JPH02311907A - Driving command producing device for unmanned carrier - Google Patents

Abstract

PURPOSE:To attain an accurate driving command system for unmanned carrier at a low cost by driving the unmanned carrier with the automatic driving/ steering control secured from a driving start point through the driving end point of a guide path based on a driving command which is automatically produced. CONSTITUTION:A map information input means 32 for a guide path where an unmanned carrier is driven is used together with a map information production means 34, a driving start/end point input means 36 for unmanned carrier, a driving section production means 37, and a ground device 30 provided with a transmission means 31. Simultaneously, the unmanned carrier is provided with a reception means 41 and a driving command production means 40. Consequently, the information on the layout of the guide path is automatically produced together with the on-carrier map information and the driving route information just by instructing the driving start/end points and jobs of the carrier. Furthermore the driving commands are sequentially and automatically produced based on those information, and the carrier can be driven to its destination. Thus the accuracy is improved for the produced driving commands at the low cost.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a device for creating travel commands for an automatic guided vehicle such as a forklift.

[Conventional technology]

Conventionally, unmanned guided vehicles (hereinafter referred to as
When driving a vehicle (referred to as a vehicle) along a predetermined travel route on a taxiway, it is first necessary to create an on-vehicle map necessary for controlling the vehicle's travel.

This map is created, for example, by an operator dividing the taxiway into a plurality of sections based on a layout drawing of the taxiway and analyzing the connection state of the plurality of sections.

Furthermore, it is necessary to create a travel command for the vehicle to travel along the predetermined travel route based on the map.

In this case, the operator selects sections within the traveling section of the vehicle to the destination while referring to the above map, then arranges the sections in the order of progress of the vehicle, and thus obtains the order of the sections (travel route). ) to create a driving command for driving the vehicle.

In this case, the operator needs to refer to the map and create a map that describes the behavior of the vehicle at each point on the travel route.

Then, the map and the contents indicating the travel command are stored in the memory of the vehicle, and the vehicle is driven based on the contents stored in the memory.

[Problem to be solved by the invention]

However, creating a map to be stored in the memory is extremely time-consuming and requires a large number of man-hours since it relies on manual labor.

In addition, the creation of travel commands often relies on manual calculations and so-called intuition while referring to a map. Therefore, even if the travel command has been determined by an expert, it may not be created as an appropriate travel command, and It has the problem of lacking sexiness.

Furthermore, creating this travel command takes more effort than creating a map, and therefore requires a large number of man-hours.

Moreover, maps and travel commands can be used to change taxiway layouts,
Since it is necessary to make and create each change in the travel route individually, there is a problem in that there is a lack of flexibility in changing the layout and route.

As described above, the conventional technology has problems such as an increase in system development costs and lack of flexibility in changing the reliability of the created travel command and the layout and route.

The present invention has been made in view of these circumstances, and an object of the present invention is to provide a travel command generation device for an automatic guided vehicle that solves these problems.

[Means and effects for solving the problem] Therefore, the present invention provides a map information input means for manually inputting map information of a taxiway on which an automatic guided vehicle travels, and a map information input means for inputting the map information of the taxiway inputted by the map information manual means. map information creation means for dividing the taxiway into a plurality of sections and creating map information regarding the plurality of sections based on the above, and a travel start point and a travel end point of the automatic guided vehicle on the taxiway; the plurality of sections based on the map information created by the map information creation means and the travel start and end points input by the travel start and end point input means; a traveling section creation means for creating traveling section information indicating a traveling order of sections corresponding to the traveling section in which the automatic guided vehicle should travel; and map information created by the map information creating means and the traveling section information creation. a ground device having a transmitting means for transmitting traveling section information created by the means to the automatic guided vehicle, and a receiving means for receiving the transmission content of the transmitting means;
The automatic guided vehicle is provided with a traveling command creation means for creating a traveling command for the automatic guided vehicle to travel on a section corresponding to the traveling section in the traveling order based on the content received by the receiving means, The automatic guided vehicle is caused to travel along the guideway from the travel start point to the travel end point based on the travel command.

In other words, taxiway map information, that is! By simply inputting information regarding the layout of the taxiway in 11, map information in which the taxiway is divided into a plurality of sections is automatically created.

Then, by simply inputting the travel start point and travel end point of the automatic guided vehicle, the travel section information of the automatic guided vehicle, that is, the travel route, is automatically created based on the created map information.

Once the map information and driving section information are obtained in this way, these are transmitted to the automated guided vehicle, received by the automated guided vehicle, and
In the automatic guided vehicle, a travel command is automatically created based on the received content.

