JP7031323B2 - Automated guided vehicles and transport systems - Google Patents

Description

The present invention relates to an automatic guided vehicle that travels in one direction on an annular route and transfers a load to and from a station according to control information received from a controller, and a transport system including a plurality of automatic guided vehicles.

In Patent Document 1, in an automatic guided vehicle that transfers goods to and from the station, the automatic guided vehicle is transferred to the station based on a signal indicating whether or not the station can be transferred. It is disclosed to control the start of work and the recirculation.

According to Patent Document 2, in a transport trolley traveling on a closed loop-shaped track main line, when warehousing is not possible due to the situation of the transport destination station, the transport trolley is temporarily stopped on the upstream side of the transport destination station to wait for warehousing. It has been disclosed.

Japanese Unexamined Patent Publication No. 5-100740 Japanese Unexamined Patent Publication No. 2000-339027

As described above, in the techniques disclosed in Patent Documents 1 and 2, it is determined whether the automatic guided vehicle transfers the load to and from the station, orbits again, or waits according to the situation of the station. is doing.

However, in the technique disclosed in Patent Document 1, if the orbiting control is performed again, it takes time to return to the same station next time, so that the transport efficiency may deteriorate.

Further, since the technique disclosed in Patent Document 2 does not consider the situation of the succeeding automatic guided vehicle, it stands by upstream of the station even when the succeeding automatic guided vehicle is carrying the load. May be done. As a result, the subsequent automatic guided vehicle needs to wait for the waiting automatic guided vehicle to complete the transfer of the load to and from the station, resulting in poor transport efficiency.

It is an object of the present invention to provide an automatic guided vehicle and a transport system capable of improving transport efficiency in consideration of the above-mentioned conventional problems.

In order to solve the above-mentioned conventional problems, the automatic guided vehicle according to one aspect of the present invention travels in one direction on an annular route, and a transport command included in the control information received from the control device for allocating the transport of the load. The automatic guided vehicle that performs the first transport control to transfer the load to and from the station according to the above, and the first acquisition unit that acquires the station information indicating the transfer status of the load at the station, and the ring road. Based on the second acquisition unit that acquires the transport state information indicating the transport state of the subsequent automatic guided vehicle traveling on the route, the station information, and the transport state information, the first transport control is not performed. A control unit that performs a second transfer control different from the transfer control is provided.

According to this, the control unit performs the second transport control according to the transfer status of the load at the station and the transport status of the subsequent automatic guided vehicle based on the station information. Therefore, the automatic guided vehicle can appropriately select any of transfer, re-lap, and standby of the load without inquiring to the control device, and execute the selected control. Therefore, the transport efficiency can be improved.

Further, the station information includes load information indicating whether or not the station has a load, a state in which the station cannot receive the load, and the station is an automated guided vehicle within the first hour from the present time. It may include first-preparation information indicating whether or not it is a first-preparation state capable of transitioning to a state in which a load can be received from a vehicle.

According to this, since the control unit performs the second transport control according to the load state and the first preparation state of the station as the transfer status, the transport efficiency can be effectively improved.

Further, the transport state information is load information indicating whether or not the subsequent automatic guided vehicle is loaded as the transport state, and the control unit loads the vehicle on the own vehicle according to the station information and the previously described load information. It is determined whether to wait for the second hour to transfer the loaded load to the station, to finish the standby and transfer the load loaded on the own vehicle to the station, or to go around the circular route. , The transport control according to the determined result may be performed as the second transport control.

According to this, the control unit transfers to and from the station, waits at the station, and has a circular route, depending on the transfer status of the station and the presence or absence of the subsequent automatic guided vehicle. Since any of the laps is performed, the transport efficiency can be effectively improved.

Further, in the second transport control, when the station information indicates that the station is loaded and the previously described load information indicates that the station is loaded, the control unit goes around the annular route. You may.

As described above, when the station is loaded and the following automatic guided vehicle is loaded, when the automatic guided vehicle is on standby at the station, the following automatic guided vehicle is also on standby, so that the transfer efficiency is deteriorated. Therefore, in this case, since the transfer of the following automatic guided vehicle is prioritized and the ring road is circulated without waiting, the transport efficiency can be improved.

Further, when the control unit indicates in the second transport control that the first preparation information included in the station information is in the first preparation state, the control unit loads the load loaded on the own vehicle. You may wait for the second hour to transfer to the station.

In this way, even if the station is loaded and the following automatic guided vehicle is loaded, the station can receive the load within the first hour if it is in the first preparation state. Therefore, even if the load is waited to be transferred to the station, the transfer efficiency of the subsequent automatic guided vehicle is unlikely to be affected. Therefore, it is possible to improve the transport efficiency by waiting rather than going around the circular route.

Further, in the second transport control, the control unit indicates that (i) the station information indicates that the station has a load, and (ii) the previously described load information indicates that there is no load. When the following automatic guided vehicle is farther than a predetermined distance, it may wait for the second time to transfer the load loaded on the own vehicle to the station.

In this way, if there is a load on the station and the following automatic guided vehicle is unloaded or the following automatic guided vehicle is not approaching the own vehicle, even if the load is waited to be transferred to the station, it will be succeeded. It does not easily affect the transportation efficiency of automatic guided vehicles. Therefore, it is possible to improve the transport efficiency by waiting rather than going around the circular route.

Further, the first acquisition unit repeatedly acquires the station information while the automatic guided vehicle is on standby at the station, and the control unit waits for the second time in the second transfer control. When the state indicated by the first preparation information included in the station information repeatedly acquired by the first acquisition unit changes from the non-first preparation state to the first preparation state, the first preparation state. 1 You may wait for a third hour from the time when the state changes to the ready state.

In this way, if the state of the station transitions to the first preparation state while waiting for the second hour at the station, the station will be ready to receive the load within the first hour, so the load will be transferred to the station. Even if you wait for it to be done, it does not affect the transportation efficiency of the following automatic guided vehicle. Therefore, it is possible to improve the transport efficiency by waiting rather than going around the circular route.

Further, when the control unit receives a load from the station, the station information indicates that there is no load at the station, and the previously described load information indicates that there is no load (i). ) Ignoring the control information from the control device, and (ii) generating an allocation request requesting the subsequent automatic guided vehicle to receive the load, and the automatic guided vehicle further generates the control. A second transmission unit may be provided to transmit the allocation request generated by the unit to the control device.

Therefore, the control device can change the allocation of the load to the automatic guided vehicle according to the allocation request, and can improve the transport efficiency of the automatic guided vehicle.

Further, the station information is in a state where the load has not arrived at the station, the load cannot be transferred to the automatic guided vehicle, and the load is unmanned within the fourth hour from the present time. The control unit includes the second preparation information indicating whether or not it is in the second preparation state that can be transferred to the transport vehicle, and the control unit receives the load from the station. When the second preparation information included in the station information indicates that the second preparation state is in effect and the previously described load information indicates no load, the vehicle may wait for a fifth time.

