end time data of the data address corresponding to the transport vehicle in this table. When there is occupancy, the serial number of the occupied transfer operation is written in the corresponding occupied transfer operation data. At this time, a serial number of the occupied transport operation element operation is written in the corresponding occupied element operation data.

In the transfer vehicle occupancy table of FIG. 11, “99:99:99” is written in the occupation end time of the unoccupied transfer vehicle, and the occupied transfer work data and the occupied element operation data are written. Are respectively written with "0".

The closed section occupancy table of FIG. 12 corresponds to the closed sections K1 to K7 and K21 to K33 shown in FIG.
It consists of each record. The record of each closed section is composed of occupation start time data, occupation end time data, occupation transfer work data, occupation element operation data, and occupation transfer cart data.

When a certain closed section is occupied by traveling by any of the carriages CAR1 to CAR4, the occupation start time data and the occupancy end time data of the corresponding record of the closed section occupancy presence / absence table include: Respectively,
The scheduled start and end times of the occupation by the traveling of the carrier are written. In the occupied transfer operation data and the occupied element operation data, a serial number of the transfer operation corresponding to the transfer of the occupied transfer vehicle and a serial number of the element operation corresponding to the transfer operation are written. The number of the occupied transport vehicle is written in the occupied transport vehicle data.

It should be noted that “99:99:99” is written in the occupation start time data and occupation end time data of the non-occupied closed section in the closed section occupancy presence / absence table, and the occupied transport work data and occupied element “0” is written in the operation data and the occupied conveyance vehicle data.

The data of the table of FIG. 11 and the table of FIG. 12 are stored in the line payout skid LS3.
This is a state at the time of starting the transfer of the coil set to the small-diameter mill storage site M7 using the transfer carts CAR1 and CAR2.

This transport is performed by the line dispensing skid LS.
The coil set to No. 3 is mounted on the transport trolley (child trolley) CAR2 at 13:14:10 (the closed section K1 is 13: 1).
At 4:30 pm, the carrier (car) CAR1 is mounted on the carrier (car) CAR1 together with the coil at 13:14:30. Further, after the carrier cart (parent cart) CAR1 travels on the track L1 to a point orthogonal to the track L2 and stops positioning, the track L2 is moved at 13:15:10.
The carrier trolley (carriage) CAR2 is lowered from the carrier trolley (parent trolley) CAR1 with the coil mounted on the closed section K3 (at 13:15:10, the adjacent closed section K4 is occupied together with the closed section K3 at 13:15:10). ). Also, after the carrier trolley (child trolley) CAR2 travels to the small-diameter mill storage area M7 and stops positioning, the coil lowering operation to the small-diameter mill storage area M7 ends at 13:15:50.

FIG. 13 is a diagram showing a transfer work data memory used in this embodiment.

FIG. 13 shows the transfer operation data of one transfer operation which is a target of the transfer schedule.

That is, the entire transfer work data memory of the present embodiment is composed of transfer work data as shown in FIG. 13 for the number of transfer works to be transferred.

In FIG. 13, the transport work data is
It is composed of a header part indicated by reference signs a1 to 9 and a plurality of element parts indicated by reference signs e1 to en, and EOT (end of text) code data indicated by reference sign a13 is added at the end. .

The number of element sections e1 to en corresponds to the number of element operations of the corresponding transport operation.

The header section includes identification code data a1,
Coil number data a2, work classification data a3, line code data a4, instruction serial number data a5, express mark data a6, deadline time data a7 composed of start time data and completion time data, and redeployment It consists of required data a8 and transport operation preceding condition data a9.

The identification code data a1 relates to the cause of the transfer operation and the like, and a detailed description is omitted.

In the coil number data a2, a coil number to be carried by the carrying operation is written. This coil number is a different number for each coil. Even if the coils are of the same type, they will not be the same number.

In the work classification data a3, data for identifying the following three patterns is written.

Basic pattern: Conveyance work for loading or unloading coils with respect to the annealing pickling skin pass line CAP, small diameter mill line SCM, or quality inspection line RC.

Temporary placement pattern: A transport operation for temporarily placing a coil on a predetermined skid.

