JP6930023B2 - Transport system - Google Patents

Description

This specification discloses a transport system.

Conventionally, this type of transport system acquires route data including a travel route specified on map data and a travel speed for each location on the travel route, and obtains the acquired travel route at a speed specified for each location. Those provided with an automatic guided vehicle that travels have been proposed (see, for example, Patent Document 1). The speed of each place on the traveling route is set to be slower in the curved section than in the straight section.

Japanese Unexamined Patent Publication No. 2012-53837

However, in the above-mentioned transport system, when a branch point is provided on the traveling path, an appropriate traveling speed cannot be set. There are a straight line direction and a curved direction in the course direction of the branch point. The automatic guided vehicle is required to slow down before the branch point so that the transported object does not fall or fall due to centrifugal force when traveling on a curved course. .. For this reason, if the traveling speed is uniformly determined for each place on the traveling route, the automatic guided vehicle needs to reduce the speed before the branching point even if the course direction of the branching point is in a straight line direction. It takes a long time to reach the target position.

An object of the present disclosure is to provide a transport system capable of traveling at an appropriate traveling speed according to a course direction when traveling at a branch point.

The present disclosure has taken the following steps to achieve the above-mentioned main objectives.

The transport system of the present disclosure is designated from a current position to a target position in a traveling road network having a plurality of traveling roads including a straight road and a curved road and having a branch point branching from one traveling road to a plurality of traveling roads. It is a transport system including a transport unit that travels along a traveled route to transport a transported object, and the transport unit is a branch point when traveling on the branch point and the course direction of the branch point is a curved direction. The gist is that the vehicle travels at a reduced speed in front of the branch point, and when the course direction of the branch point is in a straight line direction, the vehicle travels in front of the branch point without slowing down.

In the transport system of the present disclosure, the transport unit travels on a travel route designated from the current position to the target position in the travel route network to transport the transported object. Then, when traveling at the branch point, the transport unit travels at a reduced speed in front of the branch point when the course direction of the branch point is in the curved direction, and before the branch point when the course direction of the branch point is in the straight line direction. Drive without slowing down. As a result, the transport unit can be decelerated in front of the branch when the course direction of the branch point is in the curved direction to prevent the transported object from falling or tipping over. On the other hand, when the course direction of the branch point is in a straight line direction, the transport unit travels without slowing down, so that the arrival time to the target position can be shortened.

It is a schematic block diagram of the transport system 10. It is an external perspective view of the transport unit 30. It is a schematic block diagram of a transfer unit 30 and a management device 40. It is explanatory drawing which shows an example of map data. It is explanatory drawing which shows an example of the travel path data. It is a flowchart which shows an example of a transfer control routine. It is a flowchart which shows an example of a transfer control routine. It is explanatory drawing which shows the state of the speed change at the time of transporting a transported object to a target position. It is explanatory drawing explaining the force acting on the conveyed object when traveling on a curved part. It is a flowchart which shows an example of the curve part speed setting process. It is explanatory drawing explaining the force acting on the transfer unit 30 and the conveyed object when traveling on a curved part. It is explanatory drawing which shows an example of the path data of a modification.

Next, a mode for carrying out the present disclosure will be described with reference to the drawings.

FIG. 1 is a schematic configuration diagram of the transport system 10. FIG. 2 is an external perspective view of the transport unit 30. FIG. 3 is a schematic configuration diagram of the transport unit 30 and the management device 40. As shown in FIGS. 1 to 3, the transport system 10 includes a travel path network 20, a transport unit 30, and a management unit 40.

As shown in FIG. 1, the track network 20 is composed of a combination of a straight rail 21, a curved rail 22, and a branch rail 23. In the present embodiment, the branch rail 23 is configured as a bifurcated rail that branches one traveling path in two directions, a linear direction and a curved direction, as shown in FIG. The branch rail 23 may be configured as a three-pronged or more branch rail. Each rail 21-23 is configured to be connectable and separable to the same type of rail or different types of rail. Therefore, the layout of the traveling path network 20 can be freely changed by changing the combination of the rails to be connected.