In this way, even if there is no load on the station and the following automatic guided vehicle is not loaded, the load can be received from the station within the fourth hour if it is in the second preparation state. Therefore, waiting for the load to be transferred from the station does not easily affect the transport efficiency of the subsequent automatic guided vehicle. Therefore, it is possible to improve the transport efficiency by waiting rather than going around the circular route.

Further, when the automatic guided vehicle in front stopped at the station is approached within a predetermined distance, the approach information indicating that the automatic guided vehicle in front is approached is transmitted to the automatic guided vehicle in front. A first transmission unit for transmission may be provided.

Therefore, it is possible to notify that the automatic guided vehicle in front of the vehicle is approaching. Therefore, the automatic guided vehicle in front can select whether to continue waiting or re-lap based on the station information and the transportation status information when the following automatic guided vehicle approaches, improving the transportation efficiency. be able to.

Further, the control unit may start the second transfer control 6 hours after stopping at the station for the transfer of the load.

Further, the transport state information is allocation presence / absence information indicating whether or not the following automatic guided vehicle is a vehicle to which the transport command is assigned, and the control unit has the station information and the allocation presence / absence. Depending on the information, either transfer the load on the vehicle to the station, wait for the second hour to transfer the load on the vehicle to the station, or go around the circular route. It may be determined whether to perform the transfer control, and the transfer control according to the determined result may be performed as the second transfer control.

According to this, the control unit transfers to and from the station, waits at the station, and depending on the transfer status of the station and whether or not the transfer command is assigned to the subsequent automatic guided vehicle. Since one of the circular paths is performed, the transport efficiency can be effectively improved.

Further, the transport system according to one aspect of the present invention travels in one direction along a control device for allocating load transport, a station for transferring loads, and an annular route, and controls received from the control device. It is a transport system including a plurality of automatic guided vehicles that perform a first transport control for transferring a load to and from the station in response to a transport command included in the information, and each of the plurality of automatic guided vehicles is a transport system. The first acquisition unit that acquires station information regarding the transfer of loads at the station, the second acquisition unit that acquires the transportation state information indicating the transportation state of the subsequent automatic guided vehicle traveling on the annular route, and the station. A control unit that performs a second transfer control different from the first transfer control based on the information and the transfer state information is provided.

According to this, the control unit of each automatic guided vehicle performs the second transfer control according to the transfer status of the load at the station and the presence / absence of the load of the subsequent automatic guided vehicle, so that the transfer efficiency Can be improved.

According to the automatic guided vehicle and the transport system of the present invention, the transport efficiency can be improved.

FIG. 1 is a plan view showing an outline of the configuration of a transport system according to an embodiment. FIG. 2 is a block diagram showing a functional configuration of an automatic guided vehicle. FIG. 3 is a diagram for explaining a first example of transport control by the control unit. FIG. 4 is a diagram for explaining a second example of transport control by the control unit. FIG. 5 is a diagram for explaining a third example of transport control by the control unit. FIG. 6A is a diagram for explaining a fourth example of transport control by the control unit. FIG. 6B is a diagram for explaining a fifth example of transport control by the control unit. FIG. 7 is a flowchart for explaining an example of transport control of an automatic guided vehicle. FIG. 8 is a flowchart for explaining a detailed example of the second transport control of the automatic guided vehicle. FIG. 9 is a diagram for explaining a first example of transport control by the control unit in the modified example 1. FIG. 10 is a diagram for explaining a second example of transport control by the control unit in the first modification.

Hereinafter, the automatic guided vehicle and the transport system according to the embodiment will be described with reference to the drawings. The embodiments described below show a specific example of the present invention. Therefore, the numerical values, shapes, components, arrangement positions and connection forms of the components, contents and order of information processing, etc. shown in the following embodiments are examples and do not limit the present invention. Therefore, among the components according to the following embodiments, the components not described in the independent claims indicating the highest level concept of the present invention will be described as arbitrary components.

It should be noted that each figure is a schematic view and is not necessarily exactly shown. Further, in each figure, the same reference numerals may be given to substantially the same configurations, and duplicate explanations may be omitted or simplified.

[1. Constitution]
The configuration outline of the transport system 10 according to the embodiment will be described with reference to FIG.

FIG. 1 is a plan view showing an outline of the configuration of a transport system according to an embodiment.

The transport system 10 according to the present embodiment includes a plurality of automatic guided vehicles 100A to 100C, a plurality of stations 200A to 200C, and a control device 300.

Each of the plurality of automatic guided vehicles 100A to 100C travels in one direction on the annular route 20, and transfers the load to and from each station 200A to 200C according to the control information received from the control device 300. Perform transport control. For example, when the automatic guided vehicle 100A receives control information indicating that the load 31 is to be transported to the station 200A from the control device 300, the automatic guided vehicle 100A transports the load 31 to the station 200A. Further, for example, the automatic guided vehicle 100C stops at the station 200C when the control information indicating that the load 32 is received from the station 200C is received from the control device 300. In this way, the automatic guided vehicles 100A to 100C transfer the load specified by the control information to and from the station designated by the control information from the control device 300.

In the present embodiment, the automatic guided vehicles 100A to 100C travel on the annular route 20 in the clockwise direction in the order of the automatic guided vehicles 100A to 100C. Therefore, the automatic guided vehicle 100A is followed by the automatic guided vehicle 100B, the automatic guided vehicle 100B is followed by the automatic guided vehicle 100C, and the automatic guided vehicle 100C is followed by the automatic guided vehicle 100A. That is, the vehicle following the automatic guided vehicle 100A is the automatic guided vehicle 100B, the vehicle following the automatic guided vehicle 100B is the automatic guided vehicle 100C, and the vehicle following the automatic guided vehicle 100C is the automatic guided vehicle 100A. On the contrary, the vehicle in front of the automatic guided vehicle 100A is the automatic guided vehicle 100C, the vehicle in front of the automatic guided vehicle 100B is the automatic guided vehicle 100A, and the vehicle in front of the automatic guided vehicle 100C is the automatic guided vehicle 100B. Is.

Although three automatic guided vehicles 100A to 100C are shown in FIG. 1, the number is not limited to three, and any number of automatic guided vehicles may be two or more. The plurality of automatic guided vehicles 100A to 100C may be, for example, an automatic guided vehicle traveling along a track such as an automatic guided vehicle, an automated guided vehicle, or an automated guided vehicle (AGV). It may be an automatic guided vehicle that travels on a predetermined route.

Each of the plurality of stations 200A to 200C transfers the load between the automatic guided vehicles 100A to 100C. Each station 200A to 200C may be provided with a transfer device (not shown) for transferring the load between the automatic guided vehicles 100A to 100C. Further, for example, a conveyor or the like is connected to each of the stations 200A to 200C, and the load may be delivered to and from the conveyor. Although three stations 200A to 200C are shown in FIG. 1, the number is not limited to three and may be one or more.