Dissimilar material pattern: When an error is found in the data on the coil stored in the process computer CPU1 by weight measurement or the like with the weighing devices W2 to W3,
Conveyance work for paying out the relevant coil.

The line code data a4 is written with data for identifying whether the transfer operation is related to the annealing pickling skin pass line CAP, the small diameter mill line SCM or the quality inspection line RC.

In the instruction serial number data a5, a serial number of the transfer operation targeted for the transfer schedule is written.

In the express mark data a6, data relating to the execution priority of the transport work is written.

In the start time data of the deadline time data a7, the possible start time of the transport work is written.
Note that the start time data is also a preceding condition of the transfer operation, together with the transfer operation preceding condition data a9 described later.

In the completion time data of the deadline time data a7, the deadline time of the transport work is written. That is, the transfer operation must be completed by the completion time.

In the re-deployment required data a8, data relating to the development (division) of the transport work into element operations as described below is written.

The element operation of the transport operation is determined in the element sections e1 to en and cannot be redeployed.

[0168] The element operation of the transport operation is determined as the element portions e1 to en, but may be redeployed as necessary.

The element operation of the transfer operation is not required at all, and must be redeployed before the transfer schedule is performed.

In the transfer operation preceding condition data a9, data relating to the preceding condition of the transfer operation, which can be classified as follows, is written.

Preceding condition of empty transport equipment such as transport trolley to be used. In this case, data indicating which transport equipment is used is also written.

Preceding condition of vacancy of a closed section in the transport route on which the transport vehicle travels. In this case, data indicating which closed section is included is also written.

Prerequisites for completing other transport operations. In this case, data is also written on which other transport operation is completed with the preceding condition as the preceding condition.

The element sections e1 to en, for example, the element section ei, are composed of element data b1, composed of FROM point data and TO point data, element serial number data b2, equipment / device abbreviation data b3, and actual completion time data b4. , Pass permission data b5, and element preceding condition data b6.

The FROM point data and the TO point data of the element data b1 are the data of the starting point and the ending point of the transport when the element operation corresponding to the element part ei is related to the traveling of the transport trolley. Each is written.

In the element serial number data b2, a serial number for identifying the element part ei or the element operation corresponding to the element part ei is written.

In the equipment / equipment abbreviation data b3, data for identifying the transport equipment used in the element operation corresponding to the element part ei and data relating to the type of element operation performed in the transport equipment are written. ing.

In the result completion time data b4, the result completion time of the element operation corresponding to the element part ei up to now is written. This actual completion time data b4
1 and FIG. 2 in which the actual completion time for each type of element operation, that is, the base time and the spare time are written.
Is used to write the value obtained from the above-described element operation actual completion time table (actual completion time = base time + extra time). Also, this actual completion time data b4
Is used to consider the deadline of each transfer operation when creating a transfer schedule.

In the pass permission data b5, information as to whether or not the element operation corresponding to the element part ei can be passed as required is written. For example, when the corresponding element operation is the rotation of the coil in any of the turners TN1 to TN3, it is possible to pass in the element operation, and when this is written in the corresponding passability data, Turner TN
When 1 to 3 are occupied, the element operation is passed.

In the element preceding condition data b6, data relating to a preceding condition for executing the element part ei is written. This element preceding condition data b6
For example, the element section in the transport operation
Data is written such that the completion of the element operation of the element part e (i-1) of the transport work preceding the element operation of ei becomes a precedence condition of the element part ei.

The operation of the method for controlling a transfer schedule of a transfer vehicle according to this embodiment will be described below.

The transfer equipment described with reference to FIGS. 3 to 5, the control device described with reference to FIGS. 6 to 8, the closed section of the track of the transfer truck in FIG. And the data table and the data memory of FIGS. 11 to 13, the method of controlling the transfer schedule of the transfer vehicle of the present embodiment is executed.

The transfer schedule control method for a transfer truck according to the present embodiment is particularly adapted to detect occurrence of a change in the state of a transfer operation subject to a transfer schedule and occurrence of a change in the state of transfer equipment. When such a state change occurs, the already created transport schedule is reviewed in real time.