The transport unit 30 is an automatic guided vehicle that can travel on the track network 20. As shown in FIG. 3, the transport unit 30 steers the vehicle body portion 31 to which the wheels 31w are attached, the mounting table 32 provided on the vehicle body portion 31, the drive device 33 for driving the wheels 31w, and the wheels 31w. The steering device 34 is provided. In addition, the transport unit 30 includes a vehicle control unit 35 that controls the entire vehicle, a storage unit 36 that stores various information, a communication unit 37 that wirelessly communicates with the management unit 40, and a vehicle speed sensor 38 that detects the vehicle speed. A position sensor 39 for detecting the current position is provided.

As shown in FIG. 3, the management unit 40 includes a management control unit 41 that manages the entire system, a storage unit 42 that stores various information, a communication unit 43 that wirelessly communicates with the transport unit 30, and various workers. It includes an input device 44 for inputting information and a display 45 for displaying various information. The input device 44 includes a keyboard, a mouse, and the like. The management control unit 41 is configured as a microprocessor centered on a CPU. The storage unit 42 is a storage device such as an HDD or SSD. The storage unit 42 stores map data related to the travel route network 20 and travel route data including the travel route to be traveled by the transport unit 30. FIG. 4 is an explanatory diagram showing an example of map data, and FIG. 5 is an explanatory diagram showing an example of travel route data. As shown in FIG. 4, the map data includes the rail number (identification number), the rail position, the rail type (straight rail 21, curved rail 22, branch rail 23), the traveling speed when traveling on the rail, and the like. Is done. As shown in FIG. 5, the traveling route data includes the target position, the maximum speed, the acceleration and deceleration, the traveling direction, the positions of the branch points 1 to N on the traveling route to the target position, and the course direction (straight ahead, straight ahead,). Right turn, right turn), running speed, position of curved part on the running path to the target position, running speed, etc. are included. Here, the maximum speed indicates the traveling speed of the straight rail 21. The traveling direction indicates whether to travel counterclockwise or clockwise to the target position. The traveling speed of each branch point 1 to N indicates the traveling speed when traveling on the branch rail 23 when the course direction is a curved direction (turn right or left). In the present embodiment, the traveling speed of each branch point is set to the same speed because each branch rail 23 constituting the traveling route network 20 has the same radius of curvature. Of course, when each branch rail 23 has a different radius of curvature, the traveling speed of each branch point may be determined for each branch rail 23. The traveling speed of the curved portion indicates the traveling speed when traveling on the curved rail 22. In the present embodiment, the traveling speed of the curved portion is set to the same vehicle speed because all the curved rails 22 constituting the traveling route network 20 have the same radius of curvature. Of course, when each curved rail 22 has a different radius of curvature, the traveling speed of the curved portion may be determined for each curved rail 22. The details of the traveling speed of each branch point and the traveling speed of the curved portion will be described later. Map data and travel route data are input by an operator using the input device 44. Then, when instructing the transport unit 30 to transport the transported object B, the travel route data is transmitted from the management unit 40 to the transport unit 30 using the communication unit 43.

Next, the operation of the transfer system 10 thus configured, particularly the operation of the transfer unit 30, will be described. 6 and 7 are flowcharts showing an example of a transport control routine executed by the vehicle control unit 35 of the transport unit 30. This routine is executed when the travel route data is received from the management unit 40.

When the transport control routine is executed, the vehicle control unit 35 first receives the travel route data (target position, maximum vehicle speed, acceleration, deceleration, travel direction, position and course direction of each branch point, and the route direction) received from the management unit 40. Each designation of the traveling speed, the position of the curved portion, and the traveling speed) is input (S100). Subsequently, the vehicle control unit 35 controls the drive device 33 so as to start traveling in the input traveling direction (S110). Next, the vehicle control unit 35 inputs the current position from the position sensor 39 and the vehicle speed from the vehicle speed sensor 38 (S120), compares the input current position with the position of each input branch point, and the vehicle It is determined whether or not the branch point has been reached (S130). When the vehicle control unit 35 determines that the vehicle has reached the branch point, the vehicle control unit 35 controls the steering device 34 so as to proceed in the course direction designated at the branch point (S140), and proceeds to S170. On the other hand, when the vehicle control unit 35 determines that the vehicle has not reached the branch point, it skips the process of S140 and determines whether or not the vehicle has reached the designated target position (S150). When the vehicle control unit 35 determines that the vehicle has reached the target position, the vehicle control unit 35 controls the drive device 33 to stop traveling (S160), and ends this routine.