Based on the travel command automatically created in this way, the automatic guided vehicle can travel automatically from the travel start point to the travel end point on the guideway, and the steering angle is controlled.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of an automatic guided vehicle travel command generation device according to the present invention will be described with reference to the drawings.

FIG. 2 shows a part of a guideway on which an automatic guided vehicle such as a forklift travels.

As shown in the figure, this taxiway R is located along the travel line 14°15.16, along which the automatic guided vehicle (hereinafter referred to as vehicle) travels
17, 18 and 19, with station A on the running line 14 and station A on the running line 16, 17 and 1
Stations B, C, and D are set on station 8, respectively. Further, the traveling line 14 intersects the traveling line 19 and the traveling line 15 at intersections 20 and 21, respectively, and the traveling line 1
5 has intersections 22 on travel lines 16, 17 and 18, respectively.
．． 23 and 24 intersect.

As will be described later, the taxiway R is divided into a plurality of sections as indicated by dotted lines in the figure, and each section has section identification numbers 1,
2, 3, 4, 5, 6, 7, 8, 9 degrees 10, 11, 12 and 13 are given.

Further, in the figure, 25 indicates a wall within the premises where the taxiway R is laid, and 26 indicates a pillar within the premises.

In the embodiment, the main components are a guide wire buried under the road surface to guide the vehicle (that is, this means the above-mentioned guide route R), an excitation power source that supplies current to the guide wire, and a driving route information for the vehicle. and a central control unit 30 for providing map information and traffic control, and a cargo handling station for exchanging cargo with processing machines, assembly lines, automatic racks, etc.
In other words, this means stations A to D), a traveling function mounted on a vehicle and running along the taxiway R, and an operation for automatically loading and unloading cargo at the cargo handling station. It is assumed that an unmanned transportation system is composed of an on-vehicle device 40 having functions, and FIG.
1 is a block diagram for explaining an on-vehicle device 40, and conceptually shows an example of a travel command generation device according to the present invention.

Note that the technique for controlling the steering of the vehicle so as not to deviate from the course along the guide line is well known, and therefore a description thereof will be omitted. The travel route information and map information are transmitted to the communication device 31 of the central control device 30.
and the central control device 30 via the communication device 41 of the on-board device 40.
It is assumed that the on-vehicle device 40 is provided with the following information.

Now, the driving pattern of vehicles on the above taxiway R is as follows:
As is clear from Figure 2, the starting point is the station (
(waiting point) and destination station (cargo handling point where cargo is loaded and unloaded by vehicles)
various combinations, point A - point B, point B = point A, point A = point C, point 0 - point A, point A → point D, point D = point A, point B = point C,
Point C → Point B, Point C → Point D, Point D = Point C, Point B → Point D, D
There is point → point B.

The taxiway layout input device 32 of the central control unit 30 shown in FIG. Running line 14
~19, intersections 20~24, walls 25, pillars 26, etc. 2
CA the dimensional coordinate position (hereinafter referred to as layout data)
This is input using a method such as D.

When the layout data of the taxiway R is inputted by the taxiway layout input device 32, this layout data is stored in the taxiway layout storage device 33.

Next, in the taxiway layout analysis bag 6f34, based on the contents stored in the taxiway layout storage device 33, a section division process is executed to divide the taxiway R into sections 1 to 13 as described above, and an in-vehicle map is obtained. It will be done.

That is, as shown in the table on page 12, based on the above layout data, taxiway R is divided into sections 1 to 13 as shown by broken lines in FIG. Partition connection data (■.

■,...■), the length of each section 1 to 13 in the same direction as the guide line ff, N,...1g13, and the section length data representing the lengths ff, N,...1g13, and the travel that intersects at the intersection, although the table is not shown. Turning occupancy distance data in which distances (occupied turning distances) necessary for the vehicle to turn in each intersecting direction of the lines are determined according to various turning methods are processed. Furthermore, each station A-D is inputted using the taxiway layout input device t32.
, forward/reverse data F, R, B, etc. representing the forward/reverse state of the vehicle in each section 1 to 13, and other data necessary for vehicle travel control are input, and these input data and the above-mentioned arithmetic processing are performed. The data is stored in the on-vehicle map storage device 35 as an on-vehicle map necessary for vehicle travel control.

Here, the above-mentioned section connection data ■ to ■ identify the direction in which the adjacent sections exist when each section 1 to 13 is shown as a figure E whose longitudinal direction is the same direction as the running line, as shown in Fig. 3. (hereinafter referred to as a terminal).