The change of the state of the transfer work and the change of the state of the transfer equipment to be detected include the following.

New acceptance of transfer operation command. Hereinafter, this is referred to as state change 1.

Canceling the already accepted transport work,
Or completion of execution. Hereinafter, this is referred to as state change 2.

Completion of the operation of each element constituting the transport operation. Hereinafter, this is referred to as state change 3.

Equipment for performing a direct transfer operation such as a transfer trolley;
Rest change of the equipment that directly performs such a transport operation and the equipment that performs the transfer of the transported goods. Hereinafter, this is referred to as state change 4.

When detecting various abnormalities. For example, a case is found in which a difference between the information about the transport equipment and the state of the transported object stored in the control device and the actual state of the transport equipment and the transported article is found. When an abnormal situation such as equipment interference or blocking is found. Hereinafter, this is referred to as state change 5.

In such an abnormal situation, there is a case called execution of a plurality of transfer operations in the same part (equipment) in the transfer equipment, called equipment interference or deadlock. For example, in a transport facility having a plurality of transport vehicles, a situation may occur in which a plurality of transport vehicles must travel on the same track. Such an abnormal situation includes a congested state of the transported object, which is called blocking. For example, a situation may occur in which all conveyed articles are full, but more articles must be conveyed. In addition, there is a situation in which untransported conveyed goods are full at a part of the conveyance equipment which is a bottleneck that must be passed.

In the transport schedule control method for a transport vehicle according to the present embodiment, for example, when a command is issued to perform a transport operation, a single device (band cutters BC1, BC2, banding machines BM1 to BM1) to be routed in the transport operation is required.
3, the type of the turner TN1, the band labelers BL1 to 3 and the weighing machines W2 and 3) are determined, and information on the FROM point and the TO point of the transport operation during this time and the final TO point are obtained. Further, according to such information, a transfer schedule is obtained in which a plurality of transfer operations to be transferred are executed in parallel.

Further, the suspension of the transfer equipment such as the above-described single equipment is constantly monitored, and if a change in the rest of any of the transfer equipment is detected, the already created transfer schedule is changed in real time. And an optimal transfer schedule to be executed thereafter can be obtained.

In addition, the coil dissimilar material check by measuring the coil weight with the weighing machines W2 and W3 (process computer CPU
If the measured weight is inappropriate for the coil type stored in step 1), the unprocessed portion of the corresponding transfer operation is redeployed to element operation again as a different material route, and Actions can be taken to prevent adverse effects on operation.

In addition, it is possible to appropriately cope with a change in the state of the transfer operation to be transferred. For example, command completion and command cancellation processes are separately provided as a process for ending a transfer operation to be transferred, and when the process computer CPU1 receives a notification that such a state has occurred, at this time, The retained element operation is deleted.

In this embodiment, the state changes 1 to 5
The transport schedule, which is performed in real time upon detection of a transport, is based on a review of the transport route that finds the individual element operations that make up the target transport operation, and a schedule of the element operations of each transport operation obtained in this way. , That is, a transfer schedule for executing a plurality of transfer operations in parallel.

FIG. 3 is a flowchart of the transfer schedule control of the transfer carriage of this embodiment.

The process relating to the transport schedule control method for the transport vehicle is executed by the process computer CPU1 shown in FIG.

In FIG. 3, first, in step 102, a transfer schedule process for a plurality of target transfer operations is performed by a predetermined transfer schedule method. The transport schedule processing performed in step 102 will be described later in detail with reference to FIG.

Subsequently, in step 104, step 10
The operation of the transport equipment according to the transport schedule created in step 2 is started. Therefore, the following steps 1
The processing performed in steps 06 and 108 and the processing performed in steps 102 and 104 performed after branching from step 108 are executed in real time for the operation of the transport equipment.

In step 106, the above-mentioned state changes 1 to
5 is detected. That is, if a change is detected for any of these state changes 1 to 5, the process proceeds to step 108;
Step 6 is repeated and continued.