On the other hand, when the vehicle control unit 35 determines in S130 that the vehicle has not reached the branch point or in S150 that the vehicle has not reached the designated target position, the vehicle control unit 35 is traveling on the curved rail 22. It is determined whether or not (S170) and whether or not the branch rail 23 is traveling (S180). When the vehicle control unit 35 determines that neither the curved rail 22 nor the branch rail 23 is traveling, it determines that the straight rail 21 is traveling, and whether or not the curved rail 22 is at a predetermined distance (S190) is determined. Whether or not there is a branch rail 23 at a distance (S200) is determined respectively. When the vehicle control unit 35 determines that there is neither the curved rail 22 nor the branch rail 23 ahead of the predetermined distance, the vehicle control unit 35 determines whether or not the current vehicle speed has reached the designated maximum vehicle speed (S210). When the vehicle control unit 35 determines that the current vehicle speed has not reached the designated maximum vehicle speed, the vehicle control unit 35 controls the drive device 33 to accelerate at the designated acceleration (S220) and returns to S120. On the other hand, when the vehicle control unit 35 determines that the current vehicle speed has reached the designated maximum vehicle speed, the vehicle control unit 35 controls the drive device 33 to maintain the maximum vehicle speed (S230) and returns to S120.

When the vehicle control unit 35 determines in S190 that the curved rail 22 is at a predetermined distance ahead, the vehicle control unit 35 controls the drive device 33 to decelerate at a designated deceleration (S240) and returns to S120. This process is repeated until the transport unit 30 enters the curved rail 22 and is determined in S170 to be traveling on the curved rail 22. When the vehicle control unit 35 determines in S170 that the curved rail 22 is traveling, the vehicle control unit 35 controls the drive device 33 so as to travel at the traveling speed of the designated curved unit (S250), and returns to S120. As a result, the transport unit 30 is prevented from entering the curved rail 22 at an excessive speed, and the transported object B is prevented from collapsing or the transport unit 30 from tipping over due to centrifugal force while traveling on the curved rail 22. Can be prevented.

Further, when the vehicle control unit 35 determines in S200 that the branch rail 23 is located at a predetermined distance ahead, it further determines whether or not the course direction of the branch rail 23 is a curved direction (turn right or left) (S260). ). When the vehicle control unit 35 determines that the course direction is a curved direction, the vehicle control unit 35 controls the drive device 33 so as to decelerate at a designated deceleration (S240), and returns to S120. On the other hand, when the vehicle control unit 35 determines that the course direction is not the curved direction, that is, the straight direction, the vehicle proceeds to S210. That is, the vehicle control unit 35 compares the current vehicle speed with the designated maximum vehicle speed, and if the current vehicle speed does not reach the maximum vehicle speed, accelerates at the specified acceleration to advance to S120 and reaches the maximum vehicle speed. If so, maintain the maximum vehicle speed and proceed to S120. These processes are repeated until the transport unit 30 enters the branch rail 23 and is determined in S180 to be traveling on the branch rail 23. When the vehicle control unit 35 determines in S180 that the branch rail 23 is traveling, it determines whether or not the course direction is a curved direction (right turn or left turn) (S270). When the vehicle control unit 35 determines that the course direction is a curved direction, the vehicle control unit 35 controls the drive device 33 so as to travel at the traveling speed of the designated branch point (S280), and returns to S120. On the other hand, when the vehicle control unit 35 determines that the course direction is a straight line direction, the vehicle control unit 35 proceeds to S210. That is, the vehicle control unit 35 compares the current vehicle speed with the designated maximum vehicle speed, and if the current vehicle speed does not reach the maximum vehicle speed, accelerates at the specified acceleration to advance to S120 and reaches the maximum vehicle speed. If so, maintain the maximum vehicle speed and proceed to S120.