In addition, the above forward/reverse data F, R, and B are used when traveling with the vehicle's work equipment (fork) in the lead (hereinafter referred to as forward travel), and when traveling with the vehicle body in advance (hereinafter referred to as "forward travel"). This is referred to as backward running) and the case where either the above-mentioned forward direction or reverse direction is acceptable (hereinafter referred to as bidirectional running) are symbols. Here, symbols F and R regarding stations A-D can be read as "traveling forward and arriving at the station" and "traveling backward and arriving at the station", or "departing from the station traveling backwards", respectively. ” and “Depart from the station in forward motion.”

That is, for example, taking section 1 in the same table as an example, section 1 is connected to station A at terminal ■, section 2 at terminal ■, section 12 at terminal ■, and section 11 at terminal ■. , the section chief is j! 1, it can be seen that both forward and backward travel is possible in the same section 1 (symbol B).

The stored contents of the in-vehicle map storage device 35 are transmitted by the communicator 31 to the communicator 41 of the on-vehicle device 40 and received by the communicator 41 . The contents received by the communication device 41 are stored in the on-vehicle map storage device 42. Here, the communication device 41 simultaneously receives the signal indicating the in-vehicle map and transmits the C.
A signal indicating that the signal representing the in-vehicle map has been received by the PU 43 is output to the CPO 43 .

Simultaneously with the reception input, the CPO 43 outputs a signal to the communication device 41 indicating that the travel start/end point and work input are permitted to the communication device 41.

A signal with this content is transmitted from the communication device 41 to the communication device 31 and received by the communication device 31.

The received content is output to the travel start/end point/work input device 36, and when the device 36 inputs the travel start/end point and a signal to permit work input, the CR of the device 36 is output.
The input operation is permitted by, for example, displaying ``Manual power allowed'' on the display screen that is centered around T.

The operator uses a keyboard or the like to determine the vehicle's start point (starting point station) and end point (destination station) and the work to be done at each of these stations, depending on the work mode. The process of specifying and manually carrying out cargo handling operations such as loading and unloading is executed.

The travel route creation device 37 creates a travel route for the vehicle based on the above-mentioned human input content and the storage content of the in-vehicle map storage device.

In other words, if a driving pattern of point A - point B is created manually, the driving route for this driving pattern is determined by 1-2-3- in the order of arrangement of section identification numbers (running order of the vehicle) in the form of the shortest route. It is created as shown in 6.

The travel route data thus created and the input work data are stored in the travel route storage device 44 of the on-vehicle device 40 via the communication device 31.41.

Hereinafter, the CPU 43 stores the contents of the on-vehicle map storage device 42, the driving route storage device 44, the position mark detector 45,
A travel command including a work command is created based on each output of the travel distance measuring device 46, and the travel command is sent to the travel control circuit 4.
7. Output to the turning control circuit 48 to drive the vehicle to station B corresponding to the destination point.

The position mark detector 45 detects the end of the vehicle passing through each section. That is, when the mark provided at the end of the section is detected by the detector 45, "
It is determined that the passage has ended.

The moving distance measuring device 46 is configured mainly of pulse encoders attached to the wheels of the vehicle, and measures the moving distance of the vehicle.

In addition, without adding a mark to the end of each section, the second
As shown in the figure, the running line 15.19. . . detects the induced magnetic field generated in sections 1, 2, . . . with a predetermined sensor. ...
It may also be possible to detect the end of the .

In other words, it is also possible to use a travel line perpendicular to the direction of travel as a position mark.

Furthermore, without providing the position mark detector 45 or the like, the distance traveled measured by the distance measuring device 46 is successively compared with the map stored in the in-vehicle map storage device 42 to determine the end of passing through the section. It's okay.

Further, the travel control circuit 47 and the turning control circuit 48 are
Based on the output result of the PU 43, a driving motor and a steering motor (not shown) are each driven and controlled to drive the vehicle to a station corresponding to the destination point.

Hereinafter, as mentioned above, a vehicle is assumed to be traveling from station A to station B, loading at station A, and unloading at station B.
The processing procedure performed by the PU 43 will be explained.

First, travel route data 1-2 is stored in the travel route storage device 44.
-3-6 is read.

Then, the section connection data of section 1 through which the vehicle should first pass is read out from the on-vehicle map storage device 42. As is clear from the above table, in section 1.

Since it is known that station A is connected, if the vehicle is currently located at station A, it is determined that the command is valid.