In this embodiment, the detection of the occurrence of the state change in step 106 is performed by always monitoring the rest of the transport equipment and the single equipment mainly using the process computer CPU1 of FIG. I have. or,
When it is determined that the coil is a different material from the weight of the coil by a single device, for example, the weighing machines W2 and W3, this is determined by the programmable sequencer SEQ3, the data communication network NET2, and the general DDC computers CPU7A and CPU7.
B, modem M3A, M3B, process computer CP
Via U4, also the process computer CPU1
To detect.

Note that the detection of the state change performed in step 106 is not limited to detecting all of the state changes 1 to 5 described above. For example, in a transport facility that does not perform abnormality detection, it is not necessary to detect the state change 5 in step 106.

If it is determined in step 106 that a state change has occurred, it is determined in step 108 whether or not this state change is related to the completion of the entire transport schedule. If it is determined in step 108 that all of the target transfer operations have been completed, it goes without saying that all the processes shown in the flowchart of FIG. 1 are completed.

On the other hand, if it is determined in step 108 that all the target transfer operations have not been completed,
The process branches forward to step 102 described above, and a transfer schedule is created again. At this time, the transfer schedule processing performed in step 102 is performed in real time for the operation of the transfer equipment as described above.

In this embodiment, the detection of the state changes 1 to 5 as described above and the review of the transfer schedule performed thereafter are carried out by introducing an artificial intelligence technology which has been attracting attention in recent years. It may be performed using various rules described above.

By introducing such an artificial intelligence technique, not only can the occurrence of these state changes 1 to 5 be detected in a more finely-tuned manner, but also depending on the type of these state changes, It is also possible to deal with the process of reviewing the transfer schedule more precisely. Therefore, even when an abnormality such as the state change 5 occurs, the transfer schedule can be automatically, flexibly, and real-time reviewed according to the content of the occurrence of the abnormality, thereby preventing a decrease in global transfer efficiency. You can also.

Hereinafter, the transfer schedule processing corresponding to step 102 of the transfer schedule control method shown in FIG. 3, that is, the transfer schedule processing of the transfer schedule control method for the transfer carriage of this embodiment will be described in more detail. explain.

[0208] The transfer schedule processing of the transfer carriage of the present embodiment is performed in response to a total of nine types of transfer work requests as shown in FIG. This is performed in accordance with the presence or absence of the occupation of the transport vehicle as shown by 11, the presence or absence of the closed section as shown in FIG. 12, and the data of the transport work data memory described above with reference to FIG. 13.

[0209] The transfer schedule processing of this embodiment focuses on the margin time, which is the difference between the deadline of the transfer work subject to the transfer schedule and the scheduled completion time obtained in the transfer schedule.

In other words, the extra time is obtained for each transfer operation to be scheduled, and the deadline for each transfer operation to be completed and the schedule to be obtained at the time of the transfer schedule. This is the difference from the completion time.

That is, when the scheduled completion time is earlier than the deadline, the spare time of the corresponding transport work has a positive value. On the other hand, if the scheduled completion time is later than the deadline, the margin time becomes a negative value.

In the transfer schedule process of this embodiment, a plurality of transfer operations to be transferred are decomposed into individual element operations constituting these transfer operations. Selecting the next element operation to be executed in accordance with a predetermined selection criterion from a set of various element operations until all of the decomposed element operations have been selected. It is to get.

In the transfer schedule process of this embodiment, at each selected time point in the transfer schedule, a schedule has not yet been set in accordance with a predetermined condition (such as which element operation is to be executed next). Nevertheless, an approximate value of the margin time of each transport operation, that is, the maximum margin time is obtained.

Further, in the transfer schedule processing of this embodiment, of the maximum margin time of each transfer operation of each element operation to be executed next at the selected time point thus obtained, Are the lower bounds at the time of the selection of the corresponding element operation.

The lower bound value for each corresponding element operation is:
At the time when the next element operation to be executed is selected, there is a great correlation between the size of the spare time for each transport operation.

Therefore, by selecting the next element operation to be executed in accordance with the lower bound value for each of the pertinent element operations, it is possible to obtain a more appropriate transport schedule in consideration of the time limit of the transport operation.

FIG. 14 is a flowchart showing the transfer schedule processing of the transfer carriage of this embodiment.