FIG. 8 is an explanatory diagram showing a state of speed change when the conveyed object is conveyed to the target position. When the transport unit 30 has a branch rail 23 whose course direction is a curved direction ahead of a predetermined distance while traveling on the straight rail 21, the transport unit 30 decelerates so as not to enter the branch rail 23 at an excessive speed, and the branch rail 23 (curved direction). ) At the traveling speed of the corresponding branch point (see FIG. 8A). As a result, it is possible to prevent the transported object B from collapsing or the transport unit 30 from tipping over due to centrifugal force while traveling on the branch rail 23. On the other hand, the transport unit 30 is the same as the straight rail 21 because no centrifugal force is generated while traveling on the branch rail 23 when there is a branch rail 23 whose course direction is in a straight direction ahead of a predetermined distance while traveling on the straight rail 21. In addition, the vehicle travels with the maximum vehicle speed as the target speed (see FIG. 8B). As a result, the transport unit 30 can quickly pass through the branch rail 23, and the time to reach the target position can be shortened.

The following description is about setting the traveling speed of the curved portion and the traveling speed of the branch point where the course direction is in the curved direction in order to prevent the conveyed object from tipping over due to centrifugal force. Since the traveling speed of the branch point can be set in the same manner as the traveling speed of the curved portion, the description thereof will be omitted. FIG. 9 is an explanatory diagram for explaining the force acting on the transported object when traveling on the curved portion. In the figure, the transported object B is a rectangular parallelepiped. The center of gravity of the transported object B is the center of the rectangular parallelepiped. When the transported object B is placed on the curved portion and travels on the curved portion, the centrifugal force F _c acting on the transported object B can be obtained by the following equation (1). In formula (1), "M" indicates the weight of a rectangular parallelepiped. “V” indicates the speed in the tangential direction of the curved portion. “R” indicates the radius of curvature of the curved portion. _{Further, in the figure, the force F d} required to tilt the transported object B at the fulcrum P can be obtained by the following equation (2). The point of action of the force F _d is in the horizontal direction of the height of the center of gravity. In equation (2), "g" indicates gravitational acceleration. "H _g " indicates the center of gravity (center of gravity height) in the height direction. "W _g " indicates the center of gravity (horizontal position) in the horizontal direction. From the formulas (1) and (2), in order to prevent the transported object B from being overturned, F _c <F _d may be satisfied. Therefore, the traveling speed v of the curved portion for preventing the conveyed object B from being tilted can be obtained by the following equation (3).

FIG. 10 is a flowchart showing an example of a curve unit speed setting routine executed by the management control unit 41. When the curved portion speed setting process is executed, the management control unit 41 first determines the weight (conveyed object weight M _b ) and height (conveyed object height M b) and height (conveyed object height M b) of the transported object B to be placed on the mounting table 32 of the transport unit 30. H _b ), width (conveyed object width W _b ), weight of transport unit 30 (conveyed unit weight _Mu ), height (conveyed unit height _Hu ), center of gravity height (conveyed unit center of gravity height _Hug ), The width (conveying unit width W _u ) and the radius of curvature r of the curved portion are input (S300). As these data, for example, those input by the operator by the input device 44 can be used. Next, the management control unit 41 calculates _{the first limited vehicle speed v 1 by the following equation (4) based on the input transported object width W b} , transported object height H _b, and radius of curvature r of the curved portion (4). S310). The first limited vehicle speed v ₁ assumes a case where only the conveyed object B falls due to the centrifugal force acting when traveling on the curved portion. In this case, it may be considered that the centrifugal force acts only on the conveyed object B and there is a fulcrum between the conveyed object B and the conveyed unit 30. Here, since the center of gravity is the center of the transported object B (rectangular parallelepiped), the center of gravity H _g in the height direction is H _g = H _b / 2, and the center of gravity W _{g in the} horizontal direction is W _g = W _b /. It is 2. Therefore, the equation (4) can be applied as it is.

Next, the management control unit 41 receives the input transfer unit width W _u , transfer unit weight M _u , transfer unit center of gravity height _Hu g, transfer unit height H _u , transfer object weight M _b, and transfer object height H _b. And the radius of curvature r of the curved portion, the second limit vehicle speed v ₂ is calculated by the following equation (5) (S320). FIG. 11 is an explanatory diagram illustrating a force acting on the transport unit 30 and the transport object when traveling on the curved portion. The second limited vehicle speed v ₂ assumes a case where the conveyed object B falls together with the conveyed unit 30 due to the centrifugal force acting when traveling on the curved portion. In this case, if the transport unit 30 and the transport object B are regarded as one object, centrifugal force acts on this object, and there is a fulcrum between the rail and the transport unit 30, the second limit vehicle speed v ₂ Equation (3) can be applied to the calculation of. Here, the transport unit 30 is a rectangular parallelepiped. The center of gravity W _{g in the} horizontal direction is the same as the center of gravity of the transport unit 30, and W _g = W _u / 2. _{Since the center of gravity H g in the} height direction is the position of the center of gravity of the transport unit 30 and the transport object B, the following equation (6) is established. Therefore, the equation (5) can be derived by applying these to the equation (3).