The control device 300 is a controller that controls the transfer system 10. That is, the control device 300 is a host computer, and for example, by exchanging information with a plurality of automatic guided vehicles 100A to 100C and a plurality of stations 200A to 200C, the plurality of automatic guided vehicles 100A to 100C and the plurality of stations It controls the operation of 200A to 200C. The control device 300 allocates the load to the plurality of automatic guided vehicles 100A to 100C. Specifically, the control device 300 allocates the load to each of the automatic guided vehicles 100A to 100C by determining which load is to be transferred to which automatic guided vehicle to which station. .. Then, the control device 300 generates information including a transport command indicating load allocation as the control information, and transmits the generated control information to the automatic guided vehicles 100A to 100C.

Next, the functional configuration of the automatic guided vehicles 100A to 100C will be described with reference to FIG.

FIG. 2 is a block diagram showing a functional configuration of an automatic guided vehicle. FIG. 2 shows not only the functional configuration of the automatic guided vehicle 100A in the automatic guided vehicle 10, but also the exchange of information between the automatic guided vehicle 100B, the station 200A, and the control device 300.

Further, although the functional configuration of the automatic guided vehicle 100A will be described below, since the other automatic guided vehicles 100B and 100C also have the same configuration, the description of the functional configuration of the other automatic guided vehicles 100B and 100C will be omitted. In addition, in FIG. 2, the automatic guided vehicle 100A illustrates the case where the automatic guided vehicle 100A exchanges information with the station 200A, and even with the stations 200B and 200C (not shown), the automatic guided vehicle 100A and the station 200A. Exchange information in the same way as during. Therefore, the station 200A in the following description using FIG. 2 can be read as the station 200B or the station 200C.

The automatic guided vehicle 100A functionally includes a first communication unit 110, a second communication unit 120, and a control unit 140. The automatic guided vehicle 100A may further include a third communication unit 130.

The first communication unit 110 transmits / receives information to / from the station 200A. Specifically, the first communication unit 110 functions as a first acquisition unit that acquires station information indicating a load transfer status in the station 200A. Specifically, the station information is such that the station 200A cannot receive the load, and the station 200A receives the load from the automatic guided vehicle 100A within the first hour (for example, 25 seconds) from the present time. Includes first preparatory information indicating whether or not the first preparatory state is capable of transitioning to a ready state. Further, the station information may further include load information indicating whether or not the station 200A has a load. Further, the station information may include identification information indicating that the state indicated by the information included in the station information is the state of the station 200A. In the figure, the station information is also referred to as ST information.

When the automatic guided vehicle 100A stops at the station 200A, the first communication unit 110 acquires the station information of the station 200A from the stopped station 200A. Specifically, the first communication unit 110 acquires station information by performing infrared communication with the station 200A. The first communication unit 110 is realized by, for example, a communication module that performs infrared communication. The first communication unit 110 may periodically and repeatedly acquire station information of the station 200A from the stop destination station 200A at predetermined time intervals.

The first communication unit 110 is supposed to acquire the station information of the station 200A from the stop destination station 200A when the automatic guided vehicle 100A stops at the station 200A, but the present invention is not limited to this. For example, the first communication unit 110 may acquire the station information of the station 200A while the automatic guided vehicle 100A is traveling, or may acquire the station information while the vehicle is stopped at a position different from the station 200A. In this case, the first communication unit 110 may acquire the station information of the station 200A by wireless communication other than infrared communication such as wireless LAN (Local Area Network) and Bluetooth (registered trademark).

Further, the first communication unit 110 may acquire the station information transmitted from the station 200A to the control device 300 via the control device 300. In this case, the first communication unit 110 may periodically and repeatedly acquire station information from all stations 200A to 200C via the control device 300 at predetermined time intervals, or may be a stopped station or a stopped station. The station information of the station scheduled to be stopped may be periodically and repeatedly acquired via the control device 300.

Further, the first communication unit 110 may transmit the first carrier vehicle information including arrival information, transfer request information, transfer enable information, transfer completion information, high-speed transfer information, and the like to the station 200A. The arrival information is information indicating that the automatic guided vehicle 100A has stopped at the station 200A. The transfer request information is information indicating that the automatic guided vehicle 100A will be transferred to the station 200A from now on. The transferable information is information indicating that the automatic guided vehicle 100A is in a state where it can receive a load from the station 200A. The transfer completion information is information indicating that the automatic guided vehicle 100A has received the load from the station 200A. The high-speed transfer information is information indicating that the automatic guided vehicle 100A will be transferred to the station 200A at high speed from now on. At the station 200A that receives the high-speed transfer information, for example, the conveyor is driven at high speed.

The second communication unit 120 transmits / receives information to / from other automatic guided vehicles 100B and 100C. The second communication unit 120 functions as a second acquisition unit that acquires the second transfer vehicle information including the transfer state information indicating the transfer state of the subsequent automatic guided vehicle 100B traveling on the annular route 20. The transport state information may be load information indicating whether or not the subsequent automatic guided vehicle 100B is loaded as a transport state.

The second transport vehicle information may include identification information indicating which automatic guided vehicle the state indicated by the information included in the second transport vehicle information is. Specifically, the second communication unit 120 acquires the information of the second automatic guided vehicle transmitted by the following automatic guided vehicle 100B by wireless communication from the automatic guided vehicle 100B. The second communication unit 120 may acquire the information of the second carrier vehicle transmitted from the automatic guided vehicle 100B to the control device 300 via the control device 300.

The second communication unit 120 transmits the second carrier information including the loading information indicating whether or not the own vehicle is loaded and the approach information indicating that the vehicle is approaching the automatic guided vehicle 100C to the automatic guided vehicle 100C ahead. May be good. Specifically, the second communication unit 120 transmits the second transmission vehicle information including the approach information when the automatic guided vehicle 100C in front of the station is stopped within a predetermined distance. It also functions as a department. In this way, the second communication unit 120 transmits approach information and loading information to the automatic guided vehicle in front of the station when it approaches the automatic guided vehicle 100C in front of the station within a predetermined distance. It is possible to reduce the frequency of transmission of approach information and loading information. Therefore, the second communication unit 120 can reduce the processing load on the transmission.

The second communication unit 120 may transmit the automatic guided vehicle information to the automatic guided vehicle 100C ahead even if it does not approach the automatic guided vehicle 100C in front stopped at the station within a predetermined distance. In this case, the second communication unit 120 repeatedly transmits the second carrier information to the automatic guided vehicle 100C ahead at a plurality of different timings (for example, a predetermined cycle). Further, in this case, when the second communication unit 120 is not approaching the automatic guided vehicle 100C in front within a predetermined distance, the second communication unit 120 transmits the information on the second vehicle that does not include the approach information, and the automatic guided vehicle 100C in front is used. The second carrier information including the approach information is transmitted when the vehicle approaches within a predetermined distance.