In FIG. 14, first, at step 20
In step 2, a set of executable element operations is obtained from among the individual element operations constituting the transfer operation to be transferred.

The determination as to whether or not the element operation can be executed includes, for example, whether to use the transport equipment occupied by the element operation being executed at that time. At this point, the element operation using the transport facility that is already in use is an unexecutable element operation.

Next, in step 204, each of the executable element operations obtained in step 202 described above is a margin for the deadline of each of the plurality of transport operations when the next element operation to be executed in the schedule is performed. Obtain the predicted value of time.

That is, the maximum margin time for the deadline is obtained.

In the transfer schedule processing of this embodiment, when the next element operation to be executed is selected, the time for executing all the remaining element operations of the transfer work to be transferred is the shortest. Attention is paid to the fact that the scheduled completion time of the transfer operation is the earliest when all the element operations that constitute the transfer operation and are not included in the schedule are continuously executed without waiting time. The margin time when the scheduled completion time becomes the earliest is defined as the maximum margin time for the corresponding transport operation in the element operation selected as the next execution.

In step 206, of the element operation selected in step 204, which has been selected to be executed next, of the maximum margin time for each transport operation, the element operation having the smallest value is selected. Calculate as lower bound. In other words, when the next execution is selected for each of the executable element operations, the maximum margin time of the transfer operation that is most difficult to meet the end time limit among the transfer operations targeted for the transfer schedule is lower bound. Value.

Therefore, in step 208, step 2
The next element operation to be executed is selected from the lower bound values of the executable element operations obtained in step 06.

The following selection criteria are used to select the next element operation to be executed in accordance with the lower bound value.

The element operation having the largest lower bound value among the executable element operations is defined as the element operation to be executed next.

In accordance with another selection criterion that is not particularly limited, among the executable element operations, an element operation having a larger lower bound value is selected as an element operation to be executed next.

In accordance with another selection criterion that is not particularly limited, an element operation having at least a lower bound value plus is selected as an element operation to be executed next.

Hereinafter, the transfer schedule processing of the transfer schedule control method of the transfer truck according to the present embodiment described above will be described with reference to the transfer work A shown in FIG. 15 and the transfer work B shown in FIG. 16 as an example.

FIG. 15 is a diagram showing a transfer operation A which is an example of the transfer operation of the present embodiment.

In the transfer operation A shown in FIG. 15, the coil of the line dispensing skid LS1 is
After being conveyed to the band cutter BC2 in 1 and 2, and the coil locking hand is removed by the band cutter BC2, the pickling skin pass line CA is annealed by the carrier CAR2.
P is transported to a loading place C2 for loading into a payoff reel. Further, these element operations are sequentially given element serial numbers A1, A2, and A3.

On the other hand, FIG. 16 is a diagram showing a transfer operation B which is an example of the transfer operation of the present embodiment.

In the transfer operation B shown in FIG. 16, the coils of the line discharging skid LS2 are connected to the transfer carts CAR1 and CAR2.
After being conveyed to the band cutter BC1 by using the band cutter BC1 and removing the locking band of the coil with the band cutter BC1,
The transport cart CAR2 transports the coil to the loading place M1 for loading into the payoff reel of the small-diameter mill line SCM. Element operation numbers B1, B2, and B3 are assigned to the respective element operations of the transport operation B.

Hereinafter, the transfer schedule processing of this embodiment will be described using the transfer work A of FIG. 15 and the transfer work B of FIG. 16 as specific examples.

First, a set St of executable element operations among the individual element operations constituting the transport operations A and B which are not included in the schedule is obtained according to the following constraints.

Strict adherence to line loading order: In a plurality of transfer operations on the same line, such as an annealing pickling skin pass line CAP, a small-diameter mill line SCM, and a quality inspection line RC, the order in which each transfer operation occurs is strictly observed.

Avoidance of deadlock caused by duplicate designation of waypoints: When there are a plurality of element operations for the same waypoint, such as various skids, band cutters, banding machines, band labelers, weighing machines, etc. , Only one element operation is executable.