When the management control unit 41 _{calculates the first limited vehicle speed v 1} and the second limited vehicle speed v _{2 in this} way, the traveling speed v of the curved portion is obtained by multiplying the smaller of both by the coefficient S by the following equation (7). Set (S330) and end this routine. Here, the coefficient S is a safety factor and can be appropriately determined within the range of, for example, 0.7 to 0.9.

v = S * min (v ₁ , v ₂ )… (7)

Here, the correspondence between the main elements of the present embodiment and the main elements of the invention described in the column of disclosure of the invention will be described. That is, the traveling path network 20 including the straight rail 21, the curved rail 22, and the branch rail 23 corresponds to the “traveling path network”, and the conveying unit 30 corresponds to the “conveying unit”. Further, the management unit 40 corresponds to a "management device".

The transport unit 30 of the transport system 10 of the embodiment described above travels on a travel route designated from the current position to a target position in the travel path network 20 to convey the transported object B. Then, when traveling at the branch point, the transport unit 30 travels at a reduced speed in front of the branch point when the course direction of the branch point is in the curved direction, and before the branch point when the course direction of the branch point is in the straight line direction. Drive without slowing down. As a result, the transport unit 30 can be decelerated in front of the branch when the course direction of the branch point is in the curved direction so that the transport object B does not fall or fall due to centrifugal force. On the other hand, when the course direction of the branch point is in a straight line direction, the transport unit 30 travels without slowing down, so that the arrival time to the target position can be shortened.

Further, the management unit 40 of the transport system 10 of the embodiment includes the weight and dimensions of the transported object B loaded on the transport unit 30, the weight and dimensions of the transport unit 30, and a curved portion or a course on a designated traveling route. Obtain the radius of curvature of a branch point whose direction is a curved direction. _{Next, the management unit 40 sets the first limit vehicle speed v 1} based on the dimension of the conveyed object B and the radius of curvature in the course direction of the curved road or the branch point. _{Further, the management unit 40 sets the second limit vehicle speed v 2} based on the weight and dimension of the conveyed object B, the weight and dimension of the conveyed unit 30, and the radius of curvature of the branch point where the curved portion or the course direction is in the curved direction. .. Then, the management unit 40 determines the traveling speed v of the curved portion or the branch point whose course direction is the curved direction based on the smaller of _{the first limited vehicle speed v 1} and the second limited vehicle speed v _2. As a result, it is possible to satisfactorily suppress the overturning of the conveyed object B and the overturning of the conveying unit 30 due to the centrifugal force when the conveying unit 30 travels on the curved portion or the branch point in the curved course direction.

It goes without saying that the present invention is not limited to the above-described embodiment, and can be implemented in various aspects as long as it belongs to the technical scope of the present invention.

For example, in the above-described embodiment, the management unit 40 sets the first limited vehicle speed v ₁ and the second limited vehicle speed v _2, and the curved portion or the branch point in the curved direction is based on the smaller of the two. It was decided to determine the traveling speed v of. However, the management unit 40, based on only the first vehicle speed limit v ₁ curved portion or traveling direction may determine the travel velocity v of the curve direction of the branching point. Further, the traveling speed v of the curved portion or the branch point whose course direction is curved may be set to a speed input in advance by the operator using the input device 44.

In the above-described embodiment, the management unit 40 includes the traveling direction (counterclockwise, clockwise) to the target position in the traveling route data and transmits the traveling direction to the transport unit 30. However, when there is only one traveling direction, the traveling route data may not include the traveling direction.