In this way, the second communication unit 120 of the automatic guided vehicle 100A transmits approach information when the automatic guided vehicle 100C in front approaches the automatic guided vehicle 100C within a predetermined distance. It is possible to detect that the following automatic guided vehicle 100A has approached within a predetermined distance by receiving. On the contrary, the automatic guided vehicle 100C in front can determine that the following automatic guided vehicle 100A is farther than a predetermined distance when the approach information is not received.

Further, the second communication unit 120 may transmit the second carrier information including the approach information only when the automatic guided vehicle 100C in front of the station is approached within a predetermined distance. Even in this case, the second communication unit 120 of the automatic guided vehicle 100A transmits the second carrier information only when the automatic guided vehicle 100C in front is approached within a predetermined distance, so that the automatic guided vehicle in front is unmanned. The automatic guided vehicle 100C can detect that the following automatic guided vehicle 100A has approached within a predetermined distance by receiving the information on the second automatic guided vehicle. On the contrary, the automatic guided vehicle 100C in front can determine that the following automatic guided vehicle 100A is farther than a predetermined distance when the second automatic guided vehicle information is not received.

Since the following automatic guided vehicle 100B has the same configuration as the automatic guided vehicle 100A, the second communication unit 120 of the automatic guided vehicle 100A is stopped at the station 200A, and the following automatic guided vehicle 100B is an automatic guided vehicle. The second carrier information transmitted when approaching 100A within a predetermined distance will be acquired.

The second communication unit 120 transmits / receives information to / from the following automatic guided vehicle 100B and the automatic guided vehicle 100C in front by wireless communication such as wireless LAN (Local Area Network), Bluetooth (registered trademark), and infrared communication. It is also good.

The third communication unit 130 transmits / receives information to / from the control device 300. Specifically, the third communication unit 130 receives control information from the control device 300. The third communication unit 130 may transmit and receive information to and from the control device 300 by wireless communication such as wireless LAN (Local Area Network), Bluetooth (registered trademark), and infrared communication.

The first communication unit 110, the second communication unit 120, and the third communication unit 130 may use different communication methods or may use communication methods common to each other. That is, the first communication unit 110, the second communication unit 120, and the third communication unit 130 may be realized by different communication modules, or may be realized by a common communication module.

The control unit 140 performs the first transfer control of the automatic guided vehicle 100A according to the control information received from the control device 300. Further, the control unit 140 is based on the station information acquired by the first communication unit 110 and the second transfer vehicle information acquired by the second communication unit 120, and the first transfer is performed without performing the first transfer control. A second transfer control different from the control is performed. Specifically, the control unit 140 waits for the second hour to transfer the load carried on the own vehicle to the station according to the station information and the loading information included in the second transport vehicle information. After finishing the standby, it is determined whether to transfer the load on the own vehicle to the station or to go around the annular route 20, and the transfer control according to the determined result is performed as the second transfer control. The control unit 140 may start the second transport control, for example, six hours (for example, 30 seconds) after the automatic guided vehicle 100A stops at the position of the station 200A.

Next, a specific example of the transfer control by the control unit 140 will be described with reference to FIGS. 3 to 7.

FIG. 3 is a diagram for explaining a first example of transport control by the control unit.

In the first example, it is assumed that the third communication unit 130 of the automatic guided vehicle 100A receives the control information including the transport command for transporting the load 31 to the station 200A from the control device 300.

As shown in FIG. 3A, the automatic guided vehicle 100A travels on the annular route 20 and stops at the position of the station 200A. In the automatic guided vehicle 100A, the first communication unit 110 receives station information indicating no load from the station 200A.

Then, as shown in FIG. 3 (b), the control unit 140 of the automatic guided vehicle 100A indicates that (i) the station information corresponds to the corresponding station in the automatic guided vehicle 100A, and (ii). ) The loading information included in the second automated guided vehicle information of the following automatic guided vehicle 100B indicates no load, or the loading information, that is, the second automated guided vehicle information is not acquired from the following automatic guided vehicle 100B. In this case, it is determined that the first transport control for transferring the load 31 on the own vehicle to the station 200A is performed. Therefore, in the first example, the control unit 140 performs the first transfer control.

In the first example, when the station information indicates that the corresponding station is unloaded, the control unit 140 does not have to refer to the second carrier vehicle information. This is because the automatic guided vehicle 100A can transfer the load to the station 200A, and it is not necessary to consider whether or not the subsequent automatic guided vehicle 100B is loaded.

FIG. 4 is a diagram for explaining a second example of transport control by the control unit.

In the second example, in the third communication unit 130 of each of the automatic guided vehicles 100A and 100B, the automatic guided vehicle 100A conveys the load 31 to the station 200A, and the automatic guided vehicle 100B conveys the load 34 to the station 200C. It is assumed that the control information including the transfer command to be performed is received from the control device 300.

As shown in FIG. 4A, the automatic guided vehicle 100A travels on the annular route 20 and stops at the position of the station 200A. In the automatic guided vehicle 100A, the first communication unit 110 receives station information indicating that there is a load from the station 200A. After that, when the following automatic guided vehicle 100B travels on the annular route 20 and approaches the automatic guided vehicle 100A stopped at the position of the station 200A within a predetermined distance, the automatic guided vehicle 100B includes loading information indicating that there is a load. 2 Send the guided vehicle information. As a result, the second communication unit 120 of the automatic guided vehicle 100A receives the second carrier information transmitted from the automatic guided vehicle 100B.

Then, as shown in FIG. 4B, the control unit 140 of the automatic guided vehicle 100A indicates that the station corresponding to the station information has a load in the automatic guided vehicle 100A, and the following automatic guided vehicle When the loading information of 100B indicates that there is loading, it is determined that the control is performed to go around the annular path 20. Therefore, in the second example, the control unit 140 of the automatic guided vehicle 100A orbits the annular route 20 as a second transport control different from the first transport control according to the transport command by the control device 300. As a result, the following automatic guided vehicle 100B can travel to the station 200C according to the control information because the automatic guided vehicle 100A has traveled forward from the stop position of the station 200A.

As described above, when the station 200A has a load 33 and the succeeding automatic guided vehicle 100B is loaded, when the station 200A waits, the succeeding automatic guided vehicle 100B also stands by, so that the transport efficiency deteriorates. .. Therefore, in this case, the automatic guided vehicle 100A orbits the annular route 20 with priority given to the transfer of the subsequent automatic guided vehicle 100B without waiting, so that the transportation efficiency can be improved.

FIG. 5 is a diagram for explaining a third example of transport control by the control unit.

In the third example, in the third communication unit 130 of each of the automatic guided vehicles 100A and 100B, the automatic guided vehicle 100A conveys the load 31 to the station 200A, and the automatic guided vehicle 100B conveys the load 34 to the station 200C. It is assumed that the control information including the transfer command to be performed is received from the control device 300.