Avoidance of deadlock due to overlapping designation of occupation blockage: By applying the third invention of the present application, a travel section where two or more transport vehicles can interfere is divided into a plurality of blockage sections. In the case where the same closed section in the transport path overlaps as the occupied closed section in a plurality of element operations, only one element operation can be executed.

The above-mentioned constraints are performed by setting and judging the preconditions for each transport operation to be subjected to the transport schedule, or for each element operation constituting these transport operations.

Note that t of the set of executable element operations St represents the number of transport operations already included in the schedule for all target transport operations.

Here, j is the element serial number of the next element operation to be executed, ej is the earliest start time, and the result of the unscheduled element operation of the transport work to which the element operation of this element serial number j belongs is given. The sum of the completion times is Rj, the scheduled completion time of the transfer operation to which the element operation of element serial number j belongs is bj, the margin time for the completion deadline of the transfer operation to which the element operation of element sequence number j belongs is Yj, and the margin time of the element operation number j is The term of completion of the transfer operation to which the element operation belongs is defined as Tj.

Under the above constraint conditions, t = 0, that is, a set S0 of executable element operations at the start of the transfer schedule is as follows.

S0 = {A1, B1} (1)

First, a set S of executable element operations
When the element operation A1 is an element operation to be executed next among 0, t is 1 and j is A2 or B
1 and therefore:

S1 = {A2, B1} (2) eA2 = 3 (3) eB1 = 3 (4) RA2 = 5 (5) RB1 = 8 (6) TA2 = 10 (7) TB1 = 15 ... (8) bA2 = eA2 + RA2 = 8 ... (9) bB1 = eB1 + RB1 = 11 ... (10) YA2 = TA2-bA2 = 2 ... (11) YB1 = TB1-bB1 = 4 ... (12) BA1 = min (YA2, YB1) = 2 (13)

On the other hand, a set S of executable element operations
From 0, when the next element operation to be executed is element operation B1, t is 1 and j is A1 or B2.
And therefore:

S1 = {A1, B2} (14) eA1 = 3 (15) eB2 = 3 (16) RA1 = 8 (17) RB2 = 5 (18) TA1 = 10 (19) TB2 = 15 (20) bA1 = eA1 + RA1 = 11 (21) bB2 = eB2 + RB2 = 8 (22) YA1 = TA1-bA1 = -1 (23) YB2 = TB2-bB2 = 7 (24) BB1 = Min (YA1, TB2) = -1 (25)

In this way, the value 2 of the lower limit value BA1 when the next element operation to be executed is the element operation A1, and the element operation B
The value -1 of the lower limit value BB1 when 1 is obtained can be obtained.

Therefore, of these lower bound values BA1 and BB1, the element operation A1 corresponding to the lower bound value BA1 having a larger value is performed.
Is selected as the next element operation to be executed.

The above description is an example of obtaining the first element operation of the transfer schedule. By repeating the same procedure, the transfer operation A in FIG. 14 and the transfer operation B in FIG. And a transfer schedule can be created.

The above-described transfer schedule processing is performed by the process computer CPU1 shown in FIG. The operation of the transport equipment according to the created transport schedule is also managed by this process computer CPU.
1 is performed. In addition, during this operation, a process of creating a transfer schedule, which is addition, correction or deletion of a transfer schedule, is performed in real time, and a transfer vehicle occupancy table shown in FIG. 11 and a closed section occupancy table shown in FIG. Updating table data.

As described above, according to the present embodiment,
In the control method of the transport vehicle, the transport vehicle can be operated in consideration of the completion time of the received transport operation by using the actual completion time for each type of element operation constituting the transport operation. Further, the actual completion time is divided into a base time and a spare time, and particularly, by learning and modifying the spare time, it is possible to accurately perform the learning correction according to the actual data at the time of the operation of the transport vehicle performed in the past. .

Further, at the time of the learning correction, the accuracy of the learning correction can be further improved by using the average value and the standard deviation value of the spare time for each type of element operation.

[0254] Of the individual element operations constituting the transport operation, the element operations, which are transport operations by the transport carts CAR1 to CAR4, which directly transport the transported object 1, are divided into a plurality of travel sections. Since it is divided into closed sections and classified according to the difference between these closed sections, the accuracy of the actual completion time of the element operation which is the transfer operation can be improved, and therefore, the completion time of the received transfer work Can be operated more effectively.