In the above-described embodiment, the management unit 40 stores the map data related to the travel path network 20 in the storage unit 42. Then, the management unit 40 transmits the traveling route data including the target position, the maximum vehicle speed, the acceleration, the deceleration, the traveling direction, the position and the course direction of each branch point, the traveling speed, the position of the curved portion, and the traveling speed to the transport unit 30. Send. The transport unit 30 travels to a target position according to the travel route data received from the management unit 40 and transports the transported object B. However, the present invention is not limited to this, and the following may be applied. That is, the management unit 40 transmits the route data to the transport unit 30. FIG. 12 is an explanatory diagram showing an example of the route data of the modified example. The route data includes a target position, a traveling direction, and a course direction of each branch point on the traveling route to the target position. The transport unit 30 acquires map data related to the travel path network 20 from, for example, the management unit 40 in advance and stores it in the storage unit 36. The map data includes the rail number (identification number), rail position, rail type (straight rail 21, curved rail 22, branch rail 23), traveling speed when traveling on the rail, etc., as in the above-described embodiment. Is included. Then, when the transport unit 30 receives the route data from the management unit 40, the transport unit 30 receives the maximum speed (speed of the straight line portion) of the travel route from the map data to the target position based on the received route data, the position of each curved portion, and the travel. The speed, the position of each branch point, and the traveling speed are acquired, and the conveyed object B is conveyed by traveling to the target position according to the acquired data.

In the above-described embodiment, the transport unit 30 switches the course direction of the branch rail 23 between the linear direction and the curved direction by the steering device 34 mounted on the transport unit 30. However, the transport unit 30 may switch the course direction between the linear direction and the curved direction by the switching device provided on the branch rail 23.

The present invention can be used in the manufacturing industry of transport systems and the like.

10 transport system, 20 track network, 21 straight rail, 22 curved rail, 23 branch rail, 30 transport unit, 31 main body, 31w wheels, 32 mounting base, 33 drive device, 34 steering device, 35 vehicle control unit, 36 Storage unit, 37 communication unit, 38 vehicle speed sensor, 39 position sensor, B carrier.

Claims (4)

In a traveling route network having a plurality of traveling routes including a straight road and a curved road and having a branch point branching from one traveling route to a plurality of traveling routes, the vehicle travels on a designated traveling route from the current position to the target position. It is a transport system equipped with a transport unit that transports the transported material.
When the curved path or the course direction has the branch point in the curved direction on the designated traveling path, the dimensions of the transported object loaded on the transport unit are acquired and the course direction of the curved path or the branch point is acquired. The radius of curvature of is obtained, and the speed at which the curved road or the branch point is traveled is determined based on the dimensions of the transported object and the radius of curvature in the course direction of the curved road or the branch point.
When traveling along the branch point, the transport unit travels at a reduced speed in front of the branch point when the course direction of the branch point is in a curved direction, and when the course direction of the branch point is in a straight line direction, the branch It travels in front of the point without slowing down, and when the speed of the curved road or the branch point is determined, it is controlled to travel on the curved road or the branch point at the determined speed.
Transport system. The transport system according to claim 1.
The weight and dimensions of the transported object are further acquired, and the weight and dimensions of the transported object, the weight and dimensions of the transport unit, and the radius of curvature in the course direction of the curved path or the branch point are obtained. Based on this, the speed at which the vehicle travels on the curved road or the branch point is determined.
Transport system. The transport system according to claim 1 or 2.
A management device for managing the transfer unit is provided.
The management device stores map information in which speeds are associated with each traveling section in the traveling route network, and at least the target position and the maximum speed and the position and speed of each curved portion on the traveling route to the target position. The travel route information including the position and the route direction of each branch point on the travel route and the speed when the route direction is a curved direction is transmitted to the transport unit.
The transport unit controls to travel to the target position according to the travel route information received from the management device.
Transport system. The transport system according to claim 1 or 2.
A management device for managing the transfer unit is provided.
The management device transmits travel route information including at least a target position and a course direction of each branch portion on the travel route to the target position to the transfer unit.
The transport unit stores map information in which speeds are associated with each travel section in the travel route network, and from the stored map information to the maximum vehicle speed and the target position based on the route information received from the management device. Acquires travel information including the position and speed of each curved portion on the travel route and the position and speed of each branch point on the travel route, and travels to the target position according to the acquired travel information and the route information. Control,
Transport system.

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