As shown in FIG. 5A, the automatic guided vehicle 100A travels on the annular route 20 and stops at the position of the station 200A. In the automatic guided vehicle 100A, the first communication unit 110 receives station information indicating the first preparation state from the station 200A. After that, when the following automatic guided vehicle 100B travels on the annular route 20 and approaches the automatic guided vehicle 100A stopped at the position of the station 200A within a predetermined distance, the automatic guided vehicle 100B includes loading information indicating that there is a load. 2 Send the guided vehicle information. As a result, the second communication unit 120 of the automatic guided vehicle 100A receives the second carrier information transmitted from the automatic guided vehicle 100B.

Then, as shown in FIG. 5B, when the control unit 140 of the automatic guided vehicle 100A indicates that the first preparation information included in the station information is in the first preparation state in the transfer control. , It is determined that the transfer of the load on the own vehicle to the station 200A is to wait for the second time (for example, 30 seconds). That is, in this case, the control unit 140 of the automatic guided vehicle 100A indicates that the station 200A has a load, and the loading information of the subsequent automatic guided vehicle 100B indicates that the station 200B has a load. It waits for the second time without going around the circular path 20 as in the example of 2. Therefore, in the third example, the control unit 140 of the automatic guided vehicle 100A stands by for a second time as a second transport control different from the first transport control according to the transport command by the control device 300. The second time is, for example, several seconds longer than the first time.

As described above, even when the station 200A has a load 33 and the following automatic guided vehicle 100B is loaded, if the station 200A is in the first preparation state, the station 200A is unmanned within the first hour. The load 31 can be received from the automatic guided vehicle 100A. Therefore, waiting for the load 31 to be transferred to the station 200A does not easily affect the transport efficiency of the subsequent automatic guided vehicle 100B. Therefore, it is possible to improve the transport efficiency by waiting rather than going around the annular path 20.

FIG. 6A is a diagram for explaining a fourth example of transport control by the control unit.

In the fourth example, the third communication unit 130 of each of the automatic guided vehicles 100A and 100B receives a transport command in which the automatic guided vehicle 100A transports the load 31 to the station 200A and the automatic guided vehicle 100B receives the load 32 from the station 200C. It is assumed that the control information including the transport command is received from the control device 300.

As shown in FIG. 6A (a), the automatic guided vehicle 100A travels on the annular route 20 and stops at the position of the station 200A. In the automatic guided vehicle 100A, the first communication unit 110 receives station information indicating that there is a load from the station 200A. After that, the following automatic guided vehicle 100B travels on the circular route 20, and when it approaches the automatic guided vehicle 100A stopped at the position of the station 200A within a predetermined distance, the automatic guided vehicle 100B includes loading information indicating no load. 2 Send the guided vehicle information. As a result, the second communication unit 120 of the automatic guided vehicle 100A receives the second carrier information transmitted from the automatic guided vehicle 100B.

Then, as shown in FIG. 6A (b), the control unit 140 of the automatic guided vehicle 100A indicates that the station information has a load on the station 200A in the automatic guided vehicle 100A, and the following automatic guided vehicle When the loading information of 100B indicates that there is no loading, it is determined that the loading 31 on the own vehicle is to be transferred to the station 200A for the second hour. Therefore, in the fourth example, the control unit 140 of the automatic guided vehicle 100A stands by for a second time as a second transport control different from the first transport control according to the transport command by the control device 300.

The control unit 140 of the automatic guided vehicle 100A is similarly the same as long as the station information indicates that the station has a load on the 200A even when the following automatic guided vehicle 100B is farther than a predetermined distance. Judge to wait for 2 hours. The second time referred to here is the same as the second time in the third example.

In this way, if the station 200A has a load 33 and the following automatic guided vehicle 100B has no load or the succeeding automatic guided vehicle 100B is not approaching the own vehicle, the load 33 should be transferred to the station 200A. Even if it stands by, it does not easily affect the transport efficiency of the following automatic guided vehicle 100B. Therefore, it is possible to improve the transport efficiency by waiting rather than going around the annular path 20.

FIG. 6B is a diagram for explaining a fifth example of transport control by the control unit.

The fifth example is an example of control while waiting for the second time in the fourth example.

As shown in FIG. 6B (c), in the automatic guided vehicle 100A, the control unit 140 is included in the station information repeatedly acquired from the station 200A by the first communication unit 110 while waiting for the second time. It is detected that the first preparation information is changed from the non-preparation state to the first preparation state. In FIG. 6B and the following figures, it is also indicated that the first preparation state is being prepared.

Then, as shown in FIG. 6B (d), when the control unit 140 of the automatic guided vehicle 100A detects that the state of the station 200A has changed from the non-first preparation state to the first preparation state, the first preparation is performed. Wait for an additional third hour (for example, 30 seconds) from the time when the state changes. The third time may be the same as the second time or may be different from the second time. The third hour is longer than the first hour.

As described above, when the state of the station 200A transitions to the first preparation state during the second time standby at the station 200A, the station 200A is in a state where the load can be received within the first hour. Therefore, waiting for the load 31 to be transferred to the station 200A does not easily affect the transport efficiency of the subsequent automatic guided vehicle 100B. Therefore, it is possible to improve the transport efficiency by waiting rather than going around the annular path 20.

The control unit 140 said that the control unit 140 of the automatic guided vehicle 100A waits for a further third hour from the time when the automatic guided vehicle 100A changes to the first preparation state, but the third time after the first second time standby is completed. You may wait for a while.

Further, in the first to fourth examples, the automatic guided vehicle 100B may stop at a position behind the automatic guided vehicle 100A after transmitting the information on the second vehicle. Further, if the automatic guided vehicle 100A travels forward from the position of the station A while traveling a predetermined distance after transmitting the second vehicle information, the automatic guided vehicle 100B can travel as it is without stopping. good.

Further, in the third and fifth examples, when the station information acquired from the station 200A is switched from loaded to unloaded while the automatic guided vehicle 100A is on standby, the control unit 140 of the automatic guided vehicle 100A controls the load 31. Will be transferred to the station 200A.

[2. motion]
Next, the transport control of the automatic guided vehicle will be described with reference to FIGS. 7 and 8.

FIG. 7 is a flowchart for explaining an example of transport control of an automatic guided vehicle. Hereinafter, the automatic guided vehicle 100A will be described as an example. The same operation is performed on the automatic guided vehicles 100B and 100C. This transport control is performed after the automatic guided vehicle 100A has stopped at the position of the station 200A. Note that the flowchart of FIG. 7 is an example of a configuration in which the automatic guided vehicle information is transmitted when each of the automatic guided vehicles 100A to 100C approaches the automatic guided vehicle in front within a predetermined distance.

As shown in FIG. 7, the first communication unit 110 of the automatic guided vehicle 100A acquires station information regarding the transfer of the load at the station 200A (S10).