In the transport equipment of this embodiment, as a disturbance factor of the transport schedule, there is a work roll cart that suddenly travels on the track L10 intersecting the track L3 as shown in FIG. However, when a disturbance occurs in the transfer schedule due to the travel of the work roll carriage (state change 5), the transfer schedule is reviewed in real time, that is, the transfer schedule is added, corrected or deleted, thereby causing an abnormal situation due to the disturbance. Can be avoided.

In this embodiment, when the transport vehicle is operated in accordance with the created transport schedule, the overlap of the occupied closed sections between the transport vehicles is recognized due to the above-mentioned disturbance factor or the like. Has added in real time a transfer schedule for evacuating a low-priority transfer vehicle.

The priorities for deciding the transport vehicle to be retreated are determined by the following criteria.

[0258] The priority order of the transporting trolley on which the load is placed is higher than that of the empty transporting trolley.

[0259] When both objects are loaded, the priority order of the transport trolley on which the transported object of the transport operation having the higher priority is placed is higher.

[0260] When no conveyed object is loaded, the transport vehicle that has already moved to the command stop point for mounting the conveyed object has a higher priority.

[0261] If neither of the objects is loaded, and the vehicle is traveling to a command stop point to place the objects, the transport operation of the object to be loaded has a higher priority. The priority of the truck is high.

FIG. 17 is a block diagram related to the detection of a currently closed section of each transport trolley in this embodiment.

In FIG. 17, the feeding and driving of the transport carts CAR2 to CAR4 running on the track L2 or L3 are performed by feeding power to the feeding carts TR0 to TR4 and the transport carts CAR2 to CAR4 sliding on the feeding carts TR0 to TR4. This is performed mainly using the brushes BR1 and BR2.

The power supply trolleys TR1 to TR4 are divided into closed sections K3 to K7 of the track L2 and closed sections K22 of the track L3.
It is divided corresponding to the division into .about.33. Accordingly, when the transport carts CAR2 to CAR4 travel, the trolleys TR1 to TR4 used for power supply by the brush BR2 are changed.

Therefore, by detecting the presence or absence of power supply to the transport carts CAR2 to CAR4 of the power supply trolleys TR1 to TR4 by the power supply current detectors CT1 to CT4, it is possible to detect a blockage section where the transport truck is currently running. It is possible.

The power supply current detectors CT1 to CT4
It is a current detector using a current measurement transformer,
It is input to the programmable sequencer SEQ2 or SEQ3.

An electromagnetic switch SW that is opened and closed by the output of the programmable sequencer SEQ2 or SEQ3
1 to 4 are used for performing an emergency stop of the transport carts CAR2 to CAR4.

The power supply trolleys TR1 to TR4 divided according to the closed section and the power supply trolleys TR1 to TR4
By using the electromagnetic switches SW1 to SW4 provided for each of the transport vehicles CAR2 to CAR2 traveling in a predetermined closed section.
An additional effect that only the emergency stop 4 can be stopped can be obtained.

In FIG. 17, the voltage of the power source supplied to power supply trolleys TR0 to TR4 via power lines AC1 to AC4 is 400V.

[0270]

As described above, according to the present invention,
In the control method of the transport vehicle that operates the transport vehicle according to the received transport operation, it is possible to operate the transport vehicle more effectively while observing the completion time of the transport operation, and therefore, while observing the deadline of product manufacturing. It is possible to obtain an excellent effect that it is possible to improve the operation rate of the facility.

[Brief description of the drawings]

FIG. 1 is a diagram showing an element operation result completion time table used in an embodiment of the present invention.

FIG. 2 is a diagram showing an element operation result completion time table used in the embodiment.

FIG. 3 is a flowchart of a transfer schedule control of the transfer carriage of the embodiment.

FIG. 4 is a layout diagram of a cold rolling factory in which the embodiment is used.

FIG. 5 is a perspective view of a transport trolley used in the embodiment.

FIG. 6 is an overall block diagram mainly related to a process computer and the like of the embodiment.