However, if it becomes clear that the vehicle is currently located at a station or section other than station A, and that the station, etc. at the current location is not connected to section 1, then the command is not valid and the operator is instructed not to execute it. Execute the processing to be performed.

Specifically, the on-board device 40 transmits a signal indicating that execution is not possible to the central control device 30, and the content of the signal is displayed on a predetermined display device of the central control device 30. do. In this case, the vehicle stops all processing and waits until the next command is sent from the central control device 30.

In this case, the current position of the vehicle is determined by the travel distance measuring device 4.
Detected based on the output of 6.

If the command is valid, based on the work data stored in the travel route storage device 44, first a series of work commands are given to the vehicle to load the cargo at station A using the vehicle's working machine (fork). are created, and control signals for executing these operations are output to a work machine control circuit (not shown), which controls a work actuator (not shown).

When the loading operation at station A is thus completed, the next command, the section connection data for section 2, is read out from the on-vehicle map storage device 42. As is clear from the above table, since section 2 is connected to section 1 through terminal 2, it can be seen that in order to move from section 1 to section 2, the vehicle only needs to run straight in section 1. Therefore, a travel control signal and a turning control signal for causing the vehicle to travel straight in section 1 are created, and these signals are sent to the travel control circuit 4.
7 and the turning control circuit 48. As a result, the vehicle travels straight on the travel line 14 in section 1 at a predetermined vehicle speed and with the steering angle kept at zero. station A here
As is clear from the contents of Table 1 above, the forward/reverse data regarding the vehicle starts traveling forward (symbol R), so in Section 1, the vehicle is traveling forward.

When the position mark detector 45 detects that the vehicle has moved to the end of section 1, the section connection data for section 3, which is the next command, is read out from the on-vehicle map storage device 44. As is clear from the table above, section 3 has a terminal connected to section 2.
Therefore, it can be seen that between section 2 and section 3, it is necessary to turn to the right at the intersection 21 between the sections.

Therefore, the intersection 21 stored in the in-vehicle map storage device 42
The optimum turning method will be selected based on the turning occupancy distance data for each intersecting direction of the traveling lines 14 and 15 intersecting at , and the forward/reverse data for sections 2 and 3. Note that this turning method selection process is a matter related to the applicant's earlier application (Japanese Patent Application No. 63-250537), and is different from the gist of the present application, so detailed description thereof will be avoided. However,
For example, assume that a switchback turning method is selected, in which the vehicle moves forward in section 2, moves forward in section 10, and moves backward in section 10 while transitioning to section 3.

If such a switchback turning method is selected, a traveling control signal and a turning control signal for turning the vehicle by this turning method are created, and these signals are outputted to the traveling control circuit 47 and the turning control circuit 48.

That is, first, a travel control signal and a turning control signal for causing the vehicle to travel straight on the travel line 14 in the compartments 2 and 10 are created, and these signals are sent to the travel control circuit 47.
and is output to the turning control circuit 48. As a result, the vehicle travels straight on the travel line 14 in the sections 2 and 10 at a predetermined vehicle speed and with the steering angle held at zero.

During this time, when the position mark detector 45 detects that the vehicle has moved to the end of the section 10, the section connection data for section 6, which is the next command, is read from the on-vehicle map storage device 42. As is clear from the table above, since section 6 is connected to section 3 through terminal 2, it can be seen that between section 3 and section 6, it is necessary to turn to the left at the intersection 22 between the sections.

Therefore, based on the turning occupancy distance data for each intersecting direction of the travel lines 15 and 16 that intersect at the intersection 22 and the forward/reverse data for section 3 and section 6, which are stored in the on-vehicle map storage device 42, The optimal turning method is selected.

When it is determined by detecting the mark of the position mark detector 45 that the vehicle has traveled forward and moved to the end of the section 10, a driving # control signal and a turning signal are issued to stop the vehicle at the end and switch back. A control signal is output. As a result, the vehicle shifts from forward running to reverse running, the steering angle is maintained at zero, and it starts running straight again into section 10 along running line 14.

Next, a left turn is made from section 10 to section 3, but in order for the vehicle to smoothly move onto the traveling line 15 in section 3 after the turn, it is necessary to make a left turn at an appropriate position on the traveling line 14 in section 10. , you need to start turning the steering wheel. The above-mentioned appropriate position is preset as a turning position spaced a predetermined distance from the intersection 21 using parameters such as the wheel base and running (turning) speed of the vehicle.

The current position of the vehicle is calculated based on the output of the travel distance measuring device 46, and the calculated current position and the turning position are compared at any time.