Next, the control unit 140 determines whether or not the second communication unit 120 has acquired the second carrier information including the loading information indicating whether or not the subsequent automatic guided vehicle 100B traveling on the annular route 20 is loaded. (S20).

If the second carrier information is acquired by the second communication unit 120 (Yes in S20), the control unit 140 is acquired by the station information acquired by the first communication unit 110 and by the second communication unit 120. The second transport control is executed according to the second transport vehicle information (S30). The details of the second transfer control will be described later. The control unit 140 starts the second transfer control, for example, after the automatic guided vehicle 100A stops at the position of the station 200A and waits for a sixth time (for example, 30 seconds). Further, when the control unit 140 repeatedly acquires step S10 during the sixth hour standby and thereby acquires station information indicating that there is no load, the control unit 140 ends the standby and executes the first transfer control.

If the automatic guided vehicle 100A is stopped at the position of the station 200A and then is determined to be Yes in step S20 without waiting for the sixth time, the control unit 140 may immediately start the second transport control. good.

If the station information acquired in step S10 indicates that there is no load, the control unit 140 may perform step S50 without performing steps S20 and S30. That is, in this case, after acquiring step S10, the control unit 140 determines whether or not the station information indicates no load, and if the station information indicates no load, performs step S60.

If the second carrier vehicle information is not acquired by the second communication unit 120 (No in S20), the control unit 140 determines whether or not the station information indicates that the station 200A has a load (S50). ..

When the station information indicates that the station 200A is unloaded (No in S50), the control unit 140 executes the first transfer control according to the station information acquired by the first communication unit 110 (S60). .. That is, the control unit 140 transfers the load to and from the station designated by the transport command included in the control information acquired from the control device 300.

When the station information indicates that the station 200A has a load (Yes in S50), the control unit 140 returns to step S20.

FIG. 8 is a flowchart for explaining a detailed example of the second transport control of the automatic guided vehicle.

As shown in FIG. 8, the control unit 140 of the automatic guided vehicle 100A determines whether or not the station information indicates that the station 200A has a load (S31).

When the station information indicates that the station 200A has a load (Yes in S31), the control unit 140 determines whether or not the first preparation information included in the station information indicates the first preparation state. (S32).

On the other hand, when the control unit 140 determines in step S31 that the station information indicates that the station 200A is unloaded (No in S31), the control unit 140 gives an instruction by a transport command included in the control information acquired from the control device 300. The load 31 is transferred to the station 200A (S39).

When the control unit 140 indicates that the first preparation information is not in the first preparation state (No in S32), the control unit 140 determines whether or not the loading information included in the second transport control indicates that there is a load. Judgment (S33).

When the loading information indicates that there is a load (Yes in S33), the control unit 140 goes around the annular path 20 (S34). In this case, since the control unit 140 is the case of the second example described above, the control unit 140 goes around the annular route 20 with priority given to the transfer of the following automatic guided vehicle 100B without waiting at the station 200A.

The control unit 140 starts waiting (S35) when the first preparation information indicates the first preparation state (Yes in S32) or when the loading information indicates no load (No in S33). ). After that, since the control unit 140 becomes the case of the third example or the case of the fourth example described above, until the station 200A changes to a state where the load 31 can be received from the automatic guided vehicle 100A. Alternatively, wait until the second hour elapses.

The control unit 140 determines whether or not the second time has elapsed since the standby was started (S36).

If the second time has elapsed from the start of the standby (Yes in S36), the control unit 140 executes step S34 and orbits the circular path 20.

If the second time has not elapsed (No in S36), the control unit 140 causes the first communication unit 110 to acquire station information (S37), and the state indicated by the first preparation information included in the acquired station information is displayed. It is determined whether or not the state that is not the first preparation state has changed to the first preparation state (S38). In addition, when the state indicated by the first preparation information included in the station information has already changed from the state which is not the first preparation state to the first preparation state, the control unit 140 determines that it is Yes.

When the state indicated by the first preparation information changes to the first preparation state (Yes in S38), the control unit 140 further determines whether or not a third time has elapsed since the change to the first preparation state. (S39). In this case, the control unit 140 has detected the fifth case described above, so that the station 200A changes to a state in which the load 31 can be received from the automatic guided vehicle 100A, or is in the first preparation state. Wait until the third hour elapses from the time of change. Here, the third time may be the same as the second time.

If the third time has elapsed from the change to the first preparation state (Yes in S39), the control unit 140 executes step S34 and orbits the annular path 20.

If the state indicated by the first preparation information has not changed to the first preparation state in step S38 (No in S38), the control unit 140 returns to step S31 and performs the processing of step S31.

Further, if the third time has not elapsed in step S39 (No in S39), the control unit 140 returns to step S31. In this case, in step S31, the control unit 140 may have the first communication unit 110 acquire the station information again. As a result, the control unit 140 redetermines whether or not the state related to the transfer of the station 200A has changed during the standby for a predetermined time, and if the state changes, the load is transferred to the station 200A or recirculates. Can be decided.

Further, for example, the control unit 140 can detect that the station information has changed to a state where the station 200A has no load by performing step S31 again. In this case, the control unit 140 has no load on the station 200A, so the control unit 140 transfers the load 31 to the station 200A.

[3. Effect etc.]
In the transport system 10 according to the present embodiment, the control device 300, the stations 200A to 200C for transferring the load, and the annular route 20 travel in one direction, and the control device 300 receives control information. It is provided with a plurality of automatic guided vehicles 100A to 100C that perform a first transport control for transferring a load between the stations 200A to 200C. Each of the plurality of automatic guided vehicles 100A to 100C has a first communication unit 110, a second communication unit 120, and a control unit 140. The first communication unit 110 acquires station information regarding the transfer of loads in each of the stations 200A to 200C. The second communication unit 120 acquires loading information indicating whether or not a subsequent automatic guided vehicle traveling on the annular route 20 is loaded. The control unit 140 performs a second transport control different from the first transport control based on the station information and the loading information.

According to this, the control unit 140 performs the second transport control according to the transfer status of the load at the station and the presence / absence of the load of the subsequent automatic guided vehicle based on the station information. Therefore, the automatic guided vehicle 100A can appropriately select one of the transfer of the load, the lap again, and the standby without inquiring to the control device 300, and execute the selected control. Therefore, the transport efficiency can be improved. In this way, the control device 300 in the transfer system 10 does not monitor the transfer control of the automatic guided vehicles 100A to 100C, and the control unit 140 of the automatic guided vehicle executes a determination for efficient transfer control according to the situation. can. As a result, the frequency of communication with the control device 300 can be reduced, and the processing load on the communication can be reduced. Further, since the time required for communication can be reduced, the response speed for transport control of the automatic guided vehicles 100A to 100C can be improved.

[4. Modification example]
[4-1. Modification 1]
Next, a modification 1 will be described.