FIG. 7 is an overall block diagram mainly related to a programmable sequencer and the like of the embodiment.

FIG. 8 is a block diagram relating to data communication between the ground of the carrier and the upper part of the carrier in the embodiment.

FIG. 9 is a block diagram of a closed section of the track of the carrier according to the embodiment.

FIG. 10 is a diagram showing a list of via-devices for each transport operation of the embodiment.

FIG. 11 is a diagram showing a conveyance vehicle occupancy table used in the embodiment.

FIG. 12 is a diagram showing a closed section occupancy table used in the embodiment.

FIG. 13 is a diagram showing a transfer work data memory used in the embodiment.

FIG. 14 is a flowchart illustrating a method of scheduling a transfer of the transfer trolley according to the embodiment.

FIG. 15 is a diagram showing a transfer operation A which is an example of the transfer operation in the embodiment.

FIG. 16 is a diagram showing a transfer operation B which is an example of the transfer operation in the embodiment.

FIG. 17 is a block diagram relating to detection of a traveling position of the transport vehicle in the embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Conveyed goods (coils etc.) 10, 10a, 10b ... Carriage truck upper board, 20 ... Carrier ground board, 10SEQ ... Car programmable sequencer, 10M, 20M, M1A-M3A, M1B-M3B ... Modem, 10T , 20T: Transceiver for spatial light transmission, CAR1: Carriage (parent vehicle), CAR2-4: Carriage (child), L1: Track of parent, L2-5: Track of child, LCn: Subcar Track (each command stop point, etc.), L10: Work roll truck track, K1-7, K22-33: Closed section (closed section number), CAP: Annealed pickling skin pass line, SCM: Small diameter mill line, RC: Quality inspection Line, POR: Payoff reel, TR: Tension reel, TN1-3: Turner, BC1-2: Band cutter, BM1-2: Banding Shin, BL1-2: Band labeler, W2, 3: Weighing machine, LS1-4: Skid for line delivery, P1, P2: Skid for packing delivery, SL1: Sleeve skid, C5-7: CAP storage, M4-7 ... Storage area for small-diameter mills, R1-19: Storage area for RC, T1-6: Relay skid, C1-2, M1, RC1: Storage area for loading into payoff reels, C3-4, M2-3, RC2 ... From tension reel Dispensing place, NET1, 2 Data communication network, CPU0-6 Process computer, CPU7A, 7B General DDC computer, SEQ1-3 Programmable sequencer TR0-4 Power supply trolley, BR1, 2 Power supply brush, CT1 4: Power supply current detector, SW1-4: Electromagnetic switch, A1-3, B1-3: Element serial number

Continuation of front page (72) Inventor Katsunori Shiraishi 1 Kawasaki-cho, Chiba-shi, Chiba Kawasaki Steel Corporation Chiba Works (56) References JP-A-2-77808 (JP, A) JP-A-63-120061 JP, A) JP-A-63-128404 (JP, A) JP-A-62-85305 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) G05D 1/02

Claims (3)

(57) [Claims] 1. A method for controlling a transport vehicle that operates a transport vehicle according to a received transport operation, wherein a base time and a spare time are stored for each type of element operation constituting the transport operation. Using the actual completion time of each of the element operations according to the time and the spare time, and determining whether the completion time of the transfer operation is the sum of the actual completion times of the element operations.
While operating the conveyance carriage by al estimated the time of travel of the conveyance truck, elements the margin time
A method for controlling a transport vehicle , wherein learning and correction is performed using data collected as results for each type of operation . 2. The method according to claim 1, wherein an average value and a standard deviation value of the spare time are stored for each type of the element operation , and for each type of the element operation,
Stores a number of completed results times, and
From the performance completion data, the average value and the
After calculating and updating standard deviation, the base time
A mean value and a standard deviation value of the spare time are updated, and learning of the spare time is performed using the average value and the standard deviation value. 3. The transport operation type according to claim 1, wherein the travel section of the transport vehicle is divided into a plurality of closed sections, and the type of the element operation is distinguished by the difference between the closed sections that travel during the transport operation. And a control method for the transport vehicle.