Eventually, when the current position coincides with the turning position, a travel control signal and a turning control signal are outputted to apply a predetermined steering angle to the steering wheel and make a left turn. As a result, the vehicle can move from section 10 to section 3.
The vehicle is turned left.

Further, in order to smoothly move the vehicle onto the traveling line 15 within the section 3 after turning, it is necessary to continue turning the steering wheel by an appropriate distance. It is assumed that this appropriate turning distance is also given as a preset distance using parameters such as the wheel base and traveling (turning) speed of the vehicle.

Based on the output of the travel distance measuring device 46, the travel distance of the vehicle from the turning position is compared with the preset distance at any time.

Eventually, when the travel distance matches the preset distance, the steering angle is returned to zero and a travel control signal and a turning control signal are output for driving the vehicle straight on the travel line 15 in the section 3. Ru. As a result, the attitude angle of the vehicle at a predetermined point on the traveling line 15 is
The vehicle travels straight on the travel line 15 in the section 3 from the predetermined point.

Thereafter, the vehicle turns at the intersection 22 between section 3 and section 6 using the optimal turning method selected above, travels along the travel line 16 within section 6, and reaches station B, which is the destination.

At this time, at station B, a series of work commands are created for unloading the cargo using the working machine (fork) of the vehicle, and control signals for executing these operations are output to the work control circuit. The working machine actuator is thereby controlled. CP after completion of work
All processing in U43 ends.

As explained above, according to the embodiment, in-vehicle map information and travel route information are automatically generated without relying on human hands by simply providing information on the layout of the taxiway, the start and end points of the automatic guided vehicle, and work instructions. Created by Furthermore, based on these pieces of information, travel commands are automatically and sequentially created without relying on human hands, and the automatic guided vehicle travels to the destination.

Therefore, the development cost of the system is increased, and the certainty of created travel commands and the flexibility with respect to changes in layout and route are significantly improved.

〔Effect of the invention〕

As explained above, according to the present invention, instead of individually and manually determining on-vehicle maps and travel commands according to the layout of the taxiway and the travel route of the automatic guided vehicle, the automatic guided vehicle Since the optimal travel command is automatically created by simply specifying the travel start point and travel end point, a reliable and low-cost system can be realized.

Furthermore, flexibility in changing the taxiway layout and travel route can be improved.

Furthermore, in the past, travel commands were created for each point on the map along the route that the automated guided vehicle would travel, and all of these were stored in the vehicle's on-board memory, but according to the present invention, travel commands are required. Since they are created sequentially at different times, it is also possible to significantly reduce memory capacity.

[Brief explanation of drawings]

FIG. 1 is a block diagram conceptually illustrating an embodiment of an automatic guided vehicle travel command generation device according to the present invention, FIG. 2 is a conceptual diagram illustrating the layout of a guideway for an automatic guided vehicle, and FIG. The figure is a diagram used to explain the inner shrine stored in the map information storage device shown in FIG. 1-13...section, 14-19...travel line, 20-
24...Intersection, 30...Central control device, 31.4
DESCRIPTION OF SYMBOLS 1... Communication device, 32... Taxiway layout input device, 34... Taxiway layout analysis device, 36... Travel start/end/work input device, 37... Travel route information location, 40 ... On-vehicle device, 42... On-vehicle map storage device, 43... CPU, 44... Driving route storage device,
47... Traveling control circuit, 48... Turning control circuit.

Claims (1)

[Scope of Claims] Map information input means for inputting map information of a taxi route on which an automatic guided vehicle travels; Divide into sections,
map information creation means for creating map information regarding these plurality of sections; travel start/end point input means for inputting a travel start point and a travel end point of the automatic guided vehicle on the taxiway; and the map information creation means. Based on the map information created by the means and the travel start and end points input by the travel start and end point input means, a section corresponding to the travel section in which the automatic guided vehicle should travel among the plurality of divisions. a traveling section creating means for creating traveling section information indicating a traveling order of the vehicles; and transmitting the map information created by the map information creating means and the traveling section information created by the traveling section information creating means to the automatic guided vehicle. a ground device having a transmitting means, and a receiving means for receiving the transmitted content of the transmitting means, and a ground device that allows the automatic guided vehicle to move over a section corresponding to the traveling section based on the received content of the receiving means. The automatic guided vehicle is provided with a travel command creation means for creating a travel command for traveling in the travel order, and the automatic guided vehicle is guided along the guideway from the travel start point to the travel end point based on the travel command. A travel command creation device for an automatic guided vehicle, characterized in that the vehicle travels along the following directions.