In the above embodiment, the case where the automatic guided vehicles 100A to 100C transfer the load to each station 200A to 200C, that is, unload the load has been described. In the first modification, a case where the automatic guided vehicles 100A to 100C receive the load from the stations 200A to 200C will be described. Each configuration of the transfer system 10 is the same as that of the embodiment, but the third communication unit 130 and the control unit 140 of the automatic guided vehicles 100A to 100C may have further functions.

For example, when the control unit 140 receives a load from the station 200A, the station information indicates that the station 200A has no load, and the loading information of the subsequent automatic guided vehicle 100B indicates that there is no load. If so, (i) ignore the control information from the control device 300, and (ii) generate an allocation request requesting that the following automatic guided vehicle 100B receive the load. The third communication unit 130 also functions as a second transmission unit that transmits the allocation request generated by the control unit 140 to the control device 300.

A first example of transport control in the first modification will be described with reference to FIG. 9.

FIG. 9 is a diagram for explaining a first example of transport control by the control unit in the modified example 1.

In the first example of the first modification, the third communication unit 130 of each of the automatic guided vehicles 100A and 100B receives a transport command for the automatic guided vehicle 100A to receive the load from the station 200A, and the automatic guided vehicle 100B receives the load from the station 200C. It is assumed that the control information including the transfer command to be received is received from the control device 300.

As shown in FIG. 9A, the automatic guided vehicle 100A travels on the annular route 20 and stops at the position of the station 200A. In the automatic guided vehicle 100A, the first communication unit 110 receives station information indicating no load from the station 200A. After that, when the following automatic guided vehicle 100B travels on the annular route 20 and approaches the automatic guided vehicle 100A stopped at the position of the station 200A within a predetermined distance, the automatic guided vehicle 100B includes loading information indicating no load. 2 Send the guided vehicle information. As a result, the second communication unit 120 of the automatic guided vehicle 100A receives the second carrier information transmitted from the automatic guided vehicle 100B.

Then, as shown in FIG. 9B, the control unit 140 of the automatic guided vehicle 100A indicates that the automatic guided vehicle 100A receives a load from the station 200A in the transfer control, and the station information indicates that the station 200A has no load. If the loading information of the following automatic guided vehicle 100B indicates that there is no load, the allocation is required to ignore the control information from the control device 300 and have the following automatic guided vehicle 100B receive the load. The request is transmitted to the control device 300. Upon receiving the allocation request, the control device 300 changes the control information to include, for example, a transport command in which the automatic guided vehicle 100A receives the load from the station 200C and a transport command in which the automatic guided vehicle 100B receives the load from the station 200A. The changed control information is transmitted to a plurality of automatic guided vehicles 100A to 100C. Therefore, the automatic guided vehicle 100A travels to the station 200C, and the automatic guided vehicle 100B travels to the station 200A and stands by. As described above, the control device 300 can change the allocation of the load to the automatic guided vehicles 100A to 100C according to the allocation request, and can improve the transportation efficiency of the automatic guided vehicles 100A and 100B.

In addition, the station information is in a state where the load has not arrived at the station and the load cannot be transferred to the automatic guided vehicle, and the load is transferred to the automatic guided vehicle within the fourth hour from the present time. It may include a second preparatory information indicating whether or not it is a second preparatory state capable of transitioning to a state in which it can be placed.

FIG. 10 is a diagram for explaining a second example of transport control by the control unit in the first modification.

In the second example of the first modification, the third communication unit 130 of each of the automatic guided vehicles 100A and 100B receives a transport command for the automatic guided vehicle 100A to receive the load from the station 200A, and the automatic guided vehicle 100B receives the load from the station 200C. It is assumed that the control information including the transfer command to be received is received from the control device 300.

As shown in FIG. 10A, the automatic guided vehicle 100A travels on the annular route 20 and stops at the position of the station 200A. In the automatic guided vehicle 100A, the first communication unit 110 receives station information indicating the second preparation state from the station 200A. In addition, in FIG. 10, it is also described that the second preparation state is being prepared. After that, when the following automatic guided vehicle 100B travels on the annular route 20 and approaches the automatic guided vehicle 100A stopped at the position of the station 200A within a predetermined distance, the automatic guided vehicle 100B includes loading information indicating no load. 2 Send the guided vehicle information. As a result, the second communication unit 120 of the automatic guided vehicle 100A receives the second carrier information transmitted from the automatic guided vehicle 100B.

Then, as shown in FIG. 10B, the control unit 140 of the automatic guided vehicle 100A receives a load from the station 200A in the transfer control, and the second preparing information included in the station information is the second. 2 If it indicates that the vehicle is in a ready state and the loading information of the following automatic guided vehicle 100B indicates that there is no load, it is determined that the vehicle will wait for the fifth hour (for example, 30 seconds). That is, in this case, the control unit 140 of the automatic guided vehicle 100A is deformed even if the station information indicates that the station 200A has no load and the loading information of the subsequent automatic guided vehicle 100B indicates that there is no load. As in the first example of Example 1, the automatic guided vehicle 100B is waited for a fifth time without transmitting an allocation request for allocating the transfer of the load from the station 200A. Therefore, in the second example of the modified example 1, the control unit 140 of the automatic guided vehicle 100A waits for a fifth time as a second transport control different from the first transport control according to the transport command by the control device 300. The fifth time is, for example, several seconds longer than the fourth time.

In this way, even when the load is received from the station 200A, the station 200A has no load, and the subsequent automatic guided vehicle 100B is not loaded, the fourth is in the second ready state. Since the load can be received from the station 200A within an hour, waiting for the load to be transferred from the station 200A does not easily affect the transport efficiency of the subsequent automatic guided vehicle 100B. Therefore, it is possible to improve the transport efficiency by waiting rather than going around the annular path 20.

[4-2. Modification 2]
In the above embodiment and the first modification thereof, the transport state information is not limited to the loading information, but is, for example, the allocation presence / absence information indicating whether or not the vehicle is assigned the transport command. There may be. When the transport status information is the allocation presence / absence information, the control unit 140 indicates that the vehicle is assigned the transport command, and the loading information in the above embodiment and the modification 1 thereof is loaded. The same control as shown is performed, and the same control as when the loading information indicates no load is performed when the vehicle indicates that the vehicle is not assigned a transport command.

The transport command may include urgent information indicating whether or not the transport of the load is urgent. In this case, the control unit 140 may determine the second transport control based on whether or not the transport command assigned to the following automatic guided vehicle includes emergency information, instead of the allocation presence / absence information. That is, the control unit 140 is the same as the case where the loading information of the succeeding automatic guided vehicle in the above embodiment indicates that the vehicle is loaded when the transport command assigned to the succeeding automatic guided vehicle includes emergency information. When the control is executed and the transport command assigned to the succeeding automatic guided vehicle does not include emergency information, the same control as when the loading information of the succeeding automatic guided vehicle in the above embodiment indicates no load is performed. Execute.

(Other embodiments)
The tracked carrier system of the present invention has been described above based on the embodiment. However, the present invention is not limited to the above embodiment. As long as it does not deviate from the gist of the present invention, a form obtained by applying various modifications conceived by those skilled in the art to the present embodiment, or a form constructed by combining a plurality of the above-described components is also within the scope of the present invention. include.

According to the above embodiment, the transfer device is provided in each station 200A to 200C, but the present invention is not limited to this, and the transfer device may be provided in each automatic guided vehicle 100A to 100C. ..

INDUSTRIAL APPLICABILITY The present invention is useful as an automatic guided vehicle, a transport system, or the like that can improve transport efficiency.

10 Transport system 20 Circular route 31 to 34 Load 100A to 100C Automated guided vehicle 110 First communication unit 120 Second communication unit 130 Third communication unit 140 Control unit 200A to 200C Station 300 Control device

Claims (11)

Automated guided vehicle that performs the first transport control to transfer the load to and from the station in response to the transport command included in the control information received from the control device that travels in one direction on the circular route and allocates the load. It ’s a car,
The first acquisition unit that acquires station information indicating the transfer status of the load at the station, and
A second acquisition unit that acquires transport state information indicating the transport state of the subsequent automatic guided vehicle traveling on the circular route, and
A control unit that performs a second transfer control different from the first transfer control without performing the first transfer control based on the station information and the transfer state information is provided .
The station information is
Load information indicating whether or not there is a load at the station, and
Whether or not the station is in a state in which the load cannot be received and is in the first preparation state in which the station can transition to a state in which the load can be received from the automatic guided vehicle within the first hour from the present time. Including the first preparation information indicating
The transport state information is load information indicating whether or not the subsequent automatic guided vehicle is loaded as the transport state.
The control unit waits for the second hour to transfer the load loaded on the own vehicle to the station according to the station information and the previously described load information, or finishes the standby and puts the load on the own vehicle. It is determined whether to transfer the load to the station or to go around the annular route, and the transfer control according to the determined result is performed as the second transfer control.
Automated guided vehicle. In the second transport control, when the station information indicates that the station is loaded and the previously described load information indicates that the station is loaded, the control unit makes a claim to go around the annular route. The automatic guided vehicle according to item 1 . When the control unit indicates in the second transport control that the first preparation information included in the station information is in the first preparation state, the control unit transfers the load loaded on the own vehicle to the station. The automatic guided vehicle according to claim 1 or 2 , which waits for the second time to be transferred. The control unit
In the second transport control, (i) the station information indicates that the station has a load, and (ii) the previously described load information indicates no load, or the subsequent automatic guided vehicle. Is more than a given distance
The automatic guided vehicle according to any one of claims 1 to 3 , which waits for the second time to transfer the load carried on the own vehicle to the station. The first acquisition unit repeatedly acquires the station information while the automatic guided vehicle is waiting at the station.
While the control unit is waiting for the second time in the second transport control, the state indicated by the first preparation information included in the station information repeatedly acquired by the first acquisition unit is indicated. The automatic guided vehicle according to claim 4 , wherein when the vehicle changes from the non-first preparation state to the first preparation state, the automatic guided vehicle waits for a further third time from the change to the first preparation state. When the control unit receives a load from the station, the station information indicates that the station is unloaded, and the previously described load information indicates that there is no load, (i) said. Ignoring the control information from the controller and (ii) generating an allocation request requesting the subsequent automated guided vehicle to receive the load.
The automatic guided vehicle is further enhanced.
The automatic guided vehicle according to any one of claims 1 to 5 , further comprising a second transmission unit that transmits the allocation request generated by the control unit to the control device. Further, the station information is in a state where the load has not arrived at the station, the load cannot be transferred to the automatic guided vehicle, and the load is delivered to the automatic guided vehicle within the fourth hour from the present time. Includes second preparation information indicating whether or not it is a second preparation state that can be transferred to a state that can be transferred to.
The control unit indicates that the load is received from the station, the second preparing information included in the station information is in the second preparing state, and the previously described load information is unloaded. The automatic guided vehicle according to any one of claims 1 to 6 , which waits for the fifth hour. Moreover,
When the automatic guided vehicle in front stopped at the station is approached within a predetermined distance, the approach information indicating that the automatic guided vehicle in front is approached is transmitted to the automatic guided vehicle in front. The automatic guided vehicle according to any one of claims 1 to 7 , further comprising a transmitter. The automatic guided vehicle according to any one of claims 1 to 8 , wherein the control unit starts the second transport control 6 hours after stopping at the station for load transfer. Automated guided vehicle that performs the first transport control to transfer the load to and from the station in response to the transport command included in the control information received from the control device that travels in one direction on the circular route and allocates the load. It ’s a car,
The first acquisition unit that acquires station information indicating the transfer status of the load at the station, and
A second acquisition unit that acquires transport state information indicating the transport state of the subsequent automatic guided vehicle traveling on the circular route, and
A control unit that performs a second transfer control different from the first transfer control without performing the first transfer control based on the station information and the transfer state information is provided.
The station information is
Load information indicating whether or not there is a load at the station, and
Whether or not the station is in a state in which the load cannot be received and is in the first preparation state in which the station can transition to a state in which the load can be received from the automatic guided vehicle within the first hour from the present time. Including the first preparation information indicating
The transport state information is allocation presence / absence information indicating whether or not the following automatic guided vehicle is a vehicle to which the transport command is assigned.
The control unit transfers the load loaded on the own vehicle to the station or transfers the load loaded on the own vehicle to the station according to the station information and the allocation presence / absence information. It is determined whether to wait for 2 hours or to go around the annular route, and the transfer control according to the determined result is performed as the second transfer control.
Automated guided vehicle. A control device for allocating the transport of the load, a station for transferring the load, and the station traveling in one direction on an annular route according to a transport command included in the control information received from the control device. It is a transport system equipped with a plurality of automatic guided vehicles that perform a first transport control for transferring loads between them.
Each of the plurality of automatic guided vehicles
The first acquisition unit that acquires station information regarding the transfer of cargo at the station, and
A second acquisition unit that acquires transport state information indicating the transport state of the subsequent automatic guided vehicle traveling on the circular route, and
A control unit that performs a second transfer control different from the first transfer control based on the station information and the transfer state information is provided.
The station information is
Load information indicating whether or not there is a load at the station, and
Whether or not the station is in a state in which the load cannot be received and is in the first preparation state in which the station can transition to a state in which the load can be received from the automatic guided vehicle within the first hour from the present time. Including the first preparation information indicating
The transport state information is load information indicating whether or not the subsequent automatic guided vehicle is loaded as the transport state.
The control unit of each of the plurality of automatic guided vehicles transfers the load loaded on the automatic guided vehicle including the control unit to the station in accordance with the station information and the load information described above. It is determined whether to wait, to end the standby and transfer the load loaded on the vehicle to the station, or to go around the annular route, and the transfer control according to the determined result is performed by the second transfer. Do as control
Transport system.

Images